Call out the cavalry.

Phone the fire department. And while you're at it, go ahead and summon the Marines, too.

The battered, pockmarked auto industry is under siege. National sales last year crumbled, dropping by 2.9 million vehicles -- or roughly the output of 10 factories. Some in the industry predict that another 2.9 million hole will be blasted out of the weakened market this year, pushing sales down to less than 11 million.

But if the cavalry gets lost, help for the industry might come squealing around the corner in a ... station wagon. OK, maybe that's a slight exaggeration. Crossover utility vehicles aren't really wagons, automakers insist, though they look, drive and feel like wagons -- and are built on car platforms with car components and rear cargo areas.

Didn't we call those station wagons back in the days of disco?

Whatever. Crossovers -- particularly compact crossover vehicles -- were one of the business' few bright spots last year.

We used to be a nation of pickup buyers, which at least gave us convenient places to toss old barbecue grills, hundreds of empty beer cans, half-full containers of oil, huge, rusting strands of chain, and a place in the big back window for that M-16 you bought on a dare at the gun show.

Now, I guess, we are becoming a country of crossovers -- just be darn careful about announcing that too loudly on your next trip to Sweden.

Nonetheless, the 2010 Mercedes-Benz GLK350 and '09 Land Rover LR2 I had recently felt like the future -- a thoroughly modern mix of utility, comfort, style and performance. Pass me my iPod and iPhone, iBob. What's not to like about that?

Both of these relatively compact 2-ton vehicles have base prices of less than $40,000, which buys you some high-end cachet for a price we middle-classers used to be able to almost afford.

I thought my red GLK350 was the more dramatic of the two. Built on a Mercedes-Benz C-class sedan platform, the GLK has a longish hood, sculpted sides and eye-catching 10-spoke, 19-inch wheels.

Those relatively tall wheels and sporty 235/50 tires complement the trucklet's chiseled lines and taut body. Up front, a large two-bar grille with a 7-inch-tall Mercedes-Benz star in the center lets everyone at Al Biernat's know you are most definitely not arriving in an Escape or RAV4.

But status doesn't come cheap. My GLK had a base price of $36,775, but if you load it up with options, the bottom line pushes past $43,000. (Mine was a pre-production vehicle and didn't have a retail price on it.)

Still, the GLK -- just call it "Glok" -- struck me as a decent value. Besides all-wheel drive and independent front and rear suspension, it was equipped with a strong 268-horsepower, 3.5-liter V-6. In another nod toward the luxury end of the market, the GLK arrived with a very slick seven-speed automatic.

Fast but not efficient

Even lugging a fairly hefty 4,200 pounds, the GLK can snap off 0-to-60 runs in 6.5 seconds, which should be sufficient to outrun your Baptist preacher in his Escalade. (And let's be honest here: You just might need it.)

One penalty for that power is unimpressive fuel economy. The GLK manages 16 miles per gallon city, 21 highway -- only marginally better than the 14 city/20 highway you'll find in a much larger, V-8-powered Chevy Tahoe.

Also, under hard acceleration, the engine sounded kind of coarse above 5,000 rpm, which seemed un-Benz-like.

Inside, my GLK's black leather interior wasn't especially plush but felt sort of low high-end for the most part. The plastic on the doors and dashboard seemed pretty average, but the seats were sleek and supportive, and a prominent silver-accented dashboard added character.

Sometimes, the brushed silver dash looked as if it had been lifted from an early '80s Chrysler K-car. Other times, I kind of liked its brash design -- sort of low-intensity bling.

Legroom in the back seat is only adequate, though, and cargo space (23 cubic feet) is limited with the seat up.

Enthusiasts, however, will appreciate the firm, sophisticated (and mostly jiggle-free) ride, fairly quick steering and strong brakes.

You'll find many of the same qualities in the 2009 Land Rover LR2, which is not as fresh as the Mercedes but still a worthy competitor.

My HSE model was a shimmering burgundy color with black interior and a 3.2-liter inline six from Volvo. (You may recall Ford used to own both Land Rover and Volvo -- and still holds Volvo.) Parts of the suspension, subframe and all-wheel-drive layout also are derived from the Volvo S80, which is not a bad thing.

With a base price of $35,375, the LR2 is a direct competitor of the GLK and is about the same size, weighing in at a similar 4,200 pounds.

But the Land Rover has "only" a six-speed automatic and less thrust -- 230 horsepower -- and is considerably slower than the GLK, taking more than 8 seconds to reach 60 mph.

And like the Benz, the LR2's fuel economy of 16 city/21 highway may provoke a splutter or two from your judgmental greenie cousin in Austin, the one who wears shirts made of shredded bamboo.

Just give her a spin around the block the next time she's in town. The LR2 has a strong, clean Land Rover grille and looks smoother and more subtle than the GLK. It seems smaller than it really is. (The LR2, though, offers 27 cubic feet of space with the rear seat up -- a few more than the Glok.)

It's also equipped with nice-looking 19-inch wheels and 235/55 tires, so it is still highly visible -- think Bill Clinton in a $2,000 suit at a Hollywood starlet's party.

While slower than the Benz, the LR2 sounded better to my ears, hitting good six-cylinder notes with just a hint of rasp. Although small for a Land Rover, the LR2 had that firm but fluid, long-legged ride you often find in Land Rovers.

The interior, like the Benz's, was sort of sparely high-end -- lots of fairly good plastic, inviting, supportive black leather seats and soft surfaces on the tops of the door panels and the armrests.

The LR2 felt more regal and composed cruising down the North Central Messway, while the GLK was edgier and a bit more exciting.

Both seem able to give the car biz a small push. But could we get a little more help with this?