Upgrades were in evidence as I looked over the 2019 Subaru Forester in my driveway one evening. Most obvious was a new color, jasper green metallic, and the Sube looked roomier with a low beltline and tall glass for good vision. The all-new model is built on the Subaru Global Platform, sharing with Impreza and Crosstrek.

The ‘19 Forester is the nicely equipped Touring trim level, on wheelbase of 105.1 inches and overall length of 182.1. Those measurements are 6 and 7 inches longer, respectively, than the original Forester, a ’98, yet the new one is 550 pounds lighter in curb weight than the 1998.

New to the Forester is a DriverFocus system which is designed to identify signs of driver fatigue  and distraction. In fact, as I drove it that night, it twice alerted me, first with “Stay Alert,” then later with “Keep Eyes on Road.” Aw, come on, I glanced down only briefly to determine what one of those buttons was to my lower left.

In its fifth generation, the 2019 model is superior to the earlier Foresters.

It was 21 years ago, in the summer of 1997, that I drove the first ’98 Subaru Forester, a week before the new car was to be unveiled in Subaru showrooms all over Colorado. It was a boxy, little cross between an SUV and station wagon, intended to compete with other small sport utes such as the Toyota RAV4, Honda CR-V and Suzuki Sidekick. Excellent braking was a strength of that early Forester and I could turn it around on narrow mountain roads. It got us to Georgetown  and back home okay, though a bit noisy from beneath the hood.

Ten years ago (almost 11), I was in Cobo Hall for the 2008 North American International Auto Show, where one of the biggest introductory successes of the big event was the unveiling of the 2009 Forester. It thrilled the car crowd – it had size and style; the old one had neither.

Suspension upgrades with the Subaru Global Platform deliver a great ride for the 2019 Forester, which performs with a horizontally opposed, 2.5-liter, 4-cylinder engine of 182 horsepower/176 lb.-ft. of torque and a continuously variable transmission. Its symmetrical all-wheel-drive setup makes it a strong seller in winter-heavy Colorado. It averaged 28.5 miles per gallon overall (EPA estimate 26/33).

Subaru’s EyeSight Driver Assist Technology, which includes precollision braking and throttle management, lane departure and lane-keep assist, is standard on all trim levels of the Forester.

The Forester Touring review model, built in Japan, carries a sticker price of $35,270.

Saddle-brown-color, stitched leather with comfortably bolstered seats highlight the interior. The liftgate opening at the back has been widened to 51 inches; yes, a 4-by-8 drywall sheet will fit through, but the cargo width between the wheel wells remains at 44 inches, so it won’t lay flat.

Pleasant drives were the norm for a week in late October aboard the redesigned 2019 Toyota Avalon Hybrid.

Performance-wise, it won’t match the gasoline-powered version, but the big sedan has the same cushy ride, and it’s the quietest one I’ve driven in quite some time. With its newly advanced hybrid powertrain, it delivers 43 to 44 miles per gallon, seemingly regardless of how it’s driven – in town, out on the highway, up the hill, down the hill, around the corner.

Toyota says the hybrid will cost only $1,000 above the price of the traditional Avalon.

The fifth-generation Avalon’s improved platform (longer and lower) is the Toyota New Global Architecture, powered by a 2.5-liter Dynamic Force, 4-cylinder engine, two electric motors and continuously variable transmission, with combined horsepower of 215. The battery pack of nickel-metal hydride battery cells now rests under the rear seat, rather than in the trunk. The back-and-forth switch between the two power sources maintains excellent economy. The Avalon Limited Hybrid averaged 44.3 mpg for approximately 300 miles.

Early release of the ’19 Avalon has spurred a 58 percent jump in sales in the U.S. Through the first nine months of this year, sales of Avalon hybrids total 6,095, compared with 3,840 a year ago.

Jan and I one evening drove the Avalon to Cheddars Scratch Kitchen in Thornton, where we shared a table with friends Ted and Shirley King. The Kings had driven their Chrysler 300, a strong competitor of the Avalon, and after dinner they took a short ride with us. The Avalon and 300 are two of the three top-rated large cars by U.S. News & World Report. King liked the ride and quietness in the Avalon and said the high fuel mileage compares with about 25 in his gasoline-powered Chrysler.

Even with the CVT, by opting for the Sport mode button over the comfortable Normal mode, the throttle is more responsive, suspension stiffens for better handling and steering-wheel paddles can be used for six simulated gears. Its acceleration is adequate, except on steep climbs, and it rides very smoothly.

