Grip the small, flat-bottom sport steering wheel, push down the accelerator pedal and feel the immediate surge of power in the 2014 Audi S4 quattro.

Audi has replaced the S4’s former V-8 engine with a supercharged 3.0-liter V-6, mated to a 6-speed manual transmission (a 7-speed automatic is optional), churning out 333 horsepower and 326 lb.-ft. of torque.

The 3,850-pound sedan, in dynamic drive mode, was an impressive handler with precise steering in a drive up Boulder Canyon to Nederland and back on Saturday.

The supercharged power, belt-driven, comes on more smoothly than does the exhaust-driven turbocharging systems.

In developing the new engine for the S4, Audi engineers tested the supercharging setup against that of twin-turbo configuration; the supercharger drew favor for more responsiveness, as well as the fact it is more compact for a better fit between the cylinder banks. It is an Eaton Roots-type supercharger with two water-to-air intercoolers integrated into its housing.

Turley’s in Boulder was the choice for a late-morning brunch stop for four of us. Kim Parker was treating Ruth Davis, honoring her grandmother’s 94^th birthday. Jan, of course, was my seatmate.

While a basic Audi A4 quattro begins in price around $35,000, the S4 review model carried sticker value of $56,045. The difference, primarily, is the supercharged V-6 engine compared with the A4’s turbocharged 4-cylinder, and the superb upgraded handling package in the S4. A tendency toward a bit of understeer in the A4 is overcome with the dynamic drive mode, which tightens steering and shores up suspension.

Titanium-finished five-arm rotor-design wheels (19-inch) were part of a $1,300 black optic package which added attraction to the misano red pearl exterior. The S4 rides on Continental ContiSportContact 255/35ZR19 tires.

Inside, S sport seats with deeply bolstered backs were dressed up in leather and alcantra. Relatively lengthy rear seat cushions added comfort in the rear. Supporting navigation with voice control were premium sound audio, AM/FM/Sirius/CD with SD card reader and music interface with iPod cable.

Three hundred miles of driving, half of that enroute to Nederland and back, averaged 22.2 miles per gallon. The S4’s EPA estimate is 17/26. Here are the ’14 Audi S4 quattro specifications:

• Wheelbase 110.7 inches
• Length 185.7 inches
• Width 72 inches
• Height 55.4 inches
• Curb Weight 3,847 pounds
• Track 61.1inches front, 60.6 rear
• Ground Clearance 7.1 inches
• Turn Circle 37.7 feet
• Drivetrain All-wheel-drive
• Engine 3.0-liter supercharged V-6
• Horsepower/Torque 333/326
• Transmission 6-speed manual
• Steering electromechanical speed-sensitive
• Fuel mileage estimate 17/26
• Fuel mileage average 22.2
• Fuel Tank 16.9 gallons
• Wheels 19-inch
• Cargo Volume 12.4 cubic feet
• Warranty 4 years/50,000 miles basic, 4/50,000 powertrain

Competitors BMW M3, Cadillac CTS-V sport, Mercedes-Benz C63 AMG Assembly Plant Ingolstadt, Germany Parts Content Germany 75%, U.S./Canadian 1% Base Price of Lowest Model $34,700; Base Price of Review Model $48,100; Destination Charge $895; Sticker Price $56,045.

A Sunday test of the 2014 Ford C-Max Energi plug-in would have been perfect – a drive to Coors Field in Denver for the Colorado Rockies’ retirement of Todd Helton’s No. 17 jersey.

A flat tire, though, threw a wrench into that.

Somewhere along the streets in a Saturday morning drive of a couple miles to Panera Bread, with Jan and her mother, Ruth Davis, as my passengers, the short end of a 5-inch hex (or allen) L-wrench pushed its way through the inner sidewall of the C-Max’s right rear tire, a Michelin P225/50R17.

No air was yet escaping, but the problem revealed itself by the noise of the long end of the wrench scraping the road surface each revolution of the wheel.

So, we headed toward home, for, you see, the C-Max has no spare tire. The car’s large battery pack fills the rear area where a spare would normally be stored.

What the C-Max does have, in place of a spare, is a sealant compound in a canister and an air compressor to inflate the tire; the temporary mobility kit is beneath the front passenger seat.

Even with that, we were stymied again, for Ford says the kit can be used only to seal punctures within the tire tread, not in the sidewall.

