Today, I review a ’15 on 12-13-14.

It’s the Chrysler 200C all-wheel-drive midsize sedan, which posted the hottest sales gain in the auto industry last month.

Whether the numerically based lead of the column is liked, or disliked, it is the last one this century. Three years ago, in the fall of 2011, an opportunity arose when I wrote, “Two-doors continue to roll my direction, and I have a ’12 for you on the morning of 9-10-11.” It was the 2012 Honda Civic Coupe. The year 2015 will be a step beyond linking up consecutively with months (which, of course, end with 12) and date numericals. Something else will come to mind, I’m sure.

To put Chrysler’s AWD system to some use, we drove it to 9,500-feet-high Bear Lake in Rocky Mountain National Park where 17 inches of snow was on the ground. That’s 17 more than was in the lower lands of northern Colorado.

The all-wheel-drive option makes the 200C a nice entry in Colorado country. Few midsize sedans offer grip at all four wheels – Toyota Camry doesn’t, nor does Honda Accord. It is available on the Ford Fusion and Subaru Legacy, and the Volkswagen Passat has recently added 4Motion. It is more common on luxury models.

The 200C handled easily the little bit of ice we encountered near the parking lot of Bear Lake. The new AWD system, when called upon, instantly splits torque between the front and rear wheels for optimal traction. When front-wheel-drive performance is sufficient, the system disengages power to the rear axle, gaining increased fuel efficiency.

A powertrain highlight is Chrysler’s 9-speed automatic transmission, tied to its 295-horsepoower, 3.6-liter Pentastar V-6 engine. A rotary dial on the center console, something like that used by Jaguar, has replaced the traditional shifter for the 200. It simplifies the shift process and is enhanced by paddle shifters at the steering wheel. Using the paddles in manual mode, the driver controls limitless gearing possibilities among the nine speeds. A Sport mode increases throttle response, quickens shifts and lessens the normal traction control.

The Pentastar, smoothed by the 9-speed, seems to work very hard and noisily under stressful acceleration demands. A bit more oomph is needed on occasion. And that may soon be at hand. One afternoon while the 200 was in my possession, a daily Internet newscast from Detroit (Tom Worobec, Automotive News) informed me that Chrysler plans to turbocharge the Pentastar V-6 later in 2015.

This, if added to the 200C, will make it a leader among the midsize sedans.

Overall driving, including the climb to Bear Lake, averaged 26.9 miles per gallon.

With improved soft-touch, high-end materials, the 200’s cabin has gained a spot on Ward’s 10 Best Interiors List for the year. The upgraded 200C has power controls for both front seats; a complaint with lower-end models is that the front-passenger seat is positioned very low and there is no height adjustment. A large storage bin has been carved out in the center console, and another wide opening has opened beneath the center portion of the dash, designed somewhat like those in Volvos for a number of years.

A heated steering wheel is among interior niceties; the heat into the steering wheel can be set to turn on automatically when a temperature drops to a certain cold level.

An impressive Uconnect 8.4 infotainment system, navigation, adaptive cruise, automatic high beams, park assist, premium leather heated and cooled seats and lane-departure system helped push sticker price of the Chrysler from a base of $30,425 to sticker of $35,900.

Base engine for the Chrysler 200 is a 184-hp, 2.4-liter 4-cylinder.

Sales of the 200 sedan last month totaled 14,317, a 156 percent increase over the previous month. It has been years since a Chrysler midsize model has sold that many units in a month. It outsold the Chevy Malibu, Subaru Outback, Kia Optima and Volkswagen Passat for the month.

Here are the specifications for the ’15 Chrysler 200C AWD:

• Capacity 5-passenger
• Wheelbase 108 inches
• Length 192.3 inches
• Width 73.6 inches
• Height 58.7 inches
• Curb Weight 3,473 pounds
• Track 62.1 inches front, 62 rear
• Ground Clearance 5.8 inches
• Turn Circle 39.8 feet
• Drivetrain All-wheel-drive
• Engine 3.6-liter V-6
• Horsepower/Torque 295/262
• Transmission 9-speed automatic
• Steering variable-assist power
• Suspension strut front, multilink rear
• Fuel mileage estimate 18/29
• Fuel mileage average 26.9
• Fuel Tank 15.8 gallons, regular unleaded
• Wheels 18-inch
• Cargo Volume 16 cubic feet
• Warranty 3 years/36,000 miles basic, 5/100,000 powertrain

Competitors: Ford Fusion, Acura ILX, Volkswagen Passat, Subaru Legacy, Toyota Camry

Assembly Plant: Sterling Heights, Mich.

