Join us as we test the 2009 Land Rover LR2. Sibling to the LR3 and the Range Rover, the LR2 can be described as the baby of the family, both in price and size.

The LR2 uses the same engine that is found in Volvo’s XC90 and S80, the aluminum 3.2 L V6 that produces 230 horsepower at 6,300 rpm and 234 lb-ft of torque at 3,200 rpm. The engine is paired to a 6-speed automatic transmission with manual control options. Even with the power, you still get decent fuel economy, getting around 19 mpg in mixed driving, 16 mpg in the city, and 23 mpg on the highway.

The LR2 fits the bill for someone who likes adventure but also needs a vehicle that can serve as an everyday driver. The price is reasonable, as the value-buy of the Land Rover line, starting at a base of $35,375 and an as-tested price of $41,400.

The 2008 Chrysler Aspen is a welcomed option in a market that is currently being overrun by crossovers and mid-sized SUVs. The Aspen is a full-sized SUV that gives the extra space needed when carting around the family, towing your boat, or trying to get all of the supplies for your home re-modeling project in one trip. Gas prices are back down again so the idea of purchasing a vehicle that doesn’t get 20 mpg to a gallon doesn’t seem like such a bad idea. Starting at a base price of $35,780, the optional features that give the Aspen a luxurious feel like the second row heated bucket seats, a functional third row, a preferred package with 20-inch rims, back-up camera, leather seats, and sunroof, don’t make the price skyrocket. The price for all of those goodies and the optional 5.7 L Hemi V8 remained reasonable at $43,890

We tested the optional 5.7 L Hemi V8 engine that produces 335 horsepower at 5,200 rpm and 370 lb-ft of torque at 4,200 rpm, though the standard 4.7L engine, producing around 300 horsepower, would be enough for most drivers. Like most large SUVs, the fuel economy may not seem fantastic with a range of 13 mpg city and 18 mpg highway, but when you factor in the 9,000 pound towing capacity, size of the SUV, and Hemi engine, the mileage isn’t too bad. But, if you’re curious to how this beast handles or you don’t believe that a third row could actually be comfortable, you’ll have to watch our car review video of the 2008 Aspen.

Driving the all-new 2009 Nissan Murano, I had a flashback to winter, 2002, when a blizzard struck the Washington, D.C. area. My niece, who suffers from Sickle Cell Anemia, was having a crisis, and had to be quickly transported to Children’s Hospital in Washington. The only problem was the snow was so deep, even emergency vehicles were having a rough time getting through.

But I had a trump card in the driveway, as the advanced all-wheel drive system on my tester 2003 Murano, coupled with sensible driving, would take us all the way from Crofton, Maryland where my niece lived to the care she desperately needed at Children’s.

Fast forward January, 2008, and I’m in the new ’09 Murano in the foothills of Atlanta, Georgia. No blizzard here, but there were enough snaking turns to fully evaluate the road prowess of the second generation of the strong selling Crossover Utility from Nissan. With a totally revamped, more rigid platform, advanced version of the “Xtronic” Continuously Variable Transmission (CVT) and intuitive all-wheel drive, the 2009 Murano has the road savvy of the first generation model taken to the next level.

Styling for the new Murano is pleasantly evolutionary. Nissan wisely left well enough alone by keeping the basic dimensions within inches of the original. A dramatic new grille, fascia and headlights define the front. The side view is dominated by large fender openings and a defined “character” line. Available 20-inch wheels are a must have feature (they’re standard on the Murano LE trim), as they give Murano a muscular look. The rear features a redesigned hatch with LED tail lights. Dual exhausts with chrome finishers complete the fresh re-do of an already good design.