Arriving home, with the right rear tire near-flat, I parked the Ford in my garage.

Sitting next to it, in Jan’s reserved spot, was the C280 4Matic sedan (with spare), which carried Jan and me, along with Dale Wells, to Denver on Sunday for the tribute to Helton, and the doubleheader win over the Cincinnati Reds.

Ford Roadside Assistance rescued the hobbled C-Max on Monday.

The C-Max, a compact wagon based on the architecture of the Ford Focus, was introduced two years ago as a gas/electric hybrid, as well as the Energi version, which gets extended range with a plug-in electric system.

Ford says the Energi will run up to 21 miles on fully electric power before the hybrid setup kicks in. The one I drove Friday and Saturday averaged 47.4 miles per gallon for 65 miles, of which 18 were fully electric charge. The battery pack can be recharged overnight.

The C-Max carried a sticker price of $37,220; base price is $32,920. The price boost added navigation, premium audio, rearview camera and power liftgate.

I was there (in Detroit) in January 2013 when General Motors unveiled “the new Vette.” Nineteen months later, I’ve driven it.

To drive the 2014 Corvette Stingray Coupe is damned exciting; that’s an understatement, particularly for the fact the 455-horsepower, 6.2-liter V-8 engine is mated to a 7-speed manual transmission with Active Rev Matching technology.

All Stingrays with 7-speed manuals come with the rev match, which, engaged by paddles on either side of the steering wheel, blips the throttle to match engine rpm to the wheel speed for a seamless downshift. I remember as a high schooler double-clutching the 3-speed manual in my ’48 Ford V-8 to avoid grinding of the gears; oh, how those duals bellered. Same with the Vette; of course, my recollection was the dark ages; the Stingray is today’s high-tech scene.

As the clutch is pushed and the shift lever is moved to a lower gear, the driver hears the instantaneous bump of the rpm, then an amazingly smooth shift – no shake, no shudder.

The 2014 Corvette C-7 is the seventh generation, showing up 60 years after the original 1953 C-1.

I was one of 1,200 persons who filed in out of the rain at the old Russell Industrial Center in Detroit on the night of Jan. 13, 2013, for the unveiling of the new Corvette, to be known as the Stingray. It was the eve of the North American International Auto Show. Such a crowd, shoulder to shoulder much of the evening, yet I bumped almost square into and had a nice, short visit with Bob Lutz, the former GM car boss.

Since then, it’s been almost enough to simply look at the sharp lines in the Stingray. The chance to drive one finally came last week, in a two-passenger coupe finished in velocity yellow tintcoat and with a roof panel that can be lifted off with the release of three latch handles. And, another fine touch, the addition of custom-painted yellow brake calipers in the wheels, a $595 option. The Stingray’s sticker was $62,465.

A drive-mode dial selector in the center console lends the Stingray driver access to five modes, including weather, eco, tour, sport and track, with changes in each mode noticeable for shift patterns, throttle control, suspension stiffness, rigidity of chassis, steering tightness, traction control and exhaust sound.

I did most of my driving in Touring and Sport modes. Touring is the default or normal set, Sport firms up the suspension and tightens the steering and display gauges for oil pressure and oil temperature. The Track mode is for the race track. Eco is for more mild response and fuel-efficiency, while Weather is geared for better takeoff in snow and rain.

While in the Eco mode, the Active Fuel Management system allows the small-block V-8 to effectively turn into a more fuel-efficient V-4 in low-load driving situations, such as cruising along a flat highway. With the shutdown of 4 cylinders, the engine becomes a 3.1-liter 4-cylinder; an incline or the least bit of added pressure to the accelerator instantly resumes the 8-cylinder power. At highway speeds, the switch to 4-cylinder power isn’t noticeable.

Chevy Corvette engineers claim that full use of the Eco mode will often deliver fuel mileage as high as 30. Would a person really want to buy this wonderful machine, which some consider a world class sports car, and leave it fully in the Eco drive? Probably not. My overall average was 19.4 mpg, which included acceleration tests and use of the rev match system.

Black-painted aluminum wheels are 19-inch in front and 20 at the rear, with Michelin tire sizes of 245/35ZR19 in front and P285/30ZR20 in the rear. Do the math on those – they’re low, low-profile performance tires.

