Following a year of successful performance results in the GMC Sierra 1500 pickup, the Duramax 3.0-liter inline-6 turbodiesel engine has been added to the 2021 Yukon and Yukon XL SUVs.

Paired with a 10-speed automatic transmission, the turbodiesel develops 277 horsepower and 460 lb.-ft. of torque at 1500 rpm.

Sent my way was the ’21 Yukon 4WD Denali turbodiesel. Redesigned for this year, the Yukon competes against the Ford Expedition, Nissan Armada, Toyota Sequoia and the sibling Chevrolet Tahoe.

Fortified by the light-duty diesel, the Yukon defies its size (17 ½ feet) and weight (5,400 pounds) with smoothness, agility and steering response. We climbed mountains to the west; on occasion we switched to four-wheel control, as simple as pushing a button to the left of the driver.

It is quiet and roadworthy with magnetic ride control, independent rear suspension and four-corner Air Ride Adaptive Suspension, all part of the $11,205 Denali Ultimate Package.

The diesel gives the big sport ute an EPA fuel estimate of 20/26 mpg, and the Yukon delivered with an average of 24.8 mpg.

Added cost of the inline-6-cylinder turbodiesel is $1,500, the 4WD system is a $3,000 expense and the upgrade from Denali also includes a rear-seat entertainment system, sunroof, 22-inch bright-machined aluminum wheels, enhanced automatic emergency braking and trailer brake controller.

As large as is the Yukon, the Yukon XL is 15 inches longer and has 41.5 cubic feet of cargo space, compared to 25.5.

The Yukon review model was built in Arlington, Texas.

From south of the border, down Mexico way, came two small, front-wheel-drive offerings carrying “can’t -miss attributes” – fuel -mileage estimates in the 30s and relatively low sticker prices.

They are the 2021 Volkswagen Jetta GLI, a German-based compact four-door sedan built in Puebla, Mexico, and the ’21 Nissan Kicks SR, a Japanese-based subcompact crossover, assembled in Aquascalientes, Mexico.

Sticker prices were $31,740 for the 3,200-pound Jetta and $26,730 for the 2,650-pound Kicks.

While in possession of each of these models for a week, the Jetta delivered a high-mpg reading of 33.8, while the Kicks averaged 32.3.

The Jetta, with manual transmission, was car of choice for carrying Jan and me on our annual Memorial Day weekend run to Wray, Sterling and back home. The 340-mile drive was virtually all highway travel, resulting in the 33-plus mpg for the VW, which is EPA-rated at 24-33.

At the Grandview Cemetery at Wray, while standing at the gravesites of my father, mother and grandparents, we met and visited with Bea Brueggeman, a postmaster at the little town of Vernon. Bea’s mother, Caryl Jones Sturch, was a classmate of mine at Wray Junior High School many years ago, and Bea’s husband Greg Brueggeman is a son of the late Clarice Ann Muller Brueggeman, who was a cousin of mine.

A 228-horsepower, turbocharged 2.0-liter, 4-cylinder engine and the 6-speed tranny added good performance to the Jetta; plenty of passing power was used several times on the two-lane U.S. 34 from Brush to Wray. The Jetta, with GLI Autobahn trim level, rides on Hankook 225/45R18 tires.

Finished in tornado red hue, the Volkswagen has matching red brake calipers. The sport sedan has lots of rear-seat roominess and a large trunk, which easily carried our luggage and the plants and flowers for the cemeteries. The front seats, though well-contoured, are somewhat smallish for proper amount of support.

The Jetta’s $31,740 price included heated and ventilated front seats, BeatsAudio premium sound with subwoofer, adaptive cruise control and lane-keeping system.

The little Nissan Kicks, introduced in 2019, is gaining popularity. Among Nissan SUVs, crossovers and trucks, only the popular Rogue is outselling the Kicks.

The Kicks’ front-drive crossover, with 125-hp, 1.6-liter 4-cylinder engine and a continuously variable transmission, is much slower in performance response than the Jetta. Normally, the Nissan would exceed the Jetta’s fuel mileage average, but the difference between much in-town driving for Kicks and all-highway travel for VW took a toll.

