“Is it snappy,” someone asked of the 2016 Acura ILX sedan. No, not really, kind of average.

Snazzy, though, it is, with its sharply styled front end. It shapes up somewhat along the lines of the crisply finished Cadillac ATS, a competitor of the ILX. Both have distinctively designed grilles.

Jan and I drove the new Acura to Sterling the first weekend of this month for the 60^th reunion of the Sterling High School Class of ’55 – a Friday night gathering at the Plainsmen Grille and Saturday night at the Ramada Inn.

Of more consequence, however, was delivery to me of the highly touted 2016 Hyundai Tucson Sport AWD, which took us earlier this week to the higher country for a four-day visit to Vail.

An indirect route home lent credence to the capabilities of the new Tucson; to Leadville, Buena Vista, Fairplay, down U.S. 285 to Denver and on to Greeley.

The twists and turns and climbs on U.S. 24 from Minturn, over Tennessee Pass and on to Leadville, are better testing roadways than anything offered via the shorter I-70 route home.

The Tucson’s small 175-horsepower, 1.6-liter turbocharged 4-cylinder engine is mated to a quick-shifting 7-speed dual-clutch automatic transmission and this source provides power for climbing the hills with no hesitation. A more responsive Sport mode eliminates a bit of turbo lag noticed in Normal mode, and, if economy is of prime concern, an Eco mode slows down shifts and torque. Smoothest operation overall, though, is in Normal mode. A button will lock the system in four-wheel drive.

The new model rides more quietly than previous versions, handling is impressive and body motion has been reduced, with excellent grip on the mountain curves. A month ago, I drove one of the first ’16 Tucsons near Tabernash in the company of Lori Scholz, public relations manager for Hyundai, and Trevor Lai, manager of product planning, and within 2 minutes I could tell the Hyundai was of longer wheelbase and improved structure. Even with that, turning radius is a relatively short 35 feet.

A big plus, also, with the new one is its cargo capacity has been expanded to 31 cubic feet, compared with 25.7 for last year’s Tucson. The 2016 model, built in Korea, is 3 inches longer than last year, 1.2 inches longer in wheelbase and 1.1 inches wider. It competes in the compact SUV market against such standouts as the Mazda CX-5, Honda CR-V, Ford Escape, Toyota RAV4, Jeep Cherokee and Subaru Forester.

A hexagonal grille adorns the front end, but the nose is so blunt it lacks attraction. What saves the front view are the 30-inch-long angular headlights. The review model is finished in a chocolate color, very pretty, which Hyundai has labeled “mojave sand.” It looked good sitting out front of Doc’s Eat & Drink barbecue stop in Leadville.

Walk behind the Tucson with the key fob in pocket, stop for a couple seconds, the large taillights flash and the power liftgate opens. When opened, the uppermost edge of the liftgate is 80 inches high.

The wide cargo area extends to the regular cabin portion of the interior, with roominess in both front and rear seating areas. “It’s just fine,” said realtor friend Ted King, 6-foot-5, of front-passenger seat headroom while enroute to Kenny’s Steakhouse in Greeley. A hard-plastic appearance and feel of the dashboard area detract from an otherwise bright, comfortable interior.

We logged 450 miles in our four-day run to Vail and back, and averaged 26.9 miles per gallon, with an EPA estimate of 24/28. A Tucson I drove two years ago, with a 2.4-liter normally aspirated 4-cylinder, carried an EPA rating of 20/25.

The Tucson Sport’s price tag is a reasonable $28,570, lowered some by the fact there was no navigation installed. That’s about all it lacked, for it as equipped with rearview camera, heated front cloth seats, USB port, Bluetooth, satellite radio, the power liftgate, 19-inch wheels, blind-spot monitoring, rear cross-traffic alert, leather-wrapped steering wheel, keyless entry and push-button start.

The Sport model is just below the Limited in pricing. Cheaper versions of the Tucson are SE and Eco.

2016 ACURA ILX

The ’16 Acura ILX is in its fourth year as a front-wheel-drive luxury compact sedan.

