For its launch, the virtual tuning factory is available for the current CLS-Class as well as the SLS. Exterior options such as Brabus aerodynamic components and wheels, as well as technical pieces, can be added. Furthermore, Brabus engine tuning and bespoke interior conversions can be selected.

Vehicles can naturally be viewed from different angles, and the menu offers a model-specific overview of the available customization components. The final configuration can then be sent directly to Brabus or to the nearest Brabus dealer, where a company expert will further advise the prospective customer to see the project through. The configurator is available  at www.brabus.com/configurator.

Additional model ranges will be added in the near future, starting next with the current M-Class and SL.

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While virtually every configuration of the new Q5 was on hand to sample, I immediately gravitated toward the 3.0 TFSI decked with the S-line equipment (starting price $48,270, though fully loaded as tested will net out at $59,020). It’s the closest one in the lineup to an S4 Avant, unless America gets the green light for the muscular – if awkwardly named – SQ5.

As with the rest of the 2013 Audi lineup, the Q5’s former 3.2 FSI V6 is being phased out and replaced by a more potent supercharged 3.0 TFSI, the same mill fitted to the S4 and S5, though running slightly different software. Rather than the S4’s 333 hp, the Q5 is rated at 272 hp backed up by 295 lb-ft of torque. That new engine is paired with Audi’s 8-speed Tiptronic transmission – the same quick-shifting and highly efficient unit available in the A6, A7 and A8.

Equipped with the S-line package – which, with 255/45R20 tires on 8.5-inch-wide alloys but no extra power, is more of a sport appearance package than an outright performance option – Audi figures the Q5 will make the run from 0-60 mph in about 5.7 seconds. And thanks to improvements in efficiency, it also returns an average fuel economy figure of around 27 mpg.

Outwardly all 2013 Q5s gets some very subtle changes. The Audi grille has morphed from rounded shield to hexagonal in keeping with Ingolstadt’s latest look, and the deeper S-line bumpers like those on our tester get “pincer-split” lower air ducts. Other than a slightly revised hood to accept the new grille design, the rest of the Q5’s previous sheet metal – complete with those oh-so-subtle box flare fender creases that pay homage to the original quattro – carries on largely unchanged.

Press the start button and the non-sheetmetal differences come to light. Literally. Audi’s newfound love of solid tubes to shape its outward LED light signature is markedly different than the lit dots of the previous model, giving the new Q5 a most menacing looking with its running lights activated.

Another subtle but significant upgrade is the Q5’s adoption of Audi’s latest MMI system complete with Google Maps, Google Search and Audi connect. This means the new Q5 can be a rolling WLAN hot spot for up to eight mobile devices, and that navigation will now be augmented by satellite overlays of maps via Google complete with traffic data. A much-lauded voice-controlled search pings the vaunted Google search engine in the cloud rather than just what is saved on your phone or the car’s own hard drive.

The most notable change in the driving experience, aside from the new engine, comes from the Q5’s changeover to electromechanical steering. It replaces the less-efficient hydraulic pump, which constantly demanded energy from the engine, with an on-demand electric servomotor to assist with leverage. That means it’s programmable for various levels of input with the Audi Drive Select (ADS) option. Like other EPS systems, there is a level of artificiality in the feel, but strides in both programmability and efficiency make that seem well worth the price.

ADS, which also allows fine-tuning of the throttle and transmission, is part of the Driver Assist Package ($3250) along with adaptive cruise control. The S-line package ($2,500) adds adjustable damping suspension to this system, along with the 20-inch wheels, brushed aluminum interior inlays, black cloth headliner and a flat-bottom sport steering wheel.

Speaking of options, there are two more that need mentioning. First, there’s the rear-seat entertainment system ($1,950) that includes a pair of 10-inch LCD screens with controls to a separate media server on the center armrest. The second option, this one geared toward the performance enthusiast, is a no-cost sunroof delete that will drop a lot of weight where it is all but welcome – above the belt line – and add a little extra space for tall drivers or, wishful thinking, a helmet.

To my enthusiast palate, the Q5 3.0 TFSI S-line felt slightly stiffer and more composed than the previous model on the roads outside of Munich. It is a satisfying setup that someone seeking an S4 Avant might find acceptable, though neither as aggressive nor satisfying as the European-spec SQ5 that I also drove.

Nevertheless, the wagon lover within me starts to nag at the mere thought of it, as though I’ve thrown in the towel for a minivan. “Once you go minivan, you’ll never look back,” say my friends who have traveled that road. As an enthusiast I’ve often wondered if that’s just their way of defending the choice to give in. And while I can confidently say I’ll never go minivan, Audi’s buttoned down 2013 Q5 with the 3.0 TFSI engine and S-line package might be just cool enough to lure me to the crossover side.

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“This is our way to say “thank you” to BMW enthusiasts and club racers for making Koni their performance damper brand for many years,” stated Lee Grimes, Performance Automotive Product Manager for Koni America.  “Offering BMWCCA Oktoberfest trackside support is a natural extension of our long term partnership with TC Kline Racing. Their focus on BMW tuning for street, double duty street/track cars, and full race BMWs is very highly regarded and Koni is proud to be a part of that.”

