All posts by budwells

About budwells

Born at Wray, Colo., graduate of Sterling High School, attended Northeastern Junior College, began work at Sterling Journal-Advocate in 1956, began work at The Denver Post in 1968, resides at Greeley, Colo. Bud and wife Janice are parents of three sons and two daughters.

EcoSport assumes small role for Ford

The new Ford EcoSport sits in sun on 100-degree day. (Bud Wells photo)

Ford SUVs sold in record numbers in June, emphasizing its recent decision to soon get out of the business of building automobile sedans.

I’ve driven its newest, and smallest, SUV – the subcompact Ford EcoSport. Rounding out Ford’s strong SUV/crossover lineup are the Escape, Edge, Explorer, Flex and Expedition.

Ford sold more than 77,000 of these models in June, an increase of 8 percent over the same month a year ago, and for the first half of the year have surpassed 400,000 in sales. Even higher sales of the F-series pickups brightens the coming production schedules.

Fiat Chrysler Automobiles and General Motors find themselves in the same sales game, moving all the SUVs and trucks they can build, while sales of their midsize and compact sedans are falling sharply.

The EcoSport, a subcompact, is smaller than I’d expected. Its overall length of 161.3 inches is 7 inches shorter than the Buick Encore or the Mazda CX-3. It is considered a five-passenger vehicle, but three adults in the rear seat will be somewhat of a squeeze. The front buckets, particularly the seatbacks, are well-bolstered and very comfortable, and the driver is provided good vision all-around.

Beneath the hood of the EcoSport Titanium with four-wheel drive is a 166-horsepower, 2.0-liter 4-cylinder engine and 6-speed automatic transmission. Base engine for the cheaper front-wheel-drive models is a 1.0-liter, turbocharged 3-cylinder engine of 123 horsepower. Neither engine is quick, though the 4-cylinder’s performance improves in Sport mode.

The first drive Jan and I took in the new EcoSport was south along U.S. 85 through Brighton, then west along 104th Avenue to Grant Street, where we met friends Ted and Shirley King for evening dinner at Cheddars.

It’s a swing-gate, not a liftgate, for the EcoSport. (Ford)

An hour or so later, as we walked out to the car, I swung a foot beneath the rear bumper to see if that would open the rear liftgate. It did not and after looking it over for a release, Ted stepped to the passenger side taillight, pushed a button inside an open slot and the rear end opened and swung to one side as a swing gate.

Cargo space behind the rear seat is 20.9 cubic feet, which expands to 50 feet with the rear seat folded.

In an even split of city/highway driving miles, I’ve averaged 25.2 miles per gallon with the EcoSport 4-cylinder. Its EPA estimate is 23/29 mpg. The FWD model with the 3-cylinder power carries an EPA rating of 27/29.

Wheelbases for Ford’s six SUVs/crossovers are 99.2 inches for the EcoSport, 105.9 for the Escape, 112.2 for the Edge, 112.8 for the Explorer, 117.9 for the Flex and 122.5 for the Expedition. An extended-length Expedition stretches out to 131.5 in wheelbase.

Besides the previously mentioned Encore and CX-3, the EcoSport competes against the Toyota C-HR, Hyundai Kona, Subaru Crosstrek, Jeep Renegade and Chevy Trax, along with several others.

 

 

BANTER FROM BUD

 

U.S. Volvo plant: Remember, I told you four months ago it just wasn’t so. So much of the press at that time jumped on the announcement by Volvo that every new launch it makes beginning next year will be equipped with some form of electric power. Some reporters said Volvo was getting out of the internal-combustion-engine business. Not so, I said at the time. Volvo last week announced that it has opened its first U.S. assembly plant at Ridgeville, S.C., to produce S60 sedans and, in a couple years, to add the popular XC90 SUV output to the factory. Both vehicles are powered by internal-combustion engines.

GX460 is tough Lexus; LS surpasses $100,000

The Lexus GX460 is a tough, durable sport utility vehicle. (Bud Wells photos)

I’ve driven back-to-back in early summer two Lexus luxuries – the 2018 GX460 midsize sport utility vehicle and the LS500 full-size sedan.

To spend time in the GX460 is to be reminded of Toyota’s 4Runner, which I’ve considered one of the toughest of sport utes. They’re both of body-on-frame construction, based off the same platform at the Toyota assembly plant at Aichi, Japan.

