The hatch is back; so, too, probably are miles of smiles among some Honda Civic drivers.

The 2017 Honda Civic Hatch Sport is the first hatchback-styled Civic sold in the U.S. in 12 years.

The fact Honda continued to produce and sell the hatchback in Europe all that time kept young-minded Americans dreaming of owning one. Today, they’re cheered by the opportunity.

A small, direct-injection turbocharged 4-cylinder is the only engine offered in the five-door hatchback. The 1.5-liter block is rated at 180 horsepower and 174 lb.-ft. of torque, and linked to a short-shiftered 6-speed manual transmission.

The Sport kicks out fairly decently in low-end performance, falls off some at midrange, and cruises smoothly and efficiently. It can be had with a continuously variable transmission (CVT), though the manual undoubtedly pulls more response from the 1.5-liter.

EPA estimate for the new hatchback is 30/39 miles per gallon. Overall average for the review model was 34.2.

The Civic is a sporty handler, benefitting from higher damper rates, thicker antiroll bars and tuned steering over the sedan; both use MacPherson strut-front and multilink suspension at the rear. It rides on Continental 235/40R18 all-season tires.

A red rallye exterior finish seems perfect for the sleek, fastback-shaped Sport. It is trimmed in black, which some observers criticize as too heavy on a plastic appearance. The trim includes black-mesh faux intakes and vents at the front bumpers and at the rear, too.

Sizable storage bins are a highlight of the Honda’s dark interior, trimmed in red. In accommodating the bins, though, the width of the center stack edges right over into the driver’s knee space. A small color LCD screen provides rearview camera view. Rear seating space is somewhat tight. The cargo space of 25.7 cubic feet beneath the rear hatch is among the best in its class.

Among competitors for the Civic hatchback are the Mazda3, Ford Focus and Volkswagen Golf, along with others, such as the new Subaru Impreza Sport Hatchback. The Civic, Focus and Mazda all weigh within 40 or 50 pounds of each other; the Subaru, of about the same dimensions, is 150 pounds heavier due to its AWD setup. The Civic is of front-wheel-drive configuration; no plans exist for adding AWD, said a Honda official. Its basic specifications include 106.3-inch wheelbase, 177.9 inches in overall length, 70.8 width and 56.5 height. Curb weight is around 2,950 pounds.

The Civic Hatch Sport is priced at $22,975, including an electric parking brake and steering-wheel-mounted controls for its audio system/Bluetooth/USB Audio interface. Navigation is not included. Other amenities include leather-wrapped shift knob and steering wheel, side-curtain airbags, cruise control, aluminum pedals, intermittent windshield wipers, rear wiper with washer and capless fuel filler.

In addition to Sport, other trim levels for the Civic Hatch are LX, EX, EX-L and Sport Touring.

The hatchback is built in a plant in Swindon, England, where Honda has been producing vehicles for the European market since 1992.

I took one final drive, short though it was, in the 2017 Range Rover Sport during a Monday morning snowstorm, an hour or so before its scheduled departure from my possession.

I love to drive the Range Rovers and could have enjoyed this one for another week, if it had been offered. To drive one is to like it, and the exterior styling of the Range Rover Sport is about as good as it gets with a luxury midsize SUV.

I was asked more than once whether the one I drove was a Land Rover or a Range Rover. It is, I guess, both, for Land Rover is the company name and Range Rover the model name.

I’d never call it a Land Rover Range Rover. The full-size model is the Range Rover, then there is the midsize Range Rover Sport, which I drove, and the compact Range Rover Evoque.

Two other models were passed over by the Range Rover name, so they go as the Land Rover LR4 and the Land Rover Discovery Sport.

Confusing as it is, it started back in 1970 when the British company Land Rover introduced the Range Rover 4X4 utility vehicle in Europe. The big Range Rover reached the U.S. market in 1987, celebrating this year its 30^th anniversary. Land Rover products continue to be designed, engineered and built in England. The firm, though, along with Jaguar is owned by Tata Motors of India.

That’s the English lesson for today.