The only other 7-speed manual in the sports car world is the Porsche, with its 911 Carrera. The Vette’s 460 lb.-ft. of torque is about the same as the ratings for the Jaguar F-Type S and the Nissan GT-R, though the Jag and Nissan top it in horsepower, with 495 and 545, respectively.

The Stingray setup will run 0 to 60 in under 4 seconds; add its four-outlet, tuned exhaust at the center of the rear bumper, and, no, it’s not a quiet interior.

The 2014 Corvette is an inch longer in wheelbase and overall length than the ’13 version.

Bose touchscreen audio with Bluetooth, USB and input jack, along with GT leather bucket seats, dual-zone air conditioning, Z51 performance package, driver information center and the removable roof panel were standard items. Almost $8,000 in options on the Stingray review model included magnetic ride control, multimode exhaust, spoiler, the yellow tintcoat, the black wheels and sueded microfiber-wrapped seat inserts, steering wheel and shifter.

Also available in the new Stingray is a paddle-shifting 6-speed automatic transmission.

Here are the ’14 Corvette Stingray Coupe specifications:

• Wheelbase 106.7 inches
• Length 176.9 inches
• Width 73.9 inches
• Height 48.8 inches
• Curb Weight 3,342 pounds
• Track 63 inches front, 61.7 rear
• Ground Clearance N.A.
• Turn Circle 37.7 feet
• Drivetrain Rear-wheel-drive
• Engine 6.2-liter V-8
• Horsepower/Torque 455/460
• Transmission 7-speed manual
• Fuel mileage estimate 17/29
• Fuel mileage average 19.4
• Fuel Tank 18.5 gallons
• Wheels 19-inch front, 20-inch rear
• Cargo Volume 15 cubic feet
• Warranty 3 years/36,000 miles basic, 5/100,000 powertrain
• Competitors Porsche 911, Jaguar F-Type, Nissan GT-R, Dodge Viper
• Assembly Plant Bowling Green, Ky.
• Parts Content U.S./Canadian 75%

Base Price of Lowest Model $53,900; Base Price of Review Model $53,900; Destination Charge $995; Sticker Price $62,465.

Through the past 15 years, in discussing the Lexus RX sport ute, it’s been interesting to me that no one ever says anything uncomplimentary about it.

I drove a 2015 RX350, finished in “fire agate pearl” (metallic brown) color, way out southwest in Jefferson County Saturday night to a well-attended baby shower gathering for Kara and Daniel Hansen. Lots of pink wrap and glitter.

It was a couples’ event and, as the evening progressed, a number of men and women mentioned what I was driving and passed on positive feelings they’ve acquired for the Lexus RX.

It is styled very nice, perhaps somewhat conservatively, and, after driving it for a week, I find little to complain about.

Oh, there is that noticeably meek recovery after braking at 75-miles-per-hour highway speeds; unless the driver shoves his foot deep into the accelerator, cars behind will begin to pass by the time the cruise control’s resume-speed feature gets into gear. Part of that, though, is in the name of higher fuel economy, and the RX averaged 21.6 miles per gallon for the week.

And, there’s the automatic transmission with six speeds and no paddleshifts, while many competitive makes have gone to 7, 8 and 9 speeds. This can be overcome, however, by opting for the RX’s F-Sport version, which is equipped with an 8-speed automatic.

And, the cushy Lexus can’t begin to compete with a Jeep or Land Rover in four-wheel-drive capability. It does, though, for snow and ice and other rough conditions, offer a manual-locking center differential activated from a switch on the center console.

The RX’s 270-horsepower, 3.5-liter V-6 engine, 6-speed automatic transmission and full-time active torque control all-wheel drive is one of the smoothest powertrains out there, a great complement to its easy-on-the-eyes exterior. A pointy nose is highlighted by wide LED headlights and its spindle grille.

The RX, which performs very quietly, is of 107.9-inch wheelbase and 187.8-inch overall length, sized very closely to the Lincoln MKX.

Not only does the RX offer ample legroom and headroom in the rear seating area, it also has one of the roomiest cargo areas – 40 cubic feet.

New optional tri-spoke wheels are fitted with Dunlop GrandTrek Touring P235/55R19 tires. The midsize SUV has a relatively wide turning circle of 38.8 feet.

In addition to dual cupholders in the center console, a single cupholder for the driver is carved into the dash to the far left of the steering wheel. It sits, however, directly in front of an air/heat vent, blocking the cool flow in the summer. On the other hand, placed there, a very hot drink purchased in a drive-through coffee lane can be lowered to drinking temperature fairly quickly.