There is nothing quick about the GX’s 301-horsepower, 4.6-liter V-8; teamed with the 6-speed automatic transmission, though it is very smooth. It carries a somewhat old-fashioned approach to the rear of the vehicle, where you’ll find a swinggate rather than liftgate.

On a rainy morning of Father’s Day, Jan and I drove the Lexus GX460 into Big Thompson Canyon west of Loveland, turned at Drake onto the smooth Devil’s Gulch Road to Glen Haven. After stopping briefly at the general store for a couple of Steve and Becky Childs’ cinnamon rolls, we continued on to Estes Park, when back down the canyon via U.S. 34.

Though the GX had no paddle shifters, I opted for manual  mode in 3rd and 4th gears all the way down the canyon for safe slowdowns in the sometimes heavy traffic.

Inside, the front seats in the Lexus are relatively short, not as comfortable as competitors’. The touchscreen is very easily used for settings with the Mark Levinson audio.

Offroading is the GX’s forte. Power is split 40/60 front-to-rear in the Lexus all-wheel-drive system, with which a Torsen differential can send additional torque rearward when necessary. It is also equipped with four-wheel low range.

From a base price of $63,230, the GX sticker price reached $72,485.

The LS’s spindle grille identifies the sedan as a Lexus.

As for the luxurious 2018 Lexus LS, its redesigned F Sport four-door has burst through the $100-grand marker. It’s the first Lexus I’ve driven to reach six figures in price, and is an indication the LS continues to chase after the Mercedes S class and BMW 7 series in the premium luxury sedan category.

The Lexus’ sticker topped out at $101,675, $10,000 of which was for the F Sport package including fresh, distinctive styling, perforated-leather-trimmed interior/steering wheel/shifter knob, ultrasuede headliner and aluminum pedals. A large black-mesh spindle grille out front is an easy identifier.

The LS’s V-8 power of the past is gone; in its place is a 3.5-liter, twin-turbo, 415-horsepower V-6 mated to a 10-speed automatic transmission.

Jan and I on a Thursday morning drove the Lexus west of Greeley on U.S. 34 to Loveland, then south on U.S. 287 to Longmont, where we visited the new home of Keith and Sandy Boggs. Don and Audrey Carey of Sterling were also guests for lunch. In looking over the exterior and sitting in the big, long (206 inches, same as Mercedes) LS, the four Boggs and Careys agreed the interior is one of the finest they’d ever seen on an automobile.

On a Friday evening, we drove with Bud Hargis and Ila DuBois to Eaton for dinner at the Eaton Country Club, where golf pro Rick Cole has been for many years. The LS carried us in style. The 10-speed transmission lends smoothness to the drive; shifts are almost imperceptible.

High-grade materials are used throughout the rich-looking cabin; seats are comfortable and a 23-speaker, Mark Levinson surround-sound audio system is especially pleasant. Leather-covered, floating armrests/grab handles are of easy use and good comfort at each door. Trunk space is a roomy 16.9 cubic feet.

The LS carries an EPA estimate of 19/30 miles per gallon; I averaged 19.7 overall.

An oddity is that protruding from each side of a cover atop the instrument panel, readily noticeable to anyone entering the sedan, are dials for snow/traction and for shifting between comfort and sport modes. These are key decision choices for a driver while maneuvering; of absolutely no concern to other passengers, and ought to be more unobtrusively placed.

The LS model, built in Tahara, Aichi, Japan, was introduced into the U.S. almost 30 years ago in 1989.

Sizing up the 2018 Nissan Armada

The new Nissan Armada is very competent tow vehicle. (Nissan)

The big, comfortable-riding Nissan Armada showed up on U.S. shores in 2003 to compete with the Toyota Sequoia, which had been introduced over here three years earlier.

The two have been sharp rivals in the full-size sport utility vehicle market since, competing also with the Ford Expedition, Chevy Tahoe and GMC Yukon. All boast strong engines and four-wheel-drive.

It is interesting how closely aligned the Armada is with the Sequoia in specifications, capabilities and performance.

Wheelbase measurement is 121.1 inches for the Armada and 122 inches for the Sequoia; other comparisons, with the Armada listed first: overall length 208.9 and 205.1; width 79.9 and 79.9; height 75.8 and 77; ground clearance 9.1 and 9.9; track 67.5 and 67.9; cargo space behind the third row of seats 16.5 and 18.9; curb weight 5,960 pounds and 5,985.

