Guiding the Alfa Romeo Giulia luxury sport sedan over Cameron Pass and down to Walden proved particularly special among this summer’s numerous driving delights.

The Giulia is a new player from an old family, based in the hills of Italy; yet to its liking is the spirited mountain driving of the Colorado Rockies.

If I remember correctly, the last four-door Alfa I’ve driven was back in 1995, the 164 Saloon, a heavy sedan with a 3.0-liter V-6 engine. In December 2015, I tested the Alfa 4C Spider.

The 2017 Alfa Romeo Giulia is of all-wheel-drive configuration, a midsize competitor with the Audi A4, BMW 3 series, Mercedes C Class, Jaguar XE, Cadillac ATS, Lexus IS and Volvo S60. Alfa Romeo Automobiles is a subsidiary of Fiat Chrysler Automobiles.

The Giulia was put together in Italy for driving in the U.S.’s tougher terrain such as Colorado’s. It was perfectly suited for the drive on Colo. 14 up Poudre Canyon, from the moment the starter button on the steering wheel is depressed to the stopping power of the four-wheel Brembo disc brakes (13-inch rotors in front).

Performance for the Giulia Base AWD model is from a 280-horsepower, 306 lb.-ft. torque, twin-scroll turbocharged 2.0-liter, 4-cylinder engine and 8-speed automatic transmission, with quick-burst passing power on the two-lane roadway. Pushing a switch will upgrade its normal drive mode to dynamic, with improved throttle response and shift patterns.

Handling is excellent from double-wishbone front suspension, with multilink rear and coils all around. Tires are Bridgeston Turanza 225/45R18.

We breezed in to Walden for lunch at the River Rock Café in the Antlers Hotel. The remoteness of Walden in North Park and the friendliness of its 600 townspeople have reminded me of the fictional Cicely, Alaska, in the Northern Exposure tv series of 20 years ago or so.

The Giulia carried us northward on Colo. 125 past Cowdrey, on to Laramie, Wyo., then back down U.S. 287 to Fort Collins and home to Greeley.

On descents in the mountains, I use paddle shifters; many drivers don’t. I prefer the paddles for keying on a couple of lower gears to avoid most use of the brakes. Contrasting the Ford Fusion Sport I drove recently with tiny, though so convenient, paddles tied to the steering wheel, are the Alfa’s 6 ½-inch-long aluminum paddles locked to the steering column. They’re prominent enough to impress young drivers; also, though, to hinder some access to other stalks for high beams/turn signals/wiper controls.

With the 2.0-liter, turbo 4 power, the Alfa carries an EPA highway estimate of 31 miles per gallon of premium fuel. Overall average for my tests was 28.2 mpg. Fuel tank is 15.3 gallons. Among more powerful engines available for the Giulia is one of 505-horsepower, a 2.9-liter twin-turbo V-6.

The Alfa Romeo is rear-wheel-based, with measurements of 111 inches for wheelbase, 182.5 for overall length, 73.7 width and curb weight of 3,805 pounds.

A pretty Montecarlo  blue metallic finish enhances the new Alfa Romeo. Its leather interior is classy, though rear seating is very firm and tight in legroom and its trunk capacity of 12 cubic feet is shy of most competitors.

With its all-wheel-drive setup, the Giulia sport sedan is priced at $46,490. Base price is $39,995 and among a long list of optional equipment are heated front seats/steering wheel/washer nozzles, leather-wrapped steering wheel, adaptive cruise control, lane-departure warning and custom-painted brake calipers.

Upgraded variations for two old, established models added interest to hot summer drives.

Stunning power of the Sport edition of Ford Fusion and the toughened Trailhawk look for the Jeep Compass have lifted both a bit in ratings.

The sleekly styled Ford Fusion Sport sedan showed up in ruby red finish, with dark-painted wheels and spoiler at the rear.

No Fusion has ever performed quite as strong as the new Sport with the 2.7-liter, twin-turbo EcoBoost V-6 engine boasting 325 horsepower and 380 lb.-ft. of torque. With a dial shifter and small, easy-to-access paddles on the steering wheel, the 6-speed automatic transmission and all-wheel drive send the Sport on its way in good fashion.

