As the replacement for the Land Rover Discovery in 2005, the LR3 debuted with its predecessor’s off-road abilities but with more amenities that make the daily drive a bit more enjoyable. In our 2007 LR3 tester, the three sunroofs, built-in fridge in the center armrest, independent audio controls/headphone jacks for the 2nd and 3rd row outboard seating, and adjustable air suspension made this SUV perfect for taking the family out on the road less traveled.

However, while the price does not cause sticker shock, starting at $52,235 and reaching $56,100 when generously equipped, the numerous trips to the gas station for premium fuel may begin to wear on you because the LR3 only averages 12 mpg city and 18 mpg on the highway.

For a full review, watch the 2007 Land Rover LR3 Video.

Browse the 2007 Land Rover LR3 Photo Gallery:

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The Mercedes-Benz SLK roadster is perhaps the standard-bearer for the quadroon of small, sporty German drop-tops. It debuted in 1997, with a revolutionary power folding hardtop and styling that was drop-dead gorgeous. It was visually superior to the BMW Z3 and the Porsche Boxster, but not as dynamic in terms of performance. It gave up a little ground to the Volkswagen Golf-based Audi TT in the style department, but was a better performer with its genuine RWD platform. It was a Benz through and through, focusing more on style and luxury than on outright speed. As such, it became stereotyped as a bit feminine.

In a 2004 redesign, Mercedes-Benz has addressed all of the SLK’s shortcomings. Not most of them – all of them. It has shed its cute, stubby styling for something entirely different. Its nose is inspired by the McLaren Formula1 cars that use Mercedes-Benz engines, and brings the SLK in line with the SLR supercar, the high-dollar joint venture between McLaren and Daimler-Benz. In contrast to the old car’s slab sides, the new car is made of more contoured (and therefore more expensive) sheetmetal, giving the car a healthy dose of that visual massiveness that Mercedes-Benz has mastered.

Like the TT, the SLK was criticized for putting style before substance, and buyers looking for a driver’s car got into BMW Z3s, Boxsters, and Honda S2000s. The SLK now has the chops to play with those cars, with new engines and transmissions, as well as more traditional sports-car handling. It’s remarkably agile, considering the added weight that a folding hardtop mechanism inevitably brings with it.

Our test car was the mid-level SLK 350, which falls between the entry-level SLK 280 and the brawny SLK 55 AMG. It seems to be the perfect compromise. Its 3.5-liter V6 delivers 268 horsepower at 6.000 rpm and 258 lb-ft of torque over the spread from 2,400 to 5,000 rpm. That propels the SLK 350 from zero to sixty in just 5.4 seconds, and gives it instant torque at almost any engine speed. The high torque at low rpm is something you’d normally associate with a turbocharged or supercharged engine, and it makes the SLK 350 incredibly tractable.

Ordinarily the AMG models are the enthusiast’s choice, but the SLK 55, with its 355-hp V8, doesn’t come in a manual like our 350 did. Both the 350 and the 55 are electronically limited to 155 mph, but the 55 is only listed as .6 seconds quicker to sixty (4.8 versus our 350’s 5.4) and gets worse gas mileage (16 city/22 highway, against our six-speed 350’s 18/25).

Another stopwatch figure worth quoting is 22 seconds – the time it takes the SLK to drop its top. Or to put it back on, for that matter. It’s darn quick, and so quiet that it can sometimes lead you to take off with the process still in motion.

You can also watch the 2007 Mercedes-Benz SLK350 Video on YouTube.

The main drawback to power folding roofs (aside from the added weight, which doesn’t seem to bother the 350 very much) is the restrictive effect they have on trunk space. But Mercedes has found a way to minimize this consequence – the SLK’s boot has 9.8 cubic feet of cargo volume with the top up, and 6.5 cubic feet with the top stowed inside. Most hardtop convertibles find their trunk space cut in half or more, but the SLK has an ingenious solution – the glass rear window swivels during the folding process, to match the curvature of the top panel. That makes for a much more compact package when stowed, and minimizes the practical compromises one makes when owning a car with such a roof.