Quilted leather with two-tone stitching and an Entune 3.0 premium audio system are interior highlights.

Pricing begins at $42,800 for the Avalon Hybrid Limited, with cooled/heated front seats and heated rear seats/steering wheel, a head-up display, JBL audio with 14 speakers and navigation. Sticker price was $44,870. Other standard items include Bluetooth, satellite radio, Entune infotainment, five USB ports and Apple CarPlay for improved iPhone functions. Android Auto, which allows stowing of the phone in a pocket while making or taking calls, isn’t yet available in the Avalon.

Among safety advances are adaptive cruise control, lane-keep assist, forward-collision warning and automatic emergency braking.

Interestingly, the Avalon review model most often appeared black in color until bright light shines and turns it brown; its color description on its window sticker, though, is “opulent amber,” (isn’t that gold or orange?).

The Avalon, sized very similar to the Buick LaCrosse, is on a wheelbase of 113 inches, is 195.9 inches in overall length, 72.8 wide and stands 56.5 tall, with a roomy 16 cubic-feet trunk and turn circle of 37.7 feet. It rides on Hankook 235/45R18 tires. It is built in Georgetown, Ky.

While Dodge is running the big NHRA show at Bandimere (July 2018), I’m reviewing two new Jaguars – the E-Pace all-wheel-drive SUV and the long, slick-looking XF Sportbrake AWD wagon.

The side-glance to Dodge comes from a noon luncheon at Simms Steakhouse in Lakewood where the FCA performance division revealed two new race vehicles – the Challenger SRT Demon and Charger Hellcat Super.

They’re being featured at the three-day NHRA Nationals at Bandimere. It is the Dodge Mile-High NHRA Nationals Powered by Mopar, in reference to that car company’s first year as title sponsor at the Bandimere Speedway.

Dodge Charger NHRA Funny Car driver Matt Hagan and Mopar Dodge Top Fuel pilot Leah Pritchett squared off between qualifying rounds.

Bandimere, a quarter-mile drag strip just west of C470, opened 60 years ago near Morrison and Lakewood.

In regards to the new Jaguar E-Pace P250 SE, even with its heavy weight of 4,220 pounds it slipped into the luxury subcompact SUV classification and competes with the Volvo XC40, BMW X2, Mercedes GLA-Class, Range Rover Evoque and Infiniti QX30, among others.

It sits on a wheelbase of 105.6 inches, is 173 inches in overall length, 74.8 wide and 64.9 high. Its relatively wide track is 64.4 inches in front and 64.3 at the rear. Cargo space behind the rear seats is 24 cubic feet.

Positive comments were heard from many of those seeing the E-Pace for the first time, not only a credit to its style but also its azure blue finish which at times seemed almost a purple tint.

The E-Pace carried Jan and me to Strasburg for celebration of the 7^th birthday of great-granddaughter Ava Zink. The Jag, on its return, showed good grip in the rain which deposited fairly deep water on the roadways to the northwest, then onto Colo.  52 at Prospect Valley. It is a fairly rough rider at times.

Performance comes from a 2.0-liter, 246-horsepower, 4-cylinder engine with 9-speed automatic transmission. A bit of hesitation on takeoffs was routine; the Jaguar moved with more pep when the dynamic drive mode was engaged. The E-Pace delivered an overall fuel-mileage average of 25.4. EPA estimate is 21/28. It rides on Pirelli Scorpion Zero 245/45R20 tires. Suspension components are struts, coils and antiroll bars in front, with multilink at the rear.

The interior niceties of the E-Pace aren’t up to Jaguar standards; neither, though, is the sticker price. From a base of $45,295, it climbed to $54,190. A nice feature on exiting the four-door were puddle-lamp silhouettes of a jaguar and its cub projected onto the ground.

If the E-Pace is a subcompact, 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, the Volvo V90 and Buick Regal TourX.

The XF Sportbrake is considerably larger than the E-Pace. 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.

Four weeks after testing the 2018 Mustang GT, Ford sends me another edition of the iconic pony car – the 2019 Mustang Bullitt for the 50^th anniversary of the movie which brought fame and renown to the coupe.

The movie, “Bullitt,” starring Steve McQueen, opened in October 1968. It featured a car-chase scene through the streets of San Francisco of McQueen’s Mustang and a Dodge Charger, regarded as one of the most influential of moviedom.

