Out-of-the-ordinary body styles showed up on a couple European luxury imports sent my way.

They’re the 2021 Audi A6 allroad quattro wagon and ’21 Mercedes AMG E53 two-door coupe.

The outstanding products are German-built – the Audi at Neckarsulm near Stuttgart, the Mercedes up north at Bremen near Denmark.

For the A6 allroad, it is a return after an absence of 15 years from U.S. showrooms. It’s not to be confused with the Audi A4 allroad, for the A6 is 7 inches longer, 400 pounds heavier and runs with 6-cylinder power to 4-cylinder for the smaller allroad. (A base version of the A6 can be bought with the 4-cylinder power).

A very smooth, strong, turbocharged 3.0-liter V-6 engine, tied to a 7-speed dual-clutch automatic transmission with quattro all-wheel drive, develops 335 horsepower. It averaged 25.3 miles per gallon in a combination of city/highway drives. It rides on Continental 245/45R20 tires.

The lengthy allroad sits low and offers an easier step-in than the SUV crossovers so popular today.

Among features are air suspension for added comfort and a lifted ride height (even an inclinometer to measure the vehicle’s tilt/roll/pitch angles), automatic soft-close doors, an upper 10-inch touchscreen for infotainment and navigation and lower 8-inch for climate control, Bang & Olufsen sound, 360-degree camera, automated emergency braking and lane-departure warning.

A $4,500 Prestige package raised sticker price of the Audi A6 allroad to $71,990. It included dual-pane acoustic glass, head-up display, rear cross-traffic alert, cooled front seats and heated rear seats, manual rear-side-window sunshades.

A chief competitor for the A6 allroad is the Volvo V90 crosscountry wagon.

AMG E53 Coupe

The sleek AMG E53 is a true coupe, with two doors and slope back.

Performance is built around a turbocharged inline-6-cylinder, enhanced by Mercedes’ AMG unit, and producing 429 horsepower and 384 lb.-ft.  of torque. Move the 9-speed automatic shifter into Sport mode, kick it a bit and enjoy breathtaking results.

The electrified inline-6 is supported by an EQ Boost, generating power for the 48-volt system, combining a starter motor and alternator in an electric motor between the engine and tranny/4Matic all-wheel drive. An electric auxiliary compressor builds immediate torque for acceleration until the exhaust-gas turbo takes over.

The Benz’s grand interior offers form-fitting black buckets of perforated leather trimmed in red, with metal-weave embellishment across the dash cover.

Noontime one day we met friends Ted and Shirley King for lunch at Cheddars in Northglenn, heading in on U.S. 85 and back to home base via I-25. Riding on 19-inch Michelins, the Mercedes averaged 22.6 miles per gallon (EPA estimate is 21/28).

Options boosted price of the E53 from base of $76,250 to sticker of $86,460. Among them were a heated performance steering wheel in nappa leather, performance exhaust, heated and ventilated front seats and driver assistance package of assists in steering, lane change, emergency stop, braking and blind-spot alert.

The role of gas/electric hybrids is fast-moving past its traditional major-domo status toward key player for several manufacturers in the intensely competitive automotive field.

The Honda Accord is an example. It is determined to “go the distance” in the face of the incessant decline in midsize-sedan sales.

As several makers either have abandoned or plan to abandon that part of the market, Accord and its principal rival, the Toyota Camry, go “full speed ahead” with expansion and advancements midsizewise.

The Accord Hybrid, in particular, has made great strides in 2021, based on a more brisk throttle response and an impressive rise in fuel efficiency, a combo that can’t fail, at least in today’s market.

While the traditional Accord is powered by a 1.5-liter, turbocharged 4-cylinder, the Accord Hybrid is more powerful with its naturally aspirated 2.0-liter, Atkinson-cycle 4-cylinder and electric motors. The hybrid operates with 20 more horsepower, 40 more lb.-ft. of torque and is far more fuel-efficient. It has a fuel-tank range of up to 600 miles.

This advantage even against the fact the curb weight of the hybrid, with its battery pack and assorted equipment, is 3,446, 200 pounds heavier than the standard Accord.

A two-motor hybrid system – one for propulsion and the other a generator/starter motor – is seamlessly switched between EV electric, hybrid and the internal-combustion engine for maximum efficiency and necessary power.

With a switch to sport mode, the driver very quickly feels the increased tempo and responsiveness from the powertrain.

Aided by an easy 100-mile drive into Denver and back, the Accord averaged 44.4 miles per gallon in overall use in my possession. Its EPA estimate is 44 in the city and 41 on highway. The transmission is continuously variable and emits some whine on aggressive acceleration demands. The 6-speed manual transmission has been dropped for the Accord.