Back to the Range Rover Sport, which competes against other luxury midsize SUVs, such as Porsche Cayenne, Volvo XC90, Lincoln MKX, Cadillac XT5, Lexus GX, BMW X5 and Audi Q7. These models offer more seating, larger cargo area, upgraded interiors and better performance than the popular compact SUV/crossovers.

A 340-horsepower, supercharged 3.0-liter V-6 with 332 lb.-ft.  of torque is mated to an 8-speed automatic transmission, giving the Range Rover Sport smooth-shifting and outstanding acceleration. Its paddle shifters lend quickness to the operation and its four-wheel-drive setup is enhanced with all-terrain control for which Range Rovers have long been noted.

The Sport rides on 22-inch wheels, shod with Continental CrossContact 275/40R22 tires. It delivered an overall average of 18.9 miles per gallon of premium fuel; EPA estimate is 17-23.

Climb into the cabin and enjoy the perforated white leather seats with dark piping, and the interior trim of dark gray oak wood and satin brushed aluminum. Seating position is high with lots of glass and vision is very good, except for a bit of blockage by large rear-seat headrests.

I found the key pod not proficient at locking and unlocking the doors every time, and Jan took issue with difficulty of the touchscreen climate control in tempering down heat-ducts flow of warm air.

The $86,916 sticker price covered parallel and perpendicular park assist, heated and cooled front seats, automatic high beams, soft-door closing, surround cameras, lane-departure warning, panoramic roof, Meridian premium audio, navigation, head-up display, power tailgate with hands-free open and close.

Land Rovers through the years have appealed to drivers who desire to head out regardless of weather or road conditions. A young woman neighbor of ours for several years has gotten around regularly with an older Discovery. The sturdy, upright four-door appears to be the most indestructible vehicle in this part of the city.

Snow on the ground was the hope of Fiat Chrysler Automobiles executives for their recent gathering at the Ellis Ranch, west of Loveland near the entrance to the Big Thompson Canyon on U.S. 34.

For, you see, the occasion to which I was invited was the unveiling in this part of the country for the all-wheel-drive edition of the 2017 Dodge Challenger muscle car.

More than anywhere else in the country, the AWD version is aimed for Colorado and the states in the northeastern part of the U.S. It’s an indication that the Dodge Boys rate not only our winter weather, but our terrain, too, as toughest in the country.

To test the Challenger’s four-wheel grip on snowy trails wasn’t to be, however, for our two-week spell of temperatures in the 60s had removed any trace of winter at Ellis, a longtime working horse ranch now known for its event center and wedding park. In fact, Jan and I were there 18 months ago for the wedding of granddaughter Nicole Wells to Matt Ward.

In the absence of winter weather for the recent event, we drove the Challenger GT V-6 AWD models on dirt trails over the ranch’s rolling hills.

This four-wheel spin by Dodge lends the Challenger an edge in its keen competition with muscle-coupe rivals Ford Mustang and Chevrolet Camaro, neither of which offer all-wheel drive. The three performance models, which date back to the mid- to late 1960s, are rear-wheel based.

With an active transfer case and front-axle disconnect, the Challenger GT will be equipped with the same system as that used in the bigger Dodge Charger AWD. The GT’s 3.6-liter Pentastar V-6 delivers 305 horsepower and 268 lb.-ft. of torque, mated to an 8-speed automatic transmission. All-wheel drive will not be available with the more powerful V-8 Challengers.

Identifying the Challenger AWD models won’t be simple. There will be no AWD indicator on the exterior of the coupes. The only tipoff will be a small GT designation along the side of the Challengers.

The AWD addition cuts 3 miles per gallon highway fuel mileage off the V-6 models, from 30 mpg to 27.

“The GT seamlessly transitions between rear-wheel drive and all-wheel drive with no driver intervention,” said Benjamin Lyon, Dodge Challenger specialist for FCA. Under normal conditions, the front axle is disengaged and torque is directed to the rear wheels. With the slightest slip, the system automatically engages the front axle in AWD mode.

Beginning base price for the Challenger GT is $33,395, plus $1,095 destination charge. The GT model I drove, finished in mango orange exterior with nappa leather performance seats, carried a sticker price of $38,965. It is built in Brampton, Ontario, Canada.

