The recently arrived 2021 Ford Bronco Sport, somewhat surprisingly, felt comfortably refined in its week in my possession. On sale for three or four months, it does battle with the Jeep Cherokee and Compass and others, leaving the bigger Bronco, due out this summer, to contend with the larger and tougher Jeep Wrangler Unlimited.

Speaking of Jeep; heading my way was a new Wrangler Rubicon 392 with a 6.4-liter Hemi V-8 engine. The spread of a crack in the glass after a rock hit the windshield turned the driver around back toward Denver. “Oh, no,” was my response to the call informing me the Jeep wouldn’t be delivered; “Oh, wow,” I responded to the next bit of info which was that in its place, the driver would bring me the new Ford Bronco Sport.

The return of the Ford Bronco is one of the most anticipated new-car arrivals in many months. The Bronco Sport will compete with, in addition to the Jeeps, the Honda CR-V, Toyota RAV4 and Subaru Forester. It shares underpinnings with the Ford Escape; the Sport’s wheelbase is 105.7 inches and overall length 172.7 inches.

The big Bronco, expected to show up this summer as a 2022 model, will be almost a foot-and-a-half longer than the Bronco Sport.

I drove the Bronco Sport to Longmont, then followed Colo. 66 and U.S. 36 with numerous curves and a long climb to Estes Park. It was rainy with heavy fog most of the way. The all-wheel-drive Bronco maintained good grip from its all-terrain tires; adding interest was dialing in Sport mode, which increased throttle response, quickened shifts and steering, while the 11-speaker Bang & Olufsen audio system programmed V-8 engine exhaust sound.

The descent back to Greeley came via Big Thompson Canyon and its twists, most of which were nonbraking maneuvers after dropping into 4^th and even 3^rd gears while using the Sport’s paddleshifters.

The Sport performs with a 2.0-liter, turbocharged 4-cylinder engine of 250 horsepower and 277 lb.-ft. of torque. It is tied to an 8-speed automatic transmission, shifted from a rotary dial on the center console. Near it is a second dial, smaller, labeled G.O.A.T., which stands for “Goes Over Any Type of Terrain.” It will move between Normal, Comfort, Eco and Sport modes, with terrain settings for slippery, sand, mud/ruts and snow.

Base engine for the Sport is a 1.5-liter, turbocharged 3-cylinder of 181 horsepower and 190 lb.-ft. of torque. The Bronco’s doors and top are removable.

Base price for the Ford Bronco Sport 1^st Edition 4X4 is $32,500. A list of optional items pushed the sticker price to $37,545. The Bronco Sport is built at Hermosillo, Mexico.

The 120-mile run through Estes averaged 26.4 miles per gallon; overall for the week was 22.8. The Sport’s EPA estimate is 21/26.

The small, smooth ID.4, the one that temporarily put the “t” in Volkswagen, is no joke.

It is a well-designed, fully electric SUV crossover that VW expects will emphasize the brand’s focus on electrification.

The ID.4, along with another recently introduced EV, the Ford Mustang Mach-e, are worthy challengers for established electrics Chevy Bolt, Nissan Leaf, Kia Niro and Hyundai Kona, all of which produce range expectations of 220 to 260 miles.

VW officials expect the ID attraction to spill over even against sales stalwarts of the internal-combustion crowds, the Honda CR-V and Toyota RAV4. That’s a best-case scenario.

Volkswagen estimates a range of 250 miles for the ID.4. That range will vary, depending on weather and terrain, and certainly on highway speeds.

Jan and I drove from our home in Greeley to Panera Bread at I-25 and 144^th Avenue for coffee with Kurt and Tammy Wells. Speeds, first on U.S. 34, then south on I-25, varied from around 65 to 78 miles per hour for a distance of 44 miles, yet the range reduction was 55 miles. On the return drive, we drove east on 144^th to Colo. Blvd. road, then north to Greeley on 55-mph roads, a distance of 41 miles, which reduced the range by only 31 miles.