The first gen Murano enjoyed sales growth over its five year life span. The only real complaint about that model was the so-called “rubberband” effect of Murano’s CVT. CVTs enjoy variable gear ratios suited to whatever the current driving situation is. There’s no gear shift feeling like you have in a conventional automatic transmission. But the first model’s tranny seemed to wind up forever, kind of like rolling up a rubber band on a pencil and waiting for it to unwind, except it never did. Nissan has fixed the “flaw” by introducing the Xtronic CVT, which exhibits none of the quirky characteristics of the first gen unit. Shifts are seamless and well defined. Xtronic features advanced shift control logic with a high speed computer processor, offering shift patterns that adapt to the driver’s style and driving environment. Like to accelerate quickly? Xtronic remembers this and sets shift parameters accordingly. Slippery outside? Murano’s powerful CPU can sense this as well, tailoring shift points so you don’t get into sideways trouble. The new unit features more slick engineering that reduces overall internal component friction by 20%, a plus for better fuel economy. Overall shift speed is improved by 30% over the previous generation CVT.

On all-wheel drive models, Xtronic is linked to the Vehicle Dynamic Control (VDC) system that connects yaw, wheel slip and steering angle sensors for maximum traction and control. Torque is initially set in a 50/50 split front to rear. If conditions are ideal, torque is split 100% to the front wheels, essentially making this AWD model front-wheel drive. The system is variable, with no less than 30% of torque going to the rear wheels under tricky road conditions. The result, Nissan claims, is that Murano is more secure and stable in various road conditions than vehicles without AWD or even with traditional AWD systems found on other vehicles.

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Under the hood lies Nissan’s tried and true 3.5-liter V6 with a healthy 25% bump in horsepower over last year’s model (now at 265 hp). This engine is quiet, powerful and very smooth, and returns respectable 18 mpg city, 23 mpg highway fuel economy.

Perhaps the nicest feature of all on the new Murano is the inviting interior. Gone are the days when buying a Nissan meant compromising on interior style and comfort. Cheesy plastics have been replaced with real wood and aluminum trim. Hard surfaces are now soft to the touch. Poor quality audio has been replaced by concert quality systems. An available dual panel glass moonroof brightens your road travels. A nifty, multi-function cargo divider pops up in the cargo area to help you sort out groceries and gear. Once folks find out about Nissan’s interiors, Honda and Toyota better watch out. With Mazda coming on like gangbusters, and Nissan raising its own quality bar, the war for number one in the Japanese car arena is sure to heat up.

The 2009 Murano is available in front wheel drive or all-wheel drive with various trim levels. Prices range from $26,399 for the FWD “S”, to $35,910 for the premium “LE” AWD.

Nissan refers to the upgrades in this terrific offering as”Murano-ness”. It’s a word that could become a standard bearer when defining the near luxury SUV class.

The Toyota Highlander has been upgraded for 2008 model year, growing taller, wider and longer by offering 95.4 cubic feet of total cargo capacity, an increase from the predecessor’s 81.6 cubic feet. The Highlander has really packed on the pounds with the added cargo space and some of the new features, making the ’08 Highlander 500lbs heavier. Luckily, the engine was upgraded to compensate for the extra weight. Now, the 2008 Toyota Highlander uses the RAV4 engine that debuted two years ago, the 3.5L V6 that produces 270 horsepower @ 6,200 rpm and 248 lb-ft of torque @ 4,700 rpm.

The interior of the 2008 Toyota Highlander is luxurious and practical. Our tester came with a voice-activated navigation system, rear backup camera, moonroof, seating for seven, and independent climate control for the backseats. While easy to operate, the third row is not as flexible as some; no 50/50 split option in the Highlander. However, the second row seating configurations make up for the lack of flexibility in the third row by allowing the entire middle seat section to be removed and stored in the center tunnel, leaving a pair of minivan-style captain’s chairs.

You can also watch the 2008 Toyota Highlander Video on YouTube.

If you can get by without all of the bells and whistles, the 2008 Highlander LTD starts at decent $34,150. Our Limited Edition Highlander, however, came in at a competitive $39,639, a price that includes the leather interior, power rear door, moonroof, and voice-activated navigation system with satellite radio.