Among pricey options which raised sticker price of the RX350 from a base of $43,000 to $55,099 are Mark Levinson premium surround sound, navigation with traffic/weather, dual-screen rear-seat entertainment, heated and cooled front seats, head-up display, power-folding mirrors and wood/leather-trimmed steering wheel.

Also coming my way was the opportunity to drive the 2015 Lexus RX450h gas/electric hybrid SUV, which is marketed at a $5,000 to $6,000 higher price than the RX350.

The hybrid gets off the line and accelerates more quickly than does the RX350, and the 450h excels with rating of 30 miles per gallon for in-city driving. My overall average with the hybrid, including 75 percent in-town drives, was 26.7 mpg, 5 mpg above the RX350’s average.

Powering the hybrid is the same 3.5-liter V-6 gas engine as in the RX350, combined with front and rear high-output electric motors, mated to a continuously variable transmission. The 450h boasts one of the most responsive CVTs yet introduced; it, though, doesn’t match the RX350’s 6-speed automatic in performance. Driving modes include EV (electric), normal, Eco and Sport.

Sticker price on the 450h hybrid, not as loaded in amenities as was the RX350, is $58,315.

The RXs, gas and hybrid, are popular in upscale neighborhoods. On my occasional stops at the Cherry Creek shopping center, I always notice the abundance of RX vehicles in the parking lots there.

Here are the ’15 Lexus RX350 specifications:

• Wheelbase 107.9 inches
• Length 187.8 inches
• Width 74.2 inches
• Height 66.7 inches
• Curb Weight 4,178 pounds
• Track 64.2 inches front, 63.8 rear
• Ground Clearance 7.3 inches
• Turn Circle 38.8 feet
• Drivetrain All-wheel-drive
• Engine 3.5-liter V-6
• Horsepower/Torque 270/248
• Transmission 6-speed automatic
• Fuel mileage estimate 18/24
• Fuel mileage average 21.6
• Fuel Tank 19.2 gallons
• Wheels 19-inch
• Cargo Volume 40 cubic feet
• Warranty 4 years/50,000 miles basic, 5/70,000 powertrain
• Competitors Audi Q5, Cadillac SRX, Porsche Cayenne, Lincoln MKX, Volvo XC60
• Assembly Plant Miyata, Japan
• Parts Content N.A.

Base Price of Lowest Model $41,700; Base Price of Review Model $42,195; Destination Charge $910; Sticker Price $55,099.

I walked into the Colorado Convention Center one evening 3 ½ months ago, opening night of the Denver Auto Show, and far to my left, beyond the spacious Chevrolet display, was a long, sleek-looking sedan with a Jaguar-like grille.

It was no Jag, and I asked of those around me, “What is that beauty?” A clue to the answer was the fact it sat at the front of the Kia space at the show.

It was Kia’s new luxury car, the K900, aimed (believe it or not) at those European premium luxuries the Mercedes-Benz S550, BMW 740i and Audi A8, as well as Lexus’ flagship, the LS460.

My word, that’s a big step for the little Korean carmaker. Would you buy a $66,000 Kia?

I didn’t buy it, though I drove it last week, with Jan in the passenger seat beside me, up Big Thompson Canyon to Estes Park. This big, rear-wheel-drive, V-8-powered, 200-inch-long four-door handled the climb and the curves like it was on familiar home territory.

On the descent, I kept the revs high and the gears low, not with paddleshifters (there are none) but by pushing the Drive Mode button for more sporty settings and using the manual-shift gate.

Our return drive from Estes to Drake was via the Devil’s Gulch Road, which with lots of twists and a couple of hairpin curves tested the K900’s long wheelbase. The fully independent front and rear multilink suspension is soft, firmed up a bit with the sport setting. The comfortable sedan rides on Hankook Optimo P275/40R19 tires.

We stopped in Glen Haven, where the little community continues to rebuild from last fall’s flood devastation. The general store, known for its 25-cent coffee and large cinnamon rolls, reopened in June. Of course we carried home one of the rolls, to be split for breakfast the next morning.

We’ve driven this road in the winter, and wonder if a drawback in these parts to the K900 might be its lack of all-wheel-drive capability. Even Jaguar has added that to the drivetrains in its large sedans.