Parts Content: U.S./Canadian 67%, Mexico 16%

Base Price of Lowest Model: $21,700; Base Price of Review Model: $30,425; Destination Charge: $995; Sticker Price: $35,900.

It’s a beautiful finish, in melbourne red metallic, which adds $550 to its cost.

Impressive, too, is its interior, white nevada leather with red contrast stitching, and that’s an extra $1,450.

It is BMW’s new 2015 X4 crossover hatchback, which looks like a coupe, even with its four doors. It is styled like the bigger X6, which was introduced seven years.

Of the X6 when I reviewed it in The Denver Post of July 4, 2008, I said, “Its new look is hot as a firecracker.”

The same holds true now for the new X4, still a hot coupelike look, even in December.

Interestingly, the X6’s review model back in ’08 was $63,700, just $100 higher than sticker price on the ’15 X4, which is a size smaller. Price bumps along the way have pushed the total on a well-equipped X6 into the $80s.

From the driver’s seat of the X4, the results for pushing the Sport driving button are under-hood performances fitting of a BMW – tightened steering, stiffened suspension, more responsive shifts, capped by paddle-shift capability. Three other modes are Eco (mild), Comfort (normal) and Sport-plus (blast-off).

A twin-power turbocharged, direct-injection 3.0-liter, inline-6-cylinder engine mated to an 8-speed automatic transmission provides the multilevel power modes. It generates 300 horsepower and 300 lb.-ft. of torque.

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.

The inline-6 with the 8-speed carries an EPA estimate of 19/27 miles per gallon. My overall fuel mileage average was only 21.5; I didn’t often call on the Eco mode. An optional power source for the X4 is from a 2.0-liter, turbocharged 4-cylinder engine, also tied to the 8-speed.

The X4 is built on the chassis of BMW’s X3 SUV and is much the same size. The X4 is a half-inch longer than the X3 and its roofline is 1.5 inches lower than that of the X3. Its roofline slopes back to the trailing edge of the tailgate; that and its low-slung structure create shallow vision out the rear window.

Among interior highlights are M leather steering wheel and M door sill finishers. The rear seat is split 40/20/40, and cargo space behind is 17.7 cubic feet. Rear-seat footroom is somewhat tight.

A few of the many options are heated front and rear seats, heated steering wheel, blind-spot detection, automatic high beams and stop/start system.

Here are the specifications for the ’15 BMW X4:

• Capacity 5-passenger
• Wheelbase 110.6 inches
• Length 184.3 inches
• Width 74.1 inches
• Height 63.9 inches
• Curb Weight 4,260 pounds
• Track 62.8 inches front, 63.4 rear
• Ground Clearance 8 inches
• Turn Circle 39 feet
• Drivetrain All-wheel-drive
• Engine 3.0-liter twin-scroll turbo inline-6-cylinder
• Horsepower/Torque 300/300
• Transmission 8-speed automatic
• Steering rack-pinion
• Suspension strut front, multilink rear
• Fuel mileage estimate 19/27
• Fuel mileage average 21.5
• Fuel Tank 17.7 gallons, premium unleaded
• Wheels 19-inch
• Tires Goodyear Eagle 245/45R19
• Cargo Volume 17.7 cubic feet
• Warranty 4 years/50,000 miles basic, 4/50,000 powertrain

Competitors Porsche Macan, Lincoln MKC, Range Rover Evoque, Acura RDX, Meercedes-Benz GLA

Assembly Plant Spartanburg, S.C.

Parts Content N.A.

Base Price of Lowest Model $44,700; Base Price of Review Model $48,000; Destination Charge $950; Sticker Price $63,600.

Happy Thanksgiving!

How many turkeys can be hauled in the cargo area of the 2015 Honda CR-V?

Talking frozen, dressed birds of 15 to 18 pounds, the number might be 40 to 50, depending on how they’re squeezed in and stacked.

If you’re talking live turkeys, it depends, first and foremost, on how many you can catch.