The Mustang Bullitt is equipped with a 5.0-liter V-8 engine of 480 horsepower (20 more than the GT I drove last month) and 420 lb.-ft. of torque, 6-speed manual transmission with active rev-matching for meshing perfect downshifts: it will run 0 to 60 in 4.4 seconds. The rear-drive Mustang is superb in handling, with magne-ride dampers and increased chassis stiffness for cornering capability, quick shifts and six-piston Brembo brakes, for which the calipers are painted red. It rides on Michelin 255/40ZR19 tires.

Steve McQueen was Lt. Frank Bullitt in the ’68 movie.

The chase scene begins when Bullitt, in his Ford Mustang, evades two hit-men riding behind him in their Dodge Charger. Bullitt appears behind their Charger, having turned the tables and is now following them. While waiting in traffic at an intersection, the Charger driver takes a moment to secure his seatbelt, and with a roar from the Charger’s 440 engine, he careens through the intersection, around a corner and away from the pursuing Bullitt. The Mustang gives chase through the hilly streets of San Francisco and the outlying highways. At one point, Bullitt spins out in avoiding a motorcyclist coming from the opposite direction and the hit-men might be in the clear, but moments later Bullitt reappears behind them. Bullitt tires to force the Charger off the road, with the vehicles banging door against door, but to no avail. The chase comes to a climactic end when Bullitt again tries to force the Charger off the road. The Charger driver loses control, crashes into a gas station, and the station explodes, taking the Charger and its occupants to a fiery end.

The Bullitt, like McQueen’s Mustang 50 years ago, is dark green in exterior finish, though the ’19 model can also be bought in black. Its sleek, fastback style is accented with 19-inch wheels, red brake calipers and Bullitt crosshairs logo on the back of the trunk.

Inside, the comfortable, well-contoured front seats are dark, stitched in light green, and a Bang & Olufsen sound system is pleasant. A standout feature is the white cue-ball shift knob.

The $51,465 sticker covers a Bullitt electronics interior package of premium audio, navigation, blind-spot monitoring and memory seats. Among safety items are glove-box-door integrated knee airbag and driver’s knee airbag, side-curtain bags and blind-spot with cross-traffic alert. The Mustang is built in Flat Rock, Mich.

EPA fuel-mileage estimate for the Bullitt is 15/25; my overall average was 17.2 mpg.

Drive modes run from normal to snow to sport to track to drag, with appropriately tuned exhaust rumbles for each of them.

It’s even got a “quiet” mode for those early morning starts when you don’t want to wake the neighbors.

The 2019 Kia Sorento, having undergone several major changes and an improved appearance, carried me on Wednesday, Aug. 22, to the Stanley Hotel in Estes Park for a luncheon of the Rocky Mountain Automotive Press (RMAP).

All Sorentos for ’19 have been designed with three rows of seats for seven passengers, as Kia has done away with the two-row/five-passenger setup.

The model that came my way is the loaded-up SXL all-wheel-drive SUV, powered by a 3.3-liter, V-6 engine tied to a new 8-speed automatic transmission. The optional 2.0-liter, turbocharged 4-cylinder of the past several years has been scrapped. Base power for Sorentos of lesser price is a 2.4-liter, 4-cylinder with 6-speed automatic.

Also added for the new model year is an enhanced safety system – lane-keep assist, automatic braking with pedestrian detection.

With its standard three rows, the Sorento will compete with the Chevy Traverse, Honda Pilot, Nissan Pathfinder, Toyota Highlander and Volkswagen Atlas.

With a bold grille, full LED headlights and Nappa leather inside, the Sorento looked good as I parked it high above the Stanley lot reserved for other new cars and trucks arriving at the hands of RMAP members. The variety of the others ranged from a Ford Mustang Bullitt to a Nissan Leaf to a Mercedes Sprinter van.

The Stanley stop was part of a two-day RMAP event, based at Woolley’s Classic Suites in Aurora. Among RMAP members participating was their new president, Craig Conover of Springville, Utah, who succeeded David Muramoto at the helm in early June.

I drove to Estes from Greeley for the lunch meeting. Distance from my home to the Stanley Hotel in Estes Park is 47 miles; for the 94-mile roundtrip, the Sorento averaged 24.1 miles per gallon. Its EPA estimate is 19/24.