The Kicks is finished in blue with black roof; inside NissanConnect provides Apple CarPlay/Android Auto, 8-inch color touchscreen, Bluetooth and Bose Personal Plus Audio with eight speakers.

Advanced Nissan Safety Shield 360 technology includes class-exclusive rear automatic braking, forward-collision warning, lane-departure warning, rear cross-traffic alert and automatic high-beam headlights.

Among other options in the $26,730 price are rear roof spoiler, interior ambient lighting, heated front seats and heated steering wheel.

Delightful, spirited driving in the rain came my way in the form of the 2021 Mazda3 hatchback; after an eight-year absence, the little compact regains optional turbocharging.

Precise, light steering complements performance by the new turboed Skyactiv-G, 2.5-liter, 4-cylinder engine developing 227 horsepower and tied to a 6-speed automatic transmission with all-wheel drive. It offers normal and sport modes.

On a muddy, slippery road out east of Galeton, which is east of Eaton, the merits of its relatively new AWD system kept us pretty much in forward direction. The optional AWD was added two years ago, lending the little compact more suitability to driving in Colorado. It is called i-Activ AWD and uses “four-wheel vertical load detection” to control torque as needed between the front and rear wheels.

The turbo enhances the acceleration and twisting capabilities of the hatchback, which uses front strut suspension with coil springs and a rear torsion-beam setup.

The stylish “3” sports a distinctive rear end featuring a large spoiler over a raked rear window. Inside, it is finished in a more luxurious fashion than most competitors. Rear seating is somewhat cramped, though cargo space is 20 cubic feet and expands to 47 feet with the back seats folded.

The Mazda3 was chosen earlier this year as “car of the year” by Rocky Mountain Automotive Press and will be honored for the award at the Denver Auto Show in September.

Much as I like the little Mazda, it didn’t get my vote for “top car.” I cast my ballot for the Chevy Corvette Stingray. If ever the Vette earned recognition, this is the year, with its evolvement to Formula One racing style, midengine layout after all these years of front-engine placement, 495-horsepower and an 8-speed, dual-clutch automatic transmission, another first for the rear-drive Corvette.

Other honors from RMAP are the GMC Yukon Denali as No. 1 in SUV-of-the-Year competition and the Ram 1500 TRX Crew Cab as Truck of the Year.

Testing the turbo took a toll on the Mazda3’s fuel mileage; overall it  was 25.6, the lower half of its EPA estimate of 23-31. The hatchback is shod with Bridgestone Turanza low-profile 215/45R18 tires.

The hatchback’s length of 175.6 inches is almost 8 inches shorter than a Mazda3 sedan. Wheelbase length is the same for both at 107.3 inches.

Besides the turboed engine, two others are available for the Mazda 3 – a base 2.0-liter, 4-cylinder of 155 horsepower and a naturally aspirated 2.5-liter of 186 horsepower.

Sticker price on the Mazda3 Turbo hatchback, built in Hofu, Japan, is $34,945, including Android Auto/Apple CarPlay capability, 18-inch black alloy wheels, heated seats and steering wheel, Mazda radar cruise control/lane-departure warning/traffic-sign recognition, 360-degree view monitor, Bose audio, navigation and moonroof.

Mazda entered the U.S. market 50 years ago with a rotary-powered R100 coupe. Today, with all its sleekness, high-tech and performance, the Mazda3 is far behind in sales of other Japanese-based and Korean compacts in the U.S. Over the first four months of 2021, Toyota Corolla has sold 103,742; Honda Civic 84,317; Hyundai Elantra 40,451; Kia Forte 37,354; Mazda3 13,786.

The idealized Hemi engine, on Memorial Day weekend, in return of V-8 power in the Wrangler Unlimited has swelled interest even beyond the multitude of Jeep enthusiasts.

The new 2021 Jeep Wrangler Unlimited Rubicon 392 has arrived with the 6.4-liter Hemi of 470 horsepower and torque, 8-speed automatic transmission and four-wheel drive.

The Jeep’s timing and obvious offroad chops have drawn attention from the Ford followers awaiting arrival of the new Bronco. Those two will meet head-on into the fall and winter 4X4 seasons.

