Raise the hood – the sight is stunning.

Most noticeable atop the small block are cold-air intake tubes finished in red, along with a large turbocharger, a flat intercooler water spray system for lowering boost temps, fuel pump, fittings here and there for flexible lines running all directions.

It’s as though some ambitious engineer of Rube Goldberg intent pulled it all together from a parts bin in his garage.

Taking a serious look, it is what’s possible when Japanese engineers go to extremes in boosting a flat-4 boxer engine.

In this case, it is the 2019 Subaru STI S209 with a 2.5-liter turboed boxer engine producing 341 horsepower and 330 lb.-ft. of torque tied to a 6-speed manual transmission and all-wheel drive.

Though built in Kiryu, Japan, the entire production fleet – 209 cars – will be sold in the U.S. They’ve only recently gone on sale.

For a bit of testing, Subaru sent one my way. It overlapped my week with the 2020 Toyota GR Supra. What a prized pair they are.

Aimed at high-performance, the S209 is based on the WRX STI Nurburgring Challenge race car which won the SP3T class at the grueling 2019 24 Hours of Nurburgring.

The sticker price to own one of the S209s is $64,880; that’s the most expensive new Subaru ever. Only two colors are available – world rally blue pearl with satin gray wheels or crystal white pearl with satin gold wheels.

I drove a blue one. It runs 0-to-60 in around 5 seconds; stopping power is drawn from Brembo performance brakes. Its stiff, short-throw shifter makes for very precise shifts.

The four-door sedan rides on Dunlop 265/35R19 summer performance tires. A high-riding wing sits 9 inches above the rear deck.

The interior features Recaro design front seats and a flat-bottom ultrasuede-wrapped steering wheel with silver stitching. Also, a 7-inch, high-resolution touchscreen with Apple CarPlay, Android Auto and Bluetooth.

The most powerful Subaru model ever, it was developed by Subaru Tecnica International, the car company’s wholly-owned performance division.

Power is delivered to all four wheels by Subaru’s symmetrical all-wheel-drive system, which includes new front and rear limited-slip differentials and driver-managed center differential.

“What makes STI unique is its philosophy,” said Subaru STI president Yoshio Hirakawa. “What’s behind the wheel is as important as what’s under the hood. STI vehicles provide speed with performance and enjoyment. For STI, the S model represents our highest level of technical performance; it is our halo model.”

Fenders have been widened by almost 2 inches over the standard WRX STI and the S209’s track has been widened by a half-inch. Springs are stiffer and adding more rigidity to the body is a flexible front strut tower bar.

The  Toyota GR Supra has returned; its hiatus of more than 20 years has ended.

The 2020 two-seater coupe, beautifully styled in renaissance red finish, showed up from Japan, and is powered by a turbocharged inline-6-cylinder engine, compliments of the boys from Bavarian Motor Works in Germany.

Earlier generations of the Supra have been powered by straight-6’s; Toyota, though, no longer produces the inline blocks, so its planners turned to a 3.0-liter inline similar to that which has been used in the BMW Z4.

The 2020 model becomes the fifth-generation Supra.

Twenty-six years ago last June, I drove the 1993 Supra Turbo when it arrived in Denver in 4^th-generation form with a 320-horsepower, straight-6. Of it, I wrote, “This dynamo will get you from Franktown to Castle Rock in about five blinks.” It was extremely powerful for its day, and was the first Toyota product equipped with airbags for both driver and front-seat passenger.

This year’s Supra is enhanced with a smooth-shifting 8-speed automatic transmission with paddles tied to the 335-horsepower (365 lb.-ft. of torque) engine, which is intercooled. Downshifts are quick and smooth, and, in sport mode, the rear-drive sports car will sprint 0-to-60 in close to 4 seconds.

Not only do the Supra and Z4 share engine similarities, they’re assembled along like chassis lines in Graz, Austria, with identical wheelbase measurements. The Supra has a bit more sleekness in its appearance.