“Our business is primarily high performance street applications that derive directly from pro racing applications and nine professional championship wins,” commented TC Kline. “The performance and quality of the product that we offer can only be produced with the absolute best components like Koni shock absorbers.”  TC Kline has been an authorized Koni dealer since 1986 and has facilities in Columbus, OH and Santa Barbara, CA.

If you attend the Oktoberfest track events at Mid-Ohio, be sure to visit the TC Kline Racing display with the Koni Motorsports Service trailer

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The best way to tell the two apart, quite frankly, is to open a door, any door. Not that the door you’re opening is different in any way, at least not on the outside. But inside, it’s another matter. Better materials and a softer design are signature elements of the newer version, bringing the small SUV in line with most of the rest of the M-B lineup. Broader expanses of wood veneer add visual warmth that was in short supply before, and the round air vents work particularly well at breaking up the linearity inherited from the first rendition.

Whether or not you can spot them, there are also significant changes to the outside as well. For starters, the whole body sits an inch closer to the asphalt at the mall parking lot. A common niggle for early GLK owners, who are for the most part female, was the step-in height, so an inch of ground clearance was subtracted to make entry and exit just a bit easier. And that seems to be just fine, as GLKs were a pretty rare sight on the Rubicon Trail anyway.

Most of the sheetmetal carries over form last year, but the hood and grill have been subtly updated to bring them in line with current Benz sedans. Headlights, taillights, and the front bumper are all-new as well, with LED lighting being the main calling card of the fresh design.

Nineteen-inch wheels are now standard, with twenty-inch AMG-branded rollers available as an option. The most enticing combination, at least to our eyes, is the AMG styling package, which adds nothing in terms of performance, but tons worth of go-fast looks with a unique twenty-inch wheel design, a two-bar grille, reshaped bumpers and aluminum roof rails. Even rolling on 20s, the GLK 350 maintains a comfortable if firm ride, consistent with competitors like the BMW X3, Volvo XC60 and Audi Q5.

The sole engine for the 2013 GLK as this point is a newly direct-injected version of the 3.5-liter V6 found in last year’s model. The departure from port injection bumps output from an adequate 268 horsepower to a much more appropriate 302. Torque is up as well, by 15 lb-ft to total of 273 across the sweet spot of 3500 to 5250 rpm. Paired with a seven-speed automatic, the GLK 350 sends power to the rear wheels, or to all four with optional 4matic all-wheel drive.

Typical for a Mercedes-Benz family vehicle, this engine/trans combo is stout but somewhat subdued, lacking the more visceral punch of, say, BMW’s 300-horse/300-lb-ft, turbo-six X3. Refinement is admittedly the priority of the GLK, though the added strength in the engine clearly makes for a more responsive overall package. If it absolutely needs to, the GLK 350 can jump to 60 mph in 6.5 seconds.

Perhaps more beneficial is the gain in efficiency with the new drivetrain. Between direct injection and a new automatic-start-stop “eco” mode (which happens to be exceptionally seamless in its operation), the 2013 GLK 350 essentially gains a 3-mpg advantage over its predecessor, with EPA figures of 19 mpg city/24 mph highway with 4matic, compared to the 2012 model’s 16/21 ratings.

Fuel misers will want to wait until next spring, however, when Mercedes will introduce the four-cylinder diesel-powered GLK 250 BlueTEC. The 2.2-liter clean-diesel engine will pump out a very healthy 190 horsepower backed by an astonishing 369 lb-ft of torque. EPA figures have not been finalized, but the same models tested on the European cycle reveal a 33% efficiency advantage for the small diesel, which could theoretically result in US ratings of around 25/32, roughly the same as a VW Jetta.

With this mid-cycle update, Mercedes has addressed some of the GLK’s initial shortcomings in the touchy-feely department and done its buyers a great service by improving both performance and efficiency with one stroke of the engineering wand. Visually, it still projects the aura of an uptight librarian – especially compared to its peers who have taken their glasses off and let their hair down, and maybe unbuttoned their blouse a notch or two – even when wearing AMG stilettos. Perhaps the styling wand will get a little more mojo next go-around, but for now the 2013 GLK 350 remains a solid, sensible and much improved choice in the compact utility market.

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The technology package, at least for Europe, will be quite extensive, including adaptive cruise control, lane-keeping assist, city emergency braking and traffic sign detection, among many others. We probably won’t get all of that, especially considering Golf 7s for the US will be built in Puebla, Mexico. Power options remain unkown at this time as well, but our colleagues at VWvortex.com suggest a 1.8TFSI four-cylinder is likely.

You can read the full details there, as well as a very detailed technical briefing on the technology that is going into this most important model for Volkswagen throughout the world.

The Golf 7 will debut at the Paris Motor Show later this month, and we hear the GTI version may be on the stand alongside it.