Underhood in the Kia is a 420-horsepower, 5.0-liter V-8 which boasts 376 lb.-ft. of torque, mated to a smooth-shifting 8-speed automatic transmission. Kia officials hint that V-6 power will be added later in the 2015 model year.

The 4,555-pound sedan responds well to the big V-8, and carries an EPA fuel estimate of 15/23 miles per gallon. Dominated by the mountain drive, my overall average still registered around the 21 mark.

The K900 designation seems odd, in that all other Kia models are named – Cadenza, Forte, Optima, Rio, Sedona, Sorento and Sportage. Kia explains that Americans in the luxury market seem to prefer alphanumerical IDs, hence the K900. The K900’s luxury sibling from Korean co-maker Hyundai is known as the Equus, so take your pick on those two designations.

Walk up to the model I drove with key pod in pocket, and the folded-in side mirrors automatically swing out into driving position. It is the most amenities-loaded Kia ever built.

It has hydrophobic front door windows, rain-sense wipers, head-up display, rearview and surround-view monitors, smart cruise control, panoramic sunroof, power rear sunshade and manual side sunshades, three-zone climate control, navigation with a 9.2-inch display screen and 900-watt Lexicon Logic surround-sound audio system.

The rear-seating area is a delight, from its spaciousness to the rear passengers’ controls for reclining the rear seatbacks, lateral-adjusting rear headrests, heated and cooled rear seats and, with push of a button, sliding the front passenger seat fore and aft.

It is finished in a rich-looking titanium brown exterior, with nappa leather and wood trim inside.

Here are the ’15 Kia K900 specifications:

Wheelbase: 119.9 inches

Length: 200.6 inches

Width: 74.8 inches

Height: 58.7 inches

Curb Weight: 4,555 pounds

Track: 63.8 inches front, 64.1 rear;

Ground Clearance: 5.7 inches;

Turn Circle: 37.5 feet;

Drivetrain: Rear-wheel-drive;

Engine: 5.0-liter V-8;

Horsepower/Torque: 420/376;

Transmission: 8-speed automatic;

Fuel mileage estimate: 15/23; average 21;

Fuel Tank:19.8 gallons;

Wheels: 19-inch;

Cargo Volume: 15.9 cubic feet;

Warranty

5 years/60,000 miles basic,

10/100,000 powertrain;

Competitors:

Jaguar XJ,

Cadillac XTS,

Audi A8,

Lexus LS460,

Mercedes-Benz S550,

BMW 7 series;

Assembly Plant: Sohari, South Korea;

Parts Content: N.A.;

Price:

Base Price of Lowest Model $59,500;

Base Price of Review Model $59,500;

Destination Charge $900;

Sticker Price $66,400.

Settled into the driver’s seat, enjoy the wonder of the 12-speaker, fine-tuned surround-sound audio system developed by Grammy award-winning producer Elliot Scheiner. The leather and woodgrain accents are next-best to a concert-hall setting.

And, for benefit of those passengers sitting behind, consider the new, ultrawide 16.2-inch rear DVD screen. I’d not seen a screen that wide, and it serves up wide-view movies or split-screen side-by-side videos, all for the pleasure of the second- and third-row viewers.

Those niceties are among highlights of the 2015 Acura MDX, a seven-passenger SUV which came my way last week.

The MDX is Acura’s most luxurious showpiece. Except for a dismal year in 2009, when all auto sales were low, it has been a consistently strong seller for the Japanese firm.

The MDX has been particularly hot thus far in 2014. Having surpassed 30,000 sales in the first half of this year, it may break the MDX’s annual sales record of 59,505 established 10 years ago.

Here are annual sales figures for the MDX, introduced in 2001:

2001                            40,950

2002                            52,955

2003                            57,281

2004                            59,505

2005                            57,948

2006                            54,121

2007                            58,606

2008                            45,377

2009                            31,178

2010                            47,210

2011                            43,271

2012                            50,854

2013                            53,040

2014 (for 6 months)    30,664

With a wide 66-inch track, the MDX also appears large in overall length. Its 196.3-inch length falls between its direct competitors – longer than the BMW X5, shorter than the Audi Q7.

Noticeable up front are jewel-eyed, five-beam LED headlights, three for low-beam lights and two for high beams.

