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.

In the 18 years since the Lexus brand was introduced in the U.S., it has shown that luxury, performance, and reliability are not mutually exclusive. Although the top-of-the-line LS model is no slouch when it comes to performance, for the enthusiast, there is no substitute for the GS. For 2008, Lexus has introduced the GS 460, with an all-new 342 horsepower 4.6-liter V8, coupled to an eight (yes, eight) speed automatic transmission to join the GS 350 (a V6) and the gas-electric hybrid GS 450h, replacing the GS 430.

In the city, on the highway, or in the curves, the Lexus GS 460 excels. The 2008 GS 460 is a powerhouse, with an all-aluminum 4.6 liter V8, producing 342 hp at 6,200 rpm and 339 lb-ft of torque at 3,600 rpm. Coupled to the 8-speed automatic transmission, this engine propels the GS 460 from 0-60 mph in only 5.4 seconds, and it does this while maintaining surprisingly good gas mileage. When testing, we used so many different gears along with the sleek body shape that it gave the GS 460 a drag coefficient of only 0.27. It is rated at 17 mpg city and 24 mpg highway, but in our testing we observed numbers that were even slightly better.

Several exterior and interior styling touches introduced with the GS 460 for 2008 are shared with the other GS models, including a new front bumper and air intake design, a new instrument panel, and new wheel designs. The 2008 GS stands out from earlier versions with its new front fascia design, lower front air intake, new chrome grille surround, new wheels, and a new front bumper. The car is sleek, with a long hood and short trunk lid, giving the impression that it is sitting back on its haunches, ready to pounce.

While the GS 460 is sporty and offers tremendous performance, it maintains an elegant and classy appearance that is neither too cutting-edge nor too stodgy. It is equally at home pulling up in front of a hip lounge or a classy country club. Our test model was finished with a beautiful “Matador Red Mica” paint. This not quite candy apple red shade has incredible depth and a heavy metallic flake in it. In the one week of testing, numerous strangers stopped us in parking lots and at gas stations, all of who commented on the beauty of the GS 460.

Lexus is known for luxurious yet functional interiors. The GS 460 follows this tradition with firm yet comfortable leather seats and a myriad of technologies at the drivers’ fingertips to ensure transportation in style. The electro-chromatic glass covering the instruments is a unique touch, providing good visibility in a variety of lighting conditions. The power rear sunshade helps keep the car cool while parked and keeps the sun off of the necks of rear-seat passengers. The heated and air-conditioned front seats paired with dual zone climate control make sure that the driver and front seat passenger can each have maximum comfort.

Yes, the car is smarter than you are. What is really impressive, however, is how all of these technologies work together so seamlessly and naturally like a technological tour de force that felt like an extension of the driver’s wishes. A cornucopia of acronyms representing a broad range of technologies all fall under the control of what Lexus calls the Vehicle Dynamics Integrated Management (VDIM) system. VDIM incorporates and monitors almost everything about the driving experience in the vehicle, including the Variable Gear Ratio Steering (VGRS), Electric Power Steering (EPS), Electronically Controlled Brakes (ECB), Brake Assist (BA), Electronic Brake-force Distribution (EBD), and more.

But, even with all of the features listed about, rather than getting in the way of the driving experience as is true with the majority of ‘innovative’ technologies in some other marques, everything Lexus brings to bear works together in perfect synergy with the driver.

We had only two complaints about the controls. Some commonly-used controls, like the side mirror adjustments, are hidden behind a small panel on the dash by the driver’s knee; we actually had to consult the owner’s manual to find them. And, the voice-command for the navigation, climate, and sound system seemed to have trouble, possibly just because of this reviewer’s Texas drawl. These were minor points, however, and overall, Lexus has done a fantastic job of combining the right mix of features to satisfy a broad range of drivers.

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On the practical side, the GS 460 has a plethora of airbags–variable force front, seat-mounted side, knee front, side-curtain front and rear. But, Lexus puts even more emphasis on trying to ensure that these safety features never need to be used by helping the driver avoid crashes altogether. The Pre-Collision system (PCS) is a technological marvel that can help the driver avoid an accident, or, if an accident is unavoidable, help lessen the chances of injury. PCS begins by using a millimeter-wave forward-looking radar to detect obstacles in front of the car, while simultaneously measuring speed, steering angle, and yaw-rate to determine whether a collision is unavoidable. PCS can automatically switch the suspension to sport mode for optimal driving response, pre-tension front seat belts for maximum safety, and pre-initialize the Brake Assist feature so that increased braking will occur the moment the driver touches the pedal.