The CR-V’s cargo space at 35.3 cubic feet is one of the largest in its class. The cargo floor sits low, with the spare tire resting beneath it, and it is easily accessed.

All this room behind the second-row seats is among reasons cited for the popularity of Honda’s compact crossover.

There are better-looking crossovers, and those with more power and better shift control, but this one excels in all-around pleasant performance.

And it shows in the sales charts. The Accord and Civic sedans for years have been Honda’s best sellers. Not so in October, when the CR-V outsold both of them.

The top 10 sellers of SUV/crossover vehicles for October, behind the Honda’s 29,257, are Ford Escape 24,919, Toyota RAV4 21,524, Chevrolet Equinox 17,603, Ford Explorer 16,496, Jeep Cherokee 15,715, Jeep Grand Cherokee 14,993, Nissan Rogue 14,685, Jeep Wrangler 13,685, Subaru Forester 12,971 and Toyota Highlander 12,106.

The five-passenger ’15 CR-V is a bit longer with slightly wider track than the one I last drove, a 2012 model. Though the CR-V is of shorter wheelbase than the Ford Escape and Toyota RAV4, it is within an inch in overall length, longer than the Escape, shorter than the RAV4.

Torque and economy have increased with a new 2.4-liter (Earth Dreams Technology) 4-cylinder engine tied to a continuously variable transmission (VT). Peak efficiency is called upon with the push of a green “econ” button, which delivers feedback to best-type engine demands for high fuel mileage. The CVT’s modest speed recovery takes some getting used to; the 18 additional pounds-feet of torque help some.

My time with the CR-V was the recent extremely cold and snowy week, which dragged the vehicle’s overall fuel mileage down to 25.9 miles per gallon. Its EPA estimate is 26/33.

The crossover did a nice job of switching from its front-wheel-drive system to front/rear control for added traction on icy streets.

In addition to the normal rearview camera, the CR-V featured LaneWatch, activated with the right-turn signal, giving an on-screen view of the car’s blind-side area. It lends assurance on turns, as well as for lane changes on a busy I-25.

Eighteen-inch alloy sport wheels are shod with Dunlop Grandtrek 225/60R18 tires.

The CR-V review model is the high-end Touring version, with a sticker price of $33,650, including such other features as voice-recognition navigation and audio (AM/FM/CD, Bluetooth, Pandora, USB, satellite), leather-trimmed seats (heated in front), dual-zone climate control, push-button start, adaptive cruise control, power moonroof and tailgate and variable intermittent wipers.

Here are the specifications for the ’15 Honda CR-V AWD:

• Capacity 5-passenger
• Wheelbase 103.1 inches
• Length 179.4 inches
• Width 71.6 inches
• Height 65.1 inches
• Curb Weight 3,624 pounds
• Track 62.2 inches front, rear
• Ground Clearance 6.8 inches
• Turn Circle 36.9 feet
• Drivetrain All-wheel-drive
• Engine 2.4-liter 4-cylinder
• Horsepower/Torque 185/181
• Transmission Continuously variable
• Steering rack-pinion
• Suspension strut front, multilink rear
• Fuel mileage estimate 26/33
• Fuel mileage average 25.9
• Fuel Tank 15.3 gallons, unleaded regular
• Wheels 18-inch
• Cargo Volume 35.3 cubic feet
• Warranty 3 years/36,000 miles basic, 5/60,000 powertrain

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

Assembly Plant East Liberty, Ohio

Parts Content U.S./Canadian 70%, Japan 15%

Base Price of Lowest Model $24,570; Base Price of Review Model $32,770; Destination Charge $880; Sticker Price $33,650.

To adhere a “light on its feet” label to a tough-looking vehicle is a major step toward success these days in the automotive truck world.

Ford, on a cold, windy morning this week, showed off its new aluminum-bodied F-150 pickup at a parking lot in Broomfield.

Not only is it 700 pounds lighter, it is stronger than the traditional steel bodies for trucks, says Ford Motor Co.

Some detractors, though, say the durability of aluminum body panels for pickups isn’t yet proven, and it’s a risky move for the country’s leading builder of those vehicles.

Production of the new pickups began last week in Dearborn, Mich., and the models will reach Ford showrooms in this area in December. We’ll then begin to assess how they stack up in the real world.

For me, the level of excitement for testing the 2015 F-150 at Broomfield was heightened by the opportunity to also drive one with power from a relatively small, innovative V-6 engine.