Performance has changed not a great deal through the years; it is adequate with a 290-horsepower, 3.5-liter V-6 engine and 6-speed automatic transmission. Equipped with SH-AWD “super-handling all-wheel drive,” it is prepared for Colorado winters. The SUV rides on 19-inch Michelins.

Moving the IDS (integrated dynamic system) button to Sport mode tightens steering and adjusts throttle response and opens opportunity to engage the small paddle shifters, which are almost hidden by the steering wheel crossbar.

It’s smooth in acceleration, and carries an EPA estimate of 18/27. In a fairly even split of city/highway drives, my overall average was only 21.5 miles per gallon. When the third-generation ’14 model was introduced almost two years ago, I drove one up Poudre Canyon to Cameron Pass and back and averaged 25.7.

The MDX’s front seats are fairly flat and firm, with little bolstering. The center stack is split between two display screens, the upper for navigation and the lower for audio/climate. At the sides of the second-row seats, a power button will automatically flip and fold the seats to create opening into the third row. Cargo volume behind the third row is only 14.8 cubic feet; fold flat that row and the space expands to 38.4.

The addition of an Advance package, including cooled perforated leather seats and remote engine start and lane-keeping assist, and an Entertainment package of the wide rear DVD, heated second-row seats and rear door sunshades, boosted sticker price of the MDX to $56,780.

Here are the ’15 Acura MDX specifications:

Wheelbase 111 inches; Length 193.6 inches; Width 74.2 inches; Height 67.6 inches; Curb Weight 4,332 pounds; Track 66.3 inches front, rear; Ground Clearance 7.3 inches; Turn Circle 37.6 feet; Engine 3.5-liter V-6; Horsepower/Torque 290/267; Transmission 6-speed automatic; Fuel mileage estimate 18/27; average 21.5; Fuel Tank 19.5 gallons; Wheels 19-inch; Cargo Volume 14.8 cubic feet behind third row; Warranty 4 years/50,000 miles basic, 6/70,000 powertrain; Competitors Audi Q7, BMW X5, Infiniti Q60; Assembly Plant Lincoln, Ala.; Parts Content U.S./Canadian 65%; Base Price of Lowest Model $44,565; Base Price of Review Model $50,840; Destination Charge $895; Sticker Price $56,780.

The fact a driver of the 2014 Chevrolet Volt can apportion the limited electric drive mode to more optimally meet driving conditions is impressive among new technology for the extended-range plug-in electric.

In its first two years of operation in the U.S., it was necessary the Volt expend its 30 to 35 miles of battery/electric power before kicking in its 1.4-liter 4-cylinder engine to generate power to recharge the battery pack, from which propulsion then continued to flow.

Today, pushing an EV Hold mode button at the center stack permits the driver from the start of a fully charged Volt to choose between the battery/electric power source or the generator engine/gasoline, depending on which would be most effective in the particular drive conditions. Stop-and-go in the city? Use the battery, save your gas. Climbing a hill; same thing. Coasting or cruising the highway; turn on the engine for unusually high miles-per-gallon readings.

The Volt plug-in electric is ideally for those who drive very conservatively, back and forth to work and an occasional drive to the supermarket; then it is plugged in overnight for a full recharge.

The new hold mode offers up better driving choices for those who might require service from a Volt similar to that of an ordinary vehicle powered by an internal-combustion engine.

Twice I charged the battery pack overnight, which provided 70 miles of electric power included in the overall total of 260 miles for the Volt and me. Overall fuel-mileage average was 45.7 miles per gallon.

Figure it out; those 70 electric bonus miles save gasoline fuel. The car is costly, though. Sticker price of $39,945 is high for a compact sedan. It has niceties beyond its electric power, such as navigation with traffic alerts, Bose premium audio, 7-inch touchscreen display, rearview camera, lane-departure warning, leather seat trim and heated seats in front.

With the Volt’s high-tech finish, it is surprising that the shifter at the center console is large and somewhat clunky in feel. There is nothing awkward, though, about the performance of the front-drive Volt.

Acceleration from a dead stop is smooth, quiet and more than adequate; the torque tails off at higher speeds. The Volt runs on Goodyear Assurance 215/55R17 tires, with MacPherson-strut front suspension/stabilizer bar/coil springs and semi-independent rear torsion-beam with coils.

A low-hanging front air dam cuts ground clearance to only 3.5 inches. Some Volt owners, tiring of the scraping noise over curbs and speed bumps, opt to have a smaller air dam installed.