The Toyota is an outstanding handler, and it exhaust burble is appreciated. Officials of the company said upgraded steering and suspension dampening is noticeable on twisting, hilly roadways.

Leather and carbon fiber elements lend the Supra interior a near-luxury feel. It’s not flawless, though, as the small coupe is of limited visibility and its cupholders are positioned awkwardly behind the driver’s right elbow. To drive it, though, is to take the extra precautions for vision and awareness and to forget all about the tall, bold drink.

Pricewise, the ’20 Supra’s sticker total is $56,220, including an optional Driver Assist package of radar cruise control, blind-spot monitor, rear cross-traffic alert, parking sensors with emergency-braking function. Among highlights of standard equipment are Brembo brakes with red calipers, active rear sport differential, automatic high beams, rain-sensing wipers, full-color head-up display, 12-speaker JBL audio and 8.8-inch touchscreen with navigation.

Specifications for the new Supra are 97.2-inch wheelbase, 172.3-inch overall length, a relatively low height of barely over 50 inches, curb weight of 3,397 pounds, EPA fuel-mileage estimate of 24/31 (my overall average was 26.1).

Some competitive sports cars are Porsche Boxster and Cayman, Chevy Corvette, Lexus LC, Audi TT, Jaguar F-Type, Nissan GT-R, Mercedes SLC-Class and Alfa Romeo 4C.

A brief timeline for the Supra: 1979 Celica Supra  introduced; 1982 second-generation with 2.8 DOHC; 1986 third-generation Supra with 3.0-liter engine; 1987 turbo added; 1993 fourth-generation introduced; 1997 15^th anniversary model; 1999 Supra sales stop in U.S.

Parked side-by-side in my garage in late October when the big snow and cold hit us were two competitive luxury compact sport utility vehicles.

Adequately equipped for the 8 inches of snowfall and single-digit temperatures were the performance-enhanced 2020 Mercedes-Benz AMG GLC 63 and design-enhanced ’20 Lexus NX 300 F Sport.

The Lexus is a style standout, from its large spindle grille, along its bodyline angles and creases to its tapered taillights. Lexus has come to be recognized for its bold, elliptical grille, which first appeared on a 2013 GS-F Sport. Lexus designers said then, “Give us a grille as recognizable as BMW’s long-used twin-kidney look.”  Because of its oversize, it possibly is recognized sooner in oncoming traffic than are BMWs.

More-traditional body lines roll with the Mercedes GLC, which with its AMG designation has packed away under hood a 4.0-liter, biturbo V-8 of 469 horsepower and 479 lb.-ft. of toque. AMG is the high-performance division of Mercedes and independently engineers, manufactures and customizes M-B products. Its engines are hand-built; a plate on the block of the model I’m driving was signed by Gianpiero Esposito as its craftsman.

The Mercedes 4Matic all-wheel-drive setup had no problem with the snow; its 9-speed automatic transmission is one of smoothest in the industry. Best-known for its comfort and sport drive modes, M-B also offers a snow mode, which a couple years ago it renamed “Slippery;” I like that, coming from the Stuttgart brass. It splits torque equally between front and rear wheels while tightening the suspension.

Prior to the heavy snow, in light traffic we climbed U.S. 34 in the GLC to Estes Park, then on up and into Rocky Mountain National Park at the Fall River Entrance. It was a good handler up the twisting highway to Estes and beyond.

Lexus equips its NX all-wheel-drive model with a 6-speed automatic electronically controlled transmission; it shifts not as smooth as the Mercedes, but with the Lexus’ turbocharged 2.0-liter, 4-cylinder engine beats the V-8 in fuel mileage, 24.7 to 20.1 mpg, during my tests.

Lexus has made upscale improvements to its NX interior, and the F Sport package adds sport seats, heated steering wheel with paddle shifters, metal sport trim on the soft-touch dash surface and door scuff plates. It lacks a handy bin or pocket for storage of small items in the center console.