Its 2.4-liter, 4-cylinder engine, connected to an 8-speed dual-clutch automatic transmission, develops 201 horsepower and 180 lb.-ft. of torque. Its small, inconspicuous paddleshifters are likable; they’re easy to handle and don’t get in the way of normal use of the steering wheel.

It excelled in fuel mileage, averaging 32.6 mpg in its drive to Sterling and back. The reunion was for all persons who attended or graduated from Sterling High 50 years ago or more. Keeping watch over the “kids” as master of ceremonies was Jim Weatherill, a ’62 grad and former superintendent of schools of  Littleton.

The Acura, like several Honda models, uses a dual set of infotainment screens at its dash, one over the other. They’re somewhat distracting.

With voice-recognition navigation, multiview rear camera, active cruise, lane-keeping assist, leather sport seats, power moonroof and jewel-eye LED headlights, the ILX’s sticker price reached $33,820.

Here are the specifications for the ’16 Hyundai Tucson Sport AWD:

• Capacity 5-passenger
• Wheelbase 105.1 inches
• Length 176.2 inches
• Width 72.8 inches
• Height 64.8 inches
• Curb Weight 3,505 pounds
• Track 63.1 inches front, 63.6 rear
• Ground Clearance 6.4 inches
• Turn Circle 34.9 feet
• Drivetrain All-wheel-drive
• Engine 1.6-liter turbocharged 4-cylinder
• Horsepower/Torque 175/195
• Transmission 7-speed dual-clutch
• Steering electric power-assist
• Suspension strut front, multilink rear
• Fuel mileage estimate 24/28
• Fuel mileage average 26.9
• Fuel Tank 16.4 gallons, unleaded regular
• Wheels 19-inch
• Tires Hankook Kinergy 245/45R19
• Cargo Volume 31 cubic feet
• Warranty 5years/60,000 miles basic, 10/100,000 powertrain

Competitors Mazda CX-5, Honda CR-V, Ford Escape, Toyota RAV4, Jeep Cherokee, Subaru Forester

Assembly Plant Ulsan, Korea

Parts Content Korea 93%

Base Price of Lowest Model $22,700; Base Price of Review Model $27,550; Destination Charge $895; Sticker Price $28,570.

In its 15^th model year, the Toyota Highlander has steadily grown into one of the top-rated midsize crossovers with three rows of seats.

It was the newest sport ute in the country in April 2001 when the ’01 Highlander carried Jan and me, Dave and Norma Wagner into northeastern Colorado for the 100^th anniversary celebration of the First Christian Church of Wray.

The first one was noted for a smooth, carlike ride; today’s Highlander has retained that asset while increasing wheelbase by 2 ½ inches, overall length by 7 inches, width by 4 inches and has gained 600 pounds. It has shed a very boxy rear end for a sleeker look.

The Highlander, since its introduction, has offered a quiet cabin and well-damped, comfortable ride; it’s a good highway cruiser. Jan and I drove it in to Denver one afternoon to attend the memorial service for Bill Barrow, the former longtime head of the Colorado Automobile Dealers Association.

More miles were added to the Toyota early the next morning when I drove it to Tabernash (near Winter Park) and the Devil’s Thumb Ranch for test-driving several 2016 cars and trucks.

Toyota’s 270-horsepower, 3.5-liter V-6 engine and 6-speed automatic transmission, in moving the 4,400-pound Highlander, isn’t overly powerful, but it gets passing marks for climbing the hills and in getting around slower-moving traffic, and doing it fairly economically. For the week I was with the Highlander, it posted an overall average of 21.8 miles per gallon; its EPA estimate is 18/24.

Its improved all-wheel-drive system, from normal front-drive mode at any hint of slip varies torque distribution up to 50/50 front-to-rear. With push of a button, the continuously varying distribution can be locked into an even divide between front and rear wheels.

Much of the Highlander’s popularity is based on the fact it offers the three rows of seating. Raise the lever on the seatback in the second row and the seat will slide forward, lending limited access to the far-back seats, which are fairly tight in legroom and headroom. The third row is not as roomy as that in the Chevrolet Traverse, and it leaves little cargo space, only 13.8 cubic feet behind the third row.