All Lexus models, including the GS 460, come with a standard 50,000 mile/48 month bumper to bumper warranty, a 70,000 mile/72 month powertrain warranty, and 48 months of roadside assistance. Lexus has a fantastic reputation for reliability, and their confidence in the quality of their vehicles is reflected in these long, by industry averages, terms. If you’re looking at just the safety features coupled with the generous warranties, the Lexus GS 460 proves to be quite a package.

When Lexus entered the U.S. market almost 20 years ago, it faced stiff competition not only from European and American luxury marques, but also in the hearts and minds of American drivers.
Lexus quickly proved that it could compete and be a leader in the U.S. market, and the latest generation of the GS certainly raises the bar for sports luxury sedans to a new level.

Vehicle Stats:
Base Price: $53,385.00
As Tested: $61,418.00
Engine and Torque: 4.6 liter aluminum V8; 342 hp @ 6,200 rpm; 339 lb-ft @ 3,600 rpm
Transmission: 8-speed Automatic
Wheels and Tires: 18″
Warranty: 4 years/48,000 miles (7 years/70,000 miles powertrain)
Fuel Economy: 17 mpg City/24 mpg Highway
0 – 60 MPH: 5.4 seconds; 0-1/4 mile: 13.9 seconds
Top Speed: 149 mph

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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Jaguar’s XJ line is the epitome of tradition. The basic shape, with its classic long hood and deck, hasn’t changed much in the last few decades. The four circular headlights, the double-kidney grille, and the leaping cat are as recognizable as any set of automotive features on the road.

So when I clambered behind the wheel of my first XJ – the top-of-the-line, long wheelbase “Super V8″ – I was expecting to find something dated and anachronistic. Burled walnut was everywhere, and Jaguar’s trademark “J-gate” shifter (which is certainly an anachronism) greeted me by forcing me to dip my right shoulder in order to shift out of park without hitting the contents of the Jag’s cup holder.

However, once I got the big cat moving, I found something totally unexpected and even a bit scary. The Super V8 is equipped with Jaguar’s infamous supercharged 4.2-liter V8, which makes 400 horsepower at 6,100 rpm and 413 lb-ft of torque at just 3,500 rpm. This is the same motor found in the XJR and XKR, and if you’ve ever driven either of those sleds then you already know how nasty this lump is. It hurls the car forward with unexpected ease and unrelenting fury, blinking to sixty in just over five seconds and howling through the 1/4-mile in less than 14 seconds, all to the stirring soundtrack of the supercharger’s distinctive wail.

The motor doesn’t deserve all the credit for this, though. The XJ’s body is made entirely of aluminum, and the entire car weighs just 4,006 lbs. That’s light as a feather considering the Jag’s competition. The long-wheelbase models from BMW (the 750li), Audi (the A8L) and Lexus (the LS460L) all weigh considerably more, with the Lexus closest at 4,332 lbs.

The aluminum construction gives the Jag an unfair advantage. It gives up nothing to its rivals in terms of size; in fact it’s got a longer wheelbase than anything in its class save the Mercedes-Benz S-Class, which only comes in one size. Yet it’s lighter, and more powerful. The supercharged V8 bests the Lexus’ 4.6-liter unit by 20 horsepower and 46 lb-ft, the Audi’s 4.2 by 50 and 88, the BMW’s 4.8 by 40 and 52, and the Merc’s 5.5 by 18 and 22, respectively. It also moves better than any of those cars. It feels lighter because it is, and braking is outstanding. The Super V8 grinds to a halt from 60mph in just 118 feet.

It does fall behind a bit in terms of appointments. There are only four cup holders in the Super V8, and all of them are too small. The two up front are part of the center armrest, so forget about opening it while the cup holders are in use while the rear pair are only accessible when the backseat center armrest is open.

You can also watch the 2008 Jaguar XJ Super V8 Video on YouTube.

The armrests themselves are not up to snuff, offering very shallow and scant storage. The XJ has a large and thick center console, yet lift the front armrest and there is scarcely enough space for a credit card or two. With all that space taken up by the transmission tunnel, why couldn’t the compartments be deeper? Questions of this nature plagued me until the next time I put my right foot down, and then promptly disappeared.

The Jag’s interior is by far the most distinctive of the bunch, and it has the traditional British elegance, accomplished with touches like wool floor mats and acres of burled walnut. However, in overall quality, the Benz and the Audi are just nicer inside. The Jag’s switches and dials don’t feel cheap, but they are not the finely detailed decorations the Germans are using.