An “S” button (for Sport) in the middle of the dial shifter can be pushed for improved throttle response, steering effort and stiffened suspension.

Sporty front seats, particularly seatbacks, are especially supportive, in a combination of leather and suede. Rear seating is roomy and trunk capacity is 16 cubic feet.

Turbo use kept fuel-mileage average in the middle of the car’s estimate; 21.9 in an estimate of 17/26. The EcoBoost calls for premium fuel. The four-door rode on Continental 235/40R19 tires.

Safety innovations, such as reverse sensing system, enhanced active park assist, adaptive cruise with stop and go, lane-keeping assist and blind-spot detection with cross-traffic alert boosted sticker price of the Fusion Sport to $41,675 from a base of $33,605.

Among a long list of standing equipment were rearview camera, remote start, capless fuel filler, aluminum sport pedals, rear air and heat ducts, SiriusXM satellite radio and intermittent wipers.

Here are the specifications for the ’17 Ford Fusion Sport AWD:

Capacity 5 passenger; Wheelbase 112.2 inches; Length 191.8 inches; Width 72.9 inches; Height 58 inches; Curb Weight 4,123 pounds; Track 62.7 inches front, 62.4 rear; Turn Circle 37.6 feet; Drivetrain All-wheel-drive; Engine 2.7-liter EcoBoost V-6; Horsepower/Torque 325/380; Transmission 6-speed automatic; Steering electric power-assist; Fuel mileage estimate 17/26; Fuel mileage average 21.9; Fuel Tank 17.5 gallons, premium; Wheels 19-inch; Tires Continental 235/40R19; Trunk Volume 16 cubic feet; Warranty 3 years/36,000 miles basic, 5/60,000 powertrain; Competitors Buick Regal, Dodge Charger, Subaru Legacy, Volvo S60; Assembly Plant Hermosillo, Mexico; Base Price of Review Model $33,605; Destination Charge $875; Sticker Price $41,675.

New Jeep Compass

The new 2017 Jeep Compass replaces the former Compass and Patriot compact crossovers; its 4-cylinder horsepower has been increased by 22 to 180, it is improved in handling and ride.

In the Trailhawk edition, the Compass engine is mated to a 9-speed automatic transmission, with all-wheel drive and stop/start capability at stoplights.

Still, the acceleration and performance of the 4-cylinder MultiAir engine is on the sluggish side, compared with competitive all-wheel-drive compacts. In addition to the Compass’ all-wheel drive, it can be shifted to 4WD lock or 4WD low in tough weather.

Jeep continues its bright color splash, this one with a blue laser exterior finish and red tow hooks at the front and rear bumpers. A dark interior is trimmed in orange. The cabin is improved in quality and features a panoramic sunroof and a rugged rubber mat in the cargo area, accessed by power liftgate.

The Jeep averaged 23 miles per gallon of regular fuel; its EPA estimate is 22/30. It rides on Falken 215/65R17 tires.

Among features in the Compass’ sticker price of $33,815 are remote start, rain-sensitive intermittent wipers, GPS navigation, dual-zone air conditioning, offroad suspension and skid plates.

Here are the specifications for the 2017 Jeep Compass Trailhawk AWD:

• Capacity 5 passenger;
• Wheelbase 103.8 inches;
• Length 173 inches;
• Width 73.6 inches;
• Height 64.8 inches;
• Curb Weight 3,633 pounds;
• Track 60.7 inches front, 60.3 rear;
• Ground Clearance 8.5 inches;
• Turn Circle 35.3 feet;
• Drivetrain All-wheel-drive;
• Engine 2.4-liter 4-cylinder;
• Horsepower/Torque 180/175;
• Transmission 9-speed automatic;
• Steering speed-sensitive electronic;
• Suspension struts all around;
• Fuel mileage estimate 22/30;
• Fuel mileage average 23;
• Fuel Tank 13.5 gallons, regular;
• Wheels 17-inch;
• Tires Falken 215/65R17;
• Cargo Volume 27.2 cubic feet;
• Warranty 3 years/36,000 miles basic, 5/60,000 powertrain;
• Competitors Honda CR-V, Ford Escape, Mazda CX-5, Subaru Forester, Chevrolet Equinox, Nissan Rogue;
• Assembly Plant Toluca, Mexico;
• Parts Content U.S./Canadian 27%, Mexico 62%;
• Base Price of Review Model $28,595;
• Destination Charge $1,095;
• Sticker Price $33,815.