Mercedes cargo space behind the rear seats is 19.4 cubic feet; Lexus cargo area is 17.7 cubic feet.

The AMG enhancements pushed the price tag of the Mercedes far higher than that for the Lexus.

Even with the F Sport package, the Lexus, built in Japan, increased from a base of $40,380 to sticker of $51,045.

Price of the Mercedes, built in Germany, jumped from a base of $73,750 to sticker of $83,655.

.

With a number of its competitive makes discontinued, the Kia Soul makes claim to “survivor,” apparently strong and healthy.

The little Kia, you know, is one of those dozen or so subcompacts (and compacts) which were rushed through the automotive production lines in the past 10 to15 years – small, practical in their offerings, though in appearance “somewhat goofy,” many observers said.

The PT Cruiser and Chevy HHR are long gone, so too are the Honda Element, Nissan Cube and Juke, Scion XB, and the VW Beetle is going, going, gone.

Yet, the Soul seems blessed; heck, it is the best-selling of all Kia models after 10 months this year, just ahead of Optima, Sorento and Forte.

It’s been redesigned for 2020, though still boxy-shaped and uniquely styled. It has thinned its headlights, opened up its low-riding grille and shows off boomerang taillights at night.

The review model was shipped over here from Gwangju, Korea, finished in inferno red and oozing performance from beneath the hood – a 201-horsepower, 1.6-liter turbocharged 4-cylinder engine paired with a 7-speed dual-clutch automatic transmission.

It’s quirky but quick. Oh, not quick like a BMW M2, but its turbo response is immediate and it will do 0-to-60 in 6.5 seconds.

That front-wheel-drive Soul GT (it is not available with all-wheel drive), which offers normal and sport driving modes, plus manual shifts and paddles for the 7-speed dual-clutch tranny, posted an impressive 30.8 miles per gallon overall for the week. On a wheelbase of 102.4 inches, it is 165.2 inches in overall length and barely tips over 3,000 pounds in curb weight. Its turn circle is a relatively narrow 34.8 feet.

Complementing lots of rear-seat legroom is plenty of headroom, thanks to its box-built style. Cargo area at the back measures 24.2 cubic feet and expands to 62 feet by folding down the rear seats.

Its $28,710 sticker price includes sunroof, heated steering wheel, smart cruise, lane-keeping assist, forward-collision avoidance, pedestrian detection, rear cross-traffic warning, head-up display, Harman Kardon audio, Android Auto and Apple CarPlay, Bluetooth, sunroof and GT-Line sport side sills.

Starting price for a Kia LX four-door is around $19,500; it is equipped with a 147-horsepower, 2.0-liter, 4-cylinder engine and 6-speed manual transmission. The 2.0 can also be mated to a continuously variable transmission.

Here is how the Kia Soul shapes up with the Toyota C-HR, one of its remaining direct  competitors: Wheellbase Kia 102.4 inches, Toyota 103.9; Overall length Kia 165.2, Toyota 172.6; Cargo space behind rear seat Kia 24.2 cubic feet, Toyota 19.1; Ground clearance Kia 6.7 inches, Toyota 5.9; Curb weight Kia 3,036 pounds, Toyota 3,290.

Through the end of October 2019, the Kia Soul has sold 84,388 new vehicles, compared with 41,677 for the Toyota C-HR.

Fletcher Flower, whose family’s car business dates back to 1908 in Montrose, has been named 2020 Time Dealer of the Year for Colorado.

He’ll be among 48 other dealer nominees from across the country to be honored at the 103^rd annual National Automobile Dealers Association (NADA) Show in Las Vegas on Feb. 15, 2020. Flower will represent the Colorado Automobile Dealers Association (CADA) in the national competition.