Monday morning, with 90 miles of range remaining in the ID.4 and needing a quick-charge for a drive into Denver, I pulled into Greeley Volkswagen. Not much was stirring inside the dealership, except for the friendly face of Carlos Jimenez, sales manager.

“Sure, we can give it a charge,” said Jimenez, who was surprised to see it pulled in and parked. There are few yet on the road. Jimenez asked for the ID’s key, got in and drove it 50 feet to the next-door building, Greeley Nissan, and with the help of a representative of that business, began the recharge. In 40 minutes, the VW’s range was boosted from 90 to 190 miles, plenty for my need that morning. Range capacity for the ID.4 is 250 miles.

I discussed with Jimenez the effect of highway speeds upon the little electric model. Jimenez explained how regenerative braking can expand the range in town driving. The Greeley Volkswagen sales team, with the dealership’s first ID.4, for several days in town shifted from the D (drive) gear to B (battery) which meant using the regenerative braking gear on deceleration; they attained 311 miles of range, a big gain over the estimated 250.

Jimenez, who worked in Boulder prior to coming here, said that city was much quicker to embrace the hybrid/plug-in/electric movement, but that there is growing interest now in the Greeley area and that he expects the VW entry to be very competitive.

We drove, rather quickly, for 74 miles to our destination in Denver, using 83 miles of range. After lunch at the New York Deli, we chose a much slower return route on U.S. 85. In 63 miles, the ID.4 gave up only 54 from its battery pack range. The car’s regenerative braking pressure is increased by moving the shifter from D to B.

That 82-kWh battery pack, beneath the floor of the passenger area, weighs a bit more than 1,000 pounds. That swells the curb weight of the ID.4 to a hefty 4,659 pounds. In size, it is almost 5 inches shorter than Volkswagen’s compact crossover, the Tiguan. It is built in Mosel, Germany.

The ID.4 is rear-wheel drive; its 201-horsepower electric motor sits over the rear axle. An all-wheel-drive version of the model will be introduced later in the year. The VW is a good handler, very quiet and offers a comfortable ride. Its infotainment center is somewhat difficult to command, even with its voice connection.

The ID.4 can be recharged fully in 7 ½ hours with 240-volt power. An overnight charge with 120-volt will add 40-50 miles or so of range.

The ID.4 1^st Edition is the upper trim level for the model, and carries sticker price of $45,190. Lesser-priced versions are Pro and Pro S.

Early last week, about the time I received the ID.4 for reviewing, a Volkswagen press release said the company planned to change its brand name in the North American market to “Voltswagen” (thus, the reference to the ‘t’ in Volkswagen at the start of this column). “It was an April Fool’s joke,” VW said later.

The twists of Rist provided a delightful start to Christmas week 2020 for Jan and me aboard the 2021 Mercedes AMG GLS63 sport ute.

This big full-sized beauty belies its size in  driving the narrow, curvy roads of Rist Canyon from Masonville to Bellvue in Larimer County on Sunday morning.

Following a brief stop at the Stove Prairie School, we continued several miles down the road before a photo stop and opportunity for a short visit with Jeff and Michele Yarberry.

From Masonville to Stove Prairie to Bellvue, I drove in Sport mode, using 3^rd and 4^th gears manually for best control of the big Benz on the narrow curves, up and down the hills. Fuel mileage average was 17.1 miles per gallon.

AMG’s hand-built 4.0-liter biturbo V-8 engine with EQ boost produces 603 horsepower, 627 torque with a 9-speed automatic transmission and 4Matic all-wheel drive. The mild-hybrid EQ boost improves efficiency and performance at the same time.

Considering that power, along with AMG Active Ride Control suspension, AMG Dynamic Select drive mode, AMG multi-spoke forged wheels at $4,450 extra and AMG silver brake calipers, surely the sticker price won’t be a shocker. How about $149,740?

AMG is the high-performance division of Mercedes and independently engineers, manufactures and customizes M-B products.

The Burmester 3D Surround Sound system is a $4,550 optional add, and there are a carbon-fiber engine compartment cover, three rows of seats (sunshades for the middle row), and panorama roof. All three rows of seats are heated, as are the armrests and door panels, but you know what? The steering wheel is not heated.