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For 2008, Subaru has significantly re-vamped its full-size Tribeca crossover SUV. The original Tribeca, released in 2005, was puzzlingly called the “B9 Tribeca” and featured what looked like an upside-down Alfa Romeo grille. For those of us with a sympathetic eye toward daring design, the car was fine the way it was. But we don’t make up the bulk of automotive consumers, and the Tribeca had to change.

The “B9” is gone, as is the original grille. The Subaru Tribeca now has a conventional front end that resembles a Chrysler Pacifica or even the Saab 9-7X. The profile and rear end are mostly unchanged (save a slight re-working to round off the tail lamps), with good reason: they looked great in the first place. The new car has larger mirrors, and the severe kink in the rear side glass panels has been re-worked for a more conventional look. Subaru knew they needed to fix some things, but they left the good stuff alone.

The original interior was very cool, and has even spawned some imitators from other Japanese marques. So it, mercifully, carries on unchanged. The dash is fashioned in the cockpit style that is growing in popularity, and is clustered with controls and buttons that are easy to read and operate. The climate-control buttons themselves are pretty neat, with a digital display inside the knob itself on both driver and passenger sides.

Our ‘Limited’ test car came in Satin White Pearl, with a very inviting two-tone interior, featuring cream-colored leather with black accents. And it wasn’t short on storage. The center console features two large cup holders, with two roomy cutouts attached to them. They would work well for candy, cell phones (they are raised a bit so as to avoid spillage from the cup-holding portion), or a pack of cigarettes.

You can also watch the 2008 Subaru Tribeca Video on YouTube.

The second row also features an abundance of storage – a large drawer in the back of the driver’s armrest – and cup holders: one in each door, and two in the center armrest. The second row also features considerable sliding and reclining adjustment, as well as excellent access to the third row.

Our Tribeca was a five-passenger model, so we didn’t get a chance to experience the third row. It is rumored to be one of the tighter fits in the class, but since third rows are typically used for seating small children, this may or may not be a sticking point for any given customer. Instead of the third row, we got a handsomely executed under-floor storage system. Aft of that is the storage area for the jack and spare tire, which is very neat and not conducive to losing items placed in it.

The Tribeca has taken a jump in performance, due to the larger engine. The old three-liter horizontally opposed six is gone, replaced by a 3.6-liter version with 256 horsepower and 247 lb-ft of torque. That’s a jump of eleven and thirty-two respectively, and it has a noticeable effect on this SUV’s performance. Fuel economy is essentially unchanged, with EPA estimates of 16 city and 21 highway for 2008. But the new motor runs on regular fuel, whereas the old lump required premium. More power, unchanged mileage, and cheaper gas? Yes, please.

The idea of the Tribeca is to give Subaru buyers something to buy when their Outbacks are just too small. The Tribeca preserves much of the Subaru character – the Boxer motor and the Symmetrical All-Wheel-Drive that directs 55% of power to the rear wheels under normal conditions – but delivers it in a much larger package. True to Subaru form, our tester was filled with optional equipment, like heated seats and a touch-screen navigation screen.

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The Tribeca is competitively priced for this segment. A base price of $34,995 got us a very well equipped vehicle – another hallmark of buying a Subaru. As with the Outback we tested recently, there were very few optional features added. We got a cargo convenience group, another convenience group with some lighting features, and a popular equipment package that added a crossbar kit and splash guards. These small-ticket items, as well as a $645 destination charge, added less than $2,000 to our grand total of $36,758.

As always, Subarus appeal to a select group of consumers that value substance over style, and want a vehicle that is unflappable in poor road (or off-road) conditions. This SUV will capture that demographic and then some, as its more conservative looks and heartier powertrain are sure to win some buyers away from Honda, Toyota, and Nissan.

In 2004, the brand-new Nissan Titan was the biggest, brawniest full-size truck from Japan. A 305-horsepower V8 and freight-train styling raised the game, and alerted Detroit to an attack on one of the last segments the American Big Three still dominated. It didn’t offer as much variety as the established lines from Ford, Dodge and GMC/Chevrolet, but was more of a one-size-fits-all truck.

