With a new turboed 4-cylinder beneath the hood, the 2018 Jaguar F-Pace set a lead pace on a climb to Allenspark amid fairly heavy holiday traffic on a Sunday morning.

The Jaguar-designed gas engine of 247 horsepower/269 lb.-ft. of torque is a turbocharged 2.0-liter; of course it is, that’s what most all luxury makers are embracing to gain the proper mix of response and economy. Audi’s got one, so do BMW, Mercedes, Lincoln and Volvo.

The turbo in the F-Pace is mated to an 8-speed automatic transmission and all-wheel drive; their popularities are expected to continue a sharp sales increase which has boosted Jaguar in these parts by triple digits.

With the F-Pace compact SUV as its leading seller, Jaguar sales in Colorado in the first seven months of this year reached 293, compared with only 59 in the same period a year ago, a jump of almost 400 percent. Nationally, Jaguar sales have shown a 52 percent gain this year.

Jaguar began a modest sales increase four years ago by adding all-wheel drive to its XJ and XF sedans, then last year pushed the “hot-sales” button with introduction of the F-Pace and the XE compact sports sedan.

The model I tested on the run to Allenspark, with stop for lunch at the old, cozy Meadow Mountain Café, to Estes Park and back home is the ’18 F-Pace 25t R-Sport; the 25t designation is confusing, since the engine is 2.0-liter size.

The 4-cylinder turbo is a welcome addition, though, to the F-Pace, which last year operated with two supercharged V-6s and a 4-cylinder diesel-powered engine.

Big Michelin 255/50 tires on 20-inch wheels provided good road-feel feedback from the Jag, and the 4,000-pounder in driving up and down the hills produced an overall fuel mileage of 25.4 (EPA estimate 22/27). Last year, with a 340-hp V-6, an F-Pace averaged 22.2.

Helping to lead the pace on the climbs from Longmont to Allenspark, then on to Estes Park, I employed the paddle shifters in the F-Pace’s dynamic mode, maintaining excellent control in lower gears, with stiffened suspension (double-wishbone front and multilink rear) and tighter steering. A surprise on restarting the Jag crossover was that it performs in whatever mode it was engaged when it was parked; most others revert to normal mode after shutdown.

The Jaguar’s interior, very comfortable, was brightened with red/orange seat inserts and a large sunroof. Front seats can be lengthened from 20 inches to 22 for thigh support over long drives. Window switches are positioned high up on the sill, while seat-settings are down on the armrests where window controls are normally.

Cruise control was a puzzler at times, often requiring numerous pushes of proper button for setting and increasing or decreasing speeds incrementally.

The F-Pace is 186.3 inches in overall length on a wheelbase of 113.1 inches and sizable cargo space of 33.5 cubic feet. Its tailgate can be automatically opened by swinging a foot beneath the rear of the vehicle.

A base price of $54,175 for the F-Pace was raised to $63,585 with optional add-ons, including the R-Sport package of body cladding and interior trims, 10-inch touchscreen, interactive navigation and driver display, Meridian surround sound system, a lane-keeping assist feature, electrically reclining rear seats, cooled front seats and heated rear seats.

Meet the Toyota C-HR, an all-new car on the U.S. market, an ’18 model, quirky as can be, yet it drew all sorts of interest in fun drives all over the area.

It’s considered a subcompact sport utility vehicle, yet offers no all-wheel-drive option, only front-drive.

Toyota says the C-HR naming is for Coupe High-Rider. Coupe? It’s got four doors, even though the handles for the rear doors are hidden up high in the C pillar near the roofline.

Created to be a Scion, the C-HR was still in conceptual stage when Toyota killed its Scion youth division, then directed the new “coupe” to its (Toyota’s) powerful stable. The C-HR is built in a Toyota assembly plant in Sakarya, Turkey.

A bright exterior finish, “iceberg/radiant green with white top,” is an eyecatcher, along with the funky style at the SUV’s rear – where a spoiler overhangs a lightly sloped rear window and bulky looking hatch.

The car’s bright finish and nontraditional styling attracted comments wherever I parked it.