It is the high-output, twin-turbocharged 2.7-liter EcoBoost producing 325 horsepower and 375 lb.-ft. of torque, with towing capability of 8,500 pounds. Only because of the aluminum-lightened body is the 2.7 strong enough for truck duty. It’s the smallest engine to ever power an F-series pickup.

The little V-6, with direct fuel injection, moved the Crew Cab 4-by-4 around in relatively easy fashion. Maneuverability was excellent. Mated to Ford’s electronic 6-speed automatic transmission, the 2.7 is very smooth and its acceleration is strong.

Adding to its economic attributes is Ford’s first stop/start system for a pickup, in which the engine shuts down at stoplights, restarting when brake pressure is eased. It is a fuel-saving feature.

The smaller 2.7 rates better power numbers than Ford’s base 3.5-liter V-6 (283 hp, 255 torque), with higher tow capacity and payload.

The key to use of the small V-6 is, of course, higher miles per gallon. Ford has said the 2015 model will get up to 26 mpg on the highway. One Ford representative told me that the 2.7 in an F-150 Crew Cab averaged 23 overall in a variety of driving duties.

The Crew Cab interior, a bit roomier for 2015, was a quiet cabin during the test-drive operation. Its seats were of wear-resistant vinyl.

The new aluminum body panels will be tied with structural adhesives and rivets, instead of the spot welds which held the former steel panels.

In addition to its turbocharged 2.7 and the base 3.5 engines, also available will be a turboed 3.5 EcoBoost V-6 and a 5.0-liter V-8; the 6.2-liter V-8 has been dropped.

Compliments seemed to follow this special new car all over the place.

It’s the 2015 BMW M4 Coupe, which previously was designated the M3. BMW, though, has separated its 3 series four-door sedans from the coupes, which now are known as the 4 series.

Thus, the ’15 version of the super-handling, performance two-door is the M4.

To further distinguish the new one, BMW has returned its traditional 3.0-liter inline-6-cylinder engine, this one a 425-horsepower twin-power turbo, beneath the hood. It replaces a 414-hp, 4.0-liter V-8. The new inline-6, mated to a 7-speed dual-clutch automatic transmission, boasts 406 lb.-ft. of torque, and exceeds low-end acceleration of the former V-8.

Though the 2015 M4 is 2 inches longer in wheelbase and overall length than the previous M, heavy use of carbon fiber and aluminum have lightened curb weight of the coupe by 170 pounds. The prevalence of carbon fiber usage is most visible at the molded roof panel and, with the hood open, the strange-looking, half-loop strut brace.

“Great-looking car,” “nice wheels,” “beautiful Bimmer,” were typical of comments heard wherever I parked it last week in Denver and northern Colorado.

Even the color, labeled Austin yellow metallic but seemingly tinting a bit to the gold or green shade, drew generally favorable reaction.

The M4’s sound, enhanced with electrically actuated flaps in the exhaust pipes, doesn’t compare with the awesome roar emitted by the 560-horsepower V-8 in the ’13 M6 Coupe I tested two years ago.

Other than its priceiness, there are not a lot of negatives associated with it. Its performance is a blast, and it is one of the better-handling coupes in the country.

Dual-scroll turbos generate tremendous torque for the inline-6, and the 7-speed automatic offers quick shifts, paddle controls and a launch-control program for track time. Throttle response and suspension stiffness are controlled by comfort, sport and sport-plus settings. EPA fuel-mileage estimate has taken a big jump to 17/24 from the old V-8’s rating of 14/20. My overall average with the M4 was 21.2.

The lengthened wheelbase and upgraded suspension, brakes and other underparts mean the M4 has a very wide turn circle of 40 feet, 3 feet longer than a standard BMW 3 or 4 series model.

The sleek coupe shows off a hood bulge up front and quad tailpipes at the rear, with gold-painted calipers standing out against each of the large brake rotors at the wheels.

Inside, bolstered white perforated leather seats are mounted low into the cabin. A thick, stitched leather-covered steering wheel and short shifter knob await guidance from the pilot. Rear seats are comfortable, with some tightness of legroom.