Three years later, the Toyota Tundra kicked it up a few notches. For 2008, Nissan has followed suit, offering more configurations and more power. The Titan’s 5.6-liter V8 now makes 315 horsepower @ 4,900 rpm and 387 lb-ft of torque @ 3,400. That’s only fourteen pound-feet shy of the Tundra’s 5.7. Fuel economy is standard for huge pickups at a rated 12 city and 17 highway.

Nissan has also added an off-road trim level called the PRO-4X, and that’s what they sent us. The Pro-4X comes standard with off-road specific shocks by Rancho, a specialty division of Tenneco with fifty years of experience making truck suspensions. There are also skid plates for the transfer case and the lower radiator. Serious enthusiasts will make further upgrades, but the Pro-4X’s purpose is to save them some work, as well as to simply provide the casual off-roader with a turn-key package.

The Titan PRO-4X’s interior has drawn some criticism for being too plain. That may or may not be important to the truck’s demographic. It is simple and blocky, but it’s still miles ahead of a mid-nineties American full-size pickup. Our PRO-4X tester carried unique interior treatment, some of which we liked (steering wheel and shift knob done in leather with red stitching) and some of which we could have done without (“PRO-4X” tags attached to the front seats). More importantly, it works. The Tundra has a few more nooks and crannies, but the Nissan Titan is no slouch. Six cup holders and two bottle holders, as well as an extended roof console and an appropriately oversized center console, make it a capable swallower of stuff.

You also watch the 2008 Nissan Titan Pro-4x Video on YouTube.

Roadfly had a long-term Nissan Titan last year, and it scored pretty well with our staff. Neat little features like the dampened tailgate assist and the lockable storage box mounted in the driver’s side of the bed add little dashes of practicality, as does the power sliding rear glass. Bigger features like the “Utili-track” system, with tie-down clamps that move around on a system of rails in the bed, make still bigger improvements in the Titan’s capabilities. The handy track system is part of the $800 High Utility Bed package, which also includes a spray-on bed liner, bed lighting, and a 12-volt DC power outlet. If you skip this package, you should probably stop here and consider buying a Sentra instead.

Our PRO-4X had a lot of options, giving us a case of mild sticker shock. The base price of $33,950 was a bargain, but it ballooned to $41,870 after all the added options. Some of them were no-brainers, like the bed package, the tow package (Class IV hitch, extending towing mirrors, trailer brake pre-wiring) for $450, and the $900 moonroof.

Others were more expensive and you may want to go without them if you’re looking for a steal. The “popular package” included (to name a few) an eight-way power driver’s seat, power adjustable pedals, HomeLink, Bluetooth, XM Satellite Radio, and steering wheel-mounted controls for the 10-speaker Rockford Fosgate audio system. This is neat stuff to be sure, but at $2,250 it might be something the hard-core off-road clientele are willing to forgo.

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Ditto the rear-seat mobile theater system for $1,450, which gets you a flip-down 8-inch monitor, a DVD player with auxiliary inputs, remote control, and two sets wireless head phones. However, this might be a very worthwhile option if you plan to use the PRO-4X for tailgating or camping.

A tough call would be the side airbag package our tester was equipped with. It supplies the Titan with side-impact air bags mounted in the front seat, curtain air bags mounted in the roof, and Vehicle Dynamic Control (VDC) and brake assist. This is all really good stuff, especially since big trucks in general are heavy, roll-over prone, and easy to lose control of. However, it’s a pricey option at $1,200.

Whatever options you choose, the Titan PRO-4X is a pretty impressive truck. It’s not as speedy as the Tundra, but it has a specific enthusiast flavor that vanilla-bean Toyota has yet to inject into their full-size pickups. In reality, the 2008 PRO-4X is more of a competitor to the Ford’s formidable FX4 off-road trim level of their full-size F150.