The Armada’s 5.6-liter V-8 delivers 390 horsepower and 394 lb.-ft. of torque, with strong tow capacity of 8,500 pounds, compared to the Sequoia’s 5.7-liter V-8 with 381-hp and 401 torque, tow capacity of 7,400 pounds.

The Armada is equipped with a twist dial to go from 2-wheel-drive to  4WD to 4Llo. Its 4WD system adjusts torque between front and rear wheels for secure grip in snow and rain. It has a snow mode for easier startups without spinning. The Nissan shifter can be moved into manual mode and tapped up or down for gear changes. Its EPA estimate is 13-18, just a slight edge over Toyota’s 13-17. The Armada averaged 16.9 miles per gallon overall.

The Armada enjoys a roomy and comfortable interior: its center stack is adorned with wood and stitched leather trim. Front seats (heated and cooled) are on the smallish side and the infotainment center is somewhat dated. Rear-seat passengers are treated to dual 8-inch color monitors in the rear of front headrests.

The Armada rides high on its 20-inch wheels and Bridgestone Dueler P275/60R20 tires. The third-row seats can be lowered flat or raised with a power button from the opened cargo liftgate.

After being assembled in Canton, Miss., from 2003 to 2015, the Armada was moved to a factory in Kyushu, Japan, where it shares a platform with the Nissan Patrol, sold in all parts of the world, other than the U.S.

Sticker price on the Armada review model was $63,095. An innovative safety package includes automatic braking, forward-collision warning, intelligent backup intervention, blind-spot warning, intelligent cruise control.

 

Back then . . . . . 1980 VW Jetta

The original VW Jetta in Colorado in 1980.(The following column, by Bud Wells, appeared in The Denver Post on Saturday, June 28, 1980. It was the introduction of the Jetta to the Volkswagen lineup. At that time, only Toyota outsold VW in the U.S. among foreign car companies. The review model was provided on a complimentary basis by Tynan Volkswagen.)

Outstanding gas mileage and a practical rear seat good enough for a 200-pounder should bring Volkswagen’s new Jetta some popularity in the subcompact field.

For the past five years, Volkswagen has had one of the most competitive front-wheel-drive hatchbacks on the market. It’s not surprising, then, that the company’s new notchback model is based on the engineering of the familiar Rabbit.

The Jetta is a better-looking product than the Rabbit, and its higher level of luxury and trim places it in the price range between the little Rabbit and the larger Dasher.

As with other VWs for many years, the Jetta’s fuel credentials are impressive (EPA-rated at 25 miles per gallon in the city and 40 on the highway) and it has the same peppy engine and 5-speed transmission.

A new two-door model with little more than 100 miles on the odometer bettered 35 miles per gallon (35.1) on a Memorial Day drive to Yuma County in northeastern Colorado.

Legroom in the rear is okay and the rear-seat passengers sit high on firmly structured seats with adequate headroom and excellent view. The notchback style provides a large trunk area, enough for several pieces of luggage sitting upright with room to spare.

The car, built in West Germany, shows excellent craftsmanship. Rich-looking, cut-pile carpeting is widely used and velour-covered front bucket seats are fully reclining with adjustable headrests.

Air conditioning is an option which the test model didn’t have. A sunroof would aid ventilation. The only other available options are automatic transmission, tinted glass and light alloy wheels.

The test model was priced at $8,065, which included $195 for destination charge. Steel-belted radial tires and AM/FM stereo radio were among standard equipment.

The 97-cubic-inch, 4-cylinder engine with 76 horsepower produces fast acceleration for the Jetta, which weighs only 1,900 pounds. Engine and transmission are mounted transversely. Turning circle is 31 feet. Wheelbase is 94.4 inches, the same as that of a Chevrolet Chevette.

Redesign sparks sales push for ‘19 VW Jetta

The new Volkswagen Jetta in Poudre Canyon. (Bud Wells photos)

Looking good in my driveway was the all-new 2019 Volkswagen Jetta, redesigned with a small turbocharged engine and 8-speed automatic transmission, and sporting an exterior of “tornado red.”

With a sticker of $25,625, the moderate pricing and new appearance should revive interest in the compact four-door, which, along with other VWs, suffered a sales slump following a diesel-emissions-test scandal three years ago.

This Jetta is 2 inches longer than the ’18 model and 200 pounds lighter and boasts of 40 miles per gallon on the highway.

The Jetta, a part of the U.S. market for almost 40 years, competes against a strong lineup of compact sedans, including the Chevy Cruze, Ford Focus, Honda Civic, Hyundai Elantra, Kia Forte, Mazda3, Nissan Sentra, Subaru Impreza and Toyota Corolla.