Mercedes has also endeavored to make the SLK as much of a year-round convertible as possible. Our test car came with the Heating Package, which features a high-quality cloth windscreen, heated seats, and the killer “AIRSCARF” neck-level heating system. This does just what it sounds like. Hot air blows out of vents built into the SLK’s seats, activated by the push of a button on the dash. The combination turns the SLK into a convertible for the late fall, and that’s provided you’re not wearing gloves or a hat. If you were really determined and properly attired, putting the top down in the dead of winter would be OK for short periods of time.

The Heating Package was one of the more worthwhile selections on a long list of options for our particular SLK 350. ‘Storm Red’ paint added $700, automatic climate control was $710, and the six-disc changer was $440.

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The multiple packages equipped added a new dimension of luxury (and cost) to our test car. An appearance package ($990) added exotically named wood trim and upgraded wheels, the Lighting Package ($1,000) added Bi-Xenon headlamps, corner-illuminating fog lamps, and headlamp washers. The “Premium III” package was a monster. It added $4,850 to the SLK’s price, and included a host of luxury upgrades: Eight-way power seats, power steering column, SIRIUS Satellite Radio, the COMAND DVD-based navigation system, an infrared function to remotely open the roof, an ambient lighting package for the interior, and a Harman/Kardon surround sound system. That’s not even all of it, either.

After all that, our SLK’s starting MSRP of $47,400 had ballooned to $57,835 including a $775 destination charge. That pretty much removes the SLK from bargain territory. If it were our money, we’d skip everything but the Heating Package, as that is absolutely essential to the SLK’s character as a year-round convertible. Everything else is expendable, really. Power seats are less important when you don’t have a rear seat to accommodate, and automatic climate control is not essential in an open-top car with a very small passenger compartment. So, you can buy an SLK 350 on a budget for less than $50K, and that’s very good news.

You may remember the VW Touareg 2 from a little movie called The Bourne Ultimatum, but reality check: we aren’t bad-ass drivers like those in The Bourne Ultimatum. The ordinary driver is mostly likely using the Touareg 2 to haul families around or to off-road with friends, not to chase down targets.

We had the opportunity to take the Touareg 2 off-road, so check out our video and let us know if this is more your speed or if you would rather be in a high speed chase. We can tell you one thing: this VW impressed.

You can also watch the 2008 Volkswagen Touareg 2 Off Road Video on YouTube.

Saab has been something of a whipping-boy in the automotive press; paired up with BMWs and Audis and other sporty Euro-makes in comparison tests that the brand’s basically predestined to lose. After all, Saab never really was about all-out European-style driving sublimity-even if the brand’s current owner doesn’t really get that.

GM picked up Saab in one of the General’s characteristic impulse-buys; matching Ford’s fortuitous acquisition of Volvo. GM figured a high-end make in its stable would flesh out the corporate portfolio-but they weren’t really buying the same type of brand to begin with. Saab has always been about being adventurous, being off-beat, being different, first and foremost-not necessarily about being the best at any one thing in particular. Merecede’s has a lock on prestige, BMW’s core value is driving perfection, Volvo’s become synonymous with safety. And where for every ounce of effort GM’sm put into trying to beat those brands at their game, they’ve ignored to the same extent the true, innate character that solidified Saab’s loyal customer base in the first place.

Saab buyers never really wanted to beat Bimmer guys around a racetrack, or to project an image of self-sacrificing “family-first” safety-ism, nor do they lust after that prominent position in the valet-parking lot. Overmatched as they might be in comparison tests with brands that do aspire to those traits-especially when the test itself is skewed in that direction-Saab’s place in the automotive stratosphere has been secured by the brand’s willingness to do things differently, to march to it’s own beat, to dare to be different. And while certain models in the current lineup have eschewed that core strength thanks to GM’s ill-advised attempt to make Sweden’s second-biggest automaker compete with the rest of Europe, the current 9-3 has managed to hold on to a lot of what makes a Saab a Saab. Viewed in that light, it’s a success.

Exterior styling is the primary attribute that lures walking-wallets into showrooms; the way a car looks weighs heavier on most buying decisions than any other single quality. The 9-3 manages to pass this test, while maintaining the brand’s identity, with aplomb-it looks like nothing else on the road, and still looks good. “Born from Jets” is the new (and rather uninspired) tagline, and it does apply to the current car in question’s appearance. Sleek is the watchword here, with wind-tunnel-tested lines forming a slippery, sexy shape that is every bit as good as the baby sedans from other makes in the same class. Low, lean, and lithe, the 9-3 carries over a basic shape that’s familiar going as far back as the late 1980s, although regular restyling has kept the form fresh and modern. The classic grille, the expected body skirts, and the hatchback-like shape should all please the eyes of the Saab faithful.