In its third year of production, the 2008 Subaru Tribeca has come a long way from the original 2006 B9 Tribeca. With styling changes equivalent to allowing Ty Pennington to makeover your home, the 2008 Tribeca (noticeably missing the B9 moniker) has responded to the public’s initial and unkind complaints about styling.

Performance-wise, the 5-speed automatic transmission with SPORTSHIFT is matched to the new 3.6L Boxer engine (up from the previous 3.0L), running off of regular fuel unlike its predecessor that used premium. The 3.6L DOHC engine produces 256 horsepower @ 6,000 rpm and 247 lb-ft of torque @ 4,400 rpm. But, if you don’t really care what’s under the hood, the Subaru Tribeca includes luxuries like a touch-screen navigation, heated seats, a moonroof, an auxiliary input for an MP3 player, and XM Satellite radio. You also have two seating configuration options: 5-passenger or 7-passenger.

Even with all of the amenities and styling improvements, the 2008 Tribeca is still competitively priced, with the base starting at $34,995 and, if well-equipped (like our tester), a modest $36,758.

To see how much legroom the back passengers have or how many suitcases you can take on your next cross-country road trip, watch our 2008 Subaru Tribeca Car Review Video:

You can also watch the 2008 Subaru Tribeca Video on YouTube.

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Warranty:
3 Years/36,000 Miles Subaru Roadside Assistance
3 Years/36,000 Miles Basic
5 Years/60,000 Miles Powertrain
5 Years/Unlimited Mileage Rust Perforation

Government Safety Ratings (from 1 to 5 stars, 5 stars being the highest):
Front Crash: *****
Side Crash: *****
Rollover: ****

Since its inception in 2004, the BMW 1 Series has generated a lot of buzz, both across the pond and right here in our backyard. But, in July 2007, when the 1 Series Coupe became a tangible reality, we only had a small inkling that the 135i Coupe would/could become the new must-have premium compact sports car.

The exterior of the 1 Series (think optimized M aerodynamics package and modified M Sports Package) comes in the new, exclusive, Sedona Red, and 11 other paint options (8 metallic and 3 nonmetallic). The frameless door and the B-pillar’s steep angle shifts the visual center of the car’s silhouette further to the rear and add to great styling features like a rear lip spoiler. The 135i Coupe sports the traditional L-shaped BMW rear tail lights with integrated LEDs that are part of the two- stage brake light function.

The interior of the 135i is simple. Thanks to the retractable navigation screen (and iDrive control) in the upper section of the instrument panel, the center stack is clutter-free. Another perk in the 1 Series is the easy integration of mp3 players with a USB connection and auxiliary jacks for media players like the iPod and iPhone. You also get three choices of upholstery: two cloth, one cloth/leather combination, and one leather.

The family-oriented driver who had to trade in the M3 for the minivan can now have his cake and eat it too. The inner motorsport lover will get a sporty coupe with a twin turbo inline-6 but the worry-wart mentality will be reassured by the standard ISOFIX fastenings for childseats and the option to get the high-quality Junior Seat II-III with height-adjustable backrest for children 3-12 years old (and in that case, the seat cover is washable).

If you miss the iconic BMW 2002 or if you just want to get back into a sports car, then the BMW 135i Coupe is perfect for you. While not finalized, we are estimating affordable pricing with the 135i starting at around $35,000 and then in Spring 2008, the 128i starting at around $29,900.

Watch our 2008 BMW 135i First Drive Video and let us know what you think:

You can also watch the 2008 BMW 135i Car Review Video on our YouTube Channel.

Video of the BMW 135i on the Gotland Ring in Sweden.

You can discuss the 1 Series in the BMW 1 Series Forums.

Depending on your outlook on life, Jeep is either a pioneering symbol of Americana, or a devilish corporate tool of the netherworld. After all, the old ‘General Purpose Vehicle’ just about saved our bacon back there in a couple of overseas conflicts-and yet the Grand Cherokee, sales favorite that it was and is, is often blamed as the progenitor of the SUV craze that cemented America’s place as the world’s energy glutton.