There are some neat features, however. The rear seat is a triumph of luxury, despite the Super V8’s sporting nature. Both outboard seats have reclining functions with memory capability, and the person riding in the right rear seat can also adjust the front passenger’s seat with an independent set of buttons (a feature that is ripe for abuse on family trips). There are manual sunshades for the rear windows, and an automatic one for the rear windshield. The rear passengers also get individual audio controls inside the folding center armrest, and, as the Super V8’s crowning achievement, their own LCD screen embedded in the rear of the front seat’s headrests.

The net effect of this big cat’s perceived inferiority in the interior department is a prized quality in today’s market: simplicity. The XJ line, and in specific the Super V8, are remarkably easy to operate compared with the German offerings. No tyrannical ’smart’ button, no poring over the owner’s manual to figure out how to get the car in gear.

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This car isn’t for the luxury-car buyer who wants to be coddled. The ride is too firm and the motor is too noisy. And, it’s too damn fast. It’s a driver’s car to the core, not a pretender. And thankfully, it hasn’t played follow-the-leader and become some kind of straight-line appliance, choking on its own technological complexity. If you think that the full-size, high-luxury segment needs a shot of raw testosterone, but you still want a well-crafted interior and an elegant shape, look no further.

No car is perfect, not even the Super V8 but there is a price for this particular brand of luxury: about $95,000. Our test car had no options; ‘loaded’ is just how Super V8s are built, apparently. Ninety-five large isn’t cheap, and represents a premium of almost thirty thousand dollars over an entry-level XJ8. However, if I had the money to shop in this segment, this would be my choice. Whatever the Super V8 gives up in interior aesthetics and fun-smothering technology is more than compensated for by its muscular engine, sharp handling, and uniquely British style.

What to do next: Visit the Jaguar XJ8 Forum

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 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: ****

Essentially a long wheelbase, supercharged, more upscale XJ8, the XJ Super V8 first debuted in Europe in 2003, boasting the new X350 body style. The Jaguar XJ Super V8 represents one of the fastest and most expensive members of the XJ family with its supercharged 4.2L V8 engine (mated to a 6-speed automatic transmission) that produces 400 hp @ 6,100 rpm, 413 lb-ft of torque @ 3,500 rpm.

The elegantly-styled 2008 Jaguar XJ Super V8 is the epitome of luxury. For the driver, Jaguar included perks like a heated steering wheel, heating/cooling seats, a navigation system, a sunroof, and a premium Alpine audio system. However, life for the backseat passenger isn’t so bad. Tray tables, independent climate and audio control, DVD screens, sun shades, and reclining seats are just a few of the perks of not getting shotgun in the XJ Super V8.

For more on the luxurious and high-performance sedan, watch our 2008 Super XJ V8 Car Review Video.

You can also watch the 2008 Jaguar XJ Super V8 Video on YouTube.

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Starting this article is tough. There is no way to properly set my reader up for the surprise I experienced lately without sounding contrived or hucksterish. This experience came behind the wheel of Subaru’s Outback wagon, specifically the 243-hp 2.5 XT variant with the 2.5-liter turbocharged ‘boxer’ four and all-wheel-drive.

When I heard that my assignment for the coming week would be to evaluate the car, I wasn’t expecting much. Subarus are terrifically competent cars with a reputation for safety and durability. Think a Japanese (i.e. cheaper) Volvo. And if I can be frank, I wasn’t exactly thrilled by my last experience with a Subaru – the bastion of left-leaning outdoorsy types, the Forester L.L. Bean Edition. That car had a four-speed automatic that proved frustrating to my enthusiast sensibilities, as well as some perplexing interior features.

However, after driving our Outback for literally five seconds, I forgot all about the Forester. The 2.5 XT in particular is, for lack of a better term, the ultimate sleeper. Fortunately, Subaru sent us a test car with a five-speed manual transmission so we could properly explore its cloak-and-dagger character. Despite putting out 243 horsepower and 241 lb-ft of torque, this is a quiet car. It makes hardly a peep even under full-throttle acceleration, due to the relaxed characteristics of its engine. Boxer motors operate more smoothly than the inline fours produced by most companies, and can therefore be made in larger displacements. This means gobs of torque, even in non-turbocharged cars.

The Outback 2.5 XT is still tuned for the needs of the general automotive populace, so it’s not a high-revving, peaky car. It pulls strongly from 2000 rpm upwards, while giving the impression that it’s not even breathing hard. If you let off the throttle at engine speeds less than 3000 rpm, you can hear the blow-off valve whispering ever so slightly, barely hinting at the potential of this motor.

