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These multitasking moves, designed by Kira Stokes, an instructor at Reebok Sports Club/NY in New York City, will create sleek, sexy curves and accelerate your metabolism.
Trimming tap
Works: Works butt, thighs
Stand with feet hip-width apart, a resistance band around ankles. Squat with hands clasped at chest (as shown). With right heel, tap in front, return to center; tap to right, return to center; tap behind, tap right, return to center for one rep. Do 15 reps. Switch sides; repeat.
Super squat
Works: Works arms, butt, thighs
Stand with feet wide, toes turned out 45 degrees, a weight in each hand with arms down. Squat, then bend at hips until back is flat; return to squat. Stand as you curl weights to shoulders (as shown). Keeping weights near shoulders, point elbows toward ceiling, then straighten arms to bring weights directly overhead. Reverse arm sequence to return to start. Do 15 reps.
Waist whittler
Works: Works shoulders, abs, obliques
Start in a side plank with left wrist under shoulder, right hand behind head, elbow out; stack legs, left foot in front of right. Keeping abs tight, bend left knee toward chest as you draw right elbow toward knee (as shown). Return to start. Do 15 reps. Switch sides; repeat.
Get-lean lunge
Works: Works shoulders, arms, butt, thighs
Stand with a stability ball pressed between your lower back and wall. Hold a weight in right hand, arm extended overhead, left hand on hip. Step forward with left foot and place sole of right foot flat against wall. Lunge until right knee hovers above floor as you bend right elbow, bringing weight toward shoulder (as shown). Return to start. Do 15 reps. Switch sides and repeat.
Saturday night slimmer
Works: Works shoulders, abs, obliques, butt, legs
Stand with right foot about 2 feet in front of left, left heel lifted. Hold a weight in left hand, right hand on hip. Bend knees and lower torso to right thigh, reaching left hand to right foot. Stand as you pivot feet and torso forward, raising weight overhead on a diagonal (as shown). Reverse sequence to return to low lunge. Do 15 reps. Switch sides; repeat.
Crunch and punch
Works: Works arms, shoulders, abs, obliques
Lie back on a stability ball, feet flat, holding a weight in each hand, elbows bent. Pull abs in and slowly crunch up several inches as you punch right, then left, rotating torso in direction of punch (as shown). Lower to start. Repeat. Do three sets of 15 reps.
Toning twist
Works: Works arms, abs, obliques, butt, thighs
Start in a deep squat, holding one weight in both hands outside of right hip (as shown). Stand as you sweep weight across body to left and overhead to right while extending right leg to right side. Reverse sequence to return to start. Complete 15 reps. Switch sides; repeat.
Wall walker
Works: Works chest, abs, butt, thighs, calves
Lie faceup in front of a wall with a weight in each hand, arms straight up, palms facing in. Place toes on wall, with knees bent and directly above hips, and raise butt off floor. Maintain hip lift as you draw left knee toward chest and open right arm to side (as shown). Return to start and repeat on opposite side for one rep. Do 15 reps.
Brooklynite. Wielder of hammer, spatula and pen. I ride the moguls, but not the waves. Yet.
SELF does not provide medical advice, diagnosis, or treatment. Any information published on this website or by this brand is not intended as a substitute for medical advice, and you should not take any action before consulting with a healthcare professional.
Enjoying a glass of wine need not be a considered a treat, especially when you are sipping on a low calorie wine. But can low calorie wines still hit the spot?
Drinks companies have poured millions of pounds into deciphering the recipe to a wine that not only tastes great, but caters to those looking for a lower calorie serve.
Supermarkets have worked hard to introduce stronger and larger ranges of lighter wines, while the New Zealand wine industry has ploughed £8.5m into finding a way to produce lighter wines without compromising on taste.
Tapping into increasing consumer demand for lower alcohol wines, the NZ$17 million "Lifestyle Wines" project was first announced in 2013.
Funded by the New Zealand government, NZ Winegrowers and around 15 individual wineries, the project is working to develop new ways of working in the vineyard, the winery and responding to changing market demands in order to position New Zealand as a premium producer of low alcohol wines in the future, aiming for an abv of 8-10%.
Meanwhile, Pernod Ricard committed to providing a web link to nutritional information on the labels of all of its strategic brands in 2017, following a report by the EU Commission inviting the trade to devise its own calorie labelling strategy. Diageo and AB InBev have made similar pledges, providing nutritional information on a voluntary basis through a combination of online information and on-pack labelling.
While low-cal wines have no set industry standard, they are generally at least 15% lighter than the standard 120 to 130 calories found in a 150ml serving. Some wines are carried on this trait alone, pitched as 'skinny', while others by virtue of their lower alcohol content are naturally lower in calories. Getting a balance between the alcohol content and resulting calories is the trick.
Here, we have taken a look at low calorie wines that still have a decent abv, 7% and above, but carry fewer calories.
Watch our video roundup of five of the lowest calorie wines in the world right here:
Click here for our analysis of no and low alcohol wine trends, and Five no and low trends to watch out for in 2020.
10. The Doctors' Sauvignon Blanc
Calories per 125ml: 67
ABV: 9.5%
Forrest Winery was a frontrunner of the low-alcohol wine movement in New Zealand, first launching The Doctors range in 2006.
John and Brigid Forrest, who have PhDs in Neurophysiology and Medicine respectively, first conceived the range with a Riesling. A Sauvignon Blanc followed in 2009 and then in 2017 a Pinot Noir and a rosé, made from Pinot Noir and the aromatic Arneis, was added. All wines in the range are 9.5% abv and are made "with no chemistry tricks or genetic engineering wizardry. Just sustainably grown, naturally produced lower alcohol wine".
Last year, Dr John Forrest gave an interview to the drinks business, in which he spoke out against the rise of zero % abv wines in the UK, saying that he finds the concept "offensive".
"Our wines are for socialising and enjoying with friends, but still staying sharp," the pair state on their website.
"The Doctors' are impeccably structured, full flavoured, lower alcohol lifestyle wines, with no compromises in the wine growing process and – more importantly – no compromises to your wine drinking experience."
The range is available in the UK at Waitrose and Tesco.
9. Skinny Prosecco 1754
Calories per 125ml glass: 85 ABV: 11%
Skinny Prosecco 1754 contains just 0.25g of sugar per 125ml serving, meaning that it comes in at just 85 calories per glass.