Inside is a similar story; Saab shoppers salivate for the unusual in their interiors-and won’t be disappointed.

That’s what makes the 9-3 different; Saab’s also included a lot of content that matches the competition as well. There’s nice leather on those sport seats, and real wood on that console. The folding rear seat, with ski-bag pass-thru is a convenient touch, as is the 12-volt outlet in the armrest. We liked the clock/trip-computer unit sitting atop the dash as well; the average fuel economy (we got 23.6 m.p.g.-not bad for us leadfoots), range, date/alarm and so on is handy, if not heady, stuff. The two sturdy rear cupholders did make us wonder why the ones up front are so either flimsy-feeling or poorly positioned (the spidery thing protruding from the dash or the spot right by the ignition switch). But the overall level of equipment-high-powered six-disc DC audio system, keyless entry with remote trunk, HID headlights, leather, wood and power-everything-seemed rich for the $32,960 as-tested price (the base car runs $25,900). And pretty much all controls functioned well and were within reach-even if they were a little hard-to-fathom in that typical Saab fashion.

A nav note here. Our tester did, as is increasingly common in almost every price range, include one of these systems. First off, the 9-3′s unit lacks touch-screen capability (and voice-entry as well), failing our first test for ease-of-use. Furthermore, the intelligent logic used in this Swede’s system seemed subpar; if it wasn’t dragging our route around superfluous U-turns, it was freezing up altogether. Finally, we couldn’t find a way to turn off the voice-guidance interrupting the audio system-pretty much all settings were obfuscated to say the least-which we found annoying especially in a system that feels a need to talk to you every twelve seconds.

It’s the driving dynamics where the Saabs generally begin to lose points in those buff-book title fights mentioned above. And it’s true, the Saab is nowhere near as connected to the road as a 3-series, and by no means can the 9-3′s composure be compared to a C-Class. However, our Swedish subject is not noticeably lacking in any of these qualities, either. The 9-3 is essentially a composed car-unless pushed hard; a state that at least 2.0T owners are unlikely to achieve. Cornering is smooth, grip is satisfactory, and response to inputs from the helm are accurate if not instantaneous. Our Saab was never unsettled on any but the worst of the area’s tarmac, and was creditably smooth when the road was, too. Essentially, the 9-3 makes a good compromise between all-out handling prowess and quiet cruising comfort.

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Technical details are rounded out by a five-speed Sentronic automatic transmission. For the shift-it-yourself crowd, a six-speed manual tranny is also available. Or, you can use the manu-matic function; we found the Saab’s to be one of the better examples of this concept, holding the selected gear to redline and executing split-second shifts when activated.

A couple faults do detract from the drive/ride, however. First off is the notorious torque steer issue; Saab has still not managed to learn how to tame a thundering 221 lb./ft. through the front wheels without nearly ripping the wheel out of the driver’s hands-especially not with the turbo motor’s tendency to come on quick. That turbo also contributes to a lack of quiet in the cabin; an ever-present whistle belies the Saab’s premium pretensions.

And yet the turbo acquits itself of any quibbles fairly well when you put your foot into that drive-by-wire throttle. 210 horses might not sound like a lot, but when that forced induction comes to a boil-which it does faster than road rage hits on the Beltway-the horses shove you back into your seat as the Saab takes off. We measured zero to sixty in about seven and a half seconds; on par with the more-expensive BMW and Audi sedans in the class.

This isn’t an all-out sports-sedan, though. The motor does run out of steam at some supremely extralegal speeds, and low-end torque isn’t a bragging point, either. Furthermore, the all-season rubber on 16-inch wheels is a good compromise between handling, all-weather capability, safety, noise, and simple wear. Driven in a normal, everyday manner, the Saab 9-3 2.0T feels like a smooth, competent European car that just happens to have turbo-power waiting in the wings for whenever you might need it-nothing more, nothing less.

Take the svelte styling, the comfortable if quirky interior, and the peppy drivetrain. Then factor in the overall value the 9-3 represents, when compared to a similar-sized BMW, Volvo, Audi, Mercedes, and so on. Add it all up, and your sum is a solid, sensible-and singular-Saab. Sure, we know we probably couldn’t talk any Saab-lovers out of buying one anyway-but we’re still happy we don’t have to.