With an excellent, albeit somewhat unusual, all-wheel-drive vehicle, Jan and I enjoyed a drive in to Boulder on a snowy day with wet roads and some ice.

The 2017 BMW X4 is a slope-backed SUV crossover hatchback, a four-door which has the looks of a coupe. This one, an M40i version, was boosted by a twin-powered, turbocharged inline-6-cylinder engine; a 4-cylinder turbo is the base engine for X4.

I was in a Germanic mode of mind as the BMW arrived a day earlier, having just parked the 2017 Mercedes-Benz C300 4Matic Coupe. These two brands, along with Porsche and Audi, all from Germany, represent the finest of luxury car building.

In the BMW, following lunch at Turley’s Kitchen on 28^th Street, we headed up Boulder Canyon, at 22 degrees a bit colder than the city.

The X4 climbed with decent power; push a Sport button and it turns very lively, performing as would be expected from a Bimmer’s turboed-6. Revs go higher as shifts are delayed, steering is quick and the taut suspension is tightened even more. It becomes a great handler of the twists and turns of the canyon; the ride, though, over rough pavement, can become a bit harsh.

The inline-6, mated to an 8-speed automatic transmission, generates 355 horsepower and 343 lb.-ft. of torque.

Midway up the canyon to Nederland, we reversed course back toward Boulder. From the turnaround to the old Red Lion Inn, I operated the BMW in manual-mode 3^rd gear to maintain a steady pace. The lower gearing and the X4’s all-wheel-drive setup added to a secure feel for the hatchback. A long-popular evening dining establishment, the Red Lion under new ownership two or three years ago was converted to a year-round special events and weddings venue.

BMW’s xDrive all-wheel-drive system uses dynamic stability control to send torque to the outside rear wheel when cornering to improve traction, turn-in and directional stability.

Fuel mileage was somewhat disappointing, 22.5 miles per gallon for the 120-mile trip, dropping to 21.5 after some in-town runs later in the week. The X4 with the twin-power turbo-6-cylinder carries an EPA estimate of 19 in the city and 26 on the highway.

It can be a fun drive, from the feel of the tight bolsters of the front seatbacks to the electronic shifter to the paddles on the steering wheel.

The X4’s overall length of 184 inches falls between the X3 and X5, an inch longer than X3 and 8 inches shorter than X5. Still, its front-door openings are tighter than normal and the rear seats, to accommodate the sharply sloped roofline, sit relatively low and are a bit cramped.

Pushing the sticker price all the way to $67,495 are options, including a cold-weather package of heated front and rear seats and steering wheel and retractable headlight washers, adaptive full LED  lights and automatic high beams, navigation system and head-up display, 20-inch wheels, rearview camera and surround view.

While the X4 is assembled in BMW plant in Spartanburg, S.C., the engine is built in Austria and the transmission in Germany.

Mercedes-Benz C300

A stylish redesign of the ’17 Mercedes-Benz C300 4Matic Coupe. (Bud Wells) 

Mercedes-Benz put together a nicely styled redesign of the C300 4Matic Coupe for 2017. As for power, wouldn’t you know, it carries a 2.0-liter, turbocharged 4-cylinder engine beneath the hood.

Those turbo-4s have become hot, hot, hot, as automakers gain higher miles per gallon while retaining some sense of performance.

Regarding the Benz, scarcely noticeable are the shifts from its smooth 7-speed automatic transmission responding to the 4-cylinder engine. Horsepower is 241, and the coupe earns an EPA estimate of 23/29 miles per gallon. My overall average was 24.5.

From a diamond-block grille, centered with the big M-B star, over the long hood and back to the sloped roofline, the new coupe adds classy attraction to the C-Class lineup.

Lending added control from the driver seat are an electronic shifter, paddle shifters at the steering wheel and ability to switch drive mode from comfort to eco, sport or sport-plus.

Atop the center stack is the large 8.4-inch display screen for navigation, audio and climate control. Overcoming the common coupe complaint of near-inaccessible seat belts for the front seats are belt extenders, which after the driver is settled into the seat, move forward 8 inches for an easy handoff of the hook for the latch.