For its style, the Toyota probably competes most closely with the Nissan Juke. Among others in the subcompact field are the Mazda CX-3, Honda HR-V, Jeep Renegade, Mini Countryman, Fiat 500X. To be competitive in Colorado, I would think the Toyota will be forced to add an AWD option, which the others already have.

Wheelbase for the C-HR is 103.9 inches, with overall length of 171.2, width 70.7 and height 61.6. Its track is a narrow 60 inches and ground clearance only 5.9 inches. Curb weight around 3,300 pounds is a couple hundred heavier than most competitive models.

With a 141-horsepower, 2.0-liter 4-cylinder engine and continuously variable transmission, acceleration is somewhat slow off the line, then comes on stronger through midrange. The ride is good and handling is impressive, with little body lean. A steering-assist system lightly guides the car back into its lane if it wanders near the striping. Front struts and double wishbone rear make up the suspension. It rides on Dunlop Sport 225/50R 18 tires.

With a 55/45 split of highway/city driving, the C-HR averaged 26.9 miles per gallon. Its EPA estimate is 27/31.

Front seats are supportive and comfortable; the rear seating area offers good headroom, though legroom and footroom are tight. A tablet holder ($99 option) is mounted to the back of the front passenger headrest for use by a rear-seat occupant. Cargo space under the rear hatch is 19 cubic feet, which expands to 36.4 feet with the rear seats folded.

The C-HR XLE carries sticker price of $25,364, which includes hands-free phone capability and music streaming via Bluetooth, dual-zone automatic climate control, rear-window wiper and defogger, electric power-assisted steering, 7-inch touchscreen display for audio. It had no satellite radio.

One of the biggest hits in car country three years ago was introduction of the redesigned Volvo XC90 crossover; thinking today in terms of compacts, I would suggest the guys from Gothenburg have done it again with the 2018 XC60.

The Inscription T6 model, which is both supercharged and turbocharged, delivered Jan and me to Denver International Airport for an early flight to Phoenix and a drive on to Palm Desert, and I winced in handing the keys over to the valet at DIA – the smaller one seems so good and so enjoyable to drive.

The T6 model is the most-advanced level of XC60 with a 316-horsepower, 2.0-liter 4-cylinder, 8-speed automatic transmission and all-wheel drive. The super and turbo combination develops a more flat torque curve, minimizing the lag-thrust moments with many turbocharged engines. Torque rating for the Volvo is 295 lb.-ft., with a strong tow capacity of 5,290 pounds.

The new five-passenger XC60 is 3.5 inches longer in wheelbase and 2 inches longer overall than last year’s model. It is 184.6 inches in overall length, with a wheelbase of 112.8 inches. Curb weight is 4,175 pounds.

Oh, my, that Bowers & Wilkins premium sound might be the best we’ve heard this year. With 15 high-fidelity loudspeakers and 1,100 watts of amplification, you’ll think you’re in the middle of the Gothenburg Concert Hall. The B&W option came at a cost of $3,200.

The XC60 competes with classy competitors in the luxury SUV/crossover segment, including Audi Q5, BMW X3, Mercedes-Benz GLC, Lexus NX and a couple of newcomers in the Jaguar F-Pace and Land Rover Velar.

The Volvo’s advanced semi-autonomous driver-assistance system is effective, its lane-keeping performed satisfactorily in maintaining position around several curves with my hands off the steering wheel (though ready, if needed).

Four drive modes – comfort, eco, dynamic or offroad – adjust response of steering and throttle, and four-corner air suspension guarantees relatively smooth ride under most road and terrain surfaces.

Fuel usage measured out to 23.2 miles per gallon; its EPA estimate is 21/27.

Swing a foot beneath the rear bumper and the liftgate opens, measuring out to 22.4 cubic feet of space; lower the rear seats and that expands to a spacious 63.3 feet.  It has Nappa leather seats, heated and cooled and perforated, and trims of driftwood decor.

All those high-tech options pushed the XC60’s price from a base of $44,900 to sticker of $63,290, and also included 9-inch touchscreen Sensus navigation, park-assist pilot, electric-folding rear headrests, head-up display and panoramic moonroof.