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The full-size likeness of the next S in profile reveals a continuation of the current theme, which draws on long, speedy lines inspired by 1930s Benzes like the 540K. What can’t be seen in this teaser is whether the new limo will wear the large, SLS-like gaping grille, or whether it will get a more traditional and elegant formal grill, as with the current E-Class. We’d bet on the latter.

The Aesthetic S sculpture continues Mercedes-Benz’s “Aesthetics” series, which also includes “Aesthetics No. 1″ (2010), “Aesthetics No. 2″ and “Aesthetics 125″ (both 2011). It will be make its public debut at the Paris Motor Show starting September 27.

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Beyond the popular touring equipment, the shaft-drive Trophy SE uses electronics to monitor tire pressure and to adjust the suspension. The service interval has been extended to 10,000 miles, making long-distance trip-planning a bit easier.

The 2013 Trophy SE arrives in US Triumph dealers in January.

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The new C4/C4S will make its official debut next month at the 2012 Paris Motor Show. As with previous all-wheel-drive 911s, the new model features wider bodywork, in this case 44 mm wider at the rear, to accommodate rear tires that are 10 mm wider than on rear-drive Carreras. The new Carrera 4 is also identifiable by the thin light band that bridges the taillights.

For now the Carrera 4 will be available in both coupe and cabriolet configurations powered by a 350-hp, 3.4-liter flat-six. The Carrera 4S gets a 408-hp 3.8-liter version of the boxer engine and will be offered in open or closed configurations as well. Eventually the Turbo 4/Turbo 4S and the Targa 4/Targa 4S are expected to join the lineup. The new models will go on sale in early 2013, with the Carrera 4 coupe starting at $91,030 and the Carrera 4S coupe at $105,630. Convertibles will fetch a $14,600 premium over the equivalent coupes.

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Click here to see the 450-picture photo gallery. It’ll be almost as good as actually being there.

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The new Speed package is a stand-alone option on the 510-horsepower XJ Supersport, offered on either the long- or short-wheelbase configuration. While there’s no boost in output from supercharged 5.0-liter V8, the ECU has been tweaked to allow a higher top speed of 174 mph from the previous 155-mph cap. Uncorking the extra top-end required modest changes to the aero package, so Speed-equipped XJs wear a lower splitter below the front bumper to minimize airflow beneath the car as well as a lip spoiler on the trunklid to create downforce on the rear wheels to keep the big cat planted at higher speeds. Twenty-inch alloys are already standard issue on the Supersport, but mounted behind them are Speed-specific red-painted brake calipers decorated with the Jaguar script. Black mesh in the grille and side vents finish off the visuals.

All of these goodies ring up at $4900 when you’re checking boxes on the Jaguar configurator. Unfortunately for most American buyers, the cosmetics are the primary draw for the Speed package, as the standard 155-mph speed limit is already enough to get your license pulled in every state, and it’s damn tough velocity to reach even on a closed road course. Nevertheless, the rest of the world is offered this option, so Jaguar North America decided to bring the package over fully intact.

Luckily for us, we got our first taste the Speed option while visiting Jaguar’s Nurburgring test facility, nestled in the hills of Germany’s Eifel region just a few kilometers away from both the A48 and A61 autobahns. For several wide-open stretches, we were able to let our long-wheelbase Jag run free, all the way to its new limit. Passing 1.6-liter VWs and lumbering soft-sided delivery vans was no problem, as expected, but the runs from 155 to 174 mph happened surprisingly quickly. Covering a mile every 22 seconds or so is an intense rush, but it’s also a sublimely tranquil experience from the wheel of the XJ.

Those wisely added aero aids, combined our car’s longer wheelbase no doubt, left us supremely confident that all four tires would remain properly attached to the asphalt, even when the road took a turn. Romantic as it may seem, running flat-out on the autobahn doesn’t last for long these days, as congestion and speed-restricted zones change the playing field quickly. Transitional maneuvers and hard braking proved nothing in terms of upsetting the Sueprsport’s chassis.

At the legendary Nurburgring, the all-aluminum XJL Supersport proved surprisingly athletic, hanging tight with our lead driver, a former Formula One racer piloting an XKR-S. The suspension that felt so taut on the highway revealed itself to be more of a softie once we were making swift, hard transitions where it leaned over hard on its springs. Nevertheless, it held up to the punishment of the Green Hell, even the brakes which were still firm after our three-lap sessions. Only when the rain started falling did the XJL Supersport show its real weakness in being under-tired. The 275/30-20 Dunlops weren’t quite wide enough to put all the power down when traction was compromised.

Starting at $117,700, the Jaguar XJL Supersport (or $111,200 for the standard wheelbase) is a far better performance car than most drivers would imagine. Unlike its two main competitors from the Fatherland, there’s not a bit of steel in its body or chassis, and its lightness is a welcome surprise. Far more athletic than any S-Class for the same money, and more coddling than the similarly-priced BMW Alpina B7, the XJ Supersport is a luxo-performance sleeper. Add the $4900 Speed package and you have yourself a genuine bahn-burner disguised as a royal chariot.

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