Founded in 2010, the brand's headquarters and distribution centre are based in Wakefield in the UK. The team sources its grapes from a 400-year-old boutique vineyard in the Veneto, northern Italy, with grapes grown on south facing hillsides only. It also produces a 'full sugar' version of the brand.
While its wholesale business is temporarily closed during the Covid-19 pandemic, its consumer business is still up and running, delivering across the UK from its website.
8. Thomson & Scott Organic Prosecco
Calories per 125ml glass: 84 ABV: 11%
An early adopter of the skinny fizz trend, the Skinny range of sparkling fizz was founded by former BBC broadcaster Amanda Thomson in 2014 and included a Prosecco, Champagne, Cava and Franciacorta, capitalising on a move towards healthier drinking and calorie-counting consumers, alongside the Prosecco boom.
As previously reported by db, the Skinny brand was first launched with a zero dosage fizz from Alexandre Penet – a Champagne house renowned for its low-dosage cuvées – which was later followed by a similarly bone-dry rosé.
Now, the range has been rebranded and streamlined to include an organic Prosecco under the Thomson & Scott label, formally Skinny Prosecco and still low in calories, alongside Noughty, an alcohol-free sparkling wine.
Thomson and Scott Organic DOC Prosecco contains 84 calories per 125ml glassand 7g of sugar per litre, compared with the more common 12 to 15g range.It is produced from Glera grapes grown on the south facing slopes of the Dolomite foothills, close to Soligo, North East Italy.
7. WW Cense
Calories per 5oz (140ml) glass: 85 ABV:9.6%
In 2015 WW (Formally Weight Watchers) teamed up with Cense Cellars to produce a new low calorie wine, leading to the creation of its new range of WW Cense Wines, produced with winemaker Haydn Mouat and the Truett-Hurst Winery in the Dry Creek Valley and Russian River Valley of California's Sonoma County. The range initially launched with a Marlborough Sauvignon Blanc and a rose from California.
Both wines are only 3 "SmartPoints", which equates to around 85 calories per 5oz serving (140ml). A Methode Champenoise sparkling wine from California and a Cabernet Sauvignon from Paso Robles has since been added, all coming in at 3 "SmartPoints" each.
Speaking at the time of its launch, Mouat said: "We spent two years working with WW researching Cense Wine. We went back and forth, tasting, testing, and tweaking, prior to perfecting it! The first Cense Wine varietal launched was Sauvignon Blanc.
"It's a light, aromatic blend. And the second, the California Rosé, has floral aromas with strawberry and cherry hints. The quality of this wine is something I'm really proud of. It's a great wine, it's a serious wine, and I'm really excited about the relationship we have with WW."
6. Yellow Tail Pure Bright
Calories per 125ml glass: 79
ABV: 8.5%
One of the biggest wine brands in the world, Australia's Yellow Tail last year announced the launch of a new lower ABV wine range in the UK. In line with Pernod Ricard's strategy, Casella Family Brands, which owns Yellow Tail, cited changing attitudes toward alcohol to have led them to launching a lighter wine range in the UK.
At the time of its launch, head of strategy, Michael Sergeant, said health and social drivers were impacting the wine category in many ways, with drinking more moderately an aspiration for more people than ever, but that concerns over the taste of lighter wines was holding the category back. Pure Bright seeks to address this, with the aim of offering the same varietal characteristics of a Pinot Grigio, citing notes of red apple, pear and passionfruit, but at a lower abv.
At 8.5% Pure Bright Pinot Grigio carries 79 calories per glass, with the range also including a Sauvignon Blanc, Chardonnay and rosé. The wines are available in Tesco at £7 each.
5. SL'M Wine
Calories per 125ml glass: 75
ABV: 11%
Another brand jostling for space in the low calorie fizz market is SlimLine Wine, which lays claim to being the UK's first 0g sugar, 0g carb wine. Produced in the Piedmont region of Italy, its range of "guilt-free" wines includes an Italian sparkling wine made from Pinot Grigio, Pinot Noir and Chardonnay, and a rose variant made with Pinot Noir, Chardonnay and Barbera under the SL'M wine label.
There's also a low calorie bag-in-box called La Rossa red made from Merlot and Barbera, and a Il Bianca white made from Sauvignon and Chardonnay.
"We hope zero-sugar wines will appeal not just to slimmers, but also those with health problems such as diabetes. As well as ruling out added sugar," the team states on its website.
4. Follador Brut Nature Millesimato Pas Dosé
Calories per 125ml glass: 75
ABV: 11.5%
In 2018 Follador launched a new, vegan friendly, low-calorie sparkler with just 75 calories per 125ml glass. The Brut Nature Millesimato Pas Dosé has been made using the Krios system, which uses inert cryogenic gas to reduce the temperature of grapes during crushing, removing the air and eliminating the unfavourable effects of oxygen on a wine in the pressing phase.
This process has also allowed Follador to reduce the level of sulphites used in its wines by 30%. Follador claims to be the first producer in Valdobbiadene to experiment with the Krios system, and has now trademarked the entire process under the name the 'Gianfranco Follador Method'.
From the 2017 vintage all of Follador's Proseccos, produced across four DOCGs in Valdobbiadene in the 'Torri di Credazzo' Cuvée, Cartizze, Brut and Extra-Dry categories, will undergo the Krios system.
This new sparkler is described as having "an important, harmonious structure" with aromas of "green apple, pear, lime, citrus and fresh flowers".
3. Brancott Estate Flight Series
Calories per 125ml glass: 75 (Sauvignon Blanc and Pinot Gris), 72 (Sparkling Sauvignon Blanc)
ABV: 9%
Last year New Zealand's Brancott Estate, owned by Pernod Ricard, relaunched its 9% ABV wine range, the Flight Series. Comprising a Marlborough Sauvignon Blanc, Pinot Gris and sparkling Sauvignon Blanc, each wine carries around 20% fewer calories than the typical wine produced from the same grape variety. Rather than using alcohol removal techniques, the wines are produced from grapes that have been harvested early, with a lower sugar content and higher acidity.
Speaking about the relaunch last year, Pernod Ricard UK said now was the right time to reintroduce these wines to the UK market, having been last available in 2015 when it said the appetite for such wines was "not as strong".
The range is available at Sainsbury's in the UK.
2. St Louis de Provence
Calories per 125ml glass: 74
ABV: 13%
The Saint Louis Provence is made by Estandon Vignerons in Provence, and is notably light at just 74 calories a glass, according to Skinnybooze.co.uk. A blend of Cinsault, Grenache, Syrah and Carignan, grapes used are grown in Coteaux Varois en Provence, which owes much of its character to a series of limestone and clay-limestone soils oriented from east to west with alternating seams of gravel and flint.