The people at Mercedes Benz must be working overtime. In the last couple years alone, the boys in Stuttgart have brought to market several all-new vehicles–think CLS-class, B-class, the upcoming baby-ML-class, and this new R-Class. Mercedes calls it a “grand sports tourer” or “crossover,” based upon the unibody construction and driving dynamics. Other pundits have ventured that it resembles a conventional minivan, although it does lack the minivan’s requisite sliding rear doors.

For all intents and purposes, this R-Class is a people-hauler. There’s a hint of SUV in the styling, but in truth, the long, sleek body resembles a Bullet Train more than anything else. Inside, there’s more Town & Country than M-class in the layout. There’s room for seven inside, plus cargo and gear–the R-class has more space than any Mercedes Benz product in recent history. Clearly, this vehicle–whatever you want to call it–was designed with passenger and cargo space as a primary consideration. When you get in, walk back to front over the humpless floor, tap the electronic column shifter, and start to drive, you’ll figure that out for yourself. And quite certainly, this is the nicest, best-equipped people-hauler we’ve ever had the privilege of piloting.

As with any similar review, we’ll start with the interior. There seems to be twice as much room inside than in the G-class SUV, and it’s all useful. Even the third row is okay for adults, and the folding seats in both rear rows lend a versatility outmatched only by DCX’s own (conspicuously absent) Stow-N-Go system. Storage space is impressive; there’s almost 16 cubic feet just behind the third row, and 85 with all seats folded. There’s a huge moonroof up front, and the side windows in the middle are equally expansive–and roll all the way down! Seats are a tactile treasure, with leather and suede wrapping a supportive frame. Too bad the seating position up front is more akin to a bus driver’s than anything else. The requisite gadgets and luxury touches you’d expect are present, including park-assist, adjustable ride height, and even shocks with an on-the-soft-side Sport setting and a pillow-like Comfort setting. A neat optional DVD entertainment system features dual screens behind the front headrests, and each can depict a different input (movie & video game, for instance). Finally, further proof that this is the best people-hauler money can buy: the R500 has the most, and best, cupholders of any MB product we’ve tested.

Possibly the most (only?) disappointing feature in our $59,675 test vehicle was Mercedes’ deplorable navigation system. With no touch-screen, this system is outdated and difficult to use; even the Honda Civic is miles ahead here. Our advice: skip it and invest in a Thomas Guide.

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As far as the outside goes, well, close your eyes and imagine using that digital morphing video technology on an E- and M-class into a one-box shape, and you’ve got it. Actually based on the M-class, the R-class shares no body panels with other Mercedes. It is elegant like all Benzes, sleek like all Benzes, and has all the typical Benz styling touches you’d find on the other models–but the one-box shape is unmistakable. Actually, we do still like it, especially compared to the rest of the field in the soccer-mom crowd.

The R-Class we drove was the 302-horse V8 R500 model (a 268-hp R350 is available at $48,775). We admire this motor; it’s bulletproof and torquey, although the new 3.5-liter is by far the more advanced engine. In this application, mated to a 7-speed automatic, it pulls like a freight train; almost unstoppably powerful, although by no means zippy. It gathers its speed quickly, though–sixty miles per hour comes in six and a half seconds–which makes the somewhat inaccurate steering that much more noticeable. That imprecise steering is the biggest dynamic faux pas here; the R500 otherwise handles better than any minivan extant, and better than most SUVs, if with a rather soft ride.

One SUV-like trait: the R-class comes with standard all-wheel-drive. This is the same system from the M-class; it can distribute torque to any one wheel with traction. This should theoretically make for more secure handling, although we were unwilling to test its limits on a dry, sunny day. Enough that the security is there for rainy days.

Realistically, the closest thing to the new R-class already on the road is sister-corporation Chrylser’s Pacifica. Of course, that wannabe SUV is itself actually based upon a minivan platform. And while the Chrysler maybe pulls off the truck-like look better, the R-class doesn’t suffer from the underpowered, under-luxuried stigma of the Pacifica. If you need to haul six people and their gear in Mercedes-Benz luxury and style, there is no better vehicle out there.