Yep, the road’s open to Glen Haven (and Estes), and it seems shorter than before the winter closing.

The road hasn’t been shortened, it only seemed that way in the powerfully quick 2017 Jeep Grand Cherokee SRT 4X4 I drove there.

Traffic was heavy in the Big Thompson Canyon and continued so after the turnoff to Glen Haven. “We’re having July business in June,” said Steve Childs, longtime owner and operator of the New Haven General Store, referring to the busy early-season pace in the normally quiet community.

The Grand Cherokee SRT is a performance-oriented SUV, built to compete with higher-end models, such as the Range Rover Sport Supercharged, BMW X5 M and Porsche Cayenne Turbo. The Jeep is equipped with a 475-horsepower, 6.4-liter Hemi V-8 engine, 8-speed automatic transmission and sport-stiffened suspension.

Those many, many twists in the road once I departed U.S. 34 at Drake and headed up the Devil’s Gulch Road for 8 miles to Glen Haven are ideal for the manual-mode-shift-capable Grand Cherokee. I used 3^rd, 4^th, 5^th and occasionally 6^th in manual-mode both going to Glen Haven and descending back to Drake. To have remained in automatic-shift mode, the Jeep’s 8-speed transmission would have opted for higher gears and required considerable braking.

Jan recognizes the advantage of lower-gear choice in curvy mountain driving to save heated brake wear; the only request she made was for use of the Comfort setting for a bit of softness in the built-firm suspension setup.

At the general store, we enjoyed one of the famed homemade cinnamon rolls, for which Childs’ wife, Becky, is famed, and visited with Ron Holzschuh, who had driven from Loveland to the store for his birthday.

Since its introduction in 1993, the five-seat Grand Cherokee has been a favorite among sport-utility vehicles. Only the Ford Explorer outsells the Grand Cherokee among midsize SUV/crossovers. Five-month sales totals are 111,266 for Explorer, 96,203 for Grand Cherokee, 82,378 for Toyota Highlander, 57,846 for Ford Edge, 53,098 for Toyota 4Runner, 47,426 for Hyundai Santa Fe, 44,946 for Honda Pilot and half a dozen others follow.

The Grand Cherokee is sold in six trims levels – the Laredo, Limited, offroad-special Trailhawk, Overland, Summit and performance-special SRT. Beginning price for a Laredo 4X4 is around $34,000.

The SRT is, by far, the highest-priced Grand Cherokee, with a base price of $66,795. Adding high-performance braking, 19 Harmon Kardon speakers with subwoofer, dual-pane panoramic sunroof, rear-seat dual-screen Blu-Ray DVD player and trailer-tow group pushed the sticker total to $78,335. Jeep points out that is considerably lower than a Range Rover Sport Supercharged.

Behind the Grand Cherokee’s two rows of seats are more than 36 cubic feet of cargo space. The Jeep, 191 inches in overall length on a wheelbase of 114.8 inches, weighs a heavy 5,104 pounds. It rides on Pirelli 295/45ZR20 tires.

An interior highlight is its deeply bolstered seats of suede and leather, finished in a lighter sepia color.

A Lane Sense safety addition will add torque to the steering wheel in an effort to turn the vehicle back into its driving path when it ventures to a highway line without its turn signal being engaged.

All that excess Hemi power cost the Jeep in fuel mileage, 17.4 overall. Its EPA estimate is 13/19.

The Grand Cherokee is built in Detroit.

The highway up Big Thompson Canyon was closed all winter for repairs from damage in recent years’ flooding. Plans are for closing the road again next winter.

The 2017 Toyota 4Runner looked at home making its way slowly down the dirt road along meandering Crow Creek in the pastures spreading to the east in the huge Wyoming Hereford Ranch, east of Cheyenne.