A swooping design across much of the dashboard creates a tray for holding small items such as phones or key fobs or billfolds or Starbucks cards. Visibility has been improved with slightly larger glass openings and repositioned pillars.

Highlighting a long list of optional items, which boosted sticker price of the Highlander to $47,812, are automatic high-beam headlights, running boards, rear-seat DVD entertainment system, radar cruise control, lane-departure alert and remote engine start.

Here are the specifications for the ’15 Toyota Highlander SUV crossover:

• Capacity 8-passenger crossover
• Wheelbase 109.8 inches
• Length 191.1 inches
• Width 75.8 inches
• Height 68.1 inches
• Curb Weight 4,464 pounds
• Track 64.4 inches front, 64.2 rear
• Ground Clearance 8 inches
• Turn Circle 38.7 feet
• Drivetrain All-wheel-drive
• Engine 3.5-liter V-6
• Horsepower/Torque 270/248
• Transmission 6-speed automatic
• Steering electric power
• Suspension front strut, rear double wishbone
• Fuel mileage estimate 18/24
• Fuel mileage average 21.8
• Fuel Tank 19.2 gallons, regular
• Wheels 19-inch
• Tires Bridgestone Dueler 245/55R19
• Cargo Volume 13.8 cubic feet
• Warranty 3 years/36,000 miles basic, 5/60,000 powertrain

Competitors Buick Enclave, Ford Explorer, Honda Pilot, Nissan Pathfinder

Assembly Plant Princeton, Ind.

Parts Content N.A.

Base Price of Lowest Model $32,530; Base Price of Review Model $41,300; Destination Charge $885; Sticker Price $47,812.

“What a looker,” some might say of this new automobile.

While its 550 horses make it a superstar and six figures ($121,000) give it elite status, a mere three letters on its rear (AWD) lend it added appeal in the Mile High City and hills to the west.

It’s the 2016 Jaguar F-Type R convertible, which was recently voted the favorite on-road driver by automotive journalists at an event at Devil’s Thumb Ranch in the mountains near Tabernash. Forty new cars and trucks were included in the display and drive, sponsored by the Rocky Mountain Automotive Press. Winner of favorite off-road driver was the ’15 Ram 1500 Rebel pickup.

I spent a week with the low-slung, two-seat Jaguar prior to the event at the Tabernash ranch. Finished in glacier white, it is of long, sloping hood and big nose out front. With the soft top retracted into the trunk, the red leather header and performance seats are inviting.

Packed tightly beneath the reverse-opening hood is the 550-horsepower, 5-liter V-8, supercharged and direct-injected for more efficient combustion. An awesome 502 lb.-ft. of torque will shoot the Jag to 60 miles per hour in about 4 seconds. Few competitors develop more horsepower than this one.

The Jag, in those 0 to 60 tests, screams its way down the track (well, actually, it roars and cackles). The driver not only controls the throttle, but also, with an “active exhaust system,” controls the level of decibel-blast out the quad pipes at the back.

The V-8 is mated to an 8-speed automatic transmission, with near-imperceptible shift points. The choice of gears can be quickened with paddle shifters in dynamic mode (also of choice is use of the other end of gearing performance for rain/ice/snow conditions.

In a plus for Colorado drivers, all-wheel drive has replaced rear-wheel drive in the F-Type R convertibles, pleasing those who venture out onto the roads all winter long. The Intelligence Driveline Dynamics system, which normally sends 100 percent of torque to the rear wheels, will, in an instant of treacherous conditions, redirect as much as 50 percent of torque to the front wheels. The stunning F-Type convertible, in its third year or production, was introduced in these parts at the

Denver Auto Show in 2013 by Jack TerHar, longtime Broomfield car dealer. “I learned of plan for the roadster back in 2004 in a British pub in England,” he said at the car show. “My tablemate, Ian Collum (Jaguar stylist), sketched it on a napkin while we drank beer.” Plans for its conceptual stage began to circulate the following year.