The Flower Motor Co. in Montrose is one of three family-owned dealerships which have operated more than 100 years in Colorado and are now overseen by fourth-generation. Fletcher Flower’s great grandfather founded Hartman Brothers in Montrose; it represented Ford Motor Co., beginning in 1908 and switched to Dodge in 1915. “It has been in our family ever since,” said Flower.

After graduating from Colorado State University in Fort Collins with a BS in finance in 1990 and an MS in corporate finance in 1991, he worked at Andersen Consulting, where he designed and programmed billing systems for large phone companies, and the FMI Corporation, a regional investment banking group, both in Denver.

Flower never considered returning home and working in the family business until he received a call from his father in 1999. “Being a great salesman, he convinced me to come home and run the store,” he said. “It has been one of the best decisions of my life. At the time, we had a staff of approximately 16 people, including my dad, mom, sister and brother, making it a true mom and pop shop.” Today, the business, which he owns with his brother, Fritz, employs more than 100 people in three locations in Montrose and Steamboat Springs. 

Flower has served as chairman, vice-chairman, treasurer and secretary of the CADA. “I believe we were very successful during my tenure as chairman in grassroots legislative efforts in Colorado,” he said. Flower also serves on the Motor Vehicle Dealer Board for the state, a position appointed by the governor. 

As the current chair of the Denver Auto Show, Flower has worked tirelessly to generate interest and build attendance among consumers at the annual event, as well as to promote the preview gala that benefits the Denver Post Community Foundation and the Clear the Air Foundation. 

He serves on the board of HopeWest, a palliative care, hospice and grief support organization in the region, and TRAC (Tourism Retail Advisory Committee) for the city of Montrose, as well as having been on the board of the Montrose Chamber of Commerce from 2003 to 2007 serving as president in 2007. Flower and his wife, Kristen, have two children.

The award is sponsored by Time in association with Ally Financial, and in cooperation with NADA. Flower was nominated by Tim Jackson, president and CEO of the CADA.

Colorado’s Time dealer for this year was Mary Pacifico-Valley, owner of Rickenbaugh Automotive in Denver and Infiniti of Dacono.

Previous Colorado Time representatives are :

• Todd Maul in 2018;
• Bill Hellman  Jr. in 2017;
• Bob Penkhus 2016;
• Scott Ehrlich 2015;
• Bob Ghent 2014;
• Jay Cimino 2013;
• Mike Shaw 2012;
• Doug Moreland 2011;
• Jack Terhar 2010;
• John Medved 2009;
• Don Hicks 2008;
• Lisa Schomp 2007;
• Barbara Vidmar 2006;
• Jeffrey Carlson 2005;
• Jim Morehart 2004;
• Lee Payne 2003;
• John Schenden 2002;
• Dean Dowson 2001;
• Kent Stevinson 2000;
• Fred Emich 1998;
• John Clatworthy 1997;
• Lloyd Chavez 1996;
• Jim Reilly 1995;
• Herrick Garnsey 1994;
• Roland Purifoy 1993;
• Jim Suss 1992;
• Doug McDonald 1991;
• Bob Markley 1990;
• Bob Fisher 1989;
• Harry Dowson 1988;
• Joe Luby 1987;
• R.W. Dellenbach 1986;
• Hugh Tighe 1985;
• Florian Barth 1984;
• R.S. Doenges 1983;
• Jack Maffeo 1982;
• Nate Burt 1981;
• Dwight Ghent 1980;
• Tony Fortino 1979;
• George McCaddon 1978;
• Gene Wilcoxsen 1977;
• Ralph Schomp 1976;
• Al O’Meara 1975;
• Charlie Williams 1974;
• Vern Hagestad 1973;
• Dick Deane 1972;
• Gene Markley 1971;
• Russ Lyon 1970.

Fletcher Flower, whose family’s car business dates back to 1908 in Montrose, will be Colorado’s Time Dealer of the Year for 2020.

Nominated by Tim Jackson, president of the Colorado Automobile Dealers Association, Flower is the 50^th dealer to be so honored in this state since 1970.