With old-fashioned body-on-frame construction, the new 4Runner TRD Off-Road Premium 4X4 is one of the more rugged sport-utility vehicles available. To slip into a rut or hit a dip in the road is to feel the tremendous solidity and tightness of the Toyota body and underpinnings.

Passing several extreme offroad opportunities, Jan and I drove the 4Runner to the beautiful setting of the WHR, where I hadn’t visited for several years. It’s been one of the nation’s most prominent Hereford ranches for 130 years, where burial monuments honor Prince Domino, the greatest Hereford sire, and Lerch, the most dominant sire 50 years after Prince Domino.

Steve Anderson, a ranch manager, gave us the run of the place (owners since 1978 are Sloan and Anna Marie Hales). After a couple of photo stops, the Toyota was at its best covering the big spread via the dirt roads.

The 4Runner has a step-in height of 22 inches, indicating it is structured for heavy-duty service, with over 9 inches of ground clearance.

The ride of the 4Runner is okay, though probably doesn’t compare with the sleekness and quality of the many crossover vehicles with unibody design. And it doesn’t compete with a Jeep Grand Cherokee Hemi in performance.

The Toyota’s 4.0-liter V-6 engine, mated to a 5-speed automatic transmission, puts out 270 horsepower and 278 lb.-ft. of torque. This is the same power configuration as was in the 2010 model I tested seven years ago; most competitors have moved to 6-, 7-, 8- and 9-speed transmissions. Though not quick on low-end acceleration, the 4.0-liter has performance aplenty to move the 4,750-pounder up and down the hills.

For engaging four-wheel drive, the transfer case’s mechanical lever sits on the floor just ahead of the transmission shifter. The lever’s normal position is H2 for rear-wheel drive and can be shifted into H4 for four-wheel control at speeds up to 50 miles per hour. An L4 gate offers low-range gear for really tough going.

A dial control for the accommodating terrain settings is placed, awkwardly for the driver, in the overhead console. It alters throttle, gearing and braking for tackling snow, mud, rock and ridges. Normal placement of the terrain dial is on the center console.

Even with some in-town driving at Greeley and Cheyenne and a bit of offroad maneuvering, 220 miles of highway-type travel resulted in an average of 20.5 miles per gallon for the 4Runner. Its EPA estimate is 17/20.

The TRD Off-Road Premium model carried a sticker price of $43,922. A $1,750 option is kinetic dynamic suspension, a hydraulic system that varies the damper rates and sway-bar firmness in offroad situations. Among other options are power moonroof at $850, remote engine start at $499 and paint-protection film at $395.

A survival bag in the cargo area contains gloves, jumper cables, flashlight, tire gauge and bungee cord. Lending easy access to the cargo area, a cavernous 46 cubic feet in size, is a sliding rear deck which can support up to 440 pounds.

Most surprising to me of the 2017 Chevy Bolt Electric hatchback is its immediate acceleration burst; it’s also comfortable, fun to drive and will carry its driver around 250 miles on a single charge.

Colorado in May became the 17^th state in which the Bolt subcompacts are being sold.

Helped by the boost from this state in June, the Bolt nationally outsold the Nissan Leaf, 1,642 to 1,506, third-best among battery electric vehicle sales behind the Tesla Model S and Model X. Total sales of all-electric cars during the month were 8,814 – sure, it’s an increase, but in proper perspective it is about six-tenths of 1 percent of new light duty vehicle sales in the U.S. for the month.

“This will be a game-changer for Chevrolet,” said dealer Kent Bozarth three months ago, as the fully electric Bolt was proving quite an attraction at the Denver Auto Show.

He may be right. It is the first affordable, long-range electric auto from an American manufacturer, and for all it offers and at what cost, it is the best available at this time.

The 2017 Bolt EV Premier showed up with a sticker price of $43,905, and purchasers are eligible for a $7,500 federal tax credit. A cheaper LT version starts around $36,000, less the federal tax credit.

The Bolt is ahead of the pack, for now; its lead may soon be challenged, as Tesla expects to begin production this summer of its Model 3, which claims more than 200 miles on a charge and starting price in neighborhood of $35,000. The next generation Nissan Leaf, with performance capabilities similar to the Bolt, may be ready by September. Other EVs are expected in the months beyond that.

