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.

For 2015, an engineering feat by Acura has combined two models into one in a midsize makeover.

The result is the pleasantly styled ’15 TLX sedan, which delivered us smoothly to Vail and back.

The two 2014 models which met their maker to create the new one are the TL and its sportier stablemate, the TSX.

The new TLX is of much sleeker design than the two old bodies; it’s a bit longer than the TSX, though 3.8 inches shorter than the TL.

Fashioned so elegantly, and with a 9-speed automatic transmission, push-button shifts and all-wheel drive, the TLX made a hit with me.

A question for Acura, though, is whether one model can sell at the same pace or faster than the two models of the past. It’s the same query tossed at Sergio Marchionne, head of FiatChrysler, in his intention to do away with the Dodge Grand Caravan minivan in favor of its near-twin, Chrysler Town & Country. Will he sell as many minivans under the Chrysler nameplate as he has under combined Dodge/Chrysler names? I doubt it.

Regardless of level of future sales, the ’15 TLX luxury midsize four-door is a pleasure to drive.

A 290-horsepower, 3.5-liter V-6 is tied to the 9-speed automatic; it kept pace, often on the inside fast lane, with no problem on the I-70 climb up the mountains. With all the gearing available, a slight tendency at times to remain in higher gear with lessened performance, can be overcome with use of Sport mode in Acura’s Integrated Dynamics System. Using paddles at hand, shifts are quickened, throttle is more responsive and steering is stiffened. Upshifts are delayed.

There is no shifter in sight; it’s a matter of pushing buttons for P (park), D (drive) and N (neutral) and pulling a small lever for R (reverse). Push-button transmissions were popular 50 to 60 years ago, used by Chrysler, Mercury and Rambler, with some frustrating moments when a button would slip out of place. Those were mechanical; Acura’s is electronic, it won’t fail.

Only on either side of the Eisenhower Tunnel and over Vail Pass did we see any snow or feel wet roads. In more adverse conditions the Acura’s drive system, Super Handling All Wheel Drive, distributes torque between the front and rear axles, as well as between the rear wheels. Torque vectoring (distributing power to each wheel independently) has been enhanced in the new TLX.

The new Acura is a good handler, with a quiet cabin. It has a wide turn circle, almost 40 feet.

Its interior, with leather, is comfortably finished and roomy enough for five adults. Spacewise, the only lack is in headroom in the rear seating area; trunk space is 14.3 cubic feet. A deep dash juts sharply toward the front seats, putting center stack controls within easy reach of both driver and front-seat passenger, though cutting down on legroom, particularly for the passenger. The center stack features dual display screens, a lower touch-screen for audio and climate control, the upper controlled by knobs and buttons also for audio and navigation. It can lead to confusion.

Aided by the return drive from Vail, overall fuel-mileage average for the TLX was 29.4 miles per gallon; EPA estimate is 21-31.

The TLX sticker price of $45,595 was boosted by two packages:

Technical – Navigation with voice recognition and multiview rear camera, real-time traffic, ELS studio premium audio with 10 speakers, perforated leather seats, blind-spot information, forward-collision warning, lane-keeping assist, rain-sensing wipers and rear-cross traffic monitor.

Advance – Collision-mitigation braking system, adaptive cruise control, ventilated front seats, exterior puddle lamps, remote engine start, front and rear parking sensors, LED foglights and road-departure warning.

A lesser-priced version of the new TLX can be bought in the $35,000 to $38,000 range with front-wheel drive, a 206-hp, 4-cylinder engine and 8-speed automatic transmission. It is rated at 35 mpg on the highway. It is equipped with an all-wheel-steering system, not available with the V-6 engine.

Here are the specifications for the ’15 Acura TLX SH-AWD:

• Wheelbase 109.3 inches
• Length 190.3 inches
• Width 73 inches
• Height 57 inches
• Curb Weight 3,774 pounds
• Track 62.8 inches front, 63.1 rear
• Ground Clearance 5.9 inches
• Turn Circle 39.6 feet
• Drivetrain All-wheel-drive
• Engine 3.5-liter V-6
• Horsepower/Torque 290/267
• Transmission 9-speed automatic
• Steering electronic power
• Fuel mileage estimate 21/31
• Fuel mileage average 29.4
• Fuel Tank 17.2 gallons
• Wheels 18-inch
• Cargo Volume 14.3 cubic feet
• Warranty 4 years/50,000 miles basic, 6/70,000 powertrain

Competitors Lincoln MKZ, Audi A4, BMW 3 series, Lexus IS

Assembly Plant Marysville, Ohio

Parts Content U.S./Canadian 65%

Base Price of Lowest Model $31,890; Base Price of Review Model $44,700; Destination Charge $895; Sticker Price $45,595.