So why a new, even-bigger SUV from Jeep? Well, maybe it’s because recent sales of the recently-redesigned Grand Cherokee are still sliding, thanks to increased competition in the lucrative “truck” market. Or, perhaps Jeep was just jealous of Hummer’s ‘folded-cardboard’ angular look. Either way, Jeep now has a bona-fide 7-passenger SUV (great for Moms hauling the whole soccer team; wonder if the marketers thought of that demographic?). It’s called the Commander, and it’s at a dealership near you right now. And what’s more, it just might be the best Jeep on the market.

We’ve blasted around in a Commander on a few different occasions over the last couple months, and lately just completed our week-long test of the beast. If we had to sum up the new rock-hopper in one sentence, it would probably be something along the lines of: this is the natural evolution of the well-known, well-loved old Cherokee. Not that rounded, yuppie-mobile Grand Cherokee, but the old, boxy ‘four-by’ that was just discontinued in ’04 after being flogged well past its natural lifetime. This new Commander is just as accomplished off-road, far more powerful and planted on-road, and much as the Cherokee was, unlike most anything else in the price class.

(Well, sure, the H3 is a lot like the new Jeep in profile, but the Jeep’s a lot bigger inside, and unlike how the Hummer still commands a price premium for its name, with the Commander you actually seem to get *more* car than what you pay for.)

Let’s start on the exterior, since that’s what’s going to generate the most attention anyway. The Commander is big, bold and boxy-a flying brick, but not in a bad way. Imposing is an apt descriptor; although the Commander is only a couple inches longer than its Grand Cherokee platform-mate-it retains the 109.5″ wheelbase-it tricks the eye into giving it much more visual credence than the truck’s actual footprint deserves. The “tough” theme is further emphasized by screwed-on fender flares, chromed grab-bars on the tailgate, and carved-from-a-brick-looking 17″ alloy rims.

Inside the Commander is a real revelation, then. Jeep took a page or two from some other desirable models when it comes to inside amenities. A circular design theme, much like in the more expensive Hummer H2, is repeated in the gauge cluster, vent registers and door pulls. Lots of little storage cubbies abound, adding just that little extra bit of utility. The fit and finish is excellent, as is the majority of materials used-except a hard black plastic used for the dashtop and unfortunately, the upper bits of the door panels.

Seating in our testers was a dark brown leather that calls to mind your favorite old baseball glove-with stitching to match. The first two rows offer comfortable seating positions and a commanding-pun intended-view out. The rearmost seats, however, are for babies, midgets and masochists-there’s a couple in every crowd-and using them cuts cargo space down to Miata levels. Not to mention that the huge seatbacks mean when the third row is deployed-intuitive as that mechanism may be-visibility is nil. A backup camera would be a blessing here.

Road noise in the Commander is surprisingly low. The navigation system, though-shared with other DaimlerChrysler models-lacks a touch screen, and thus suffers in terms of ease-of-use. At least Jeep only charges $1,200 for it.

Drop both seat rows and 68 cubic feet of cargo space opens up; it’s positively cavernous back there, especially compared to a lot of the crossovers that are out there these days masquerading as “SUVs.”

And then there’s the drivetrain. The Commander comes in a variety of flavors; from mild V6 to wild HEMI power. Yes, the Commander also gets one of the 340-horse wunder-motors that may well prove to have been the salvation of Chrysler & Jeep. And as in every other application, the 5.7 liter marvel turns even this biggest of Jeeps into a bit of a road rocket; sixty m.p.h. comes up in under eight seconds.

The other engine options include a 4.7-liter V8 and the base 3.7-liter V6. We spent a good bit of time in the $1,495-less baby V8 as well, and would thus recommend the HEMI’s extra expense to anyone other than Ma or Pa Kettle-even Junior would rue the 105 horsepower loss. It growls, but doesn’t provide the grunt to match (although the high-speed tire howl does fit it fine); we often found the 4.7 Commander laboring in aggressive traffic. We’re loathe to get behind the wheel of the 3.7 after this experience; we like vehicles that can do more than get out of their own way, and with the 210-hp V6 we suspect the 4,800 lb. Commander would feel a lot like the Hummer H3-that SUV’s 220-horse Inline-5 is definitely its Achilles’ Heel.