The Estandon brand itself was founded in 1947 by Jean Bagnis. Then, in 1973,wine growers from the wine cooperatives and other players in the Var created a Union of cooperatives, pooling their expertise. Over the following years, other wineries in the Var and Bouches-du-Rhône areas joined the group, adopting the Le Cellier de Saint Louis brand.In 2005, the Vignerons des Caves de Provence, owners of the Estandon brand,joined the Union, thereby creating the "Cercle des Vignerons de Provence", representing 10% of Provence wine production at the time, and becoming Estandon Vignerons.
The vineyards used to produce Saint Louis Provence are currently undergoing organic conversion over a period of three years.
1. Sumika Shiraz, 2017
Calories per 125ml glass: 65
ABV: 8.5%
Launched by Marks and Spencer in 2017, the Sumika 'reduced calories and alcohol' label carries just 65 calories per 125ml serving, and manages to retain its ABV at 8.5% through a process of spinning cone technology, which removes alcohol, and the addition of non-fermented grape juice.
The wines are made exclusively for M&S by South Africa's Journey's End winery in Stellenbosch, which is managed by Rollo Gabb and winemaker Ben Jordaan. The range also includes a Sauvignon Blanc, and a rosé, made with Cinsault grapes.
2021 CAN AM Outlander 450 Can-Am is a newcomer to the UK market, but it's already starting to make a good impression. The Outlander 450 is one of the most comfortable bikes, with a lightweight electric throttle, smooth drive, and luxurious suspension.
However, the transmission is not as positive as some of its competitors and can stretch during heavy towing. The low base price is very attractive, but it is important to note that this does not include power steering.
Price as tested £ 5,583
Best for smooth travel
Worst for Simplicity
It may use 450 brandings in its bodywork, but the Outlander actually draws its power from the single-cylinder 427cc engine, made by sister company Rotax.
2021 CAN-AM Outlander 450 Review
2021 Can Am Outlander 450 Review, Although the displacement, is lower than recommended, it develops a fairly healthy 38hp, making it one of the more agile bikes in our tests. Those looking for even more have the 48hp 570cc V-twin option.
In a similar vein to most other ATV makers, Can-Am has opted for a belt-type CVT driveline to put this power to the ground. Drive is activated via a clutch with a one-way bearing, which promises fast drive absorption as well as decent engine braking.
Can-Am Outlander 450 Top Speed 2021 In practice, the delivery was good enough and we couldn't get it down a steep hill, even with a full-weight trailer behind it. However, it is not as sharp as those offered by Yamaha and Suzuki.
The only time we shook its cool was during the uphill tow test, where the rear tends to squirm a little.
As for the four-wheel-drive system, it can be switched on and off while moving via a switch on the handlebars, provided the wheels are not turning.
When the four-wheel drive is activated, power is distributed via a fixed drive to the rear axle and the automatic locking diff up front. It works progressively to change the amount of slip according to the conditions, locking completely when traction is completely exhausted.
Read next: 2021 Polaris Scrambler XP Quad-Zilla, Is One Of The CRAZIEST ATVs Ever Made
To further enhance its off-road credentials, Can-am has fitted an independent rear suspension with rear arms. The idea is that this causes the wheel to articulate in a vertical plane, not the butterfly movement of the hopeless bone system.
This seems to work because it provides a very smooth ride, even on some very hard surfaces.
Another strong piece of clothing of this bike is the carrying capacity that embarrasses the Sherpa with a crane limit of 590kg, loading 109kg for the rear rack and 54kg at the front.
2021 CAN AM Outlander 450: Can Am Outlander 450 Top Speed
CAN AM Outlander 450, Can-Am has taken a high-tech approach to several control systems on its bicycle, starting with a coded key-fob system.
The main goal is to make the bike harder to pinch – the dealer can deactivate a stolen lock and electronic devices make the bike quite challenging to pinch. But individual keys can also be programmed with different speed limiters, so their performance can be limited for inexperienced riders.
2021 Can Am Outlander 450 Top Speed: Can-Am Outlander 450 specifications
427cc single cylinder Rotax engine
38hp power
Stepless two-speed belt type CVT transmission
Four-wheel drive Two- and four-wheel interchangeable drive
Differential No rear diff, front automatic locking
Carrying a capacity of 54.4 kg front and 109 kg rear
267mm ground clearance
308kg dry weight
673cm turning circle
Starting price of £ 5,583 (without power steering)
Sounds complicated, but in reality, it is nothing more than a fiddle than carrying a key. We don't know how this will be fair after long exposure to mud and water.
The techy power also extends to the throttle, which is a fly-by-wire affair rather than a standard steel cable. This means it's very light to operate and won't freeze in winter.
For those who like to carry lots of knick-knacks, Outlander has some decent storage, with a large box that closes tightly on the back shelf.
Intelligently, it does not interfere with the use of their shelves or binding points. However, it is not accessible if the spray or slug pellet is installed on the back.
Our test motor was not equipped with power steering (the only motor tested was not), but aside from the low-speed maneuvers, we weren't particularly aware of it. It's available on a higher-spec pro model, which has a price tag of £ 6,416.
It also comes with some luxurious extras like wheels, bigger tires, and a tougher seat.
There is also a road bike option, but this top speed is limited to 60kph.
Passions
Smooth transmission and ride
Low base price
Dental selector placement
Complaint
Uneasy during heavy towing
Too many electronics
Options can be expensive
CAN AM Outlander 450 Review
Can-Am is known as the luxury manufacturer in the world of Powersports, be it by boat, snowmobile, or off-road vehicle. While it is true that they do offer some high-end models with all the attractive features, their price is quite up to every other manufacturer, sometimes less, sometimes a little less.
In the last two years, Can-Am has broadened its horizons by offering a new, extremely budget-friendly model with many of the same high-end features. The affordable Spark Ship was the first example and expanded its customer base with a sporty and attractive model, and now the L ATV line is set to do the same. We recently had the opportunity to try out one of the new L models, the Outlander L 450, and we were very excited to see what this mid-sized machine can do.
Like most other ATV owners, we use our machines for towing trailers or lawn tools, hauling some firewood, and for a variety of tasks around the yard or farm, at least for a week. When the weekend comes and we can go, you can bet we load trailers for a few days of travel.