Pricing for the least-expensive Volvo XC60 Momentum AWD begins at $42,495.

Opening a rear door on the 2017 Chevrolet Suburban, I placed an iPad on the seat, closed the door, then opened and crawled into the driver’s seat. We drove in to Denver, on out south, and upon parking the vehicle, its message center posted this: “Rear seat reminder, Look in rear seat.”

The reminder alert is one of only a few new features on the ’17 Suburban, which even with few updates continues relatively strong in sales. There is not a better ride in a large sport utility vehicle than that of the Suburban; complementing its cushiness is smooth performance from its V-8 engine.

It’s been around forever, it seems. Dating back to 1935, when it was introduced as a Suburban Carry-All, it’s the oldest model name sold in America.

The drive I made with the Suburban was for the grand opening of the Mike Ward Maserati/McLaren/Alfa Romeo/Fiat on Lucent Court in Highlands Ranch.

The Suburban, still of body-on-frame truck-type build, handled well, even on the return along construction-narrowed C470, where two narrow lanes with concrete barriers along the edges kept drivers alert. Zipping along at 65 miles per hour in heavy traffic, the Chevy made no unusual moves.

The Suburban competes with the Ford Expedition, Toyota Sequoia and Nissan Armada, in addition to the Tahoe and Yukon from its own General Motors stable.

It has long boasted the best ride of its class. A direct challenger to the Suburban from the mid-1950s to mid-1970s was the International Travelall, which competed well with the Chevy in toughness, but yielded competitive ground in ride quality and maneuverability.

The launch of the Suburban in 1935 with an all-steel body on a commercial chassis was the answer to a need for a heavy-duty, truck-based wagon. Power came from Chevrolet’s “Stovebolt” inline-6 that produced 60 horsepower for the half-ton chassis. The model, which offered its first V-8 in 1955, has prevailed through more than 80 years of style changes and performance demands.

Next oldest model names, after the Suburban, are the Ford F-series trucks in 1948, Volkswagen Beetle in ’49, Toyota Land Cruiser in ’51, Chevy Corvette in ’53 and Mercedes SL in ’54.

For 2017, a smooth-shifting 6-speed automatic transmission is tied to the Chevy’s 5.3-liter V-8 (355 horsepower, 383 lb.-ft. torque). Cylinder deactivation will cut use to V-4 at times cruising t\he highway, and even occasionally in town. My overall fuel-mileage average was 19.6; the Suburban’s EPA estimate is 15/22.

It rides on Continental P275/55R20 tires; 22-inch wheels are available, but that may bring harshness to the normally soft ride.

Only the extended-length Ford Expedition will out-tow the Suburban, which has max of 8,000 pounds. Same with Suburban’s 39-cubic-feet of cargo space behind the third row of seats; only the Expedition EL exceeds that among competitors. Fold the rear seats and the Suburban’s cargo area expands to 76.7 feet.

Pushing a button inside the power rear liftgate will fold the third row of seats, and a button inside the side doors will flip-fold the second row for ease of entry to the far-back.

From a base price of $58,155, the four-wheel-drive Suburban LT  half-ton climbs to sticker of $66,020 with the addition of numerous options, including color touch with navigation and audio, power sunroof, remote keyless start, power tilt and telescope steering column, heated steering wheel, lane-change alert and side-blind-zone alert.

Apple CarPlay and Android Auto smartphone integration are standard in the Suburban, which has five USB ports in the cabin. The rear seat alert is tied to safety as a reminder to check for child occupants before leaving the vehicle.

Cars and trucks flourish with bright colors these days.

Energy green pearl is a new hue, showing up on the 2017 Honda Civic Si Coupe. The spirited Si, removed from the Honda lineup for 2016, returns with stiffened suspension, a horsepower boost and quick-shifting 6-speed manual transmission.

And the extreme green paint.

For the finish of the Civic Si, there are other choices, including silvers, reds, blues, blacks, whites, grays, all of which probably ought to be considered before settling for the energy green.