If you have to justify the extra expense-to the wife, or the local efficiency-nazi-cite the fuel-saving Multi-Displacement System, or the increased resale value. It’s important; 4,800 lbs. needs all the power you can buy, in our opinion.

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Jeep offers two four-wheel-drive options as well, from the base Quadra-trac II system to the ‘killer-app’ QuadraDrive II. The Quadra-trac II we had in the 4.7 gave a smooth ride with a “go anywhere” feel, thanks to the standard locking differentials. Quadradrive II was the featured player in the HEMI Commander, with easy-as-pie Electronic Limited-Slip Differentials-passable on all but the most treacherous roads.

So how does it work off-road? Well, in a word: perfectly. We drove the Commander through snow-covered back roads, and up a mountain pass or two, for good measure. It handled everything we threw at it without compliant; more importantly, it actually was confidence-inspiring. Like all good Jeeps, it makes you feel better at off-road driving than you really are. (Perhaps that’s because the Commander’s approach & departure angles are pretty much equivalent to the Grand Cherokee’s.)

The Commander starts well under $30,000-invoice is just under $27,000-but for a tricked out HEMI, expect to pay around $40 large. And it’s well worth it-the Commander’s great interior, on-road prowess, and off-road promise seem well-worth the money, especially considering what some other upscale SUVs with this level of equipment and mass cost.

Every brand has one–the staple seller; the for-the-masses car on which a corporation’s fortunes rest. Audi’s bread-and-butter line, the A4 comes in sedan, two-door convertible and wagon variants. Of course, with the falling value of the dollar eating profits and ever-encroaching competition from Japanese, German and even American luxury brands, the A4 is more important to Audi’s lineup than ever.

Every brand has one–the staple seller; the for-the-masses car on which a corporation’s fortunes rest. Audi’s bread-and-butter line, the A4 comes in sedan, two-door convertible and wagon variants. Of course, with the falling value of the dollar eating profits and ever-encroaching competition from Japanese, German and even American luxury brands, the A4 is more important to Audi’s lineup than ever. As their most popular car, Audi needs the new A4 to bring buyers into Audi showrooms and continue to create the legions of satisfied customers that previous models have. The A4 has been a staff favorite here at Roadfly since the model was introduced; now, for the 2005 model year, Audi has redesigned the car inside and out.

Let’s start by taking a look at that distinctive new exterior. The engineers in Ingolstadt gave the A4 a serious facelift, with a prominent front end that does a good job of distinguishing the new model from previous versions. It’s a corporate look, shared across Audi’s model range from the baby A3 hatchback to the A8 uber-sedan–and it has proven somewhat controversial. After living with it for a week, we can say for sure that the look does grow on you.

The overall design is clean and angular. Tight tolerances between panels lend a solid, well-built feel to the body, which seems bigger than it actually is–only 180 inches long–thanks to the slab-sided design. Hooded headlamps and jeweled LED taillights look expensive and upscale.

Stepping inside, you’ll find the A4 to be surprisingly roomy. A total of 90 cubic feet of passenger space exists front and rear, with 13.4 cubic feet of cargo room in the trunk. It feels a lot bigger inside than rivals such as the BMW 3-Series. Moreover, if you’ll pardon the cliche, the A4′s ergonomically-designed interior fits like a glove. Everything falls to hand, from the audio controls with redundant thumbwheels and buttons on the steering wheel, to the dual-zone climate control system. And there’s even a neat slide-out credit-card holder right in the dash, which comes in handy for such things as electronic gate passes and toll change. Taller drivers will need to learn to operate the cruise control by memory, as it’s somewhat obscured by the wheel, and is not illuminated at night. But with so much technology on board, we think Audi’s done a heck of a job packaging it all in a user-friendly way.