The front-drive Bolt, built at Orion Township, Mich., is only 164 inches in overall length, with a wheelbase of 102.4 inches. Curb weight is 3,563 pounds.

Propulsion comes from an electric motor under the hood capable of producing 200 horsepower and 266 lb.-ft. of torque with a 1-speed direct-drive transmission. Chevrolet’s first shift and park-by-wire system sends electronic signals to the Bolt EV’s drive. It will sprint 0 to 60 in less than 7 seconds.

The battery pack, very flat, spans the entire length of the vehicle’s floor, leaving a roomy seating area both front and back. GM warranties the battery pack for eight years or 100,000 miles. Replacement cost for the battery pack is $15,000, giving a clue as to why resale prices on used electrics are relatively low.

Only once during my six days with the Bolt was the range of available miles depleted more than actual miles driven, and it was in a big way. A 50-mile trip from Greeley to Denver cut 93 miles from the remaining range. Otherwise, the Bolt’s overall range extended beyond its EPA-estimated 238 miles for the full charge.

“The combination of higher speeds on E470 (78 miles per hour), an elevation gain of 600 feet between Greeley and Denver, and a hot day (temperatures in the 90s) may have been cause of the excess range used,” said Fred Ligouri, Chevy Bolt communications chief.

For 240 miles driven last week, the Bolt’s onboard energy summary indicated it had used 51 kWh, or kilowatt hours, of energy.

Recharging the battery pack would be impractical for a home’s standard 110-volt system (would require as long as 57 hours for full charge). An onboard charger for regular overnight charging from a 240-volt wall box is standard, and, with it, a typical commute of 50 miles can be recharged in less than two hours. Fast-charging stations can charge up to 90 miles of range in 30 minutes. The car’s regenerative braking system helps maintain a normal range availability.

A sharply sloped windshield and short hood up front and chopped-off rear end give the Bolt a differing exterior look from more conventional subcompacts. The roomy rear seat loses some appeal from a very straight, upright seatback. Seventeen cubic feet of cargo space is available under the hatch.

The Premier version of the Bolt included lane-keeping assist, surround vision, leather seating, air conditioning, Bluetooth, Apple Carplay capability and Android Auto capability. It had no navigation setup.

By Bud Wells

Idling at a stoplight Sunday noon after driving away from lunch in Old Town Fort Collins in a 2017 Fiat 124 Spider Abarth roadster, it took me but a few seconds to brighten the tiny cockpit. With my left hand on the steering wheel, I released the latch at the center of the windshield header, tossed back the softtop and gave one final hard push to secure it down behind the seats.

With the top open, the beautifully sculpted Fiat draws lots of looks along the busy streets of Greeley, Windsor, Loveland and Fort Collins. The two-seater performs best, though, out on a more open roadway, one filled with curves and climbs and descents and some spectacular sideline scenery. You know where I’m heading with this. We were lunching in Old Town from completing the exhilarating drive of Rist Canyon.

Rist Canyon and its adjacent areas north of Masonville and west of Fort Collins, are drives lined not only with beauty, but challenges worthy of great-handling automobiles. Since the day in February 2009, when I tested its twists with an ’09 Chrysler 300C SRT8’s 425-horsepower, 6.1-liter Hemi V-8, I’ve guided four sports cars through the “course.”

Perfectly suited to the narrow roadways was the Porsche Carrera, then came the 2010 Chevy Corvette Grand Sport Coupe – 6-speed manual shift with a 436-hp, 6.2-liter V-8, which would run 0 to 60  in 4 seconds. Last September, it was the 2016 Ford Mustang GT, finished in a deep orange hue, with 435-hp and 400 lb.-ft. of torque. Sunday, it was the Abarth Spider in an Italian rosso shade of red.

The Fiat 124’s outstanding grip and cornering capability are its claims to meriting a run through the Rist loop. The Abarth version of the convertible adds Bilstein sport suspension, Brembo brakes, a mechanical limited-slip differential and Recaro sport seats.

The 124 Spider dates to the mid-1960s in Italy, and the new one certainly appears to be something designed and built in Fiat’s native land. Not so.