Here’s how the M4 goes from its base price of $64,200 to a sticker total of $86,200:

$8,150 for M carbon ceramic brakes, in which fixed-caliper brakes are fitted to the front and rear axles with four pistons at the front and two at the rear, instead of single-piston sliding calipers; $4,000 for heated steering wheel, rearview camera, retractable headlight washers, park-distance control, head-up display, satellite radio; $2,900 for the 7-speed double-clutch transmission (a 6-speed manual is standard); $1,900 for adaptive full LED lights, with automatic high beams; $1,200 for 19-inch black wheels; $1,000 for adaptive M suspension; $875 for Harman Kardon sound system; $550 for the yellow metallic exterior finish; $500 for enhanced Bluetooth and Smartphone, and $925 for destination charge.

Here are the specifications for the ’15 BMW M4 Coupe:

• Capacity 4-passenger
• Wheelbase 110.7 inches
• Length 183.9 inches
• Width 73.6 inches
• Height 56.4 inches
• Curb Weight 3,585 pounds
• Track 62.2 inches front, 63.1 rear
• Ground Clearance 4.8 inches
• Turn Circle 40 feet
• Drivetrain Rear-wheel-drive
• Engine 3.0-liter twinpower turbo inline-6-cylinder
• Horsepower/Torque 425/406
• Transmission 7-speed dual-clutch automatic
• Steering electromechanical
• Fuel mileage estimate 17/24
• Fuel mileage average 21.2
• Fuel Tank 15.8 gallons, unleaded premium
• Wheels 19-inch
• Cargo Volume 11 cubic feet
• Warranty 4 years/50,000 miles basic, powertrain

Competitors Audi RS5, Cadillac CTS-V Coupe, Mercedes-Benz C63AMG, Lexus RC F, Porsche Boxster S

Assembly Plant Munich, Germany

Parts Content Germany 65%, U.S./Canadian 5%

Base Price of Lowest Model $64,200; Base Price of Review Model $64,200; Destination Charge $925; Sticker Price $86,200.

I recently scanned a lengthy list of refined vehicles by Toyota, let my eyes fall near to the bottom, and selected a 2015 4Runner 4X4 Trail Premium V-6, finished in barcelona red metallic paint.

The 4Runner, built on the Tacoma platform, remains one of the few body-on-frame sport utility vehicles.

Its toughness and upright stance don’t compare in sleekness and ride quality with all those crossovers which have flooded the market the past few years. Want to do some crawling about in the rough, or get outdoors in a big snowstorm, though? This one’s for you.

Its step-in height of a little over 22 inches proclaims it is structured for heavy-duty service; it boasts over 9 inches of ground clearance.

The 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 five years ago, and is somewhat dated, as 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 4,700-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 old-fashioned lever is part of the 4Runner Trail’s rugged setup; available on the 4Runner’s SR5 and Limited versions is a dial-type electronic control for the transfer case.

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 can be accessed for low-range gear when the going is especially troublesome.

A dial control for the accommodating terrain settings is placed, awkwardly for the driver, in the overhead console. It alters throttle, gearing and braking to better tackle conditions involving mud/sand/dirt, loose rock, mogul or solid rock. Moguls are shallow ditches, ridges and slopes. A dial placed on the center console seems much less distracting for the driver than in the overhead position.

A $1,750 option on the 4Runner review model was kinetic dynamic suspension, a hydraulic system that varies the damper rates and sway-bar firmness in offroad situations. The 4Runner rides on Bridgestone Duelers H/T P265/70R17 tires.

The suspension upgrade pushed sticker price of the Toyota to $40,890, including skid plates for its stabilizer bars, touch-screen navigation and audio, App Suite/Bluetooth/USB, side-curtain airbags, heated mirrors with turn-signal indicators, tow-hitch receiver, rearview camera and moonroof.

Adding distinction (or distraction) to the 4/Runner’s exterior finish are bulging headlights and taillights.

Lending easy access to gear or the cooler at the rear is a sliding rear cargo deck, which can support up to 440 pounds. The cargo area is a cavernous 46 cubic feet in size.