Both will ably handle whatever the outdoors has to offer, yet may often serve as cushy, well-mannered family haulers.

It has been 40 years since a V-8 block was mounted beneath the hood of a Wrangler/CJ – that was a 304-cubic-incher (150 horsepower) in the American Motors’ days of 1981.

Fire up the 392 and, instantly, the rumble of the new, dual-mode exhaust with quad pipes will entertain. Early morning, it may wake a neighbor or two. A performance exhaust button will turn it off or on again.

Bronze tow hooks front and back adorn the bumpers and a functional hood with hydro-guide induction system cools the engine and boosts performance. It has locking axles front and rear.

Wrangler’s new 392 has an inch lift over a standard Rubicon and 2-inch over the standard Wrangler, creating a very high step-in level. Once inside, large, firm, comfortable front seats of stitched leather are heated and roominess of the four-door 4X4 is appreciated.

Jeep’s Sky One-Touch power soft top roof, with touch of a button, opens from the windshield header to the cargo area, a $2,000 option. The slide system appears better-built and of probable longer-lasting service than the one used 10 years ago on the Liberty.

Handy are tie-down slides in the cargo area, even on the inner side of the tailgate. Spare is mounted outside on the tailgate.

Impressive-looking on the Jeep’s 17-inch wheels are beadlock-capable rings that help lock the tires’ outer bead to the wheel. Brake rotor diameters are 12.9 inches at all four corners and Fox aluminum-bodied, 2-inch-diameter shocks are upgrades. Tires are B.F. Goodrich All-Terrain LT 285/70R17s.

The big Hemi in the big four-door Wrangler carries one of the lower EPA estimates of 13 in the city and 17 on the highway. My overall driving showed a 17.2 average.

The Rubicon 392, built at Toledo, Ohio, shows a sticker price of $78,740, including the two-grand for the sky top and $595 for an integrated offroad camera. Among standard items are Uconnect navigation, Alpine audio, Google Android Auto, Apple CarPlay and automatic headlamps.

Chrysler launched its first Hemi V-8 70 years ago in its 1951 full-sized sedan, and soon added them in DeSoto and Dodge. Chrysler’s second-generation Hemi in 1964 was driven to Richard Petty’s first big Nascar win, as Plymouths finished first, second and third.

Fortified with a new offroad package called Tremor, the Ford Ranger ventures into the wilds of the west against roughest of terrain and toughest of weather.

With Tremor, the Ranger is a competitor of the Chevy Colorado ZR2, Toyota Tacoma TRD Pro, Nissan Frontier Pro-4X, Jeep Gladiator and GMC Canyon.

The 2021 Ford Ranger SuperCrew 4X4 Tremor, a compact/midsize pickup delivered to me, in 422 miles averaged 21.8 in overall fuel mileage; its EPA estimate is 19 mpg. Fuel tank is 18 gallons.

It performs with a turbocharged, 2.3-liter EcoBoost 4-cylinder engine generating 270 horsepower, 310 lb.-ft. of torque and tied to a 10-speed automatic transmission with the stop/start feature.

When properly equipped, the Ranger’s tow rating is 7,500 pounds. Maximum payload is 1,860 pounds, highest among the compact pickups.

Preparing the Ranger on the road for off-the-road adventure is as simple as twisting a dial for four-wheel-high range or four-wheel-low, then pushing a TM button (terrain management) in the middle of the dial and moving from Normal into Grass/Gravel/Snow or Mud/Ruts or Sand.

It was tested among sagebrush, sand and mud, into dips and draws and ascents, as well as two drives to Denver and back home.

But, basically, purpose of the review is to detail the new Tremor package, which emphasizes a lifted suspension, achieved through offroad Fox 2.0 monotube dampers, tuned front coilover and redesigned rear multileaf springs.

A wider stance, benefitting from Continental General Grabber all-terrain LT 265/70R/17 tires, has improved the Ranger’s handling. The Ranger Tremor’s 9.7 inches of ground clearance is almost an inch more than the standard SuperCrew 4X4.

