Unveiling of a new midsize SUV, the 2019 Ascent, may be the key for continuing a hot sales pace of several years for Subaru in Colorado.

The new one has three rows of seats, will tow up to 5,000 pounds and is the largest vehicle ever built by the Japanese maker.

“The Ascent has drawn more interest than anything I remember with us,” said David Slone, general manager of Greeley Subaru. “Lots of Subaru Outback and Forester owners with growing families are eyeing it for its added roominess, and we’re getting showroom traffic from many who are driving competitive makes.”

The Ascent is 7 inches longer and 900 pounds heavier than the two-row Outback wagon, which has been Subaru’s “cash cow” for 20 years.

Performance for the new all-wheel-drive Ascent comes from a 2.4-liter, direct-injection and twin-scroll turbocharged, horizontally-opposed engine, which burns regular-grade fuel. The 260-horsepower boxer engine (277 lb.-ft. of torque) is mated to a continuously variable transmission, a fuel-saver not normally associated with heavy tow capacity. The Outback, with a slightly less-powerful boxer engine, has tow rating of only 2,700 pounds.

By switching the CVT into manual mode and using paddle shifters, which mimic a traditional 8-speed transmission, I got by just fine, though I did not attempt to tow with it. The transmission fairly quickly locked into a lower gear range, such as 4^th or 5^th, for more immediate response and steady power.

The Ascent puts Subaru into the midsize SUV/crossover mix with the new Volkswagen Atlas, Toyota Highlander, Kia Sorento, Jeep Grand Cherokee, Honda Pilot, Ford Explorer and several others.

Riding on a 113.8-inch wheelbase, the Ascent is trimmed with a bit of cladding, though not so dominant as with the Outback in its early years. Big wraparound taillights and a panoramic moonroof complete the exterior.

Inside, a white leather-padded bar stretches across the width of the dash. Second-row seats slide fully forward to ease entry into the roomy third row. Behind the third row is 17.6 cubic feet of cargo space; fold the third row of seats and that expands to 47.6 feet. Amount of legroom in the third row is determined by how far back the middle row is moved.

Fuel mileage ranged between 19 and 24 for the Ascent. Its EPA estimate is 20/26 mpg.

The Ascent is built in Subaru’s assembly plant in Lafayette, Ind., and offered in four trim levels, including Base, Premium, Limited and Touring. All models are equipped with Subaru’s symmetrical all-wheel drive.

Very sensibly designed it is, until a count is made of the cupholders – 19 of them. I don’t remember the ratio; is it one pit stop per four cupholders?

The review model, a Limited trim with $2,950 of options, carried a sticker price of $42,920. Among its add-ons are navigation with 8-inch high-resolution touchscreen, Apple CarPlay/Android Auto/Bluetooth, Harman Kardon premium audio, the power moonroof and 20-inch wheels.

A standard feature for the Ascent is Subaru’s EyeSight driver-assistance technology including adaptive cruise control, lane-keeping assistance and automatic precollision braking.

Also standard are trailer stability assist with yaw sensors, three-zone automatic climate control and four USB ports.

One look at the elongated roofline of the Jaguar XF Sportbrake wagon tells you this is a midsizer which competes with the Mercedes E-Class wagon and the Volvo V90.

The XF Sportbrake is considerably larger than the E-Pace SUV. The new wagon measures 116.5 inches in wheelbase, 195 in overall length, 78.2 wide and 58.9 high, with curb weight of 4,145 pounds, a bit lighter than E-Pace.

It has a sloping hood, the long roof and raked rear glass. Staying with its sleek image, the Sportbrake runs on low-profile 35s – Pirelli Cinturato 255/35R20 tires.

Wagons have long been popular in Europe; not so here, though the new Sportbrake and V90 with AWD might lure a few SUV devotees. Jaguar’s last wagon before the Sportbrake was the X-Type, which ended production in 2009.

Performance is a highlight from the Sportbrake’s 380-horsepower, supercharged, 3.0-liter V-6 engine, 8-speed automatic transmission and all-wheel drive. Drive-mode selection allows the driver to adapt from normal response to dynamic or economical or adapt to what is being faced in the way of surface conditions. The shifter is a twist dial on the center console.

This car does have a spare, though the wheel is bright orange hidden beneath the cargo floor and it will not match up with the fancy wheels and red brake calipers  of original equipment, i.e. get the flat fixed quickly.