With the highly regarded 4Matic all-wheel drive at the corners, the C300 comes in at a reasonable base price of $44,650. Add supportive saddle brown leather seats, though, along with a host of safety items and sport finishes and the tally totals $57,975.

Also among the long list of options are linden wood trim, rearview camera, head-up display, 19-inch AMG alloy wheels with Pirelli Sottozero tires, Burmester surround-sound system, power-folding mirrors, panorama roof, adaptive high-beam assist, blind-spot and lane-keeping assist, and electronic trunk closer.

The coupe, built in Bremen, Germany, weighs in at 3,770 pounds on a wheelbase of 111.8 inches..

“Merry Christmas!,” I shouted the morning of Christmas Eve from the bolstered, low-slung seat of the 2017 Chevy Corvette Grand Sport convertible, finished in Corvette racing yellow.

I’ve made these annual holiday greetings to readers for many years, from inside sport utes, sedans (some with all-wheel drive) and coupes – never, though, from a Vette.

This one, the new Grand Sport edition, boasts unbelievable grip, on dry pavement.

On our snow, though? Well, I drove out of my neighborhood’s icy streets, somewhat carefully, in 2^nd gear.

While the Corvette, a rear-drive icon, isn’t a snow-buster, I’d accept opportunity to pilot one under absolutely any weather conditions.

The 2017 review model brought my way is only the fourth Grand Sport edition in more than 50 years. In 1963, five Grand Sport race cars were built under direction of Corvette’s first chief engineer, Zora Arkus-Duntov. That program was canceled and not another showed up until 1996; the third Grand Sport arrived in 2010, an LS3-equipped Z06 with a steel frame instead of aluminum.

I drove one of the ’10 GS’s into Rist Canyon, west of Fort Collins, an area filled  with tight curves, ascents and descents in which I had tested a Porsche Carrera and Chrysler 300 SRT8 earlier. The Vette GS, in 3^rd and 4^th gears and responding to the terrain with constant downshifts and accelerations, beat both for flat cornering.

The 2017 Corvette Grand Sport showed up with a 7-speed manual transmission control for a 460-horsepower/465 lb.-ft. torque, 6.2-liter V-8 engine with direct injection and cylinder deactivation.

Sport-tuned suspension and magnetic ride control, in which the shock absorbers react to the road and adjust much faster than regular absorbers, are a highlight of the Grand Sport performance package. It also includes slotted brake rotors, electronic limited-slip differential, rear differential cooler.

Its GS black aluminum wheels are lined with Michelin Pilot Super Sport P285/30ZR19 front and P335/25ZR20 rear summer performance tires. Contrasting the yellow exterior finish is a satin black hood stinger stripe. The convertible top is also black.

Inside, the snug-fitting seats, dash and console are black. Push a button and the electronic drop-top lowers automatically; no latch to release. Weather is among five selectable drive modes, along with Tour, Sport, Eco and Track.

A $1,795 option, helping to push the Vette’s sticker price to $79,480, is a performance data recorder which logs video of your drives along with driving data on an SD memory card.

Among specs for the new Vette are wheelbase 106.7 inches; overall length 176.9; width 77.4; height 48.6; front track 62.5 inches and rear track 62.5; curb weight 3,487 pounds; cargo space 10 cubic feet. The Corvette is built at Bowling Green, Ky. Wide fenders are part of the GS style.

While 75 percent of Corvettes come equipped with an 8-speed automatic transmission, the 7-speed manual adds to driving capabilities. With the manual, the Vette will run 0 to 60 in 3.9 seconds.

“Most American males, at one time or another, have yearned for a Corvette,” onetime Denver megadealer Marshall Chesrown said to me as I sat in the office of his Chevrolet dealership almost 25 years ago. He was right on, and the yearning continues today.

The first Corvette came off the assembly line more than 60 years ago, in late June 1953, unveiled by famed GM designer Harley Earl. It was a white convertible with a Blue-Flame 235-cubic-inch 6-cylinder engine with three carburetors and a Powerglide 2-speed automatic transmission. Due to the late start for a ’53 model, only 300 were built.