Here are the specifications for the ’15 Toyota 4Runner 4X4:

Capacity 5-passenger

• Wheelbase 109.8 inches
• Length 190.7 inches
• Width 75.8 inches
• Height 71.5 inches
• Curb Weight 4,760 pounds
• Track 63.2 inches front, rear
• Ground Clearance 9.6 inches
• Turn Circle 37.4 feet
• Drivetrain Four-wheel-drive
• Engine 4.0-liter V-6
• Horsepower/Torque 270/278
• Transmission 5-speed automatic
• Steering rack-and-pinion
• Fuel mileage estimate 17/21
• Fuel mileage average 19.2
• Fuel Tank 23 gallons, regular unleaded
• Wheels 17-inch
• Cargo Volume 46.3 cubic feet
• Warranty 3 years/36,000 miles basic, 5/60,000 powertrain

Competitors Nissan Xterra, Nissan Pathfinder, Jeep Wrangler, Jeep Grand Cherokee, Ford Explorer

Assembly Plant Tahara, Aichi, Japan

Parts Content N.A.

Base Price of Lowest Model $35,270; Base Price of Review Model $38,655; Destination Charge $885; Sticker Price $40,890.

Improvements in the 2015 Dodge Challenger R/T surfaced among the curves and tight twists on a stretch of Colo. 119 from Rollinsville to Blackhawk last week.

Even with all its size and heft, the rear-wheel-drive Challenger has become a very capable, sure-footed handler.

Jan and I spent three days in the mountains with the new Challenger. Its sportier suspension is slightly lower, and includes short/long-arm front with a high upper “A” arm, coil springs and stabilizer bar. Its five-link independent rear suspension works with coil springs, gas-charged monotube shocks, stabilizer bar and an isolated suspension cradle. Most body lean has been eliminated in cornering.

The refinement, featuring Bilstein high-performance shock absorbers, has created a decent balance between hard-charging grip and turn security, and a fairly pleasant ride for driver and passenger.

The R/T Plus model we drove was finished in granite crystal metallic paint with dual red R/T side stripes.

The strong 5.7-liter Hemi V-8 and smooth 8-speed automatic transmission beneath the hood are an outstanding combination. The Hemi generates 375 horsepower and torque of 410 lb.-ft.

The ultimate Challenger for ’15 is the Hellcat with an all-new supercharged 6.2-liter Hemi producing 707 horsepower, the most powerful V-8 ever for Chrysler Group. Pricing begins at around $60,000 for the Hellcat; the Challenger R/T we drove was sticker-priced at $44,255.

Other engines available in the new Challenger are a 485-hp, 6.4-liter Hemi V-8 and a 305-hp, 3.6-liter Pentastar V-6.

The original Dodge Challenger made its debut in the fall of 1969 as a ’70 model, and was built until April 1974. Almost 190,000 were sold. It shared its platform with the Plymouth Barracuda. The Challenger was offered in two-door hardtop and convertible style, and, back then like today, also boasted a wide choice of engines, including the 426-cubic-inch Hemi V-8, a 440 V-8, 383 V-8, 340 V-8, 318 V-8 and Slant-6.

Inside the ’15 Challenger, the center console is shaped some like the original, with a ridge on the far side. This year’s automatic shifter is a T-shaped handle. A large 8.4-inch touchscreen media center offers access to navigation, Uconnect and Harman/Kardon premium sound with SiriusXM satellite radio. Seats are covered in suede/nappa leather.

Fore of the driver are Dodge Performance Pages display, which can be used to adjust throttle, steering and transmission sensitivity, as well as activate “launch control” for the brutish engine. Individual trials and performances can be recorded in the display,

A total of 16.2 cubic feet of trunk space makes the Challenger roomiest in its class for cargo.

The Challenger R/T rides on Goodyear Eagle F1 245/45R20-inch tires; big four-piston Brembo brakes (14.2-inch rotors in front, 13.8 in the rear) lend secure stopping power.

The 5.7 Hemi/8-speed automatic combination earned an EPA fuel-mileage estimate of 16/25 miles per gallon. My driving time resulted in an overall average of 22.6.

Among options not already mentioned, which helped push price from a base of $29,995 to $44,255, are remote start, adaptive speed control, automatic high-beam headlights, blind-spot and rear cross-path detection, heated steering wheel, paddle shifters and power sunroof.