Built in Castle Bromwich, England, the ’16 F-Type R convertible carries a sticker price of $121,345, when equipped with the aforementioned features, along with Meridian sound system, climate pack with heated seats and steering wheel, touchscreen navigation, backup camera, blind-spot monitor, illuminated treadplates and 20-inch wheels with Pirelli 255/35/ZR20 tires.

Here are the specifications for the ’16 Jaguar F-Type R convertible:

• Capacity 2-passenger convertible
• Wheelbase 103.2 inches
• Length 176 inches
• Width 74.2 inches
• Height 51.7 inches
• Curb Weight 3,847 pounds
• Track 62.9 inches front, 64.9 rear
• Ground Clearance 3.9 inches
• Turn Circle 37.8 feet
• Drivetrain All-wheel-drive
• Engine 5.0-liter supercharged V-8
• Horsepower/Torque 550/502
• Transmission 8-speed automatic
• Steering electric power
• Suspension sport, double wishbone
• Fuel mileage estimate 15/23
• Fuel mileage average 21.4
• Fuel Tank 18.5 gallons, premium
• Wheels 20-inch
• Tires Pirelli 255/35/ZR20
• Cargo Volume 7 cubic feet
• Warranty 5 years/60,000 miles basic, 5/60,000 powertrain

Competitors Mercedes-Benz SL550, BMW M6, Porsche 911 Carrera 4S, Chevrolet Corvette Z06

Assembly Plant Castle Bromwich, England

Parts Content U.S./Canadian 3%, Germany 51%, England 43%

Base Price of Lowest Model $106,450; Base Price of Review Model $109,450; Destination Charge $995; Sticker Price $121,345.

Liken it to a bruiser of a heavyweight hitting harder with a smaller fist – it’s the refreshed third generation of the Ford Expedition EL. Gone is V-8 power, replaced with the awesome EcoBoost V-6.

By virtue of its size, the 2015 Expedition is the reddest of a string of red vehicles I’ve been driving recently. The Ford’s ruby red finish is actually a deeper red than the others – the flame red of a Ram 1500 EcoDiesel, the tornado red of the Volkswagen Sportwagen, the Melbourne red metallic of the BMW X6M, the milano red of the Honda HR-V and the rally red of the Mitsubishi Outlander.

None of those compare with it in size.

Based on the Ford F-150 pickup, the full-size SUV was introduced in 1996, then the extended-length EL was added in 2007 to replace the big Excursion, which had been discontinued two years previously.

The Expedition is in demand this summer; its sales increased 46 percent in July and the larger EL represents 44 percent of overall Expedition sales, according to Mike Grammes, Ford sales operations manager for the Denver region.

The 2015 Excursion EL, on a wheelbase of 131 inches, is 220.8 inches in length, stands almost 78 inches in height and weighs a whopping 6,103 pounds. And it rides high on 22-inch wheels, with Pirelli Scorpion 285/45R22 tires.

So, it is big. Open the huge hood, though, and there sits a relatively small V-6 engine in the wide-open underhood space.

Armed with the direct-injected, 3.5-liter twin-turbocharged V-6 engine churning out 365 horsepower and 420 lb.-ft. of torque, Ford discontinued Expedition’s use of the 5.4-liter V-8, which generated lesser ratings of 310-hp and 365 lb.-ft.

Only a moment’s hesitation precedes the thrust of EcoBoost power that so adequately carries the three-ton SUV to greater heights. The huge gain in torque reading registers higher-gear cruises. The V-6 is mated to a 6-speed automatic transmission with paddle shifters.

The Expedition EL averaged 17 miles per gallon and on a straight highway run will approach 19 or 20. A few months back, I averaged 17.3 with the like-sized Lincoln Navigator, equipped with a similar EcoBoost V-6.

The new Expedition uses fewer amounts of chrome in its restyled headlamps, grille and front bumper.