We had no trouble spotting the Civic when we walked out of Cheddar’s Scratch Kitchen (Thornton) into a very crowded parking lot recently with Kurt and Tammy Wells. It’s a standout, and that’s not complimentary to its color scheme.

The sport compact’s exterior style is sharp, with a wide grille, honeycomb mesh air dam and large corner air intakes up front and a high-riding rear-wing spoiler. Inside, there is room for passengers in the rear-seating area, though headroom is very limited.

Performance comes from a 1.5-liter, direct-injection turbocharged 4-cylinder engine of 205 horsepower and 192 lb.-ft. of torque with a low redline of 6,500 rpm.

Noticeable when settling into the Si’s low-slung front seats are a short shifter for its 6-speed tranny and a relatively small steering wheel. Handling is superb, ride often turns somewhat rough. Push the Sport mode button and the suspension firms up and steering is more responsive. The hatchback rides on Goodyear Eagle 235/40R18 tires.

The Si tuner model carries an impressive EPA estimate of 38 miles per gallon on the highway; my overall average was 33.8.

When engaging the right turn signal, the camera lends a view to the right side of the car for added safety in that direction.

As quick and responsive as the Civic Si is, it is overshadowed by the Civic Type R, a 306-hp, turbocharged four-door hatchback. Its pricing begins about $10 grand above that of the Civic Si.

Pricing for the Honda Civic Si Coupe is $24,975, a bargain it seems, especially when measured against competitive makes Subaru WRX, Golf GTI, Focus ST and Mini Cooper S.

Among standard items in that $24k sticker are a power moonroof, Bluetooth hands-free link, CarPlay/Android Auto integration, dual-zone automatic climate control, heated front sport seats, sport pedals, cruise control, rearview camera, intermittent wipers, capless fuel filler, center outlet sport exhaust and a rear-wing spoiler.

I’ve this summer driven the best-looking and most-comfortable new luxury sedan sold in the U.S. – the 2017 Lincoln Continental AWD Black Label four-door.

After rolling that name around in your mind, it may be a bit of a stutter to vocalize competitive models, such as the S, 5, A, CT, LS, XJ.

Stutter aside, the alphanumeric crowd welcomes a new model with an old name. The Continental, except for the early ‘50s, was a popular Lincoln almost yearly from 1939 to 2002.

Fifteen years later, it returns as flagship replacement for the Lincoln MKS. Before the Benz and Bimmer supporters begin e-mailing me, note that I didn’t say best-performing sedan.

Inside and out, though, the Lincoln is a standout. Park one of those others beside it and take a look.

The Continental I drove is finished in chroma elite copper hue, and its alpine venetian leather interior is as plush as anything offered in the luxury field.

Caitlyn, at the window in the Starbucks’ drive-through lane in Greeley, exclaimed, “My word, I can smell the Lincoln’s wonderful leather inside here.”

The seats, in Lincoln terminology, are Perfect Position Seats, inspired by private jets and high-end office furniture. The modern design allows the seat to adjust to individual body shapes and weights, and the thigh cushions can be adjusted independently in order that one leg remains at rest as the other engages the pedals.

The high-end Black Label version of the Continental is powered by a twin-turbo, 3.0-liter V-6 engine producing 400 horsepower and 400 lb.-ft. of torque, with impressive midrange performance. Other lesser-priced models are the Premiere, Select and Reserve, and other engines are a 3.7-liter V-6 of 305 horsepower and a 2.7-liter twin-turbo V-6 of 335 hp.

An electronic push-button shifter controls the 6-speed automatic transmission. The buttons, at first glance, might be mistaken for part of the infotainment center; they’re positioned along the left edge of the infotainment display screen.

The luxury sedan probably deserves an 8-speed setup. The use of paddle shifters with the transmission in sport mode, however, gets some quick responses between the gears and firms the suspension.

The paddles were effective in a drive toward Allenspark and, particularly, through the twisting narrow lanes of the Raymond community.

Much of the outstanding ride comes from an improved suspension system, replacing struts/multilinks of the MKS with continuously controlled damping with MacPherson strut and aluminum control arm and stabilizer bar at front and advanced integral-link with coils and stabilizer at the rear.