The path we walked on had a bit for each type of terrain. There are deep forests, soft mud swamps, rocks and mines to explore, and lots of sand. In short, it could be an excellent testing weekend. Before we hit the trail with a new machine, we always provide a thorough check to check its features. The Outlander L 450 doesn't disappoint.
We are very pleased to know Can-Am gave their G2 dual-rail chassis L model. The G2's chassis is stronger, has less flexibility, and feels a lot more precise. This is a nice design and we love seeing it for such an affordable machine price! At the rear, the suspension is provided by the Can-Am TTi trailing arm suspension, which gets more wheel travel with minimal geometry changes, while at the front.
Dual A-arms and Can-Am anti-dive technology deliver consistent handling even when the front is experiencing compression due to braking or impact. Five-way preload-adjustable shocks are found at all angles, controlling nine inches of travel up front and 8.8 inches behind.
Read next: 2021 Can Am Outlander 850 XMR: Next Outlander 850 with Rotax V-Twin Engines
Powering the new Outlander L 450 is a single-cylinder, 38 horsepower, Rotax 450 four-stroke engine, liquid-cooled, electronic fuel injection fuel-injected. The claimed output is 38hp and while it's one of the smaller engines in the Can-Am fleet – smaller than a single-cylinder on some models – don't underestimate its capabilities.
The engine is paired with a CVT Can-Am (Continuously Variable Transmission) which even provides engine braking when descending steep hills. Their half-century snowmobile experience gave them a lot of knowledge on how to get a CVT to work, and once again they got this part right.
One thing Can-Am has been working on in recent years is airflow, both to the airbox and CVT and around the engine. The CVT air intake is raised much higher in the chassis, allowing us to traverse mid-chassis depth water without fear of the belt slipping. The airbox design is now a pretty thing too, and without tools, the air filter can be removed for inspection in about 30 seconds.
It is so easy and there is no excuse for neglecting such a simple task. The air filter contains a pleated filter element enclosed in a foam outer layer. Even in the driest of conditions, it manages to keep our intake clean. The oil check was also very important, and a dipstick was found on the right side of the engine. So far so good! It's time for a ride.
First things first, we like the silver / gray color of the Outlander L 450. We're not sure why this color hasn't been used before, but it looks good and the cast aluminum, centerless wheels provide a nice accent. The saddle feels very comfortable, not too big or too small, and everything is easy to reach. All switches are in their usual position with the lock in front of your knee on the left, and the derailleur on the right.
Right in front of the handlebars is a very good digital display and you can browse through its features with a button. The only feature that we don't care about is the position of the brake lever. It is turned too high above the bar so that we loosen the screw and turn it to a more comfortable and natural position. Rather than composite shelves, Can-Am went to the old school and used sturdy, steel racks with a durable powder-coat finish.
It doesn't matter to us. The shelf has many fastening options, and in the center of the rear shelf is a nice-sized closed storage compartment. We love it so much! As expected, the shelves are also ready to accept Lin-Q Can-Am accessories. We slide the dial to green, watch the display light up, and turn the key. A few turns later, the engine starts, and we are on our way.
Throughout the weekend, various riders spent over the L 450, and a lot of universal praise. The top things that all riders love are:
It's comfortable on my tushy. Those were the words of a female rider and everyone agreed.
The power steering works very well and makes traveling throughout the day easy. (The medium setting was found to be most preferred.)
The suspension is made for a smooth ride.
Power is very good and is on par with many larger capacity engines.
Splash protection is excellent and floorboards flow well.
The brakes are excellent and do an excellent job of maintaining control, even on steep and rocky roads.
The taste is natural, not too big, not too small.
The silver / gray color is very sharp and shows no impurities unless completely exposed to the mud.
Going up the easy trail is one thing, but we wanted to use the new Outlander L 450 to see how it will handle extreme terrain, and we know exactly where it is. A large mine gave us lots of caves, rocky climbs and descents, huge obstacles to cross, and lots of water to cross. This will be a challenge for the Outlander and the racer.
When climbing over rocks and climbing or descending steep hills we started to appreciate the stability of the L 450. The L 450 always felt stable and balanced, even when the rear end was much higher than the front on a steep slope.
The tires also perform well on rocks and are resistant to cutting, but in the sand, we needed to use the 4wd Visco-Lok for better response. The open tread pattern clears well in mud or snow and provides a smooth ride, but when riding on lots of sand you should leave it within 4wd.
The water crossing is always fun and the Outlander L 450 has no problem diving to swim. We spent a lot of time crossing the pool onto and off the floorboards and never managed to get the belt wet thanks to the CVT air intake mounted high on the chassis. We love the way planks deliver water quickly, but they have one other great feature too.
The Can-Am offers sturdy, flawless footpegs that are formed into floorboards. This doesn't happen to all manufacturers, but Can-Am got this one right. This allows your feet to rotate as needed and still keeps you firmly attached to the machine.
Wherever we take it, the L 450's chassis and engine work like a champion. It has enough power to conquer whatever we ask for, and the CVT responds well to throttle input, and during gear shifting.
At times the switch from forward to backward can be a little curvy, but overall we are very happy with the Outlander L 450's performance. We have very little to change.
The hitch is one of man's most useful and earliest tools for applying force to weights. It's one of those things that's hard to fix. The Can-Am didn't do it, and the snag to the G2 chassis has undoubtedly brought back the evolution of countless centuries of innovation. Here's why:
Made of a single piece formed with the ears folded on each side as a gusset.
The gusset effectively blocks each side of the attachment hole.
Most rear pulls employ a clevis force hitch. You cannot turn by attaching a clevis-style hitch because the d * & $ ears/gussets limit the rotation of the clevis.
About the only way to use the hitch on the Outlander L is as a tie-down point, or as a mount for the ball hitch. This is also questionable, as most ball hitches carry a higher load than clevis hitches, and you don't want to overload the back of your ATV.
It will only cause bad things to happen. The best options for an Outlander hitch are to throw them out entirely, throw them in a metal trash can, or use them as artificial reefs in your aquarium.
It wouldn't be a Can-Am without an option pack and the new L-Class Outlanders has a DPS package available with the following features:
Tri-Mode Dynamic Power Steering
Visco-Lok QE front differential
Magneto 500-W for even more accessory power
12-inch cast-aluminum wheels with a centerless design
Available colors: Can-Am Yellow, Light Gray with Can-Am Red or Camo stickers
If you often like to ride with your closest people or friends, there is even a MAX version of the Outlander L, and the seats can be removed when driving alone. You can't go wrong after all.