Tablemates with me at the lunch, hosted by Fiat Chrysler, were Jerohn Anderson, product communications specialist for Volkswagen of America; Russell Datz, national media relations manager for Volvo Cars USA, and John Rush and Richard Rush, RMAP members from Drive Radio.

Discussions among us included VW’s improved Jetta for 2019 and the company’s aggressiveness in the SUV/crossover categories; Volvo’s push toward electrification while continuing to prosper with some of the best-performing internal-combustion powers; and whether a move to autonomous vehicles could occur as quickly as a five-year cycle.

Ryan Nagode, a chief designer for Fiat Chrysler Automobiles, headed a presentation of the 2019 Ram 1500 Longhorn Crew Cab pickup on the walkway outside the lunchroom before the group headed back toward Aurora.

He talked of lighter, stronger, high-strength steel frame, 395-horsepower 5.7 Hemi engine, 12-inch UConnect screen, reclining rear seats, deployable side steps, sticker price of $66,000.

I was out front when the truck was parked and a Stanley official insisted, since it was on the walkway, that a shallow pan be positioned beneath the truck’s engine compartment. Yes, during Nagode’s presentation, I thought of asking him if the drip pan came standard with the truck, but I’m too far along in years to add “smartass” to my resume, so I did not.

Regarding my drive with the Sorento’s V-6 and 8-speed automatic, strong and steady power was displayed on the drive to Estes, and it climbed through the two switchbacks on the Devil’s Gulch Road in lower gears of the manual-mode shifter. On the return drive, mostly on a descent, 3^rd and 4^th gear sets in the manual mode were engaged.

Though pricing for the cheapest Sorento LX all-wheel-drive model begins around $30,000, the impressive SXL I drove carried a sticker of $48,020. That included full-length side-curtain airbags, hill-start assist control, dual-zone automatic climate control, Harman Kardon premium audio with navigation, Android Auto, Apple Carplay, Bluetooth, heated and ventilated front seats, heated leather-wrapped steering wheel, surround-view monitor, smart cruise and panoramic roof.

The Kia is backed with a 5-year, 60,000-mile basic warranty and 10-year, 100,000-mile powertrain warranty.

The Sorento’s overall length of 187.4 inches is a foot shorter than most of the competitive three-row makes, and it is costly in the fact the Kia’s cargo space behind the third row of seats is only 11.3 cubic feet. Fold the third row and that expands to 38 feet. The Sorento has a hands-free power liftgate which opens when it senses a smart key approaching.

The Sorento AWD weighs 4,343 pounds on a wheelbase of 109.4 inches, with 7.3 inches of ground clearance. Tow capacity is 5,000 pounds.

Drawing interest parked along the street outside my home during a summer week was a big, red Mercedes-Benz Sprinter 2500 Crew Van.

This is the high-roof model, competing with other commercial vans, such as Ram ProMaster, Ford Transit Connect, Chevy Express, GMC Savana, Nissan NV.

Oversize it is; yet, to drive the Mercedes Sprinter is to like it, with its 3.0-liter, turbodiesel V-6 engine, 5-speed automatic transmission and four-wheel-drive capability. Horsepower is 188 and torque rating is 325 lb.-ft.

Behind the two front bucket seats are three crew seats, and a rear area wide open and tall enough in which to stand and walk around. Rear barn doors (split swingouts) open up for ease of access and large-load entry into the cargo area. Driving with an empty cargo area can be noisy and a bit rough in ride. It rolls on Continental LT 245/75R16 tires.

Open the sliding passenger-side cargo door of the van and a wide step board swings out from beneath for easy entry.

The Sprinter averaged 17.5 miles per gallon of diesel fuel in 90 miles.

From a base price of $41,495, the 2017 Mercedes Sprinter van with the turbodiesel and four-wheel drive carried a sticker price of $60,450 with these added options:

• 4X4 high range with low-range transfer case $7,495;
• safety package of blind-spot assist/collision-prevent assist/lane-keeping assist/heated and electrically adjustable mirrors/first-aid kit $2,680;
• navigation system/rearview camera/cruise control $1,530;
• headlamp cleaning system/bixenon headlamps/light alloy wheels $1,430;
• electric sliding step $979;
• flame red exterior finish $620;
• electrically heated windshield $440,
• and others.

A spirited performer it is, the 2019 Buick Envision, right out of a GM factory in China.

It’s mildly impressive, not only for its performance, but also its exterior style and interior comfort and quietness.