The turbo boost provides excellent acceleration and highway passing capability. Some occasional jerkiness is felt during upshifting or downshifting in lower gears

A convenient hoop-style step rail is positioned at each of the four doors. The 5-foot-long box with spray-in bedliner has a remote lock for the tailgate.

Inside, fairly firm front bucket seats are finished in a suede/leather combo. The rear seating is all leather; it is a little short on legroom. The navigation/audio infotainment screen is easy to use.

With a near-$5,000 tab added for the Tremor additions, this Ranger’s sticker price soared to $48,100. Base price for the Lariat SuperCrew 4X4 is $38,785.

Besides the Tremor buildup, other options included Bang & Olufsen audio, rain-sensing wipers, rapid red exterior finish, the bedliner. Among safety items are adaptive cruise, forward-sensing system, cross-traffic alert, lane-keeping, precollision assist and reverse sensing.

The Ranger nameplate on the Ford compact pickup dates back to early 1982, when it was introduced as an ’83 model to replace the imported Ford Courier. From 1987 to 2004, the Ranger was the best-selling compact pickup in the U.S. It was discontinued after 2012, then introduced as 4^th-generation Ranger for the 2019 model year. The fourth-gen Ranger is built in Wayne, Mich.

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.

Out-of-the-ordinary body styles showed up on a couple European luxury imports sent my way.

They’re the 2021 Audi A6 allroad quattro wagon and ’21 Mercedes AMG E53 two-door coupe.

The outstanding products are German-built – the Audi at Neckarsulm near Stuttgart, the Mercedes up north at Bremen near Denmark.

For the A6 allroad, it is a return after an absence of 15 years from U.S. showrooms. It’s not to be confused with the Audi A4 allroad, for the A6 is 7 inches longer, 400 pounds heavier and runs with 6-cylinder power to 4-cylinder for the smaller allroad. (A base version of the A6 can be bought with the 4-cylinder power).

A very smooth, strong, turbocharged 3.0-liter V-6 engine, tied to a 7-speed dual-clutch automatic transmission with quattro all-wheel drive, develops 335 horsepower. It averaged 25.3 miles per gallon in a combination of city/highway drives. It rides on Continental 245/45R20 tires.

The lengthy allroad sits low and offers an easier step-in than the SUV crossovers so popular today.

Among features are air suspension for added comfort and a lifted ride height (even an inclinometer to measure the vehicle’s tilt/roll/pitch angles), automatic soft-close doors, an upper 10-inch touchscreen for infotainment and navigation and lower 8-inch for climate control, Bang & Olufsen sound, 360-degree camera, automated emergency braking and lane-departure warning.

A $4,500 Prestige package raised sticker price of the Audi A6 allroad to $71,990. It included dual-pane acoustic glass, head-up display, rear cross-traffic alert, cooled front seats and heated rear seats, manual rear-side-window sunshades.

A chief competitor for the A6 allroad is the Volvo V90 crosscountry wagon.

AMG E53 Coupe

The sleek AMG E53 is a true coupe, with two doors and slope back.

Performance is built around a turbocharged inline-6-cylinder, enhanced by Mercedes’ AMG unit, and producing 429 horsepower and 384 lb.-ft.  of torque. Move the 9-speed automatic shifter into Sport mode, kick it a bit and enjoy breathtaking results.

The electrified inline-6 is supported by an EQ Boost, generating power for the 48-volt system, combining a starter motor and alternator in an electric motor between the engine and tranny/4Matic all-wheel drive. An electric auxiliary compressor builds immediate torque for acceleration until the exhaust-gas turbo takes over.

The Benz’s grand interior offers form-fitting black buckets of perforated leather trimmed in red, with metal-weave embellishment across the dash cover.

Noontime one day we met friends Ted and Shirley King for lunch at Cheddars in Northglenn, heading in on U.S. 85 and back to home base via I-25. Riding on 19-inch Michelins, the Mercedes averaged 22.6 miles per gallon (EPA estimate is 21/28).

Options boosted price of the E53 from base of $76,250 to sticker of $86,460. Among them were a heated performance steering wheel in nappa leather, performance exhaust, heated and ventilated front seats and driver assistance package of assists in steering, lane change, emergency stop, braking and blind-spot alert.