It is, after all, the same engine (albeit in a lighter stage of tune) found in Subaru’s factory rally racer, the 300-hp WRX STI. The 2.5 XT lacks the STI’s sixth gear and extra fifty-odd horsepower, but the DNA is definitely there. Pitch the 2.5XT into a corner and lift the throttle, and the nose will tuck to meet the line – there is very little understeer. It’s all very progressive and manageable, yet not hair-raising. The XT is shod with all-season rubber, so something a little more performance-oriented would surely heighten its absolute cornering capabilities to match its excellent responses.

You can also watch the 2008 Subaru Outback 2.5 XT Limited Video on YouTube.

However, people probably won’t buy this car for its sporting nature, and I’m sure there are legions of 2.5 XT owners that have no idea what they are driving. The XT isn’t even the most expensive model in the Outback range. That honor goes to the automatic-only Limited model, which uses a non-turbo boxer six. But the XT outdoes the Limited’s bigger engine by twenty-six lb-ft of torque. We didn’t do any official testing, but if the manual 2.5 XT takes longer than seven seconds to reach sixty, and more than fifteen to complete a standing quarter-mile run, that would come as a great surprise.

It’s tempting to gush about the XT’s gearhead appeal, because it’s hardly advertised at all. And that alone is worth the asking price. But, in addition to all of that, you get a hell of a trusty, boring wagon if that’s what you want.

With normal throttle application, the turbo motor will return mileage of 18 city and 24 highway, as estimated by the EPA. The interior of our test car was simple black, with sporty red-glowing needles on the gauges. It also featured what I consider to be one of the best executions of a sunroof on the market right now.

It’s enormous, for one thing – double the size of a normal-sized conventional sunroof. Second, in order to allow the driver to enjoy just a little bit more of the roof’s considerable illuminative effects, there is an extra section fore of the sliding panel. This little visor doubles as a blocker for wind noise, and I think it does that job better than the little pop-up bits of cloth and plastic that other automakers use. In any car, a sunroof is pretty much a must-have. But as far as the Outback is concerned, it’s one of the defining reasons to buy the car.

That sunroof is one of many features that make the Outback an ideal vehicle in which to make a comfortable, trouble-free journey into the nether-reaches of New England in January. Its all-weather package included heated front seats, heated mirrors, and a windshield wiper de-icer. And it features an all-wheel-drive system, called “Symmetrical AWD,” that is right up there with Audi’s notorious Quattro as the best in the industry.

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Unless you’re doing serious off-roading or heavy towing, this tall wagon is superior to an SUV in every way, even in bad weather. It’s lighter and more sure-footed than something like a Ford Explorer, and in troublesome conditions I would feel safer and more in control behind the wheel of a 2.5 XT than most anything else.

I say that in part because in addition to being deft and nimble, the Outback will perform well if disaster does strike. The new Outback line scored perfect five-star ratings for front and side impacts in the Insurance Institute for Highway Safety’s test, and a four-star rating in the rollover test. Considering all the fun stuff you can do in this car both on and off the pavement, that peace of mind is pretty important.

If being an automotive journalist paid just a bit better, I’d strongly consider buying a 2.5XT as my personal car. It is truly a do-anything car, one of the few that deserves that label. It will haul people or equipment through rain, sleet, and snow, and you’ll have fun to boot. It’s efficient, unassuming, and has the potential to be wickedly fast. Come to think of it, it’s likely that Subaru themselves didn’t even know just how good this car would end up being. Why else would they only ask $30,995 for it? For that kind of money, nothing touches this triathlete of a car.

*Price as tested: $32,447

The 2007 Mercedes-Benz SLK350 proved to be the perfect mix of performance, style, and luxury at the right price. Our 6-speed manual transmission tester, with $10,000 worth of options like navigation and heated seats, topped out at $57,835, with the base price starting at $47,400. The SLK350, electronically governed to 155 mph, boasts a 3.5L V6 engine that produces 268hp and 258 lb-ft of torque at 2,400-5,000 rpm. Expect the SLK350 to hold its own against the likes of the BMW Z4, the Porsche Boxster, the Honda S2000.

Watch our car review video of the 2007 Mercedes-Benz SLK350 and let us know if you think the SLK is still redefining roadster driving.

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

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.

Charlie Romero recently had the opportunity to test drive the 2007 BMW Alpina B7 at Pocono Raceway. The 4.4L supercharged V8 handled like a sports car, despite its large size. Priced around $120,000, the B7 may not be affordable for everyone, but with the sexy Alpina styling, 500hp, 21” wheels, and a 0-60 time at 4.8 seconds, who could resist?

Watch the BMW Alpina B7 take on Pocono Raceway and let us know what you think:

You can also watch the Alpina B7 Video on YouTube.

To discuss the B7, check out the 7 Series forum.