Inside, the modern, comfortable cabin boasts roominess, even in its third-row seating. Ford’s voice-activated Sync system lends opportunity for calls, music and driving directions, with Bluetooth phone and audio connectivity, CD player, satellite radio, iPod/USB and rear audio controls.

The body-on-frame SUV offers up to 9,200 pounds of tow capacity.

A sticker price of $68,090 is an indication of how well-equipped is the Platinum edition of the Expedition EL. A few of the long list of plush accommodations are the 22-inch wheels, power running boards, power moonroof, navigation, heated front and second-row seats and cooled front seats, rearview camera, power liftgate, blind-spot information system and dual-zone electronic automatic climate control.

Ford dealers in the Denver region last month recorded their best August sales in nine years on strong demand for F-series trucks, SUVs and crossovers.

Here are the specifications for the ’15 Ford Expedition EL 4X4:

• Capacity 8-passenger crossover
• Wheelbase 131 inches
• Length 220.8 inches
• Width 78.8 inches
• Height 77.7 inches
• Curb Weight 6,103 pounds
• Track 67 inches front, 67.2 rear
• Ground Clearance 8.3 inches
• Turn Circle 44 feet
• Drivetrain Four-wheel-drive
• Engine 3.5-liter twin-turbo V-6
• Horsepower/Torque 365/420
• Transmission 6-speed automatic
• Steering electric power-assist rack-and-pinion
• Suspension independent coil-over-shock front, multilink rear
• Fuel mileage estimate 14/20
• Fuel mileage average 17
• Fuel Tank 33.5 gallons, regular
• Wheels 22-inch
• Tires Pirelli Scorpion 285/45R22
• Cargo Volume 42.6 cubic feet
• Warranty 3 years/36,000 miles basic, 5/60,000 powertrain

Competitors Chevrolet Suburban, Nissan Armada, Toyota Sequoia

Assembly Plant Louisville, Ky.

Parts Content N.A.

Base Price of Lowest Model $56,830; Base Price of Review Model $64,320; Destination Charge $1,195; Sticker Price $68,090.

Hitting showrooms several weeks ago, and lending a boost to a brand that is in need, is the 2016 Mitsubishi Outlander.

Its new grille caught my attention when the Outlander 2.4 SEL S-AWC model, with only a few hundred miles on its odometer, rolled into my driveway.

The big grille is shaped somewhat similar to Lexus’ spindle-type front. It, though, has many more parts, a mix of glossy black and chrome slats and bars, some positioned horizontally, some vertically. So many of them that as I continued studying it, I began to wonder what fun it might be to disassemble it, then put it back together. Mitsubishi calls it a “dynamic shield” grille.

The Outlander is a seven-passenger vehicle competing with a field of compact crossovers, most of which use only two rows of seats. A direct competitor, which like the Outlander is designed with three rows, is the Kia Sorento.

A smaller offering for Mitsubishi is the Outlander Sport, which is a foot shorter than the Outlander and is built with only two rows of seating.

A climb up the Big Thompson Canyon was an interesting test for the 3,500-pound Outlander, with its 166-horsepower, 2.4-liter 4-cylinder engine. The Outlander’s former 6-speed automatic transmission has been replaced with a continuously variable type. Though the powertrain is not overly responsive, stick your foot into it and it will make the climb up the canyon with relative ease, and its CVT acceleration whine is not as exaggerated as some competitors.

Those continuously variable transmissions are becoming more commonplace (I won’t say popular), as a means for some automakers to increase fuel mileages. Of the past 25 cars I’ve driven and reviewed, about a third of them have been CVT-equipped.

Kathy and Bill Allen rode with us to The Other Side restaurant at lakeside in Estes Park, where we joined Kim Parker and Keith Brumley, Dale and Sandy Wells, Kurt and Tammy Wells and Brent and Tina Wells for Saturday night dinner.

A sport mode setting in the CVT mimicked a lower gear on the descent from Estes to Loveland and the Outlander maintained a nice gait down the canyon, with enough engine braking to avoid following too closely to the heavy traffic ahead. The S mode keeps the revs higher.