While the Spider is chief rival for the popular Mazda Miata, ironically the Fiat is being built by Mazda on the same assembly line as the Miata, in Hiroshima, Japan. The faster Mazda builds the cars, the more competition it has. Wise guys have referred to the new 124 as a Fiata or Fiazda.

While the interiors of the Spider and Miata are near identical, the Fiat furnishes its own engine and is somewhat distinctive with an exterior of low-riding grille, hood bulges and a chrome finish around the windshield, all drawn from the old 124. The Fiat is 5 inches longer than the Miata.

In Abarth form, the Fiat uses a 1.4-liter, turbocharged 4-cylinder engine of 164 horsepower and 184 lb.-ft. of torque. Mazda for its Miata uses a 2.0-liter, 4-cylinder naturally aspirated block of 155 horsepower. The two shares Mazda’s 6-speed manual transmission.

My overall fuel-mileage average was 28.9; EPA estimate is 26/35. The interior is tight, Particularly in footroom for the driver. If braking for a downshift with right foot on the pedal, the left foot barely has room to depress the clutch.

Sticker price on the Abarth Spider is$33,185. Give up sport leather seats, navigation, headlamp washers, blind-spot warning and SiriusXM satellite radio and the price would fall below $30k ($29,190). Beginning price on the lesser-equipped 124 Spider Classica is around $25,000.

A special new model, the 2017 Mercedes-Benz GLE43 AMG, was the SUV of choice for my annual Memorial weekend circle drive to Wray and Sterling and back to our Front Range home, which was in Denver for many years and more recently in Greeley.

For the Mercedes to show up for the drive was fitting, for its AMG dvision is celebrating its 50^th anniversary.

The new GLE, an all-new successor to the former ML, is part of the newly launched 43AMG series featuring a powerful 6-cylinder engine and a shorter-shift-timed 9-speed automatic transmission.

AMG, founded in Germany in 1967 by Hans-Werner Aufrecht and Erhard Melcher as a sports car and performance brand, is a wholly owned subsidiary of Daimler AG, producers of Mercedes-Benz automobiles.

The GLE43 AMG I drove is equipped with a 3.0-liter biturbo V-6 engine of 362 horsepower and 384 lb.-ft. of torque. Its sport suspension, all-wheel-drive system, braking and dynamic select-shift were enhanced along with the engine/tranny by AMG.

Most of my driving time with the GLE was split between Comfort and Sport in the select-shift feature; other choices are Sport-plus, Snow and Individual modes. The upgraded suspension of double-wishbone front and multilink rear, both with air springs and torsion bars, is of firm response in lateral movements.

It was quiet in the pretty little town of Wray; most everyone apparently attending the high school graduation ceremonies Saturday morning. Bonanza Ford was closed; the building originated 74 years ago as Dale Wells Ford Garage, where I tagged my dad around. The Wray Gazette was closed, as was the Upstairs Downtown restaurant. So, Jan and I drove out to the north edge of town for lunch at the Sandhiller, where Julie Koch, who with husband Duane has run the restaurant and motel since 1990, sat down for a nice visit.

A fun discovery among all the high-tech innovation in the Mercedes was a working cigarette (or cigar) lighter in the center console; I’ve not seen that in several years (save your e-mails, I’m not a smoker).

The midsize GLE, with large, comfortable front seats, is a five-passenger SUV crossover boasting 38 cubic feet of cargo space behind the rear seats. On a wheelbase of 114.8 inches, it is 189.6 inches in length and weighs in at a heavy 4,987 pounds. Tow rating is 7,200 pounds. It rides on 21-inch wheels with Continental CrossContact 265/40R21 tires. Running boards are attached so tightly into the GLE’s underside, they’re almost too narrow for use.

The Saturday drive of 350 miles lifted the Mercedes’ overall fuel mileage to 22.7; its EPA estimate is 17/23.

With AMG and safety options, sticker price climbed to $83,745 for the GLE. Included were multicontour front seats, power panorama roof, the 21-inch wheels, saddle brown leather interior and harman/kardon surround-sound. Among safety additions were distance pilot, active brake assist, lane-keeping, surround view, adaptive high beams.

