Showfloor update: No surprises here at the 2014 Detroit show, as the Mercedes-Benz GLA45 AMG production car looks just like the concept we saw not even two months ago at the 2013 L.A. Although it does without the concept's blacked-out C-pillars, it's available with black anodized beltline trim, chrome grille louvers, and gloss black exterior trim, all part of an optional Night appearance package. Unfortunately, the wild Edition 1 with its AMG racing stripes and massive rear wing, isn't available in the U.S. Compared to the regular GLA250, it's been lowered 20 mm in the rear and 15 mm in the front, making it look more like a hot hatch than a CUV. At almost 5'2, I had some headroom in the back, but significantly more in the front. A much taller journalist said he fit comfortably in the driver's seat, but most everyone hit their heads trying to climb into the rear seats. First revealed as a concept at the L.A. 48,375 CLA45. But that doesn't mean it's any less of an AMG compared to larger stablemates such as the ML63 AMG, GL63 AMG, and G63 AMG.

The 2015 GLA45 AMG is powered by the CLA45's turbocharged 2.0-liter I-4 that makes 355 hp and 332 lb-ft of torque, and Mercedes says the CUV can accelerate from 0-60 mph in 4.8 seconds. The CLA45 AMG hit 60 mph in a Motor-Trend tested 4.2 seconds -- 0.3 seconds quicker than the automaker's estimate -- so don't be surprised if the GLA45 AMG can do the sprint in 4.5 seconds. The engine isn't the only thing the GLA45 AMG has in common with the CLA45 AMG. Like the sports sedan, the CUV's engine features a weight-optimized forged steel crankshaft assembly, forged pistons with low-friction piston rings, Nanoslide cylinder lining, and a sand-cast aluminum crankcase. And it's no surprise the GLA45 also features a butterfly valve in the exhaust system that automatically opens to deliver the AMG purr at wide open throttle. At highway speeds, the valve closes for a more refined sound. Power is driven to all four wheels via a seven-speed dual-clutch AMG sports transmission, which, like the CLA, gets a Race Start launch mode in addition to three other driving modes. For those who want to liven things up, dialing into Sport (S) and Manual (M) modes increases shift times and really lets the exhaust butterfly valve do its thing. A momentary M setting allows the transmission to automatically shift at redline before returning to the current selected drive program.

In 鈥淐鈥? for Controlled Efficiency, the transmission starts out in second gear and has an engine stop-start feature. In 鈥淪鈥? for Sport, and 鈥淢鈥? for manual, the transmission is tuned for quicker shifts. So that the Mercedes SUV remains as competent in turns as in a straight line, the GL63 benefits from AMG-specific suspension parts, including air suspension with adaptive damping that automatically lowers the ride height at high speeds. The GL63 also benefits from AMG-tuned electric power steering and upgraded cross-drilled brake discs, measuring 15.4 inches in front and 13.6 inches in back, with red-painted calipers. The GL63 AMG benefits from the same facelift applied to the rest of the GL-Class range for the 2013 model year, which includes tweaks like a curvier front fascia and more attractive interior. The Mercedes-Benz GL63 AMG will arrive in U.S. 2013. The remainder of the model range, comprising the GL350 BlueTec, GL450, and GL550, hit showrooms this September. 94,900, don鈥檛 be surprised if the GL63鈥檚 base price tiptoes into six-figure territory.

On the road, the Rover felt more top-heavy than the GL63, which seemed to beat the road into submission. Despite the greater body roll, the Rover felt quicker through the corners, and more carlike. The AMG is no slouch, of course, but it just doesn't feel like it can quite keep up with the sprightly Rover. Both vehicles' steering was similarly quick but light, and offered little, if any, feedback. Brakes were comparable in feel, though the Rover again felt lighter and more confident in a hard stop. While both vehicles feature air-sprung suspension, the ride quality in the Rover was superior, approaching some of the better luxury cars. If your primary concern is how your shiny new status symbol drives, then we recommend the Range Rover. COMAND isn't the only familiar kit inside the GL63. You'll notice quite a bit of parts-sharing. The whole center stack is no different from what you can find in the appropriately optioned C-Class your agent's assistant drives.