Standard features on the bottom-of-the-barrel base Audi A4 include power windows, doors and locks, as well as keyless entry and a power driver’s seat. In addition, our test car included such goodies as XM Satellite radio, heated seats, and the $1,400 sunroof package that also adds leather seats. Audi also offers an $1,800 Premium package, which adds toys like a power front passenger seat, rain sensing wipers, electrically-folding outside mirrors, Homelink and more. Bluetooth, bi-xenon headlights, voice control and a color trip computer are also available, as part of a $1,700 uplevel Technology package.

Get behind the wheel, and the smiles continue. Our test car, which came with the turbocharged engine found in the majority of A4s to hit the market, had power to spare. Tied to a six-speed automatic with Tiptronic manual shifting capabilities, the turbo powerplant gives good acceleration at almost any engine speed. Turbo lag is palpable at times, but it doesn’t take too long to spool up (think Subaru WRX), and the reward once it does is simple joy. Official figures claim it takes only seven and a half seconds to get to 60 miles per hour, while the top speed is electronically governed at 130 miles per hour.

This little four-banger is packed full of modern technology. Variable valve timing, direct injection, and the intercooled turbo, top the list; Audi managed to extract 200 horsepower from just two liters here. Moreover, 207 pound-feet of torque is available on a broad plateau between 1800 and 5000 R.P.M.

Also available in the A4 line is an 3.2-liter V6, with 255 horsepower. And for the truly power-mad, the hot-rod S4 comes with a 340-horse V8 that rockets the car to sixty in well under six seconds–one of our very favorite autos ever, especially in cabriolet form.

More important than numbers, though, is the way this car feels. Drive it slow, and you’re rewarded with a comfortable ride and a serene drive. Push it a little, and the car seems to hunker down, with accurate if heavy steering and what seems to be great gobs of grip. That tied-to-the-road feeling, plus a slight bias towards understeer, makes the A4 a confidence-enhancing machine.

Of course, aiding in that feeling of superb traction is Audi’s optional Quattro all-wheel-drive (standard A4s carry front-drive power). Built by Torsen, the system generally splits torque equally, but can divert as much as 67% of power to any one wheel with grip. Besides giving great control in rain and snow, we like the way Quattro gives this Audi a securely planted feel, even in dry cornering.

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The A4′s suspension consists of a four-link independent setup in front, and a trapezoidal-link system in the rear. Optional 17-inch rims, shod with 235/45 tires, complete the package.

Audi did not skimp on the safety front, either. The A4 comes equipped with airbags covering the front passengers and side curtain areas front and rear. Rear side impact airbags are optional. Anti-lock brakes and traction control are standard as well. In addition, the A4 has active head restraints and seatbelt pretensioners to reduce dangerous passenger movement in a crash.

Fuel economy being the hot-button issue that it is today, the A4′s EPA ratings of 22 miles per gallon city and 30 mpg highway are reassuring. Our test car actually came close to those numbers in fairly aggressive driving. That’s an impressive result, compared with the thirsty sports sedans we’ve tested lately.

With so much interior content and luxury packed into such a fun-to-drive small German sedan, you’d expect to pay a premium price. You won’t be disappointed there, although the A4 still represents something of a bargain when compared to similar 3-Series models from BMW, or C-class sedans from Mercedes-Benz. Base price on the Audi A4 with the two-liter turbo is $27,640. Some of the bigger options, such as the $2,000 Quattro package, pushed our as-tested price to $35,870. And that’s having skipped the $2,000 navigation package, which includes a six-disc CD changer in the glovebox. Still, when compared with similar BMW models that can cost several thousand dollars more, the A4 is one of the best ways to buy into German engineering in a sports-sedan package, without breaking the bank.

Audi’s new A4 is a technological and engineering marvel. Fun to drive, luxurious, and comfortable, all at a modest premium price. For years, we’ve watched Audi sales slowly encroaching on the German competition–it looks as if the new A4 can only further that trend.