Can Am 450 Outlander Top Speed
We think Can Am 450 Outlander Top Speed MAX DPS 450 /570 450: 38 hp / 570: 48 hp Tri-Mode Dynamic Power Steering (DPS) Heavy-duty front bumper LinQ quick-mount accessory system 25 inches.
Can-Am Outlander 450 Top Speed There is also an option for bicycles that are road legal, but 2021 Can Am Outlander 450 Top Speed has a top speed that is limited to 60 km/h.
2021 CAN AM Outlander 450 Price
Can Am Outlander 450 Price, Starting at $ 6,299 MSRP for package entry, transportation, and setup costs vary by choice.
MODEL TYPE Utility
BASE MSRP (US) $ 6,199
TYPE OF MACHINE Single Cylinder
CYLINDER 1
4-Stroke STROKE MACHINE
VALVE CONFIGURATION SOHC
TRANSFER (CC / CI) 427/26
TYPES OF CARBURETY Fuel Injected
TYPES OF TRANSMISSION Continuous Variable (CVT)
PRIMARY DRIVE (FRONT WHEEL) shaft
REVERSE Yes
FRONT TIRE (FULL SPECIFICATION) Carlisle Trailwolf 25 X 8-12
REAR TIRE (SPECIAL SPEC) Carlisle Trailwolf 25 X 10-12
Launched late in 2011, the Ducati Panigale has always been a thing of outstanding beauty – maybe too beautiful in a fashion-over-function approach if...
Launched late in 2011, the Ducati Panigale has always been a thing of outstanding beauty – maybe too beautiful in a fashion-over-function approach if we're talking pure dynamics. You'd come in after a session, sweating, shaking, checking for skidmarks and ready for bed, thinking you'd broken the lap record or a PB, when in fact the 1199 was a chunk slower than its rivals. But it was uniquely brilliant.
Likewise, ridden hard on the highways was like putting your nuts in a vice and letting someone else control the clockwise-only handle: bucking, weaving and slapping its way along, which was no bad thing. Its distinctive monocoque 'chassis' stiffness and rigidity was enormously fun but hard graft and a little intimidating. Only racers could truly exploit it, or had the balls/skills to.
Say hello to the 1299. Ducati has screwed conformism to racing and given the new Panigale a 1285cc capacity (1299 sounds better) with a pair of gargantuan pistons. Grab a tape measure, look up 116mm, and imagine two of those puppies going banzai beneath your botty at 11,500 times a minute. If it helps you sell on Monday, why race on Sunday?
Ducati freely admits that the 1199 lacked the midrange minerals of stereotypical Desmos of old and its competition: a by-product of the insane Superquadro motor's stats and characteristics. Chucking another dollop of grunt at the 1299's motor – a claimed 15-18% at some points in the range – should do it. And it has.
The world press shindig was held at Portimao circuit: a proper test facility with its blend of fast and slow corners, captivating ups and downs, scary blind crests and corner entries, and immense post-ride entertainment. If there's anywhere to highlight deficiencies of the Panigale S we were riding, it'll be in the Algarve.
It's no surprise the claimed 205bhp power increase is immense in realtime. Everything about the unique Superquadro engine screams fury, like a bull that's been stung on the bollocks: the power delivery, the noise, the resonance, yet you can't help but take more throttle liberties. The slow methodology simply isn't in the Panigale's ethos.
The 1199's two-stroke powerband equivalent has made way for a more linear, yet harder hitting delivery at every stage of the throttle. Internally, the motor spins just as viciously to the 11,500rpm redline, which means you still have to chuck gears at it (and the gearing is very short), but that midrange packs an addictive heavyweight punch that'll see off most in a straight line.
The fresh energy can be found with just a whiff of gas and it surges forward with greater momentum than the 1199. We're not just talking a slice of extra zip. It's a full-fat portion of butt-clenching torque that's been added. It still takes a while for the motor to catch up with eager throttle actions in taller gears and the Superquadro nevertheless thrives for top-end action.
Immediately, the 1299 feels lower – my stubby legs no longer require a full stretching exercise to reach the floor. In a bid to rectify arse-end grip, Ducati lowered the 1299's swingarm pivot by 4mm and this truly is a tangible upgrade. The rear tyre now feels constantly connected to the surface beneath, giving the traction control less work to do.
Another positive consequence to the 4mm change is stability, which has been improved in every sense. Sure, there's an element of 'bar waving and the Ducati doesn't have the fastened-to-the Tarmac assurance of the new BMW, but it's also way more fun.
Overall, it's easier to ride faster and explore the limits. If you've ridden/owned an 1199, you'll be familiar with its similarity to a stumpy scaffold pole with wheels and that lack of flex, but thankfully the 1299 feels more conventional, softer and more forgiving as you attack a turn.
Within a few laps, the 1299 was eager to push on and filling me full of confidence that the 1199 never quite managed. Having spent a few days here onboard the old 'Gale at Fast Bikes Sportsbike of the Year, the 1299's front-end is far sexier and willing to meet an apex, not to mention falling from upright to peg-scraping antics with the smallest of inputs. Understeer has been synonymous with Ducatis over the years but 2015 is all about the Panigale's oversteer, especially when the engine braking is increased to assist on tucking in to an apex.
And being 2015, Ducati couldn't join the party without chucking every available gadget and a vast array of adjustability on the updated Panigale. The Bosch IMU (Inertial Measurement Unit) allows cornering ABS (which is largely redundant on track) among other tricks.
2015's must-have gizmo has to be an auto-blipper, and the 1299 comes complete with an epic version that'll make you faster and look dapper. While the BMW resembles dipping your toe in cow poo, Ducati's shift action is clinical and precise (so long as the revs are below 10,000rpm), and not once did I miss a gear. It automatically gives the Panigale authentic race bike substance.
While its handing upgrades ensure it joins the dots with more fluidity and corner speed is more natural, picking the bike up and utilising the mass of grunt better suits the 1299. The bike running wide wasn't a consequence of handing defects. It was down to carrying more apex speed and the motor inducing greater exit pace.
Those who moan about anti-wheelie making a breakthrough in modern road bikes obviously don't like nailing fast lap times. The 1299 is hardly unrideable without the system functioning, but it tidies everything up with subtlety, although with less intrusive settings the nose still launches skywards.
Let's save one of the best features until last: the Öhlins semi-active suspension. It differs from BMW's attempt as the Ducati uses event-based dynamics, rather than proper semi-active changes.