The Outlander SEL’s Super-All Wheel Control system, which can shift power between left and right on the front axle with its active front differential, has settings for normal, snow and lock, as well as a mild eco drive.

A retuned suspension and stiffened structure for ’16 have improved the handling of the Outlander, particularly through the preponderance of curves up and down the canyon. It’s a quiet cabin; its ride quality, firmed up with the altered suspension, can turn harsh on uneven road surfaces. A noticeable plus for performance of the Outlander is its relatively short turn circle of less than 35 feet.

A total of 250 miles, including the drive up and down the canyon, and a fairly even split of highway and stop-and-go in-city maneuvering produced an average of 25.1 miles per gallon of regular unleaded fuel.

The new Outlander’s interior has been dressed up with neatly fitted trim pieces, contrast-stitched leather seating surfaces, gloss black instrument panel, and roomy second-row seating with easy-to-fold seats. The third-row seating, though, is cramped beyond use by adults. Cargo space behind the third row is only 10.3 cubic feet; fold the third row and that expands to 33 cubic feet.

The Outlander SEL I drove carried a sticker price of $33,095, including Rockford Fosgate premium audio, navigation, lane-departure warning, rain-sensing wipers, power remote liftgate, power folding heated side mirrors, power sunroof and attractive two-tone 18-inch alloy wheels. Mitsubishi says its seven-passenger crossover is cheapest on the market.

Fifteen years ago, Mitsubishi was still a strong-selling import in the U.S. In the year 2000, Mitsu sold more than 314,000 new vehicles, headed by Galant, Eclipse and Mirage in the car line and the Montero Sport SUV. Mitsubishi’s sales last year were only 77,000.

Here are the specifications for the ’16 Mitsubishi Outlander 2.4 SEL S-AWC:

• Capacity 7-passenger crossover
• Wheelbase 105.1 inches
• Length 184.8 inches
• Width 71.3 inches
• Height 66.1 inches
• Curb Weight 3,494 pounds
• Track 60.6 inches front, rear
• Ground Clearance 8.5 inches
• Turn Circle 34.8 feet
• Drivetrain All-wheel-drive
• Engine 2.4-liter 4-cylinder
• Horsepower/Torque 166/162
• Transmission Continuously variable
• Steering electric power
• Suspension MacPherson strut front, multilink rear
• Fuel mileage estimate 24/29
• Fuel mileage average 25.1
• Fuel Tank 15.8 gallons, regular
• Wheels 18-inch
• Tires 225/55R18
• Cargo Volume 10.3 cubic feet
• Warranty 5 years/60,000 miles basic, 10/100,000 powertrain

Competitors Kia Sorento, Jeep Cherokee, Mazda CX-5, Hyundai Santa Fe Sport, Dodge Journey

Assembly Plant Okazaki, Japan

Parts Content Japan 100%

Base Price of Lowest Model $21,165; Base Price of Review Model $26,995; Destination Charge $850; Sticker Price $33,095.

It will be an excellent opportunity, I thought, to directly compare rival, top-selling crossover compacts from two domestic automakers.

The 2015 Chevrolet Equinox would arrive on Monday morning, overlapping by two days my possession of the 2015 Jeep Cherokee Latitude. Side-by-side they’ll sit in my garage.

They’re among the four best-selling compacts in the crossover category.

They’re near-sized; the Equinox is 5 inches longer in overall length, while the Cherokee is 60 pounds heavier.

Equinox supporters say it is of smoother operation than the Jeep; the Cherokee has a big edge in ruggedness and is “much more outdoorsy,” say Jeep devotees.

My plan of comparison, though, came to an abrupt halt on delivery; it was like skidding on two wheels.

There sat the Chevy Equinox – in front-wheel-drive form.

My word, aren’t SUVs and crossovers sent to Colorado expected to be of all-wheel-drive or four-wheel configuration?

Isn’t that what a big part of Colorado auto testing is all about, lending its rugged terrain to four-wheel maneuvering?

Few front-wheel-drive SUVs are sold here, and the manufacturers most often send their two-wheelers to more-flatland, nicer-weather territory.