The Volt, 6 inches shorter than a Toyota Corolla, is a four-seater. The front seats are fairly comfortable; they’d better be, for there are no power controls for the seats. The two rear seats are extra wide, separated by a console; legroom is tight.

Creating room for the battery pack pared away rear-seat space, as well as the cargo area with only 10.6 cubic feet beneath the rear hatch.

Here are the ’14 Chevrolet Volt specifications:

Wheelbase 105.7 inches; Length 177.1 inches; Width 70.4 inches; Height 56.6 inches; Curb Weight 3,786 pounds; Track 61.2 inches front, 62.1 rear; Ground Clearance 3.5 inches; Turn Circle 36 feet; Engine 1.4-liter 4-cylinder range-extender, Voltec electric drive; Horsepower/Torque 149/273; Transmission CVT direct-drive automatic; Fuel mileage estimated 98 electric/38 gas; average 45.7; Fuel Tank 9.3 gallons; Wheels 17-inch; Cargo Volume 10.6 cubic feet; Warranty 3 years/36,000 miles basic, 5/100,000 powertrain; Competitors Ford Fusion Energi, Toyota Prius Plug-in, Nissan Leaf; Assembly Plant Detroit Hamtramck, Mich.; Parts Content U.S./Canada 45%, Korea 19%, Japan 17%; Base Price of Lowest Model $34,185; Base Price of Review Model $34,185; Sticker Price $39,945.

Upon shutting off the Volt, its display screen logs the “lifetime fuel-mileage average” for the car. After my last drive, it showed an average of 43.5 miles per gallon for 3,580 miles.

Selling the qualities and features of the new model was rather easy for three Chrysler execs – Rick Denau and John Nulty from Detroit and Wendy Orthman from Chicago – at a gathering Wednesday evening of 20 invited automotive journalists at the old castle-like Highlands Ranch Mansion.

The praise being peddled was for the 2015 Chrysler 200; elsewhere, say Atlanta, Phoenix or Seattle, it might have received a few “ho-hum, another Chrysler midsizer” reactions.

It showed up here, though, a state as rugged as the look of the big mansion, with new exterior, an interior approaching the luxuriousness of the 300, a 9-speed automatic transmission and, prepared specially for our Rockies and our snow – all-wheel drive.

The AWD system is available not only with the V-6 version, also the cheaper 4-cylinder 200; same with the new 9-speed automatic, it is teamed with both the 4-cylinder and the V-6.

Provided to me for driving to the event and the return home was a granite-hued four-door, which also accommodated Stu Wright of Greeley as my copilot. Maybe a bit light on low-end acceleration, the 295-horsepower, 3.6-liter V-6 engine, with the help of the 9-speed, was a smooth performer at midrange.

A rotary-dial shifter sits in the center console within easy reach of the driver; it’s similar to the type introduced by Jaguar several years ago, though the Chrysler dial doesn’t recess flush into the console when the car is turned off, as does the Jag.

Paddle shifters offer all sorts of quick-gear capabilities with the nine speeds; in addition, a Sport mode button will turn the 200 into a rear-axle-favored setup, as up to 60 percent of torque is directed to the rear. The Sport mode also increases throttle response, quickens shifts and lessens the normal traction control. In regular mode, however, the all-wheel-drive system will actually disconnect the rear axle when torque is not needed, a fuel-saving move.

Highlighting the interior are well-bolstered cloth-and-leather seats and an 8.4-inch Uconnect touchscreen with high-end audio and navigation, though I found the nav less than specific on a couple of occasions while heading into the southeast metro area Thursday morning. The new 200 sedan offers storage beneath the console, similar to the style adopted by Volvo.

Two other nice interior touches are blue backlighting for the instrument panel gauges and info/entertainment center and the Detroit skyline embossed on the mat at the bottom of the storage area. A second cavernous storage compartment is revealed beneath sliding cupholders in the center console.

Catching my attention in late afternoon, as we stood around the 200s outside the mansion, was Denau’s mention of the fact that sticker price on one of the Chryslers was $3,000 below that of a comparably equipped Ford Fusion AWD. Wait till the Ford boys hear that. The Fusion with available AWD and the Subaru Legacy, for which every one is built that way, are prime competitors of the new 200.