The finest M-B AMG model I’ve driven was four years ago, the 2013 Mercedes-Benz SL63 AMG Roadster of 557 horsepower and an astounding 664 lbs.-ft. of torque, with price tag of $171,225.

Following the splash of the Volvo S90, my selection for Car of the Year at the Denver Auto Show, along comes the wagon version – the 2017 V90 Cross Country T6 all-wheel-drive model.

Like the S90, the big V90 performs impressively with the double-barreled (both supercharged and turbocharged) 2.0-liter, 4-cylinder direct-injection engine of 316  horsepower and 295 lb.-ft. of torque.

The new V90 is 4 inches longer in overall length than the long-used XC70 Cross Country wagon, though, like the XC70, it is a five-passenger with two rows of seats. For a seven-passenger, three-row, a Volvo client must buy the XC90 SUV.

The wagon is 194.4 inches long on a wheelbase of 115.8 inches and curb weight of 4,221 pounds. It has a bold look up front and, like the S90 sedan, features sweeping headlights with T-shaped LEDs which Volvo has christened Thor’s Hammer.

The supercharge/turbocharge pair kick in early and gain strength through midrange, depending on the driver’s choice of modes among eco, comfort, offroad, dynamic and individual. Overall fuel mileage average was 24.4; EPA estimate is 22/30.

The Volvo’s stop/start system, which shuts down at stoplights, restarts in different manner than most others. Normally the engine restarts instantly upon the slightest easing of pressure on the brake. For the Volvo, the driver may fully remove foot from the brake pedal, the engine won’t restart until the accelerator is engaged.

A 360-degree camera lends a bird’s-eye view of the area surrounding the wagon, and among added safety innovations are blind-spot warnings and steering assistance, and park-assist pilot which can guide the V90 into parking space. The V90 rivals the 2017 Audi Q7 for ability to guide the car back into the driving lane when it wanders toward roadway edge.

Bowers and Wilkins premium sound is an interior highlight. Rear-seat outboard positions feature built-in integrated booster cushions for child seating.

Sticker price on the V90 Cross Country, built in Gothenberg, Sweden, is $64,640.

Showing up in my neighborhood recently was Dodge’s Hellcat, America’s most powerful muscle car.

The 2017 Challenger SRT Hellcat coupe, which performs with 707 horsepower, highlighted the weekend.

Seeking a relatively quiet roadway for the ‘Cat, Jan and I drove out to Stoneham on a Saturday evening for dinner at Dewey’s Bar and Grill. That was the only direction that would steer us away from the busy, congested traffic of the Front Range.

From the time we hit Colo. 14 at Briggsdale and along the 40 miles eastward to Stoneham, few cars were traveling either direction. We passe

d only four cars, and no one passed us.

In custom, sport or track mode, tested on our run to Stoneham, the Dodge with a full accelerator depression will jump from 65 miles per hour to 100 in barely more than a blink or two of an eye.

These performance capabilities are countered with the largest front brakes ever offered in a vehicle produced by Fiat Chrysler Automobiles – 15.4-inch Brembo rotors and six-piston calipers (red in color). Stopping power from high speeds is impressively secure.

To reach the 707-hp level, the 6.2-liter Hemi Hellcat V-8 is supercharged and linked to a TorqueFlite 8-speed automatic transmission with manual mode and paddle shifters.

In a return to more heavily traveled highways, Jan and I drove to Parker Sunday morning to meet our newest great-grandson, Brooks, born to Kara and Daniel Hansen.

The rear-wheel-drive Challenger coupe is the second Hellcat I’ve driven. Two years ago, it was the 2015 Dodge Charger SRT Hellcat, a four-door sedan, that came my way. It boasted the same 707-hp engine, while offering smoother ride, more comfort and roominess.

The Challenger Hellcat isn’t sold for comfort, though, and it is a blast to drive. The Challenger’s performance-tuned suspension, lending outstanding handling at higher speeds, includes SLA (short-long arm) front setup, upper A arm, coil springs, stabilizer bar and lateral and diagonal lower links. At the rear are five-link independent suspension, with coil springs, gas-charged monotube shocks (like the front), stabilizer bar and isolated suspension cradle. It rides on Pirelli PZero 275/40ZR20 tires.