The following year, after production was moved from Flint, Mich., to St. Louis, only 3,600 ‘54s were built, and many sat unsold on dealer lots by year’s end. For all its racy looks, the Vette had little under the hood; that changed when a V-8 was installed in 1955 and Chevrolet was on its way to creating an iconic sports car for America.

The year 2016 was one in which the auto industry continued its strong movement toward turbocharged, 4-cylinder engines with 8-speed and 9-speed automatic transmissions and innovative safety devices.

In emphasizing the smaller powerplants, none was more effective than the 2017 Volvo S90 luxury sedan, my choice for car of the year. The S90 replaces the S80 as flagship in Volvo’s lineup; it is 4 inches longer and noticeably wider. Its stylish exterior, luxurious interior and highway performance make it one of the finest four-door sedans I’ve driven this year.

Its new 2.0-liter, 4-cylinder engine is both supercharged and turbocharged with 316 horsepower and 295 lb.-ft. of torque and all-wheel drive. With products of this magnitude, there is no need, to this point, to fear the consequences of the Chinese ownership of Volvo.

Nissan earns “truck of the year” honors with its resized Titan, larger than a half-ton, not yet as big, though, as a three-quarter ton. It is for those seeking stronger tow capacity without stepping up into the heavy-duty 2500 field. The first one I tested was with a 310-horsepower, 5.0-liter Cummins V-8 turbodiesel mated to a 6-speed Aisin automatic transmission and developing 555 lb.-ft. of torque and four-wheel drive. The big bruiser requires a turn circle of almost 54 feet.

A gathering of members of the Rocky Mountain Automotive Press at Devil’s Thumb Ranch near Tabernash in September gave me opportunity to drive the new Acura NSX Hybrid, which, at $189,000, was the year’s highest-priced model. Among other high-enders during the year were the BMW 750i xDrive sedan at $129,245 and the Mercedes-Benz GLS550 4Matic SUV at $110,565.

Cheapest – The 2016 Scion iA sedan at $16,470, shortly before production ended for all Scions which have been rebadged Toyotas under the parent company in Japan.

MPG – 57.5 miles per gallon with the 2016 Toyota Prius Two gas/electric hybrid for 330 miles; 37.5 by ’16 Scion  iA; 35.0 by ’17 Hyundai Elantra, and 40.1 by ’17 Jaguar XE diesel sport sedan.

Best drive – 1,300 miles to Newport Beach, Calif., with Jan in a Fiat 500X for unveiling of the new Chrysler Pacifica minivan at the luxurious Pelican Hill Resort. While enjoying dinner with automotive journalists from around the country the second night in Newport Beach, I met Don Buffamanti, a photographer who produces Autospies.com, based in San Diego. Mention of my Denver Post connection brought this enthusiastic response from him, “I was a placekicker for Coach Chuck Fairbanks on the Colorado Buffalo football team in 1979.” Buffamanti is fairly well regarded in the automotive photo world; those many long runbacks of his kickoffs in Boulder did no lasting harm.

BMW silences AM – Audio systems in two BMW hybrid/electric models, the X5 40e plug-in and i3 electric, lacked AM band access. “The electric drivetrain can create negative influences on AM performance,” said Rebecca Kiehne, BMW product spokesperson, “and we don’t intend to offer any product that does not meet our high standards.”

Press release – “We’re (Toyota) excited to mention AMCI automotive testing announced the new 2016 Prius has better overall driving performance than the BMW 528i sedan. The Prius also proved to have a better overall ride quality than the Mercedes-Benz CLA250,” according to AMCI.” Wow.

Popular return – It’s bigger, fancier and pricier; the Honda Ridgeline pickup, which returns to market after a two-year absence.

On Outback track – A new challenger for the long-popular Subaru Outback in Colorado is the Volkswagen Golf SportWagen Alltrack, dressed for the outdoors.

 ‘Bigness’ is relative – It’s the biggest Mini Cooper I’ve ever seen; still small, though. The Clubman has been stretched 10 inches, mesuires only 168.3 inches, same as the little  Fiat 500X. Old-fashioned split rear doors are referred to as barn doors.