If the big car wanders near the edge of its driving lane without signaling, its lane-departure warning system will send shudders through the steering wheel. Eventually, the system will even guide the steering wheel back into the lane, though not as quickly or as effectively as several competitive makes.

Ultrasonic sensors at the front and rear of the Continental will assist in finding a parking space, and will guide the car into the space, with the driver operating only the brake and accelerator. The process is aided by a 360-degree camera system.

The new Lincoln, with a 117.9-inch wheelbase and 201.4-inch overall length, has a 5-inch longer wheelbase than the MKS, though is 4 inches shorter overall. The Continental’s curb weight is 4,547 pounds, about 100 heavier than the MKS AWD.

Its EPA estimate is 16/24 miles per gallon; my overall average was 19.9. The Lincoln rode on Pirelli 245/40ZR20 tires.

The amenities and all-wheel drive associated with the Continental Black Label model pushed sticker price to $74,815, including adaptive cruise control, alcantra headliner, heated and cooled seats, remote start and automatic high-beam headlamps.

High-riding exterior door handles, with only a light touch inside the handle, will open the door with no other assist; inside the cabin, a button is pressed (a la the Chevy Corvette) to open the door.

Harking back to the earlier days of the Continental, suicide doors (hinging at the rear, rather than the front) reportedly were considered, but modern tradition prevailed.

Every three or four years, Mercedes-Benz offers to send an SL roadster my direction; I never decline the opportunity to drive one, for it’s long been a favorite of mine.

The 2017 model, finished in cardinal red, is of added interest through its 362-horsepower, 3.0-liter biturbo V-6 engine. Those I’ve reviewed in past years have been of V-8 power.

The new Mercedes SL450 (V-6) showed up with a price tag of $108,385; that’s $20 grand below the sticker on an SL550 (V-8). Pricing tops out at $200,000 for the AMG SL65 (V-12).

After a midweek drive to Denver, I added miles over the weekend with a short drive to the south Friday for the first Taste of Johnstown, then on Saturday to Strasburg for the 6^th birthday party for great-granddaughter Ava Zink.

On our return drive Saturday, heading north on Strasburg Road, heavy rain washed over the roadway and, at one point, the roadster’s message center read, “Radar sensors dirty,” and the Mercedes’ Distronic cruise disengaged on its own.

So, at the intersection of Strasburg Road and E. 144^th Avenue, with only light rain falling, I pulled off the highway, got out and walked to the long-hooded front of the SL. With a handkerchief, I wiped off the two front eye sensors, got back in the car, headed down the road and the cruise worked just fine.

The SL450 and the 550 are equipped with 9-speed automatic transmissions, which can be driven in modes from comfort, to sport, to sport plus, to individual to eco. The 450 can’t match the powerful pace of the 550, though with the V-6 in sport mode and use of paddle shifters, it is quick to respond and fast enough.

The rear-drive roadster, as I’ve written in past SL reviews, corners exceptionally well and is strong in braking from 14.2-inch front rotors and its Brake Assist boost. Lane-keeping assist is in its fifth year of added safety for the SL.

The weekend’s highway drives boosted the Mercedes’ overall fuel mileage to 26.3 miles per gallon. The EPA estimate for the two-door is 20/28.

The distinctive SL look – long hood and short rear deck – is complemented with a new front grille that is a throwback to the SL300 Gullwing coupe of the mid-1950s. The first roadster was added to the SL line in 1957.

The 2017 model’s retractable top can be precisely dropped in 18 seconds, and a power windblocker raises behind the two seats with push of a button. Also at the push of a button, with the top in place, a MagicSky system allows the darkly tinted glass roof to turn clear.

With top down on a cooler day, an AirScarf vent in the headrests will blow hot air onto the necks of driver and passenger.

An interior highlight, in addition to the deep white nappa leather, is the $5,400 Bang and Olufsen BeoSound audio system with two front bass subwoofers raised and lighted at the corners of the dash.

A split infotainment screen can provide navigation mapping for the driver, while entertaining the passenger with a movie.