The Envision was designed originally for the Chinese market and went into production in the fall of 2014 at a plant in Yantail, southeast of Beijing. Buick is among auto sales leaders in China and the Envision was no exception. So, after its successful launch there, GM two years ago began importing the Envision over here, even against some grumbling from U.S. auto workers.

With its 108.3-inch wheelbase, the Envision fits right in between the small Encore (100-inch wheelbase) and large Enclave (121-inch), lending strong SUV presence in Buick showrooms.

The Envision Premium II all-wheel-drive model I tested carries a sticker price just a few bucks short of $50,000 and competes against other luxury compact/midsize SUVs – the Audi Q5, BMW X3, Acura RDX, Volvo XC60, Mercedes GLC, Jaguar F-Pace and others.

For 2019, the Envision shows a flying-wing front grille, winged headlights and winged taillights. The review model was finished in chili red. Two three-porthole insets across from each other seem misplaced atop the hood, rather than along the sides.

Biggest news, though, in the Premium II AWD is the 9-speed automatic transmission which replaces a 6-speed, and a torque increase of 35 lb.-ft. in the 2.0-liter, turbocharged 4-cylinder engine. Horsepower rating is 252, with torque of 295 lb.-ft. Base engine is a 197-hp, 2.5-liter 4-cylinder.

The new 9-speed adds smoothness and more immediate power; a switch on its shifter knob adds a bit of manual mode.

The Envision is a nimble handler, which accommodates very well the quickness of the turboed power. It rides on Hankook 235/50R19 tires. The better response is somewhat costly in the fuel department, as the Envision AWD averaged only 20.5 miles per gallon and is rated at 20/25 mpg. The naturally aspirated base engine with AWD carries a 21/27 rating.

The interior is brightened by a panoramic roof; leather-covered front-seat cushions, fairly flat with lightly bolstered seatbacks, are comfortable. In the roomy back seat, occupants are in control of their own air/heat settings.

Cargo space, accessed by use of a power liftgate, is 26.9 cubic feet; fold the second-row of seats and the storage space expands to 57 feet. The rear seatbacks can be flattened by pulling handles placed along sides of the far-back cargo area.

Other highlights are an 8-inch color infotainment screen with navigation and Bose premium audio, a head-up display for the driver, heated and cooled front seats and heated rear seats.

The Premium II AWD model is Envision’s best-equipped and most expensive; cheaper versions are the Premium, Essence, Preferred and Envision base. The base model is front-wheel-drive only.

Base price of the Premium II is $44,595. The addition of forward automatic braking, adaptive cruise control, surround vision, 19-inch aluminum wheels and the moonroof raised sticker total to $49,925.

Of concern to Buick officials regarding the Envision is the 25 percent tariff enstated on Chinese imports by the Trump administration. GM has asked for an exemption for the Envision from the tariff. If the full tariff was applied to the cost of the vehicle, it could raise the price $8,000 to $10,000, and it could result in GM pulling the Envision from the U.S. market.

A floating roof design, with which another Japanese maker found success two or three years ago, and wraparound rear window are most visible of the extensive makeover for the 2019 Acura RDX.

A new 10-speed automatic transmission and torque-vectoring all-wheel drive are well-suited to the RDX’s 2.0-liter, turbocharged 4-cylinder engine (272-horsepower).

Highlighting the interior is a touchpad interface of high-tech connections, complemented rather comfortably with an A-Spec option of cooled/heated perforated red leather seats with perforated black suede inserts.

Based on a new platform all its own (different from stablemate Honda CR-V), the RDX is ready to challenge the Audi Q5 and Mercedes GLC for top rank in the impressive luxury compact SUV field. Among others are the BMW X3, Alfa Romeo Stelvio, Porsche Macan, Volvo XC60 and Jaguar f-Pace.

Built in a Honda/Acura assembly plant in East Liberty, Ohio, the new RDX’s wheelbase has been stretched almost 3 inches, and its overall length is 186.9 inches. It is equipped once again with the SH-AWD system, which can send up to 70 percent of its torque to the rear wheels, applying majority of the force to either wheel. The torque-vectoring system has been dropped in the previous generation RDX.

Tied to the 10-speed automatic is an electronic push-button shifter. Engaging Sport mode and using the paddle-shifters enhances performance. I failed to attain much in the way of fuel mileage, averaging 21.4 overall. The RDX’s EPA estimate is 21/26 mpg. It rides on Goodyear Eagle 235/45R20 tires.