Style prevails – The most conservatively styled SUV through the years might have been the Lexus RX350. The highly regarded RX350 F Sport has gone stylish for ’17 with a larger spindle grille and a floating rear-pillar glass band that flows from the side windows to the rear windows. Its blandness is gone.

Best blipper – 2016 BMW M2 Coupe; downshifting and enjoying the feel and sound of “blipping the throttle” as the M2 neatly slips into the lower gear.

2,000^th drive – My review earlier this month of the 2017 Cadillac XT5 AWD, borrowed from John Elway Cadillac, was the 2,000^th dating back to Christmastime 1977. I’ve driven 132 Fords, most of any brand.

Jan’s favorite – The 2017 Volvo S90 luxury sedan. It would have been the BMW X5 40e plug-in until she uncovered the missing AM radio band; she’s big on listening to Rockies baseball while driving, as well as KOA news.

Best greeting – Happy New Year!

Opportunity fell my way one day recently to drive all over the Denver metro area the first new luxury sedan introduced into this country in more than 10 years.

It’s the 2017 (Hyundai) Genesis G90, which is aimed at those German giants Mercedes-Benz, BMW and Audi. Full-size luxury, no less.

Is it possible Hyundai, the Korean builder of small, economical cars, can compete in the exclusive, high-end world of automobiles?

“It’s all about value,” said Vince Armijo, general manager of McDonald Hyundai, as he handed me the keys to a caspian black G90 all-wheel-drive four-door, showing only a couple hundred miles on its odometer.

Up front on the long, sleek sedan is a large grille that resembles that of an Audi. The G90 stretches to 204.9 inches in overall length, only an inch and a half shorter than the BMW 740xi and Mercedes S550 4Matic.

“Our new one measures up in every way to those two $100,000-plus automobiles,” said Armijo. Look at our sticker. I did ‑ $71,550.

That indicates the G90 can compete not only with the top-level luxuries, also those a step down, such as the Lexus LS460, Mercedes E Class, BMW 5 series and the Jaguars.

Under the hood of the Genesis is a twin-turbocharged 3.3-liter V-6 engine developing 365 horsepower and 376 lb.-ft. of torque. It’s strong in performance, not instantly, but at midrange, when the power comes on with a rush. An 8-speed automatic transmission is quick and smooth in shifts and can be more closely controlled with paddle shifters on the steering wheel. Responses of the transmission, throttle, suspension, steering and stability control can be altered with Hyundai’s Intelligent Drive Mode between Eco, Smart, Sport and Individual settings.

Also available is a 5.0-liter, direct-injected V-8 producing 420 horsepower.

The V-6, though, handled the 4,800-pound four-door in impressive fashion, as I drove it all over the area, from Brighton at the north to the Denver Dumb Friends League at the south. It averaged 21 miles per gallon of premium fuel.

The interior is plush, with finely stitched nappa leather and a headliner of suede. Power sunscreens add comfort at the rear window and rear side windows. Put the car’s shifter in reverse with the back-window screen in place, and the screen automatically lowers to open up the reverse view. Move shifter back to drive and the back screen moves up into place again.

Among safety innovation for the G90 are automatic emergency braking with pedestrian detection, smart blind-spot detection, lane-departure warning and driver-attention alert.

Also included in the $71,550 sticker price are heated and cooled front seats, navigation and Lexicon 17-speaker surround-sound with 12.3-inch display screen, multiview camera front and rear, head-up display, power door closures, three-zone automatic climate control.

The creation of the Genesis G90 for the luxury division came after Hyundai a year ago halted production of two large standard autos, the original Genesis and Equus.

Added to the Genesis line also is a G80 midsize sedan, smaller than the G90.

The G90 will be sold only by Genesis dealers, of which McDonald’s is one of two in Denver awarded the honor.

McDonald Automotive Group dates back more than 50 years in Denver, when Doug McDonald came to town and opened a Volkswagen dealership. Added since are stores for Audi, Volvo, Mazda and Hyundai.

Doug McDonald was chosen Colorado Time Dealer of the Year in 1991.

In days long gone, majority of sales successes in the automotive market of the U.S. were spurred by new models of the Big Three – General Motors, Ford and Chrysler.