Last, and probably least, there is a removable ash tray rolling around in the glove compartment; if needed, pull it out and drop it into a cupholder and the cigarette lighter will be found beneath a lid of the center console.

Guiding the Alfa Romeo Giulia luxury sport sedan over Cameron Pass and down to Walden proved particularly special among this summer’s numerous driving delights.

The Giulia is a new player from an old family, based in the hills of Italy; yet to its liking is the spirited mountain driving of the Colorado Rockies.

If I remember correctly, the last four-door Alfa I’ve driven was back in 1995, the 164 Saloon, a heavy sedan with a 3.0-liter V-6 engine. In December 2015, I tested the Alfa 4C Spider.

The 2017 Alfa Romeo Giulia is of all-wheel-drive configuration, a midsize competitor with the Audi A4, BMW 3 series, Mercedes C Class, Jaguar XE, Cadillac ATS, Lexus IS and Volvo S60. Alfa Romeo Automobiles is a subsidiary of Fiat Chrysler Automobiles.

The Giulia was put together in Italy for driving in the U.S.’s tougher terrain such as Colorado’s. It was perfectly suited for the drive on Colo. 14 up Poudre Canyon, from the moment the starter button on the steering wheel is depressed to the stopping power of the four-wheel Brembo disc brakes (13-inch rotors in front).

Performance for the Giulia Base AWD model is from a 280-horsepower, 306 lb.-ft. torque, twin-scroll turbocharged 2.0-liter, 4-cylinder engine and 8-speed automatic transmission, with quick-burst passing power on the two-lane roadway. Pushing a switch will upgrade its normal drive mode to dynamic, with improved throttle response and shift patterns.

Handling is excellent from double-wishbone front suspension, with multilink rear and coils all around. Tires are Bridgeston Turanza 225/45R18.

We breezed in to Walden for lunch at the River Rock Café in the Antlers Hotel. The remoteness of Walden in North Park and the friendliness of its 600 townspeople have reminded me of the fictional Cicely, Alaska, in the Northern Exposure tv series of 20 years ago or so.

The Giulia carried us northward on Colo. 125 past Cowdrey, on to Laramie, Wyo., then back down U.S. 287 to Fort Collins and home to Greeley.

On descents in the mountains, I use paddle shifters; many drivers don’t. I prefer the paddles for keying on a couple of lower gears to avoid most use of the brakes. Contrasting the Ford Fusion Sport I drove recently with tiny, though so convenient, paddles tied to the steering wheel, are the Alfa’s 6 ½-inch-long aluminum paddles locked to the steering column. They’re prominent enough to impress young drivers; also, though, to hinder some access to other stalks for high beams/turn signals/wiper controls.

With the 2.0-liter, turbo 4 power, the Alfa carries an EPA highway estimate of 31 miles per gallon of premium fuel. Overall average for my tests was 28.2 mpg. Fuel tank is 15.3 gallons. Among more powerful engines available for the Giulia is one of 505-horsepower, a 2.9-liter twin-turbo V-6.

The Alfa Romeo is rear-wheel-based, with measurements of 111 inches for wheelbase, 182.5 for overall length, 73.7 width and curb weight of 3,805 pounds.

A pretty Montecarlo  blue metallic finish enhances the new Alfa Romeo. Its leather interior is classy, though rear seating is very firm and tight in legroom and its trunk capacity of 12 cubic feet is shy of most competitors.

With its all-wheel-drive setup, the Giulia sport sedan is priced at $46,490. Base price is $39,995 and among a long list of optional equipment are heated front seats/steering wheel/washer nozzles, leather-wrapped steering wheel, adaptive cruise control, lane-departure warning and custom-painted brake calipers.

Upgraded variations for two old, established models added interest to hot summer drives.

Stunning power of the Sport edition of Ford Fusion and the toughened Trailhawk look for the Jeep Compass have lifted both a bit in ratings.

The sleekly styled Ford Fusion Sport sedan showed up in ruby red finish, with dark-painted wheels and spoiler at the rear.