The Panigale may not have the sheer bump management and silken ride of the 2015 Beemer, but I'd rather have utter confidence and feeling when committing to loading the front-end, and suffer with mild shaky toothy syndrome. The 'Dynamic' setting stiffens the fork under braking, softens it again for apex hugging and agility, and hardens the shock under acceleration. There's also a 'Fixed' mode for conventional damping, although you won't want to go back after sampling the Dynamic setting. Granted, we were rolling on Pirelli Supercorsa SC2s (rather than the stock SPs), but mechanical grip levels have taken a gratifying hike.
There's no hiding from the fact the 1299 is still horrendously physical – you know when you've done 5 laps of Portimao trying to tame it – although you can hang on rather than wrestle, as was necessary with the 1199. The anti-wheelie has made the physicality easier but the extra oomph means holding on tighter. There's no such thing as relaxing on a Panigale.
Being launched at Portimao, we only got to assess its track talent, but it's pretty much guaranteed the 1299 will brag a superior road protocol. The wider spread of useable power and midrange torque, the supple chassis, and the incredible Öhlins suspension add to everyday usability. Even the anti-wheelie we've sampled on the Superleggera makes it a better road bike, as the throttle can be fully abused.
For those asking about practicality, the screen is 20mm higher, the pegs are grippier than before, and the mirrors are static, meaning they don't fold in – a bit of a shitter for trackdays and transport. The 1299 also comes with an auto tyre calibration so you can run any rubber you fancy.
Ducati's five principal design wishes, as talked about in the pre-ride presentation, were lightness, power, technology, design and performance.
Lightness: weighing in at just 166.5kg, it's no wonder the 1299 is like a crisp, dry bogey, primed for flicking. Its newfound athleticism is backed up by more precise steering. 9/10
Power: the little-bit-cheaty motor is one of the most engrossing experiences known to man and should be on anyone's bucket list. You need Michael Dunlop sized gonads to truly exploit. 10/10
Technology: with the addition of anti-wheelie, an auto-blipper, that sexy golden Öhlins suspension and cornering ABS for the road all ensure the 1299 is a true techno-queen. The electronics are every bit as good as anything I've tried. 10/10
Design: probably the only dubious one of the five, but still super-sexy. Why change it? N/A
Performance: overall, the 1299 is leaner, meaner, faster and more capable than before. 9/10
Comparing the 1299 to the S 1000 RR is like comparing religions: they're completely different bikes. In terms of involvement, sheer thrills, and wanting to know I'm alive, I'd have the Panigale any day. It kicks you in the bollocks, treats you like shit, but is utterly addictive and assaults every sense you have, plus a few more in the nether regions. Whether or not it'll be as quick as the BMW against the stopwatch remains to be seen, and it's a shame you can't race it.
We'll have to wait until the end of March to find out.
1299 Panigale – £16,695
1299 Panigale S – £20,795
Panigale R – £28,995
We also had a session on this 'Performance' version, kitted with Ducati aftermarket goodies, with the standout feature being the Akrapovic titanium exhaust system. It was loud.
GTR: Mercedes-Benz LS600 (GT 112)[1] 6.0 L (370 cu in) V12 LM: Mercedes-Benz GT108B 5.0 L (310 cu in) V8[2][3][4][5] Naturally Aspirated Mid, Longitudinally mounted
Transmission
6-speed sequential manual
Weight
1,005 kg (2,216 lb)
Fuel
Mobil high performance 96-octane pump-gasoline[6]
Tyres
Bridgestone
Competition history
Notable entrants
AMG Team Persson Motorsport
Debut
1997 FIA GT Hockenheim 4 Hours
Last season
1998
Races
Wins
Poles
F.Laps
22
17
17
14
Teams' Championships
2 (1997 FIA GT, 1998 FIA GT)
Drivers' Championships
2 (1997 FIA GT, 1998 FIA GT)
The Mercedes-Benz CLK GTR (W297) is a sports car and race car produced by AMG, at that time the performance and motorsports partner of Mercedes-Benz (and now a subsidiary of Mercedes-Benz). Intended for racing in the new FIA GT Championship series in 1997, the CLK GTR was designed primarily as a race car, with the road cars necessary in order to meet homologation standards being secondary in the car's design. Thus the limited production of road-going cars are considered racing cars for the road.
After competing successfully in 1997, the race car was modified in 1998 for the 24 Hours of Le Mans and renamed the CLK LM. Following the construction of the CLK LM and the CLK GTR road cars, the project would end in 1999 by being replaced by the Mercedes-Benz CLR Le Mans prototype.
Racing car[edit]
CLK GTR[edit]
Mercedes-Benz CLK-GTR on display
As the Deutsche Tourenwagen Meisterschaft/International Touring Car Championship had folded in late 1996, with both remaining competitors Opel and Alfa Romeo leaving due to the high costs of their 4WD designs, Mercedes-Benz had no top series to compete in. With the success of the BPR Global GT Series leading to the FIA taking over and turning it into an international series known as the FIA GT Championship, Mercedes-Benz saw an opportunity to go against manufacturers like Porsche and Ferrari.
Following the design that Porsche had laid out with their 911 homologation special, the GT1, AMG was tasked by Mercedes-Benz with creating an extreme racing car that still maintained some elements of a normal street legal car. AMG's designers and engineers designed and developed a car which shared some design elements with the Mercedes-Benz CLK, yet had all the standard features of a racing car underneath. A Mercedes-Benz M120 V12 engine would be at the heart of the car, mounted behind the cockpit. The bodywork would be made entirely of carbon fibre, and would have many aerodynamic design elements and cooling vents in order to survive on the race track.
To test the CLK GTR before the actual cars were built, AMG actually took an unusual measure. Through secrecy, AMG was able to purchase a disused McLaren F1 GTR, the defending BPR GT series champion, from Larbre Compétition. This purchase first allowed AMG to see the kind of lap times that their competitors could run, to serve as a measurement of the CLK GTR's abilities. However, more importantly, AMG set about modifying this F1 GTR by attaching bodywork that was meant to be implemented on the CLK GTR. Mercedes-Benz also used their own LS600 6.0-litre V12 engine in place of the BMW V12 unit.[7] This allowed AMG to be able to perfect the aerodynamics of the car before it had even been built.