Speedometer numbers, small and finished in red, are difficult to see precisely in the daylight; lighted at night they’re fine.

Cargo space behind the second row of seats in the Acura is 29.5 cubic feet, almost 3 feet roomier than that of the Audi Q5.

In addition to the new Acura’s floating-roof, a look which was launched by Nissan with its 2016 Maxima, the A-Spec package added black chrome to its diamond pentagon grille, contrasting the jewel-eye headlights.

Raising sticker price of the RDX SH-AWD A-Spec model to $45,900 are AcuraWatch safety features, including collision mitigation braking, lane-keeping assist, lane-departure and road-departure warning and adaptive cruise control.

The RDX is also equipped with navigation and voice recognition, premium audio with 16 speakers, Bluetooth, Apple CarPlay integration, panoramic moonroof, dual-zone automatic climate control, power tailgate, front and rear parking sensors.

Acura is the luxury division for Honda of Japan. It began selling cars in the U.S. in the spring of 1986; first Acura models were the Integra and Legend.

Ford, for 10 million reasons, spared the iconic Mustang when the company’s decision-makers said recently they’ll soon end production of all their other sedans, in favor of trucks and SUVs.

Ten million Mustangs have rolled off the Ford assembly lines since 1964, first at the Dearborn, Mich., assembly plant and most recently at the Flat Rock plant.

It’s been a long string of successes for the Mustang, which today outsells its pony cars competitors, the Chevy Camaro and Dodge Challenger.

The first Mustang was introduced April 17, 1964 (as a ’65 model), at the World’s Fair in New York City. It was named after the P51 Mustang fighter plane from World War II. A year later, the Mustang had become the most successful Ford Motor Co. launch since the model A in 1927. The Shelby Mustang and Mustang GT were added to the coupe/convertible/fastback lineup. Sales of Mustang passed the 1-million mark in March of 1966, and among other highlights through the years:

The Mustang 390GT was featured in the 1968 movie, “Bullitt,” starring Steve McQueen; the ram air “Shaker” hood scoop became available for any Mustang with a 351-cid or larger V-8 in 1970; the Mustang II was introduced in 1974, 500 pounds lighter and 19 inches shorter than previous models; the Mustang convertible returned in 1983 after being absent for 10 years; a driver’s-side airbag became standard for all Mustangs in 1990; a commemorative Bullitt GT joined the lineup in 2001, inspired by the 1968 model featured in the movie; 2004 was the last year Mustangs were built at Dearborn, where all models had been produced; production on ’05 models was moved to Flat Rock; the Shelby GT500 was launched in 2013, with supercharged 5.8-liter V-8 and 662 horsepower, the most powerful V-8 in the world at that time.

What’s your all-time favorite Mustang?

The one I gave up after seven days – the 2018 Mustang GT Coupe Premium with 460-horsepower, 5.0-liter V-8 engine, 6-speed manual transmission and ruby red color – is one of my favorites.

Performance is as good as you’d expect from all those horses, and the beat from the quad-tipped dual exhausts will uphold the smile of your face.

Settle into the Recaro sport seats with the bolstered side grips (it has no power seat), depress the clutch and brake, hit the starter button, take hold of the traditional shifter knob, shift to 1^st and move out. Ford says the Mustang, with the optional 10-speed automatic transmission and placed in “drag mode,” will run 0 to 60 in under 4 seconds. The one I drove, with the manual shift, “slows down” to 4.1 or 4.2 seconds.

Most of my driving was in Normal or Sport modes, occasionally Track. Steering modes were also offered in Normal, Comfort and Sport; the steering feel tightened considerably in Sport, much more crisp. Grip and handling were excellent, with Michelin Pilot Sport performance tires, 19-inchers.

The Mustang averaged 18.4 miles per gallon (EPA estimate 15-25), including a drive on U.S. 34 to Masonville, then a mountainous tour of twists and climbs in Rist Canyon to Fort Collins. Sharing the roadway were lots of bicyclists and even a herd of cattle out of its fences. The rear-drive Mustang, with its handling and power wealth, was right at home in the hilly area.

Sticker price on the Mustang GT has soared to $53,160, including $3,995 for a performance package of bigger Brembo brakes and heavier-duty suspension system.

Among interesting features of the Ford were a digital readout of rpm in the middle of the tachometer gauge and the image of a horse as puddle lamps on both sides of the car. The subwoofer for a Shaker audio system steals space in the trunk, which measures 13.5 cubic feet.