No Fusion has ever performed quite as strong as the new Sport with the 2.7-liter, twin-turbo EcoBoost V-6 engine boasting 325 horsepower and 380 lb.-ft. of torque. With a dial shifter and small, easy-to-access paddles on the steering wheel, the 6-speed automatic transmission and all-wheel drive send the Sport on its way in good fashion.

An “S” button (for Sport) in the middle of the dial shifter can be pushed for improved throttle response, steering effort and stiffened suspension.

Sporty front seats, particularly seatbacks, are especially supportive, in a combination of leather and suede. Rear seating is roomy and trunk capacity is 16 cubic feet.

Turbo use kept fuel-mileage average in the middle of the car’s estimate; 21.9 in an estimate of 17/26. The EcoBoost calls for premium fuel. The four-door rode on Continental 235/40R19 tires.

Safety innovations, such as reverse sensing system, enhanced active park assist, adaptive cruise with stop and go, lane-keeping assist and blind-spot detection with cross-traffic alert boosted sticker price of the Fusion Sport to $41,675 from a base of $33,605.

Among a long list of standing equipment were rearview camera, remote start, capless fuel filler, aluminum sport pedals, rear air and heat ducts, SiriusXM satellite radio and intermittent wipers.

Here are the specifications for the ’17 Ford Fusion Sport AWD:

Capacity 5 passenger; Wheelbase 112.2 inches; Length 191.8 inches; Width 72.9 inches; Height 58 inches; Curb Weight 4,123 pounds; Track 62.7 inches front, 62.4 rear; Turn Circle 37.6 feet; Drivetrain All-wheel-drive; Engine 2.7-liter EcoBoost V-6; Horsepower/Torque 325/380; Transmission 6-speed automatic; Steering electric power-assist; Fuel mileage estimate 17/26; Fuel mileage average 21.9; Fuel Tank 17.5 gallons, premium; Wheels 19-inch; Tires Continental 235/40R19; Trunk Volume 16 cubic feet; Warranty 3 years/36,000 miles basic, 5/60,000 powertrain; Competitors Buick Regal, Dodge Charger, Subaru Legacy, Volvo S60; Assembly Plant Hermosillo, Mexico; Base Price of Review Model $33,605; Destination Charge $875; Sticker Price $41,675.

New Jeep Compass

The new 2017 Jeep Compass replaces the former Compass and Patriot compact crossovers; its 4-cylinder horsepower has been increased by 22 to 180, it is improved in handling and ride.

In the Trailhawk edition, the Compass engine is mated to a 9-speed automatic transmission, with all-wheel drive and stop/start capability at stoplights.

Still, the acceleration and performance of the 4-cylinder MultiAir engine is on the sluggish side, compared with competitive all-wheel-drive compacts. In addition to the Compass’ all-wheel drive, it can be shifted to 4WD lock or 4WD low in tough weather.

Jeep continues its bright color splash, this one with a blue laser exterior finish and red tow hooks at the front and rear bumpers. A dark interior is trimmed in orange. The cabin is improved in quality and features a panoramic sunroof and a rugged rubber mat in the cargo area, accessed by power liftgate.

The Jeep averaged 23 miles per gallon of regular fuel; its EPA estimate is 22/30. It rides on Falken 215/65R17 tires.

Among features in the Compass’ sticker price of $33,815 are remote start, rain-sensitive intermittent wipers, GPS navigation, dual-zone air conditioning, offroad suspension and skid plates.

Here are the specifications for the 2017 Jeep Compass Trailhawk AWD:

• Capacity 5 passenger;
• Wheelbase 103.8 inches;
• Length 173 inches;
• Width 73.6 inches;
• Height 64.8 inches;
• Curb Weight 3,633 pounds;
• Track 60.7 inches front, 60.3 rear;
• Ground Clearance 8.5 inches;
• Turn Circle 35.3 feet;
• Drivetrain All-wheel-drive;
• Engine 2.4-liter 4-cylinder;
• Horsepower/Torque 180/175;
• Transmission 9-speed automatic;
• Steering speed-sensitive electronic;
• Suspension struts all around;
• Fuel mileage estimate 22/30;
• Fuel mileage average 23;
• Fuel Tank 13.5 gallons, regular;
• Wheels 17-inch;
• Tires Falken 215/65R17;
• Cargo Volume 27.2 cubic feet;
• Warranty 3 years/36,000 miles basic, 5/60,000 powertrain;
• Competitors Honda CR-V, Ford Escape, Mazda CX-5, Subaru Forester, Chevrolet Equinox, Nissan Rogue;
• Assembly Plant Toluca, Mexico;
• Parts Content U.S./Canadian 27%, Mexico 62%;
• Base Price of Review Model $28,595;
• Destination Charge $1,095;
• Sticker Price $33,815.

