Elora Murger Flaunts Her Curves In A G-string Bodysuit At Fashion Week

Elora Murger Flaunts Her Curves In A G-string Bodysuit At Fashion Week

Elora Murger turned heads at Mercedes-Benz Fashion Week by flashing her G-string on Tuesday. And on Wednesday, the Bachelor In Paradise star decided to deliver a repeat performance by wearing a G-string bodysuit at the Justin Cassin show. The 29-year-old, who was joined by former co-star Megan Marx, wore the bizarre bodysuit underneath a midriff motocross jacket and baggy white pants. Nuthin' but a G thang! Fully committing to the motocross theme, Elora and Megan arrived to the event on motorbikes. Is that really appropriate? Who let them in again? Share The inseparable reality stars have been palling around at Fashion Week since Monday, attending runway shows together daily. While attending one event on Monday, Elora caused a stir by giving the middle finger to fashion photographers. Elora and Megan's appearance at Fashion Week comes as a surprise, with a top fashion publicist telling Sydney Morning Herald on Monday that reality TV rejects and 'wannabe social climber nobodies' wouldn't be welcome this year. If you haven't supported the brand or the PR all year and think you are getting onto the front row - think again,' they said. The source also claimed that any opportunists who try to snag a seat on the front row that wasn't assigned to them will be swiftly turned away. We have people dedicated to finding individuals not in their assigned seat and politely returning them to their allocated position,' they said. Elora first shot to fame on season five of The Bachelor in 2017, before appearing on season one and two of Bachelor In Paradise. The brunette beauty now runs her own food truck, selling poke tacos at the markets every weekend.

Mercedes-Benz鈥檚 latest effort at entry-luxury sedans comes with the A-Class, a global nameplate that makes its U.S. Yes: Amid consumer preference for SUVs, luxury brands are still investing in small sedans 鈥?or, at least, Mercedes is. The A-Class heralds an overhauled small-car platform that will soon underpin redesigns of the swoopy CLA-Class sedan and GLA-Class SUV. It鈥檚 easily an all-around better choice than the current CLA, which will remain in our market, though a few annoyances stop the A-Class short of a clean 鈥淎鈥?grade. Offered outside the U.S. The A220 carries a turbocharged 2.0-liter four-cylinder that makes 188 horsepower and 221 pounds-feet of torque. It works through a seven-speed dual-clutch automatic transmission, and the combination makes for punchier acceleration than the modest output specs suggest. The automatic transmission delays occasionally on multigear downshifts, but most of the time it gets you to the right gear with little hesitation, and the engine delivers gratifying, continuous oomph from 3,000 rpm on up.

All vehicles during the media drive had the A220鈥檚 optional 19-inch wheels and AMG Line Package, which has some rejiggered bodywork and a slightly lower suspension, though Mercedes claims the suspension has similar tuning as cars without AMG Line effects. As such, shock absorption is controlled but firm, and highway isolation is busy over anything but glass-smooth pavement; it improves on the CLA鈥檚 outright harshness, but some shoppers may want better high-speed isolation. The handling payoff comes in minimal body roll as well as good grip and limited understeer in tight corners, though it鈥檚 hard to discern how much of that came from our test cars鈥?high-performance summer tires versus any inherent balance. Still, steering feels like the weak link: Fling the A-Class into a tight corner and the wheel feels a touch soupy at first, the initial ratio too slow for quick directional changes and with numb feedback at any steering angle. On the highway, the steering requires constant, tentative corrections to stay on course. Get an A-Class with the optional driver assistance packages and Mercedes鈥?lane-centering steering at least alleviates the on-center fuss by doing most of the work for you.

It works all the way down to a stop, as does the optional adaptive cruise control; full-speed forward collision warning with automatic emergency braking is standard. Many comparisons will be made between the A-Class and the CLA-Class, notwithstanding Mercedes鈥?insistence on calling the latter a four-door coupe 鈥?an oxymoronic marketing term that鈥檚 maybe just moronic. The two sedans occupy the same class, but Mercedes-Benz officials insist the CLA is sticking around. For A-Class shoppers, the split probably helps; with no demands for coupelike design, the A-Class looks like a proper sedan, free of the CLA鈥檚 lengthier overhangs and droopy profile. A slightly longer wheelbase on a body that鈥檚 3.2 inches shorter overall ensures short, crisp overhangs at both ends. The standard LED headlights point check-mark accents toward the grille, a fresh look that should spread across the Mercedes lineup soon. The rear is the sole letdown 鈥?derivative taillights, bulbous bumpers 鈥?but it鈥檚 hardly an eyesore.

Inside, the CLA exhibited obvious cost-cutting for a car that wears the three-pointed star, affordability notwithstanding. The A-Class improves on some areas and cuts costs in others, but the overall sense is that Mercedes put the money where it counts. Lusher padding envelops areas your arms and elbows touch, and low-budget plastics stay mostly out of sight. Save for some cheap finishes on the steering-column stalks and window switches, this feels strategically premium. The front seats have impressive adjustment range and standard power adjustments for both sides, but knee space between the center console and doors is narrow. Those who like to adjust the seat high will run out of headroom under the standard panoramic moonroof, and height-adjustable seat belts and extending sun visors are both missing. The standard MB-Tex vinyl upholstery has a rubbery, industrial consistency, and the heavy seat bolsters feel too stiff for long-haul comfort. Mercedes鈥?optional cowhide accompanies stitched accents on the dash and upper doors, but neither upgrade feels all that lush 鈥?nor do they ease up on the bolsters. Save the money and stick with MB-Tex. Backseat space is workable but snug, with a low bench that consigns adults to a squatting position.