The GLS is one of the finest seven-passenger sport utes in the country, with an exceptionally smooth ride and one of the most effective, least obtrusive stability control/curve control/lane-keeping assists of any on the market. Large, thick headrests can block driver vision to the rear side.

The Mercedes rides on a wheelbase of 123.4 inches, is 205 inches in overall length, with curb weight of 5,800 pounds. It is assembled in Vance, Ala. Engine and transmission are built in Germany.

Forty years ago, Mercedes-Benz previewed the first driver’s airbag and seat belt tensioner, cutting-edge safety innovation. A limited number of S-Class sedans were delivered with the new technology, a joint development between Daimler-Benz AG and Bosch.

This ushered in the triumph of a restraint system which was quickly adopted by many automotive manufacturers across the world.

The airbag and seat-belt tensioner were available in 1982 as optional extras for all Mercedes-Benz passenger cars. By 1992, the driver’s airbag was standard equipment in all of the brand’s models, followed by a front passenger airbag as standard in 1994.

Honda for the 2021 model year has toughened the look of its Ridgeline compact pickup, long noted for excellent ride quality.

Tired of hearing little praise for the Ridgeline’s other characteristics, Honda execs ordered a redesign of the front, from the A pillar forward.

In addition to a larger and more bold grille in the restyling, prominent fender flares were added, HPD alloy wheels were finished in bronze and a new rear bumper shows off dual exhaust ends.

Maximum towing capacity, though, remains at 5,000 pounds, lowest among the seven compact pickup competitors. Several other makes exceed 7,000 pounds.

“Ours is not the most robust in its class, but we feel it’s more than enough for what segment customers might tow,” is a Honda statement, perhaps pretentious.

At a stop at Daltile out on E. 42^nd Ave., Denver, a forklift operator loaded 830 pounds of shower wall and floor tile into the bed of the Ridgeline. Payload for the truck is class-leading 1,583 pounds, so even adding the weights for Jan and me, left 400 or more pounds of freight capacity. Bed size in the Honda is 60 inches long and 50 wide; beneath the floor at the rear is a deep-well trunk, with drain.

The performance from the Ridgeline in carrying the load was very good; beneath the hood is a 280-horsepower, 3.5-liter V-6 with variable cylinder management, 9-speed automatic transmission and all-wheel drive. Paddleshifters are linked to its push-and-pull electronic gear selector.

It maintained 75-miles-per-hour speed on I-25 when called for; its adaptive cruise was right on with distance control in the busy lanes of the highway.

Fuel mileage average for a week of driving, split equally between in-city and on-highway, was 22.1 mpg, with a 19.5-gallon fuel tank; its EPA estimate is 18/24.

The Ridgeline is of unibody construction, with MacPherson strut front shocks and multilink rear suspension. The four-door pickup is 210 inches in length on wheelbase of 125.2 inches. Curb weight is 4,510 pounds.

Beginning price for the Ridgeline AWD Sport is $37,665, with sticker price of $42,035. Base prices for the three higher trim levels are $40,465 for the RTL, $43,595 for the RTL-E and $45,095 for the Black Edition.

Among items included as standard for the Sport trim are Apple CarPlay/Android Auto integration and Bluetooth hands-free link, LED headlights with auto-high beam, dual action tailgate and remote engine start.

Also standard are lane-keeping assist and road-departure mitigation, part of the Honda Sensing safety and driver-assistive technology.

Compact pickup competitors of the Ridgeline are the Chevrolet Colorado, Ford Ranger, GMC Canyon, Jeep Gladiator, Nissan Frontier and Toyota Tacoma. First-quarter sales were

• 66,449 for the Tacoma,
• 24,166 for the Ranger,
• 24,083 for the Colorado,
• 18,882 for the Gladiator,
• 12,570 for the Ridgeline,
• 10,780 for the Frontier and
• 7,144 for the Canyon.

The Ridgeline is built at a Honda assembly plant in Lincoln, Ala.