Flower and his brother, Fritz, operate a Chrysler Dodge Fiat Jeep Ram business and a Subaru store in Montrose and a third dealership in Steamboat Springs.

Mary Pacifico-Valley, owner of Rickenbaugh Automotive in Denver and Infiniti of Dacono, received the honor for this year.

The new Jeep Gladiator, a four-door pickup, is among the toughest of offroad vehicles, and excels in comparison with Rangers, Tacomas and Frontiers, and possibly even the Chevy Colorado Bison.

It’s got coil springs all around, and as trucks and SUVs go, that moves it into the “good ride” category. Boulevard cruiser, though, it is not.

My first look at the Gladiator was in March at the 2019 Denver Auto Show, I drove one in May over the hills surrounding The Fort restaurant near Morrison, attended an unveiling of one at a dealership in July and spent a bit of time in one at the recent drive to Colorado Springs for members of the Rocky  Mountain Automotive Press.

After the Gladiator Rubicon was delivered to my home on Friday of Labor Day weekend, Jan and I early Saturday headed it east toward Nebraska to join Kurt, Tammy and Ryan Wells at their lakehouse near Brady, Neb.

The drive there, a bit noisy from the Jeep’s Falken all-terrain tires, on U.S. 34 through Wray and McCook,  Neb., covered 330 miles. The many homes surrounding Jeffrey lake are in hilly, tree-covered land with winding dirt roads and trails.

Lowering the rear seatback on the passenger side of the Jeep reveals a removable Bluetooth wireless speaker. After we lifted it from the Gladiator and carried it to a table on the deck of their home above the lake, Kurt and Ryan Wells within a couple minutes had made wireless connection between Kurt’s iPhone and the Bluetooth and we enjoyed music the rest of the evening. Upon being returned to its position in the cab, the speaker is recharged as the Gladiator is driven.

From Kurt’s property, I backed the Jeep down to the lake for a photo; easing the climb back up the steep gravel-and-rock-filled trail was the Gladiator’s forward-facing camera, which brought several obstacles into close view.

Our return home was a more direct route on I-80 and I-76 through Julesburg and Sterling, shortening to 270 miles. Fuel mileage averages were 20.1 enroute and 19.1 on the return.

The creation of the pickup was possible after stretching its wheelbase 19.4 inches beyond the four-door Wrangler, which made room for a 5-foot box at the back. The Gladiator frame is 31 inches longer; the truck is on a wheelbase of 137.3 inches, is 218 inches in overall length, 73.8 inches wide and 75 inches tall.

The Gladiator 4X4 receives strong performance from its 285-horsepower/260 lb.-ft. torque, 3.6-liter V-6 engine and 8-speed automatic transmission with manual-mode shifting. It has lockable front and rear axles and disconnecting front stabilizer bar. Tow capacity is a class-leading 7,650 pounds.

Among special Gladiator features are a fully removable rooftop and doors for convertible style and adjustable tiedowns in the 5-foot bed.

With a dozen optional packages, including forward-collision warning, adaptive cruise with stop, blind-spot and cross-path detection, and 8.4-inch display for premium audio/navigation, the Gladiator’s price jumped from $43,545 to $60,380.

The sturdy-looking Gladiator returns Jeep to the compact/midsize pickup wars after an absence of 27 years.

The 2020 Cadillac XT6 Premium Luxury AWD arrived in time for October’s first cold and wind and snow; it was built for days like that.

The Cadilllac on a bright Saturday carried Jan and me 70 miles south to Parker for great-granddaughter Tessa’s 5^th birthday; the roominess of the three-row XT6 impressed granddaughter Kara, who for the past four years has driven a Jeep Cherokee Trailhawk.

It’s a midize, seven-passenger SUVcrossover, sharing General Motors’ C1XX platform designed for the Buick Enclave and Chevrolet Traverse. The XT6 fills a gap for Cadillac between the compact XT5 and the large Escalade.