A few of those standouts remain, such as the Mustang/Camaro/Challenger competition.

And, of course, the intense domination of the full-size truck market by Ford/GM/Ram.

Another has emerged, this one close to home right here in Colorado.

The arrival of the third-generation 2017 Buick LaCrosse Premium all-wheel-drive sedan gave me pause to celebrate it.

To this point into 2017, it is a true Big Three battle aimed almost specifically at our state’s wintertime drives; it’s the full-size, all-wheel-drive-sedan comparison of the Buick LaCrosse, Ford Taurus and Chrysler 300 (and stablemate Dodge Charger).

For much of the rest of the country where there is less demand for AWD vehicles, the full-size market is a scramble with addition of Toyota Avalon, Chevy Impala, Kia Cadenza, Nissan Maxima, Volkswagen Passat, models which offer no AWD option.

While driving skill is primary, the addition of an all-wheel-drive option to large sedans is a secondary edge that increases security in this tough-driving part of the country. An example of the importance placed on the AWD security is that of Chrysler 300 sales nationally last year, 27 percent were equipped with the four-wheel mode; of Chrysler 300 sales in the Denver/Colorado region, 77 percent were with AWD.

Buick dealers in the Denver metro area have seen increased showroom attention drawn by the newest LaCrosse with AWD.

The new LaCrosse has grown by 3 inches in wheelbase and an inch overall, yet has shed pounds to a svelte curb weight of 3,840 in its AWD form, 300 lighter than a year ago. It sits lower and is a bit wider.

The Buick is equipped with a new five-link rear suspension, sharing a platform with the Cadillac XT5 I reviewed two weeks ago as my 2,000^th new vehicle driven in the past 40 years. Also like the XT5, the LaCrosse uses a 310-horsepower, 3.6-liter V-6 engine tied to an 8-speed automatic transmission with a small electronic shifter and stop/start technology

A roomy, beautifully finished interior is very quiet and its head-up display is one of the most colorful I’ve viewed. The switch to the electronic by-wire shifter creates a floating console with good-sized storage space beneath.

The Buick, on a 10-degree night with snow and ice on the ground, carried Jan and me to Denver for the annual Christmas party of the Rocky Mountain Automotive Press (RMAP) in the Bud Wells Board Room of the Colorado Automobile Dealers’ Bill Barrow Building at Speer and Grant.

David Muramoto has begun his second year as president of RMAP and shared the podium with Tim Jackson, head of the Colorado Automobile Dealers Association. Jackson referred to a 26 percent jump in new-car sales in Colorado in October, then appeared to be looking forward to a “possible wild ride ahead” with many new products, continued pent-up demand among consumers and change in political climate.

The high-end Acura NSX hybrid sports car and powerful Ram Rebel 4-by-4 pickup earned recognition from Muramoto for being voted “best onroad vehicle” and “best offroad vehicle”, respectively, selected by RMAP members in a driving extravaganza at Devil’s Thumb Ranch near Tabernash in September.

The Buick, built in Detroit, did well in the snow, with little slipping or sliding in its AWD setup. It averaged 23.6 miles per gallon during a cold, snowy week. It has no fuel-filler cap beneath the fender flap, thus it has joined Ford and Chrysler in that offering. A small button for engaging the heated steering wheel is positioned in the mix of controls for the active cruise and is, while driving in the dark, easy to be pushed unknowingly until the wheel begins to heat. The LaCrosse rode on Continental ProContact 235/50R18 tires.

With such additions as front automatic braking, pedestrian-detection, 4G LTE in-car wi-fi, navigation and Bose audio, the LaCrosse’s sticker price reached $48,970.

KIA CADENZA

The Kia Cadenza, a full-size, front-wheel-drive sedan built in Seoul, South Korea, was introduced to the U.S. market for the 2014 model year.

The Cadenza is 2 inches shorter than the Buick, both in wheelbase and overall length.

Like the Buick, the Cadenza has acquired a new 8-speed automatic transmission, replacing its former 6-speed. With its 290-horsepower, 3.3-liter V-6 engine, the Kia is not particularly strong on takeoff, then moves very responsively in midrange torque.