Sales through the first seven months of 2018 are Civic 202,563, Corolla 188,216, Sentra 135,038, Elantra 113,481, Cruze 88,133, Focus 84,094, Forte 61,946, Impreza 45,200, Mazda3 41,062. The Jetta trailed the others with sales of 39,361.

Jan and I one morning drove it to Fort Collins and on up the Poudre Canyon as far as the old Mishawaka Inn, where during lunch we were entertained by the hummingbirds at the feeders outside the windows and the dozens of kayakers and rafters in the river below.

A short way down the canyon on our return drive we took a right onto the Stove Prairie Road and followed the narrow, twisting highway to Masonville, onto U.S. 34 through Loveland and back home to Greeley.

The Jetta rode quietly and handled well. The 1.4 turboed engine is fairly mild with 147 horsepower, though its torque is enough to provide power in passing and climbing. The 8-speed transmission shifter can be moved into Sport mode, from Eco or Normal, for improved response; I used 3rd and 4th gears much of the way up and down.

The grille in the ’19 Jetta is more prominent than previous models.

It is an attractive sedan, though its large three-bar grille looks like something borrowed from a Ford Fusion back about ’07. The leatherette seats are heated in the front row. They’re lightly bolstered and firmly cushioned. Trunk space is 14 cubic feet. Suspension includes front struts and a torsion-beam setup at the rear. The Jetta rides on Bridgestone Ecopia 205/60R16 tires.

The Jetta SEL, without navigation, is the lowest-priced model to come my way since February, when a below-$20,000 Honda Fit was provided.

Highlighting the Jetta’s equipment list are safety innovations – forward collision warning and autonomous emergency braking, lane-keeping assist, active cruise and active blind-spot monitor. It also has a BeatsAudio premium sound system with subwoofer, Bluetooth connectivity and voice control, dual-zone automatic climate control, power moonroof and automatic LED headlights.

Lots of highway driving kept the fuel-mileage average at a respectable 35.3 miles per gallon; its EPA estimate is 30/40. The Jetta is built in Puebla, Mexico. Its specifications include wheelbase of 105.7 inches, overall length of 185.1, width of 70.8, height of 57.4, weight of 2,890 pounds, turning ciricle of 35 feet. It runs on regular unleaded fuel.

 

Style, twin-turbo V-6 empower Navigator

The redesigned 2018 Lincoln Navigator Black Label SUV near Glen Haven. (Bud Wells photo)

As I approached the two sets of steep, tightly linked hairpin curves in the new Lincoln Navigator on the Devils Gulch Road to Estes Park, I twisted a knob to “slow climb” mode; the big SUV slowed, grunted a bit and maneuvered the switchbacks within its own lane on the narrow highway, never intruding into the lane of opposite direction.

The 2018 Navigator has been redesigned, for the first time in years; it’s 3 inches longer and has shed some weight, though at 5,700 pounds who can tell.

The Lincoln’s six drive modes are a feature, with names of Normal, Conserve for efficiency, Excite for responsive, Slippery for icy, Deep for heavy snow and the Slow Climb. Accompanying graphics clue in the driver at a glance for what mode has been engaged, with no need to look down at the knob.

A year after introduction of the impressive Continental sport sedan, the new Navigator is equipped to compete with other full-size luxury SUVs, such as Range Rover, Mercedes GLS, Cadillac Escalade, Toyota Land Cruiser.

Like, the Ford Expedition which I reviewed earlier, the Navigator 4X4 has scrapped its V-8 engine in favor of the 450-horsepower (510 torque), twin-turbo 3.5-liter V-6 engine and 10-speed automatic transmission with paddle shifters.

The shifter is push-button type. Performance is strong; no deficiency from the fewer cylinders under the hood. My overall fuel mileage was 19.5 (EPA estimate 16/21).

A first-timer in the driver seat will probably push the “pro trailer backup assist” button in place of the starter button. The trailer touch is right in front of the driver, the starter button is on a ledge, almost out of sight. The Pro Trailer allows the driver, with proper Navigator settings, to release grip on the steering wheel and allow the system to back the trailer or boat to its intended location.

The interior was dressed up in dark leather. Like the Continental, Lincoln has paid special attention to front seating comfort for the Navigator. The split seats are plush, with massaging seatbacks and effective cooling. Cargo space behind the third row of seats is 20.9 cubic feet; fold the third row flat and that expands to 57.5 feet. The power liftgate can be foot-activated.