Here are the specifications for the ’15 Dodge Challenger R/T Plus:

• Wheelbase 116 inches
• Length 197.7 inches
• Width 75.7 inches
• Height 57.1 inches
• Curb Weight 4,082 pounds
• Track 63 inches front, 63.1 rear
• Ground Clearance 5 inches
• Turn Circle 38.1 feet
• Drivetrain Rear-wheel-drive
• Engine 5.7 Hemi V-8
• Horsepower/Torque 375/410
• Transmission 8-speed automatic
• Steering electronic power
• Fuel mileage estimate 16/25
• Fuel mileage average 22.6
• Fuel Tank 18.5 gallons
• Wheels 20-inch
• Cargo Volume 16.2 cubic feet
• Warranty 3 years/36,000 miles basic, 5/100,000 powertrain

Competitors Chevrolet Camaro, Ford Mustang, Nissan 370Z

Assembly Plant Brampton, Ontario, Canada

Parts Content U.S./Canadian 61%, Mexico 27%

Base Price of Lowest Model $26,995; Base Price of Review Model $29,995; Destination Charge $995; Sticker Price $44,255.

The little Mini Cooper showed a bit of growth this year, having been stretched 4 inches in overall length on an inch-longer wheelbase, and it is 1.7 inches wider.

Some performance pop, too, has been added to the 2014 Mini Cooper S hardtop – not enough to call it a Super Duper Cooper, though sufficient for a more fun drive. Under hood is a new 189-horsepower, 2.0-liter TwinPower Turbo 4-cylinder engine with a 6-speed Getrag automatic transmission.

For the coming model year the really big news, effective following the Thanksgiving/Christmas holidays, will be the arrival of the 2015 Mini Cooper Hardtop Four-Door, a hatchback that goes on sale in January.

It will be the first four-door for the Cooper hardtop. Pricing will begin just below $22,000, about $1,000 higher than the standard two-door Cooper.

The four doors will make the new Mini more accessible for four-passenger use than is the original. The wheelbase will be expanded by 2.9 inches and the overall length by 6.3 inches.

Engine choices will be a 134-hp, 1.5-liter, 3-cylinder or the 2.0-liter, 4-cylinder. Both are turbocharged. Standard transmission will be a 6-speed manual, with a 6-speed Steptronic automatic optional.

The Cooper four-door will be a competitor of the Honda Fit, Kia Rio, Ford Fiesta and Chevrolet Sonic.

A choice of three driving modes – Sport, Green and Normal – enhanced the driver control of the ’14 Cooper S hardtop I drove. Shift points were more pronounced and suspension stiffened in the Sport setting, while the eco-minded Green set tamed the performance and upped the fuel mileage. Overall fuel mileage average was 31.3 miles per gallon, right in the middle of its EPA estimate of 26/35.

Pricey options such as the sport transmission, navigation, panoramic moonroof, leather seats (heated) and harman/kardon premium sound pushed the Cooper’s price from MSRP of $23,600 to a sticker of $37,395.

Among other options were racing green metallic exterior finish, power folding mirrors, automatic climate control, 18-inch cone-spoke silver wheels, LED headlights, head-up display, satellite radio and anthracite headliner.

The Mini Cooper, built in England, was reintroduced into the U.S. in 2002 by its parent company, Germany luxury-car maker BMW, after an absence of 35 years. A convertible was soon added, and, later, two larger models, the Clubman and Countryman.

Here are the specifications for the ’14 Mini Cooper S Hardtop:

• Wheelbase 98.2 inches
• Length 151.9 inches
• Width 68 inches
• Height 55.7 inches
• Curb Weight 2,760 pounds
• Track 58.5 inches front, rear
• Ground Clearance 4.9 inches
• Turn Circle 35.4 feet
• Drivetrain Front-wheel-drive
• Engine 2.0-liter twinpower turbo 4-cylinder
• Horsepower/Torque 189/207
• Transmission 6-speed automatic
• Steering electric power
• Fuel mileage estimate 27/38
• Fuel mileage average 31.6
• Fuel Tank 11.6 gallons, premium
• Wheels 18-inch
• Cargo Volume 8.7 cubic feet
• Warranty 4 years/50,000 miles basic, 4/50,000 powertrain

Competitors Ford Focus ST, Volkswagen Golf R, Kia Soul, Nissan Juke, VW Beetle, Mazda 3

Assembly Plant Oxford, England

Parts Content Germany 35%, England 25%, U.S./Canadian 5%

Base Price of Lowest Model $20,745; Base Price of Review Model $23,600; Destination Charge $795; Sticker Price $37,395.