Yep, the road’s open to Glen Haven (and Estes), and it seems shorter than before the winter closing.

The road hasn’t been shortened, it only seemed that way in the powerfully quick 2017 Jeep Grand Cherokee SRT 4X4 I drove there.

Traffic was heavy in the Big Thompson Canyon and continued so after the turnoff to Glen Haven. “We’re having July business in June,” said Steve Childs, longtime owner and operator of the New Haven General Store, referring to the busy early-season pace in the normally quiet community.

The Grand Cherokee SRT is a performance-oriented SUV, built to compete with higher-end models, such as the Range Rover Sport Supercharged, BMW X5 M and Porsche Cayenne Turbo. The Jeep is equipped with a 475-horsepower, 6.4-liter Hemi V-8 engine, 8-speed automatic transmission and sport-stiffened suspension.

Those many, many twists in the road once I departed U.S. 34 at Drake and headed up the Devil’s Gulch Road for 8 miles to Glen Haven are ideal for the manual-mode-shift-capable Grand Cherokee. I used 3^rd, 4^th, 5^th and occasionally 6^th in manual-mode both going to Glen Haven and descending back to Drake. To have remained in automatic-shift mode, the Jeep’s 8-speed transmission would have opted for higher gears and required considerable braking.

Jan recognizes the advantage of lower-gear choice in curvy mountain driving to save heated brake wear; the only request she made was for use of the Comfort setting for a bit of softness in the built-firm suspension setup.

At the general store, we enjoyed one of the famed homemade cinnamon rolls, for which Childs’ wife, Becky, is famed, and visited with Ron Holzschuh, who had driven from Loveland to the store for his birthday.

Since its introduction in 1993, the five-seat Grand Cherokee has been a favorite among sport-utility vehicles. Only the Ford Explorer outsells the Grand Cherokee among midsize SUV/crossovers. Five-month sales totals are 111,266 for Explorer, 96,203 for Grand Cherokee, 82,378 for Toyota Highlander, 57,846 for Ford Edge, 53,098 for Toyota 4Runner, 47,426 for Hyundai Santa Fe, 44,946 for Honda Pilot and half a dozen others follow.

The Grand Cherokee is sold in six trims levels – the Laredo, Limited, offroad-special Trailhawk, Overland, Summit and performance-special SRT. Beginning price for a Laredo 4X4 is around $34,000.

The SRT is, by far, the highest-priced Grand Cherokee, with a base price of $66,795. Adding high-performance braking, 19 Harmon Kardon speakers with subwoofer, dual-pane panoramic sunroof, rear-seat dual-screen Blu-Ray DVD player and trailer-tow group pushed the sticker total to $78,335. Jeep points out that is considerably lower than a Range Rover Sport Supercharged.

Behind the Grand Cherokee’s two rows of seats are more than 36 cubic feet of cargo space. The Jeep, 191 inches in overall length on a wheelbase of 114.8 inches, weighs a heavy 5,104 pounds. It rides on Pirelli 295/45ZR20 tires.

An interior highlight is its deeply bolstered seats of suede and leather, finished in a lighter sepia color.

A Lane Sense safety addition will add torque to the steering wheel in an effort to turn the vehicle back into its driving path when it ventures to a highway line without its turn signal being engaged.

All that excess Hemi power cost the Jeep in fuel mileage, 17.4 overall. Its EPA estimate is 13/19.

The Grand Cherokee is built in Detroit.

The highway up Big Thompson Canyon was closed all winter for repairs from damage in recent years’ flooding. Plans are for closing the road again next winter.