Inside the big Jag are white leather seats with black inserts, panoramic roof and motorized covers for closing the dashboard air vents. Cargo space behind the rear seat is a roomy 31.7 cubic feet.

This classy-looking wagon with its power and amenities doesn’t come in the cheaper category of the E-Pace. Sticker on the Sportbrake jumped to $84,245 from a base of $70,450.

Adding $3,495 was a driver-assistance package of adaptive cruise control and speed limiter, 360-degree parking aid, surround camera, blind-spot and park assist. Adding another $3,285 were navigation, Meridian surround sound and interactive driver display. For $2,890 came the four-zone climate control, suedecloth premium  headliner, ambient lighting and rear sunblind. That left $1,805 for the heated and cooled front seats, heated rear seats and soft door-close.

I averaged 22 miles per gallon of premium fuel with the XF Sportbrake, close to the middle of its EPA estimate of 18/25.

Every now and then, not often, a new wagon shows up in the U.S. auto industry.

Don’t get fooled into thinking they’re all crossovers. The 2018 Buick Regal TourX is an all-wheel-drive wagon.

My gosh, the last Buick wagon I drove was 22 years ago – the 1996 Roadmaster, the bulkiest-looking wagon ever built. It was 218 inches in length (more than 18 feet), 80 inches wide and boasted curb weight of 4,600 pounds.

As for the new one today, in contrast from its large Buick emblem in the center of the grille out front, all the way back to rear liftgate, its style embodies sleekness, with sloping hood and roofline.

Though it’s a Buick, its assembly line is far from Michigan.

Es ist in Deutschland gebaut. Yes, it is built in a General Motors factory in Russelsheim, Germany.

The TourX is a midsize wagon and will compete against the Subaru Outback, the Audi A4 allroad and the Volvo XC70 CrossCountry.

The Regal wagon has two rows of seats and fits five fairly comfortably. It offers very usable cargo space, 32.7 cubic feet behind the second row. That’s more than the Audi allroad. The wagon sits relatively low, with an easy step-in height.

Performance, particularly brisk in midrange, is from a 250-horsepower, 2.0-liter turbocharged 4-cylinder engine (295 torque) mated to an 8-speed automatic transmission with manual-mode shift; no paddle shifters, though. Twin clutches on the rear differential are able to send torque from side-to-side when needed, getting the power to the wheel that needs it.

Two highway drives, one to Boulder on Tuesday and the other out east of Eaton on Thursday, raised the TourX’s average fuel mileage to 27.5 miles per gallon; its EPA estimate is 21/29. It handled fairly well, even on several gravel-surfaced roadways; a bit of wallow was felt on a couple occasions. Suspension includes front struts and five-link at the rear. It rides on Continental ProContact 235/50R18 tires.

The TourX I’ve been driving this week is the Essence, the higher trim level. Others are the Base and the Preferred. Standard on the Essence model is a hands-free operation of the rear liftgate. Walk around to the back with key fob in pocket, and a lighted Buick design appears on the parking surface beneath the bumper, indicating where to swing a foot to open the gate.

On parking the Buick and turning off its power, if anything has been placed in the rear seat, a chime alert sounds accompanied by a message on the driver info screen reading, “Rear seat reminder, look in rear seat.”

Beginning prices for the TourX all-wheel-drive wagon models are $30,000 for the Base, $33,000 for the Preferred and $35,000 for the Essence.

The Essence review model’s sticker price climbed to $41,550 with optional items forward automatic braking, lane-keep assist, adaptive cruise control, lane-change alert, rear park assist, outside heated mirrors, premium audio, navigation, cornering lamps, panoramic sunroof.

“Toss it,” is the keyword among Ford decision-makers these days, and its significance is apparent in the attractive, redesigned 2018 Expedition 4X4, full-sized SUV.

The new one has shed 300 pounds of curb weight with an aluminum-alloy body, yet offers a roomier interior; also tossed out is Ford’s long-used V-8 power in favor of the 3.5-liter EcoBoost V-6, and with a 10-speed transmission, oh, my, what a performer.

The Expedition has been around for more than 20 years. When it showed up in the fall of ’96 as a ’97 model, I drove it to Durango and back. That one was 3 inches shorter than today in wheelbase, 6 inches shorter in overall length, was equipped with a 4.6-liter V-8 with tow capacity of 6,100 pounds compared to today’s 9,200 tow capacity with the EcoBoost V-6. EPA fuel estimate back then was 14-18; today’s is 17-23.