Upon completion of the first two prototypes in a mere 128 days after the initial drawings had been made, the CLK GTR was entered into the 1997 FIA GT Championship season, debuting at the season-opener at one of Mercedes-Benz's home tracks, the Hockenheimring. Unfortunately the new cars were not able to shine, as brake problems eliminated one car after five laps, and the other finished over 20 laps behind the winning McLaren. However, by the next round at Silverstone, the CLK GTR began to show its pace, finishing less than a second behind the winning McLaren. By the fourth round, returning to Germany for the Nürburgring, a third CLK GTR was added to the team. In this race, Mercedes-Benz successfully outperformed the fleet of McLarens, taking first and second places. The team would finish out the season with five more wins, at A1-Ring, Suzuka, Donington, Sebring, and Laguna Seca, allowing them to secure the team championship as well as the drivers championship for Bernd Schneider.
Mercedes-Benz would use the CLK GTR for the first two rounds of the 1998 season before switching to the CLK LM. However privateer team Persson Motorsport would campaign two CLK GTRs throughout the entire season, taking a best finish of second at Oschersleben before finishing the year third in the teams championship.
Initially the CLK-GTR's V12 engine generated a power output of approximately 608 PS (447 kW; 600 hp) and 538 lb⋅ft (729 N⋅m) of torque.
CLK LM[edit]
After conquering the FIA GT Championship, Mercedes-Benz set its sights on competing at the 24 Hours of Le Mans in 1998 after their departure in 1991. However, Le Mans presented a different challenge from what was offered in the FIA GT, in that the race distances were nearly one tenth the distance covered at Le Mans. Therefore, Mercedes-AMG set about to modify the CLK GTR in order to meet the new demands required at Le Mans.
First and foremost, AMG decided that the M120 V12 would not be up to the task of running for 24 hours. Instead, they decided to use the M119 HL V8 engine from Sauber C9/Sauber C11 which raced in the late 1980s and early 1990s, as AMG felt that the M119HL would have better reliability at speeds while still providing the same amount of power output as the M120 due to air restrictor regulations. The turbochargers were removed and other revised components were added in order to achieve high rpm.[8] The modified engine was designated as GT108 B.
Satisfied with the engine, AMG also set about altering the bodywork to better cope with the high speeds achieved at Le Mans. The nose was lowered and the large front brake cooling ducts on the sides of the nose were removed and replaced by a single, large opening in the front of the car. The roof of the car was also lowered and a new engine air intake was designed for better engine cooling along with various other mechanical modifications. This new car would come to be known as the CLK LM, with the LM designation standing for Le Mans.
Debuting at the 1998 season of Le Mans, the two CLK LMs entered were immediately quick. The two car team took the pole, ahead of custom built open cockpit Le Mans prototypes. However, AMG's belief of the M119LH engine's reliability and capability was proven wrong as both cars suffered engine failures within the first few hours of the race, leaving Mercedes-Benz dejected.
Returning to FIA GT, Mercedes-Benz replaced their older CLK GTR with the new CLK LM and saw greater success. The two cars easily won every remaining race, including six 1-2 finishes. This handed Mercedes-Benz the teams championship again, while Klaus Ludwig and Ricardo Zonta would share the drivers championship.
For the 1999 season, no competitor attempted to enter the GT1 class in FIA GT except for Mercedes-Benz, forcing FIA to cancel the class, similar to the DTM/ITC two years earlier. Mercedes-Benz thus turned to constructing an all-new car to overcome their failure at Le Mans. No longer forced to build a racing car that could also be a road car, they newly-purchased Mercedes-AMG set about creating the Mercedes-Benz CLR.
The CLK LM's V8 engine generated a power output of approximately 608 PS (447 kW; 600 hp), allowing it to reach speeds up to 330 km/h (205 mph) which was achieved during testing for the 1998 24 Hours of Le Mans disregarding a claimed virtual top speed of 335 km/h (208 mph).[9] In total, five cars were constructed, with one test car for crash testing. Two road-going versions were built to comply with the 1998 FIA regulations (one later destroyed for crash testing purposes),[10] and three race versions were constructed. Chassis #005 was sold by Mercedes AMG to a private collector in Japan after the 1998 season and has since changed ownership, but remains in private hands along with the road-going version.[11]
Road car[edit]
Motor vehicle
Mercedes-Benz CLK GTR Straßenversion
Mercedes-Benz CLK GTR (#12/25)
Overview
Manufacturer
Mercedes-Benz (Mercedes-AMG in collaboration with HWA AG)
Even though the FIA GT1 class was cancelled in 1999, Mercedes was obliged to finally deliver the required minimum 25 road cars they had promised as per FIA rules. An initial road car was built in 1997 in order to meet initial FIA requirements, but this car was retained by Mercedes. For the other road cars, each was built by AMG at the Affalterbach factory between the winter of 1998 and the summer of 1999 and differed only slightly from the race car. Driver comfort and refinements were at a minimum in the construction of the road cars as Mercedes-Benz wished to not only offer customers a true race car, but also to attempt to keep the price low. The interior was upholstered in leather and an air conditioning system was offered. Two small storage lockers were also built underneath each upward swinging door. Traction control was also added for driver safety.
The road car retained much of the design of the original CLK GTR instead of the CLK LM, including the V12 engine and many design elements. One key difference was the rear wing, which was a hoop-style integrated wing in place of the fixed separate racing wing on the road car. The road car shared only the rear lights and the quad-headlamps with the Mercedes-Benz CLK.
Ilmor Engineering provided enhancements to the engine, increasing displacement from 6.0 L (5,987 cc) to 6.9 L (6,898 cc), once stroked up to 92.4 mm (3.64 in). This increase in displacement coupled with the removal of an air restrictor allowed for a maximum power output of 612 PS (450 kW; 604 hp) at 6,800 rpm and torque of 775 N⋅m (572 lb⋅ft) at 5,250 rpm. Mercedes-AMG claimed a 0–100 km/h (0–62 mph) acceleration time of 3.8 seconds and a top speed of 344 km/h (214 mph).
The Guinness Book of World Records recorded the CLK GTR as the most expensive production car ever built at the time, with a price of US$1,547,620.
Two road car prototypes were manufactured and do not have a numbered plaque that the subsequent production cars have on the door sills and centre console respectively. These prototypes have a plaque with the "Limited Edition" label. The second prototype (VIN WDBA2973971Y000002) was auctioned in 2003 by Bonhams for 800,000 Euros.[14]
Twenty coupés were made separate from the pre-production cars and each have a serial number labeled 01/25 through 20/25. No coupés were manufactured with the numbers 21/25 through 25/25. Instead, these numbers represented the initially planned five roadsters (an additional sixth roadster was made at the end of production run). While most of the coupes are finished in silver, chassis #19 has a dark blue paint scheme while #20 has a black paint scheme. Chassis #17 was formerly painted red but was repainted in silver when sold by Ferrari of Fort Lauderdale.[15] Prototype #1 and production cars bearing chassis number #05, #07, and #13 have tartan interiors.