With AWD standard for the 200S model, options pushed the sticker price to $34,065 from a base of $28,695. Among amenities are heated steering wheel, heated front seats, backup camera, blind-spot and cross-path detection, 19-inch black aluminum wheels and remote start.

Here are the ’15 Chrysler 200’s specifications:

Wheelbase 108 inches; Length 192.3 inches; Width 73.6 inches; Height 54.9 inches; Curb Weight 3,475 pounds; Track 62.1 inches front, rear; Ground Clearance 5.8 inches; Turn Circle 39.2 feet; Engine 3.6-liter V-6; Horsepower/Torque 288/262; Transmission 9-speed automatic; Fuel mileage estimated 18/29, average 27.1; Fuel Tank 15.9 gallons; Wheels 19-inch; Cargo Volume 16 cubic feet; Warranty 3 years/36,000 miles basic, 5/100,000 powertrain; Competitors Ford Fusion, Subaru Legacy, Volkswagen CC, Toyota Camry; Assembly Plant Sterling Heights, Mich.; Parts Content U.S./Canada 73%; Base Price of Lowest Model $21,700; Base Price of Review Model $28,695; Sticker Price $34,065.

The 25^th anniversary edition of the Mazda Miata, only 100 in number, will arrive in early September, About the same time, Mazda plans to begin providing quick glances to a totally redesigned 2016 Miata. In the meantime, amid the confusing release of those next two models, the ’14 version recently came my way.

What’d you think of it, someone asked recently after my farewell column in the Post. I had featured a photo of the 2014 MX-5 Miata convertible, though said little about it, as I mainly reminisced in the farewell.

The two-seater Miata, jet black in exterior finish, is a Grand Touring model with a power retractable top, and here’s what I thought about it: Driving anywhere in Colorado on a summer night is a great time for testing it. Loosen the center latch at the windshield header, push a button and the top drops into the trunk in barely more than 12 seconds. The cool breeze and open look are invigorating.

The rear-wheel-drive Miata, on a wheelbase of only 91.7 inches, is a good handler with independent double-wishbone front and multilink rear suspension. Its turn circle is only 30.8 feet. It is nimble, accelerates fairly quickly with lots of noise from its 158-horsepower, 2.0-liter 4-cylinder engine and 6-speed automatic transmission.

Unlike most competitors, which use a paddle shifter to the left of the steering wheel to downshift and one on the right to upshift, the Miata has an odd-looking paddles and thumb presses system. Pull the paddle on either side to upshift and thumb-press either side to downshift. It’s easy enough to use, after a few blocks of low-speed stop-and-go situations.

Inside, the finish is in spicy mocha brown. The seats are positioned very low; of course they are, for, even with the top in place the Miata measures only 49 inches in overall height. They’re low and narrow and bolstered, and most accommodating to a driver of modest stature.

About the time this driver began to tire, the car’s tank did, too. It is only 12.7 gallons in capacity and, with the Miata’s EPA estimate of 21/28, this will extend only 250 to 325 miles between refreshing fuel stops.

The addition of a $1,300 premium package of antitheft alarm, keyless entry, Bluetooth, Sirius satellite radio and xenon headlights pushed sticker price for the Miata to $32,735. Among standard equipment are Bose audio with seven speakers, heated leather-trimmed seats, leather shift knob, automatic air conditioning, dual front and side airbags and trip computer.

Here are the ’14 Miata’s specifications:

Wheelbase 91.7 inches; Length 157.3 inches; Width 67.3 inches; Height 49 inches; Curb Weight 2,593 pounds; Track 58.7 inches front, 58.9 rear; Ground Clearance 4.6 inches; Turn Circle 30.8 feet; Engine 2.0-liter 4-cylinder; Horsepower/Torque 158/140; Transmission 6-speed automatic; Fuel mileage estimated 21/28, average 25.7; Fuel tank 12.7 gallons; Wheels 17-inch; Cargo Volume 5.3 cubic feet; Warranty 3 years/36,000 miles basic, 5/60,000 powertrain; Competitors Volkswagen Beetle, Mini Cooper, BMW Z4, Nissan 370Z; Assembly Plant Hiroshima, Japan; Parts Content Japan 95%; Base Price of Lowest Model $23,720; Base Price of Review Model $30,550; Sticker Price $32,735.

The MX-5 Miata made its global debut on Feb. 9, 1989, at the Chicago Auto Show. More than 900,000 have been sold around the world since.