In its all-wheel-drive version, the XT6 lists curb weight of 4,644 pounds on a wheelbase of 112.7 inches and overall length of 198.8 inches. Its relatively wide track is 66.4 inches in front and 66.2 at the rear.

Among competitors in the midsize luxury field are Audi Q7, Volvo XC90, Lincoln Aviator, Lexus RX-L, Acura MDX, BMW X7, Infiniti QX60 and others.

Its exterior color, listed as garnet, changes from a dark gray to a reddish purple, depending on the amount of light shining its way. Inside, well-bolstered seats are finished in jet black leather, and the dash front features bronze carbon fiber. 

Navigation direction is one of simplest and quickest to set; it is part of the Cadillac User Experience (CUE), which includes an 8-inch color display screen for phone integration with Apple CarPlay and Android Auto. Bose Performance sound with 14 speakers is pleasant.

The Cadillac is loaded up with safety advances, including standard forward precollision alert, lane-keeping assist and rear cross-traffic alert. Heading almost $6,000 of optional safety advances are adaptive cruise control with full-speed automatic emergency braking, night vision, rear camera mirror and automatic parking assist that can steer and brake while guiding itself into a space.

The 3.6-liter V-6 develops 310 horsepower and 271 lb.-ft. of torque, with a 9-speed automatic transmission and all-wheel drive. Off the line, its low-end torque is impressive. In a variety of driving situations, including in the cold and snow, the Cadillac averaged 22.1 miles per gallon (EPA estimate is 17-24).

A drive mode button will shift the Caddy from Tour (two-wheel drive) to All-Wheel Drive to Sport to Offroad. Tow capacity for the Cadillac is 4,000 pounds, when properly equipped. The new Lincoln Aviator will tow 7,000 pounds. 

The XT6 delivers a smooth, fairly soft ride, with an upgraded performance suspension of MacPherson struts in front, five-link independent rear and coils all around. Body roll is felt on sharp turns.

Front seats are well-bolstered; the middle-row seats will slide far forward to accommodate access to the third row.  Only 12.6 cubic feet of cargo space is available behind the third row; fold the rear seats, though, and that grows to 43 feet.

Base price of $54,695 for the XT6 Premium Luxury AWD swells to $71,585 with a load of options, including automatic emergency braking, reverse automatic braking, adaptive cruise control, night vision, cooled leather seats in front row, microfiber suede headliner, head-up display and an air ionizer for delivering fresher air and eliminating odors.

A sunroof, wireless device charging, Apple CarPlay and Android Auto are standard, along with safety items forward collision warning, front and rear parking sensors and lane-keep assist.

Sleek styling and new grille are evident in a larger, second-generation 2019 Audi Q3 S line quattro.

As it stands today, the Q3 will be hard-pressed to gain the strong following of the Q5, Audi’s compact-sized SUV, which is considered one of the finest crossovers in the country.

The Q3’s exterior style is pleasing at a glance, and the chronos gray metallic finish is like so many hues today which are altered in color, depending on what amount of light is cast their way. Inside, contrasting the light gray exterior, are strips of alcantra in bright orange. The center stack features a large touchscreen for multimedia, which sits atop the climate controls, with old-fashioned knobs.

Seats are of good structure and leather finish, and even those in the back slide fore and aft and recline. Much of the black dashtop and sun visors are somewhat cheap in appearance.

The second-generation Q3 rides on a wheelbase of 105.5 inches, an increase of 3 inches, and weighs just short of 4,000 pounds. Its cargo area measures 23.7 cubic feet behind the rear seat; fold it down and that expands to 48 feet.

Among luxury subcompact SUV competitors of the Audi are the Volvo XC40, BMW X1, Lexus UX and Mercedes-Benz GLA.