Two of the 26 cars produced were equipped with RHD steering: one coupé (chassis number #13, silver exterior/tartan interior) and one roadster (chassis number #2, dark silver exterior/magenta interior).[16] These were constructed for Hassanal Bolkiah, the Sultan of Brunei.[17] Both RHD cars were auctioned on 28 October 2009 by RM Auctions in London.[18] The roadster was sold for £616,000 (US$973,834) and the coupe for £522,500 (US$824,609).[19]
CLK GTR Roadster[edit]
The only right-hand drive Mercedes-Benz CLK GTR Roadster, once owned by the Sultan of Brunei
After the completion of the 20 original CLK GTR coupés, AMG's specialist group H.W.A., who had assisted in the construction of the CLK GTRs, began construction of a roadster version of the CLK GTR. Built either by modifying an existing CLK GTR or by building a new car from spare chassis and parts[clarification needed], these cars were modified with the removal of their roofs as well as a reconstruction of their engine covers. Additionally, the rear wing was replaced by a separate black wing, close to the one on the racing version of the CLK GTR and the wing mirrors were mounted on the doors instead of the front fenders. Further, the Roadster is recognised by its different front grille, which has an integrated large three-pointed star instead of a small version above it. Two rollbars integrated in the cockpit headrests were used not only for structural integrity, but also for rollover protection. The roadster was 105 kg (231 lb) heavier than the coupé.[20]
A total of six CLK GTR Roadsters were built by the company. Roadster chassis #1 was the only roadster painted in black and #2 was painted dark silver with a magenta interior. The remaining four were painted silver and have various interior colours.
CLK GTR Super Sport[edit]
H.W.A. also constructed a second variant, known as the CLK GTR Super Sport. These cars were similar to CLK GTRs, yet were powered instead by the newer Mercedes-AMG 7.3 L (7,291 cc) V12 which had been in use in the Pagani Zonda and Mercedes-Benz SL73 AMG. The engine generated a power output of 721 PS (530 kW; 711 hp) at 6600 rpm and 786 N⋅m (580 lb⋅ft) of torque at 5250 rpm The car also gained an additional front splitter for better stability at high speeds. Only five were built with the 7.3 litres (7,291 cc) engine: prototype #2, chassis number #01, #03, #13, and #17.[20]
CLK LM road car[edit]
Massive changes to the CLK LM required Mercedes-Benz to built another road car to homologate the evolved model. The CLK LM's road car was visually identical to the racing counterpart, with the rear wing and interior similar, if not identical, to the CLK GTR road car. Two road cars were built, with only one car surviving; the surviving road car was first publicly shown in 2014 after being purchased from a Japanese collector.[10] When the car was submitted to FIA for homologation, it sported a different front bumper, while the final road car used the exact ones from the racing counterpart.[21][22]
See also[edit]
Mercedes-Benz in motorsport
References[edit]
^ "- marsMediaSite". MarsMediaSite. Retrieved 4 December 2017.
^ "1998 Mercedes-Benz CLK-LM Specifications". Ultimatecarpage.com. Retrieved 4 December 2017.
^ "120 years of motor sport at Mercedes-Benz take centre stage at the Goodwood Festival of Speed 2014 - marsMediaSite". MarsMediaSite. Retrieved 4 December 2017.
^ "Charles Queguiner : Le Mans 1998". Charles.queguiner.free.fr. Retrieved 4 December 2017.
^ "Le Mans 24 Hours 1998 - Car Data & Information - Racing Sports Cars". Racingsportscars.com. Retrieved 4 December 2017.
^ Dennis Simanaitis and Steve Millen (4 March 2016). "Driving the Championship winning CLK-GTR". road and track. Retrieved 22 March 2018.
^ Máté Petrány. "The Original Prototype For The Mercedes CLK-GTR Was A McLaren F1 GTR". Jalopnik.
^ "C9/C11 Suaber & The CLK-LM ?". 500eboard.com. Retrieved 4 December 2017.
^ "1998 Mercedes-Benz CLK LM FIA GT1 World Champion car | Sold | Classic Sport Leicht".
^ "2002 Mercedes Benz CLK GTR roadster". Thecarexperience.com. Archived from the original on 2009-08-06. Retrieved 2009-08-07.
^ "2002 Mercedes-Benz CLK-GTR Roadster for sale". Anamera. Retrieved 2009-08-07.
^ "1997 Mercedes-Benz CLK-GTR Coupe - Chassis WDBA2973971Y000002".
^ "228 Used Cars, Trucks, SUVs in Stock in Fort Lauderdale, FL".
^ "Ss United Trading Ltd". Ss-united-trading.org. Archived from the original on 2009-04-21. Retrieved 2009-08-07.
^ "Mercedes Benz CLK-GTR - the Unique RHD versions | Cars UK | UK Car News". Cars UK. 2009-02-13. Retrieved 2009-08-07.
^ "Two CLK GTRs Fall Under The Hammer | PistonHeads". Haymarket. 2009-09-24. Archived from the original on 2017-01-10. Retrieved 2009-09-24.
^ "RM AUCTIONS ROUNDS OUT 2009 WITH IMPRESSIVE RESULTS IN LONDON". RM Auctions. Archived from the original on 2009-11-04. Retrieved 2009-11-12.
^ ab Uccelo, Angelo (27 December 2017). "The Story Of The Mercedes CLK GTR Supersport – The Most Mental Mercedes Ever". DriveTribe. Retrieved 11 January 2019.
^ Orlove, Raphael (2017-12-25). "The Mercedes CLK-LM Had The Greatest Tacked-On Bumper Of All Time". Jalopnik.
^ "Daimler-Benz CLK-LM". FIA Historic Database. Retrieved 2021-09-19.
Calories per 125ml: 67
Calories per 125ml glass: 85
Calories per 125ml glass: 84
Calories per 5oz (140ml) glass: 85
Calories per 125ml glass: 79
Calories per 125ml glass: 75
Calories per 125ml glass: 75 (Sauvignon Blanc and Pinot Gris), 72 (Sparkling Sauvignon Blanc)
Calories per 125ml glass: 74
Calories per 125ml glass: 65