However, it’s here with FWD, not AWD, and I’ve not tested an Equinox for several years, so let’s go ahead and crawl into the driver’s seat.

The Equinox offers a roomy cabin, impressively quiet on the highway. Its front-wheel-drive setup was equipped with a less-than-robust 182-horsepower, 2.4-liter 4-cylinder engine and a smooth-shifting 6-speed automatic transmission. Optional power is a 301-hp, 3.6-liter V-6.

The 4-cylinder, slow in low-end acceleration, delivered an average of 27.7 miles per gallon in a 50/50 split of city/highway maneuvers. Pressing an Eco button more often might have lifted the efficiency, though the power lack is more evident in that mode.

On a wheelbase of 112.5 inches, with normal-width track of 62.9/62.1 inches, the Equinox is a decent handler; the ride can turn somewhat harsh off the smoother roadways.

Along with navigation, featured in the center stack is the Chevrolet MyLink radio with 7-inch touchscreen, hands-free smartphone integration with Pandora and Stitcher, Bluetooth audio streaming, CD/MP3 and XM satellite.

The Equinox’s rear seat will move 8 inches fore and aft in a tradeoff between legroom for rear-seat passengers and cargo space at the rear of the Chevy. While the Equinox has more rear legroom than does the Jeep, the Cherokee is wider overall in the rear seat.

My attitude on the Latitude (Jeep Cherokee) is that it is one of the premier four-wheel-drive compacts, with dialing capability for terrain settings of automatic, snow, sport or sand/mud. The Cherokee 4-by-4 was equipped with a 3.2-liter V-6 engine with stop/start and a 9-speed automatic transmission. Its fuel-mileage average was 24.1.

Only the headliner is of light-colored finish in the Cherokee Latitude, all the rest of the interior is dark or black. The Jeep Cherokee is offered in trims of Sport, Latitude, Limited and Trailhawk.

Pricetag on the Jeep Latitude was $33,825. I reviewed a Cherokee Limited in budwells.com two months ago.

The Chevy Equinox, in its FWD form, was reasonably priced at $27,805, including rear vision camera and power windows/locks/mirrors, in addition to aforementioned amenities.

Here are the specifications for the ’15 Chevrolet Equinox FWD:

• Capacity 5-passenger crossover
• Wheelbase 112.5 inches
• Length 187.8 inches
• Width 72.5 inches
• Height 66.3 inches
• Curb Weight 3,758 pounds
• Track 62.9 inches front, 62.1 rear
• Ground Clearance 6.9 inches
• Turn Circle 40 feet
• Drivetrain Front-wheel-drive
• Engine 2.4-liter 4-cylinder
• Horsepower/Torque 182/172
• Transmission 6-speed automatic
• Steering rack-mounted electric power
• Suspension strut front, multilink rear
• Fuel mileage estimate 22/32
• Fuel mileage average 27.7
• Fuel Tank 18.8 gallons, regular
• Wheels 17-inch
• Tires Michelin Latitude P225/65R17
• Cargo Volume 31.5 cubic feet
• Warranty 3 years/36,000 miles basic, 5/100,000 powertrain

Competitors Ford Escape, Honda CR-V, Nissan Rogue, Kia Sportage

Assembly Plant Ingersoll, Ontario, Canada

Parts Content U.S./Canadian 65%,

Base Price of Lowest Model $22,995; Base Price of Review Model $26,170; Destination Charge $875; Sticker Price $27,805.

My first drive of the BMW X6 was in the early summer of 2008. It was mechanically superb, as you’d expect from a Bimmer, delivered a comfortable ride and, with a sloped back, was somewhat of an odd-looker.

I had seen the X6 at the Detroit auto show in January ’08, then took another look when it showed up at the Denver Auto Show two months later. At that time, I asked Karen Silveri, a BMW official, if I might drive it. “Probably not,” she said, “since it will be rushed to Phoenix immediately following the Denver show.” She said maybe she could give me a short ride in it. “Probably not,” I said, and waited for one to be delivered to me in June. It was worth the wait.