Eighteen months after the new Jag roadster stole the spotlight at the Denver Auto Show, the hardtop version, the 2015 Jaguar F-Type R Coupe, came my way.

What a tough, robust two-seater sports car it is, with a 550-horsepower, 5-liter supercharged V-8 twisting out 502 lb.-ft. of torque.

A simple pull of a small switch beside the shifter activates dynamic drive mode for the Jag; the performance enhancement is felt about as quickly as the extreme roar is heard from the quad exhausts. The response is tremendous, with tightened steering. The coupe will do the 0-to-60 sprint in 4 seconds and boasts a top speed of 188 miles per hour.

Shifts are almost imperceptible with an 8-speed automatic transmission, though control can be quickened with use of orange paddle shifters at either side of the steering wheel.

The R-package’s retuned dampers boost the level of superb handling. The cornering grip mixes a sense of security with the fun of the drive.

Complementing the coupe’s large power capability are extra big brakes, with tremendous stopping strength. They’re 15-inch rotors in front and 14.8 at the rear. Red calipers draw attention to the sizable rotors in the 20-inch wheels. They run on Pirelli 255/35ZR20 tires.

The sleek Jaguar looked right at home outside Elway’s at Cherry Creek one noon last week when we joined Ted King for a birthday lunch for his wife, Shirley.

With its long, sloping hood and big nose out front, the low-slung F-Type exudes appeal to streetgoers throughout downtown Denver. It stands only 52 inches in height and is of medium overall length; at 176 inches it is almost half-a-foot shorter than a Mercedes-Benz SL550.

The ivory-colored interior is luxuriant and bright. Finished in premium leather, it features touchscreen navigation, Bluetooth connectivity and a 770-watt, 12-speaker Meridian sound system.

A small rear window and wide C pillars limit view out the rear, and, on the highway, when a rear panel lifts for downforce at higher speeds, there’s even less vision. And, up front, the sun visors are the smallest (shallowest) I remember, measuring less than 3 inches. They barely fall into the top of the windshield area.

When the Jaguar is locked, door handles retract flush into the body panel for a neat look at the side, especially for the fact the side mirrors also fold in. The handles, very plain in appearance, lend an awkward look when they’re unlocked, jutting out at an odd angle.

The R Coupe comes in at a staggering price of $102,825. A standard F-Type coupe, with power from a 3.0-liter V-6, can be bought in the $70,000 to $75,000 range.

With the F-Type earning accolades for the British-built Jaguar, the company intends to drop its XK grand touring coupe and convertible after the ’15 model run.

Here are the specifications for the ’15 Jaguar F-Type R Coupe:

• Wheelbase 103.2 inches
• Length 176 inches
• Width 75.7 inches
• Height 52 inches
• Curb Weight 3,638 pounds
• Track 62.4 inches front, 64.1 rear
• Ground Clearance 4.8 inches
• Turn Circle 35 feet
• Drivetrain Rear-wheel-drive
• Engine 5.0-liter supercharged V-8
• Horsepower/Torque 550/502
• Transmission 8-speed automatic
• Steering rack-and-pinion
• Fuel mileage estimate 16/23
• Fuel mileage average 18.3
• Fuel Tank 18.5 gallons
• Wheels 20-inch
• Cargo Volume 11 cubic feet
• Warranty 4 years/50,000 miles basic, 4/50,000 powertrain

Competitors Porsche Cayman, Porsche 911, Mercedes-Benz SL550, Chevrolet Corvette, BMW M4, Dodge Viper

Assembly Plant Castle Bromwich, England

Parts Content Germany 53%, England 41%, U.S./Canadian 2%

Base Price of Lowest Model $65,925; Base Price of Review Model $99,000; Destination Charge $925; Sticker Price $102,825.