The Navigator was the high-end Black Label edition, so brace yourself for a look at the sticker – $98,145. Among features in addition to the aforementioned are power illuminated running boards, forward and reverse safety sensors, tip-and-slide second-row seats, panoramic roof.

It’s on a wheelbase of 122.5 inches and is 210 inches in overall length.

Jeeps climbed high with Marchionne

Sergio Marchionne

Reviewing the 2018 Jeep Compass this week is opportunity to mention the death of Sergio Marchionne, the chief executive of Fiat Chrysler Automobiles who died unexpectedly July 25. Marchionne took charge of Fiat and Chrysler nine years ago when the latter was struggling to survive.

Focusing on Jeeps, Dodge Ram pickups and SRT performance models, he soon rebuilt the stature for No. 3 of the U.S.’s Big Three and made them a formidable competitor for the other automakers.

The greatest achievement for the bold Italian-born leader was with the Jeep Division.

Jeep leads all makes in sales of SUVs in the U.S. Through June, Jeep has sold 133,492 Wranglers, 113,719 Cherokees, 109,313 Grand Cherokees, 87,510 Compasses and 50,439 Renegades. Jeep’s 6-month totals of 495,022 is a 22 percent increase over the 406,291 at the same point a year ago.

Still, with sales of almost a half-million in the first half of the year, Jeep doesn’t have all areas of the market covered. It lacks a three-row SUV, since halting production of the Commander in 2010.

Rumors are that Jeep will unveil a three-row SUV within the next couple of years. Whether to create it or not will now be a decision for Mike Manley, who has succeeded Marchionne as CEO of Fiat Chrysler, and who has headed the Jeep Division of FCA for the past seven years.

Gloss black roof is distinctive for new Jeep Compass. (Bud Wells photo)

As for the Compass, Jeep planners two years ago combined it and another fairly lackluster model, the like-sized Patriot, into a restyled, high-tech-equipped compact 4X4 under the Compass moniker. The new one is enjoying one of the sharpest sales gains in the industry right now.

By slapping the Compass’ shifter into manual mode, pushing the accelerator lower and keeping the revs higher, its 2.4-liter engine and 9-speed automatic transmission offer improved performance, and do it smoothly, quietly and mostly satisfactorily.

I’ve been driving the Compass Limited 4X4; its 2.4 4-cylinder develops 180 horsepower and 175 lb.-ft. of torque, is offroad-capable with locking differential and a dial on the center console to contend with snow, sand and mud, in addition to the normal all-wheel drive.

A gloss black two-tone roof added a distinctive touch to the silver metallic exterior finish on the Compass, which resembles the Cherokee with its grille and the Grand Cherokee with its four-door structure. To mention roof with Jeep always reminds me of the ill-fated SkySlider roof offered on the Jeep Liberty some years back. That feature was beset with operational failures.

The current roof, so good-looking, also contains dual-pane panorama sunroof. Among other features of the Limited model are LaneSense and forward-collision warning, leather-covered seats (heated in front), heated steering wheel, automatic high-beam control, rain-sensitive wipers and power liftgate.

A large UConnect infotainment screen accommodates GPS navigation and audio with SiriusXM/Bluetooth and capability for Android Auto and Apple CarPlay.

My overall fuel-mileage average with the Compass was 24.4; it carries a 30 miles-per-gallon highway estimate. It rides on Continental ProContact 225/55R18 tires.

Cargo space behind the rear seats in the two-row, five-passenger SUV is 27.2 cubic feet, which expands to almost 60 feet with the rear seats folded.

The well-equipped Limited model carried sticker price of $34,860. The Sport, least-expensive Compass 4X4, begins at around $23,000. Other models are Latitude, Altitude and Trackhawk. They’re assembled in Toluca, Mexico.

Subaru grows up with ‘19 Ascent

The Subaru Ascent offers three rows of seating, 5,000 pounds of tow. (Bud Wells photo)

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 4th or 5th, 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.

Jaguar Sportbrake competes with Volvo

The XF Sportbrake is Jaguar’s first wagon since the X-Type was discontinued nine years ago.

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.

A wagon emerges, this one from Buick

The Buick Regal TourX wagon along a field of golden wheat, east of Eaton. (Bud Wells photos)

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.

The 1996 Buick Roadmaster, a huge station wagon

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.