Though it sits high on 22-inch wheels, access is eased with power-deployable running boards, the interior is filled with latest tech and soft leather, and the third row of seats is adult-sized. It probably moves to the head of its class, yes, ahead of Tahoe and Sequoia.

The Expedition’s high-end Platinum model carried me, Jan, Kim Parker and Barb Lesser into Denver and Coors Field, where son Kurt Wells threw out the first pitch for the Rockies’ game against the New York Mets. Lots of in-town maneuvers prior to the highway drive resulted in overall fuel average of 17.8 miles per gallon of regular unleaded.

Second-row seating is comfortable and the captain’s chairs allow room between them for third-row access or can be tipped forward. Cargo space behind the third row is 21 cubic feet and expands to 57.5 feet with the third row folded. The liftgate can be foot-activated for hands-free operation.

Response of the 5,700-pound Ford with EcoBoost V-6 is impressive, delivering 400 horsepower and 480 lb.-ft. of torque. With the 10-speed transmission, a terrain management system offers drive modes of normal, sport, snow, sand, mud and tow/haul.

The Expedition, a body-on-frame SUV built off the chassis of the F-150 pickup, is ruggedly readied for offroad duty, with 9.8-inch ground clearance and push-button activation of four-wheel high and low.

While pricing for the Expedition XLT 4X4 begins around $55,000, the sticker on the Platinum model provided to me soared to $81,265. Added features included heavy-duty trailer tow package with backup assist, dual-headrest rear-seat entertainment, full-speed automatic emergency braking and adaptive cruise control.

With a last bite of key lime pie put away on an April night at the Oceanaire Restaurant in downtown Denver, I crawled into the driver’s seat of the 2018 Kia Stinger GT and drove away from two days and nights of events at the Colorado Convention Center.

The second night was opening of the 2018 Denver Auto Show, following the previous night’s Preview Gala. My evening ended with a dinner offered by General Motors at the Oceanaire.

The Stinger is a rear-wheel-drive sport four-door hatchback, with optional all-wheel drive. Normally, I’d prefer AWD for driving in our state, but in rear-drive setup, it performs much better. Its 3,829-pound curb weight is 200 pounds lighter than with AWD; it is quicker and handles impressively.

Some refer to the Stinger as a luxury fastback; I disagree. Audi, BMW, Mercedes are luxury; Kia and its ilk are not.

This Kia, though, is a standout, even with the fact that its exterior finish is colored like that of an old Fordson tractor. That would be gray; Kia calls it ceramic silver.

Built in Sohari, Korea, the Stinger is 190 inches in length on a wheelbase of 114.4 inches, width of 73.6 and height of 55 inches. Its track is 62.8 inches, both front and rear.

GT performance comes from a 3.3-liter twin-turbo V-6 generating 365 horsepower and 376 lb.-ft. of torque, and mated to an 8-speed automatic transmission with paddleshifters. It can break 5 seconds in a 0 to 60 run. It’s the highest-performance production vehicle in Kia’s history.

Throttle response, shift quickness and steering input adapt to drive modes, including comfort, eco, custom, smart and sport. Launch control can be activated in sport mode. The Stinger averaged 25.6 miles per gallon.

Other Stingers, lesser-priced, are equipped with a 2.0-liter turbocharged 4-cylinder of 255 horsepower and 260 torque.

Adding stopping power to the strong-running GT are large Brembo brake discs, 13.8 inches in front and 13.4 at the rear. It rides on low-profile Michelins, 225/40R19.

The GT interior is roomy, with deeply contoured, leather-covered seats and a D-shaped steering wheel. The cargo space beneath the rear hatch measures 23.3 cubic feet.

The Stinger GT with rear-wheel drive is sticker-priced at $39,250, including forward collision avoidance, smart cruise with stop-and-go, lane-keep assist, dual-zone automatic climate control, 7-inch touchscreen display with navigation, Android Auto and Apple Carplay, Bluetooth, rearview camera, rear-seat temperature-adjustable vents, push-button start and LED mood lights.

In the plans for several years, the production of the Stinger is a laudable attempt to bring some bigtime sport life into “the little company with the long-term warranty.” Kia, like its stablemate Hyundai, is known for the 10-year/100,000-mile powertrain warranty.

Top model sellers for Kia are the Forte, Soul and Optima in the car line and Sorento and Sportage crossovers.  Rounding out the lineup are Rio and Cadenza cars, Sedona minivan and Niro crossover.