Seven years later, an M-badged variant of the X6 has come my way. Still the same “like it or not” styling, though this one is absolutely amazing in performance. To many observers, the M badge is a clear giveaway that the car is something special. It is three stripes of red, light blue and dark blue and the letter M.

The M represents M GmbH, a subsidiary of German manufacturer BMW, which develops specially modified higher-trim models. These include high-powered engines and modifications to transmissions, suspensions, exteriors and interiors.

For the 2015 BMW X6 M that means 567 horsepower and 553 lb.-ft. of torque from a twin-turbocharged, 4.4-liter V-8 with direct injection and variable valve control. It’s the most power ever produced for the X6 or X5, on which the 6 is based.

Mated to all that performance is a new 8-speed automatic transmission with sport and manual modes, paddle shifters on the steering wheel and launch control. Separate buttons will alter quickness of the steering, firmness of the suspension and throttle response of the engine from comfort to sport to sport plus levels.

The X6 rides on a wide track of 65.6 inches and is equipped with xDrive, BMW’s all-wheel-drive system, tuned to M requirements. I’ve long rated the X5 as one of the most capable snow- and ice-driving vehicles and the X6 is equal to those conditions.

The X6 M follows by only a month the testing of the 707-horsepower Dodge Charger Hellcat; I honestly could tell little difference in the acceleration rates of the two. Both are awe-inspiring. The Hellcat’s 707 horsepower, the 2010 Bentley Continental Supersports AWD Coupe with 622 and a 2012 Chevy Camaro ZL1 with 580 are the only models I’ve tested that have exceeded the 567 of the X6.

The X6 M review model is finished in melbourne red metallic paint, with special, pricey 21-inch wheels and big 15-inch brakes. It averaged 17.9 miles per gallon of premium fuel.

Attractive inside are silverstone white merino leather seats and armrests; most often German-built products show up with much darker interiors. The dash is of stitched leather and the headliner of anthracite alcantra. Even with a tall structure and its overall length of almost 194 inches, the rear-seat legroom and headroom are somewhat tight. Cargo space behind the rear seat is 26.6 cubic feet.

A Harmon Kardon surround-sound audio system and navigation, with iDrive control, dominate a 10.2-inch touchscreen display.

Though a well-equipped X6 model can be bought in the $70,000 range, the M-specialties send sticker price for the ’15 X6 M four-door to $109,950. That included side/top view/rear view cameras, active cruise/blind-spot detection/lane-change alert, front heated and ventilated seats/rear heated, thigh-extended front seats, four-zone climate control and soft-close automatic doors.

The M package ties the powerful X6 closely to its home base in Germany; the crossover, however, is assembled in Spartanburg, S.C.

Here are the specifications for the ’15 BMW X6 M:

• Capacity 5-passenger sedan
• Wheelbase 115.5 inches
• Length 193.8 inches
• Width 78.3 inches
• Height 66.5 inches
• Curb Weight 5,185 pounds
• Track 65.6 inches front, rear
• Ground Clearance 8.1 inches
• Turn Circle 42 feet
• Drivetrain Allt-wheel-drive
• Engine 4.4-liter twin-turbo V-8
• Horsepower/Torque 567/553
• Transmission 8-speed automatic
• Steering electric-assist rack-and-pinion
• Suspension Independent double wishbones front, multilink rear
• Fuel mileage estimate 14/19
• Fuel mileage average 17.9
• Fuel Tank 22.4 gallons, premium
• Wheels 21-inch
• Tires Michelin Pilot Super Sport 285/35ZR21 front, 325/30ZR21 rear
• Cargo Volume 26.6 cubic feet
• Warranty 4 years/50,000 miles basic, powertrain

Competitors Mercedes-Benz ML63AMG, Porsche Cayenne Turbo, Audi RS7, Range Rover Sport SVR

Assembly Plant Spartanburg, S.C.

Parts Content U.S./Canadian 10%, Germany 65%

Base Price of Lowest Model $102,100; Base Price of Review Model $102,100; Destination Charge $950; Sticker Price $109,950.