The Hellcat came with two key pods, one red and the other black. The red key allows use of full power in the Dodge, including tuned steering, shifting and suspension. It permits launch-control starts from rpm levels of 1800 to 3500. The SRT Hellcat will clip off the 0 to 60 sprint in 3.5 seconds, and is rated at top speed of 184 miles per hour.

With the black key, the Challenger operates only in Eco mode, which means rpm level is lowered and starts are in 2^nd gear. Even at that lower output, though, the Hellcat performs with amazing power. The lowered rpm cuts horsepower to something around 500.

The Hellcat, even in its destroyer gray exterior finish, draws attention wherever it is driven. On startup, the roar is muscle-car-level at its greatest.

A $62,495 base price for the Challenger SRT Hellcat jumps to $71,790 with the supercharged package, the transmission upgrades, a power sunroof and dual carbon stripes on the hood. It also includes UConnect navigation, integrated voice command with Bluetooth, 16-speaker Harman Kardon sound system with subwoofer in trunk, Apple CarPlay capability, backup camera, heated and cooled leather seats, blind-spot and rear cross-path detection.

And when the power runs are concluded, SRT individual performance pages will be displayed at the push of a button.

The Challenger Hellcat weighs in around 4,500 pounds on a wheelbase of 116 inches; it is larger than its chief rivals, the Chevy Camaro and Ford Mustang.

As well-mannered as ever, the 2017 Honda CR-V has grown a bit and, for the first time, has embraced a turbocharged power source.

A bigger stance and wraparound grille/headlights assembly lends a more aggressive look to the new CR-V. The ’17 redesign is 1 ½ inches longer, wider and taller than last year’s model, yet the new one has shed 100 pounds of heft. A wider track lends improved handling.

Complementing the lighter weight is a new, direct-injection turbocharged engine with a continuously variable transmission generating 190 horsepower. The small, 1.5-liter power source produces an EPA estimate of 27/33 miles per gallon for the compact SUV crossover.

The all-wheel-drive review model’s dark olive metallic finish looks almost black in a shaded parking position; in the bright sunlight, though, it takes on an interesting tint of green.

The CR-V carried Jan and me through Lyons and over Colo. 7’s twists and turns to Colo. 72 at Raymond and Peaceful Valley and on to Nederland. The roadway was more lightly traveled than we would have imagined for a Sunday holiday.

Mother’s Day dinner was German fare at the Black Forest restaurant in Nederland, where longtime owners and operators Bill and Kay Lorenz were busy, not only helping to serve but mingling and visiting with the diners. Jan and I have enjoyed their friendliness on a number of occasions in the 17 years of their operation there.

My style of descent from Nederland to Boulder through Boulder Canyon is best served by a traditional transmission with manual mode and paddle shifters; dropping into 4^th or 3^rd or 2^nd gear and maintaining safe speed and secure cornering without touching the brakes. This, of course, isn’t accommodated with Honda’s CVT transmission, so brake use was more prevalent.

The continuously variable transmission is all in the name of improved miles per gallon, and the CR-V delivered an average of 29 for the Sunday drive and some stop-and-go in-town driving.

The redesign for ’17 included the CR-V’s interior, which is more upscale, with softer materials trimmed with imitation wood. High-tech features have been added to the 7-inch touch-screen infotainment system.

The roomy compact crossover offers plenty of rear-seat legroom and 39 cubic feet of cargo space, served by a power liftgate. It’s a hands-free operation at the rear, and by swinging a foot beneath the rear bumper, access is gained.

The new CR-V Touring review model, assembled in Alliston, Ontario, Canada, carries a sticker price of $34,595, including leather seats, premium audio with nine speakers and subwoofer, navigation, Bluetooth and Pandora, adaptive cruise and power moonroof.

Lane-keeping assist, which nudges the vehicles back toward its driving lane, is among new safety features for the CR-V.

CR-V pricing for a base LX model with AWD begins about $26,300. Base engine is a naturally aspirated 2.4-liter, 4-cylinder.

The CR-V is locked in a tight sales race this year with the Nissan Rogue compact crossover. The only vehicles outselling the CR-V and Rogue thus far this year are the Ford F150, Chevy Silverado and Ram pickups.