Other than a definite turbo lag, the Q3 performance is decent. A 2.0-liter, 4-cylinder turbo generates 228 horsepower, tied to an 8-speed automatic transmission and quattro all-wheel drive. Fuel mileage seems a bit low, with EPA estimate of 19-27 and my average of 22.6. The 2019 Volvo XC40, 200 pounds lighter than the Audi, carries a 23-31 mpg estimate and I averaged 28.6 with it.

The new Q3 seems reasonably priced, from a base of $36,000 to $44,990 sticker. Among $8,000 of added options are Bang & Olufsen sound, MMI navigation, lane-departure warning, side-assist and rear cross-traffic assist, phone box with wireless charging, 20-inch wheels and S line sport seats with contrast stitching.

Among standard items are panoramic sunroof, heated leather seats, dual-zone automatic climate control and power tailgate.

The Q3 is built in Gyor, Hungary.

A showpiece for Fiat Chrysler Automobiles (FCA), the 2019 Alfa Romeo Stelvio Quadrifoglio, came to town and drew attention, first, for its structural beauty, then, for its awesome performance capabilities.

The Stelvio is Alfa Romeo’s entry in the luxury compact SUV category. Most Stelvio models can be bought in the $45,000 to $55,000 range; pairing up with a Stelvio Quadrifoglio will add a $30,000 or more premium to the final tab.

A primary reason for the huge price bump is a 505-horsepower, 2.9-liter, twin-turbo V-6 engine tied to an 8-speed automatic transmission and all-wheel drive. Standard block for a Stelvio is a 280-hp, 2.0-liter, 4-cylinder.

Few in this country know much about Alfa Romeo, though most appear impressed and interested when the Italian marque is mentioned in car discussions.

The aspiration of planners of the Alfa Romeo Stelvio is to someday compete head-on with the Audi Q5, BMW X5 and Mercedes-Benz GLC. The fact is, though, that with 6,844 U.S. sales through the first nine months of this year, the Stelvio is at the bottom of the luxury compact SUV field, behind Jaguar F-Pace with 10,361, the Infiniti QX50 with 13,610 and the Porsche Macan with 16,191. The Mercedes, Audi and BMW models are at 50, 49 and 37k sales, respectively.

A year ago, I guided an ’18 Stelvio over a narrow-road climb to 9,450-foot Bear Lake in Rocky Mountain National Park, comparing it to Italy’s 9,045-foot Stelvio Pass, for which the Alfa Romeo SUV is named.

This fall, it was opposite direction in the Quadrifoglio, northeastward to Sterling for a noon luncheon meet of the board of the Sterling High School Alumni Foundation and an evening of combined class reunions for SHS at the Riverview Golf Club Bar & Grill. Some in-town maneuvers combined with the 200-mile highway drive resulted in an overall fuel mileage average of 22.6.

Big, strong Brembo brakes provide major stopping power for the Quadrifoglio; they measure 15.4 inches in front, 13.8 in the rear, with six-piston front calipers and four-piston rears. They’re visible through the 20-inch, dark, five-hole aluminum wheels. The brakes are an important upgrade for the Stelvio Quad, which runs 0 to 60 in under-4 seconds and can attain top speed in the 170s.  For perspective, the brakes on the Stelvio base AWD model are 13-inch front and 12.5-rear.

The Quadrifoglio (the word is Italian for four-leaf clover) has tremendous power, and will scoot from 65 to 105 in the blink of an eye. It handles excellently; the ride can be a bit harsh at times.

I prefer short paddleshifters which turn with the steering wheel and with the driver’s hands, but I understand the big paddles as on the Stelvio, since they’re stationary to the steering post and are more accessible in the longer length.

Base price on the crisp-styled Stelvio Quadrifoglio is $80,245 and jumped to $88,390 with addition of adaptive cruise with stop-and-go, lane-departure warning, leather and alcantra seating with green-and-white stitching, dual-pane sunroof and dynamic dual-mode exhaust.

The Stelvio is built at Cassino, Italy.