Nicely quilted and perforated nappa leather seats, finished in white, are comfortable and bright. A 14-speaker harmon/kardon audio system is a highlight.

Though the concave grille has stirred remarks, both favorable and unfavorable, the exterior finish is sleek and smooth from that point rearward. The “intaglio” grille is of faceted blades vertically across the front and curved toward the engine compartment.

The Cadenza weighs approximately 3,700 pounds on a wheelbase of 112.4 inches.  It averaged 23.4 miles per gallon (EPA estimate 20/28).  It rides on Michelin 245/40R19 tires.

Pricing for the Cadenza begins at $32,890 for the base model and $39,890 for the Technology edition.

Sticker price on the review model, the SX-L, was $46,240, including intelligent cruise control, surround-view camera, blind-spot monitoring, head-up display, power trunk lid and heated outboard rear seats.

One of the many outstanding models unveiled at the LA Auto Show is the Chevy Colorado ZR2 offroad compact pickup, expected to go on sale in early 2017.

Already down the road in these parts, though, waiting for arrival of competition such as the ZR2, is Toyota’s new entry into that rugged category, the 2017 Tacoma TRD Pro 4X4 Double Cab.

The TRD Pro showed up this fall, an enhanced package upgraded from the Tacoma TRD Off-Road unit.

An internal bypass coil-over-shock setup, with dampers featuring 2.5-inch aluminum housings, lends a 1-inch suspension lift. Adding to the increased ride height are beefed-up rear leaf springs.

Its exterior finish in a color called “cement” drew comments split evenly between favorable/unfavorable. Accenting the light color is a prominent Toyota heritage-inspired front grille, blacked-out hood scoop, black fender flares, TRD black alloy wheels with Goodyear Wrangler All-Terrain Adventure 265/70R16 tires.

Toyota’s old 4.0-liter V-6 has been replaced with the new Atkinson-cycle 3.5 V-6 which adds direct-injection when more revs are needed to deliver more power. Horsepower has increased to 278 from 236, and torque is rated at 265 lb.-ft. A 6-speed automatic transmission offers quicker and smoother shifts than the former 5-speed. The TRD Pro is also available with a 6-speed manual transmission.

The review model delivered to me was equipped with the automatic, which teamed well with the V-6 in two-wheel drive, four-wheel drive and four-wheel low range. The transfer case and automatic limited-slip differential are electronically controlled. The push of a “crawl” button in 4Lo allowed me to guide the Tacoma downslope in tough terrain at about 3 miles per hour without braking. A Multi-Terrain Select system offers a five-mode regulation of wheelspin.

Interesting is an integrated inclinometer or tilt gauge showing angles of slopes in side roll and front and  rear pitch while offroading in uneven terrain.

My offroading venture lowered the Tacoma’s overall fuel mileage average to 17.6; its EPA estimate is 18/23.

Built at the Toyota truck plant in San Antonio, the Tacoma TRD Pro is a heavyweight at 4,450 pounds on a wheelbase of 127.4 inches.

Driver and passenger enjoy fairly roomy front-seat area, though rear-seat legroom is tight. Leather-trimmed front seats are heated. TRD Pro logos decorate the headrests. Highlighting interior accommodations are Entune Pemium Audio with integrated navigation and Bluetooth. The pickup’s 5-foot bed is accessed readily with an easy-drop tailgate.

The tougher build of the TRD Pro comes with a price jump. Optional items such as glass-breaking sensor, paint-protection film, mudguards and bed mat added to the base price of $42,760 lifted the sticker total to $45,087.

Eleven months ago, in December, with outdoor temp at 20 degrees and snow on the ground, I drove a 2016 Toyota Tacoma TRD 4X4 Sport Double Cab to the Terry Bison Ranch just across the state line into Wyoming.

That Tacoma, fairly well-equipped, was $10,000 cheaper at $35,280, than this week’s TRD Pro. With the same 3.5 engine and 6-speed automatic transmission, it performed more briskly than the beefed-up TRD Pro. The ’16 model averaged 20.2 miles per gallon.