The big four-door is comfortable and roomy, and its trunk is a generous-sized 16.7 cubic feet. For 2021, updates were made to the Accord grille, LED headlights, foglights and radar unit integration, along with rear-seat reminder and low-speed braking control.

The Touring is the most upscale of the four trim levels for the hybrid. Lesser equipped are Base, EX and EX-L.

The $37,435 sticker price for the Accord Hybrid Touring includes remote engine start, walk-away auto lock, heated and ventilated front leather seats and heated rear seats, premium audio display with navigation/Buetooth/wireless Apple CarPlay/Android Auto integration, wireless phone charger, head-up display and power moonroof.

Honda Sensing security includes adaptive cruise control, collision-mitigation braking, lane-keeping assist and road-departure mitigation.

The Accord sedan was introduced to the U.S. market in 1976 as a ’77 model and the Accord Hybrid was added in 2005.

The 2021 Dodge Durango Hellcat is the most powerful SUV in the country; well, most powerful in the world, I guess. Its supercharged 6.2-liter Hemi Hellcat V-8 generates 710 horsepower and 645 lb.-ft. of torque. It will attain 180-miles-per-hour speeds and tow 8,700 pounds.

So, what was it doing in Estes Park on a Saturday afternoon in December?

It carried Jan and me west out of Greeley, through Loveland and into Big Thompson Canyon past the Dam Store. Oh, my gosh, the roar of the exhausts between the rock walls of the Narrows, even at the relatively tame miles-per-hour pace, was awesome (in my opinion). On up the canyon I drove, paddle-shifting between 4^th, 5^th and 6^th gears to keep pace in the busy line of automobiles.

The silver-colored Durango, with the under-hood valve covers of orange hue, a favorite for Hemis 60 years ago, rolled into a somewhat nostalgic scene along Estes Park’s Main Street, almost defying the facts of the country’s pandemic. Happy shoppers, it seemed, some masked, some not, in and out of the stores and filling the sidewalks; lots of packages and shopping bags.

Our only departure of the Hellcat was a couple miles above the village, long enough for a photo of the Durango, then slowly back through Main Street and eventually, back home.

In a setting far from downtown shoppers on another day, I clocked a 4.2-seconds 0-to-60 time in the Durango. This was a blink-of-an-eye slower than a 3.9-seconds time I recorded with an ’18 Jeep Grand Cherokee Trackhawk with a 707-hp Hellcat engine.

For the ’21 Durango, this is the year of the Hellcat, and the only year; it won’t be available in the Dodge SUV after the 2021 model year. Hellcat engines were originally offered only in the Dodge Charger and Challenger models, later added to the Grand Cherokee Trackhawk and this fall to the Ram TRX and Durango.

While base price on the Durango Hellcat is $80,995, sticker price soared to $93,150 with optional Laguna leather seats, full-speed forward-collision warning, adaptive cruise control, rear DVD, suede headliner, Harman Kardon sound and red seat belts.

The week preceding the Hellcat testing, I drove the ’21 Dodge Durango R/T AWD model, sticker priced at $66,650. Since the R/T was equipped with the 360-hp Hemi V-8, this indicates a sizable chunk of the $27,000 difference in price from the Hellcat is the 710-hp engine.

One of the toughest of Land Rovers, after a 23-year absence from the U.S., is back.

The Land Rover Defender 110, for which roots date to the original LR in1950, fits the role of terrain tamer and is pitted against Jeep Wrangler, Toyota Land Cruiser, Mercedes Gelaendewagen and a couple others as super offroaders.

Built on Land Rover’s new all-aluminum D7x platform, the Defender is equipped with a powerful turbocharged, inline-6-cylinder of 395 horsepower and 408 lb.-ft. of torque, mated to an 8-speed automatic transmission with selectable driving and offroad modes. In Sport, tap shifter up or down for manual-mode swiftness. A direct-front camera aids its 4X4 prowess.

The Defender is built on a lengthy, 119-inch wheelbase; yet, in overall length it is the shortest of the six Land Rover/Range Rover models. From shortest to lengthiest overall are the Defender at 170.2 inches, the Range Rover Evoque at 172.1, the Land Rover Discovery Sport 181, Range Rover Sport 192.1, Land Rover Discovery 195.1 and the flagship Range Rover 196.9.

The five-passenger Defender sent my way was finished in tasman blue, a color particularly well-suited to the structurally tough-looking sport ute, with white top. The classic blue color was used on Range Rovers from 1982 to ’87. In restyling, the square body of old has given way to a new grille and softening along the sides. The back end is chopped off at the rear corners as though to retain a bit of the traditional squared-off appearance.

With Jan, Bill and Kathy Allen aboard, I headed the Land Rover out northeast on a Saturday afternoon on a smooth drive (air suspension) 75 miles along Colo.  392 and 14. We slowed only on arrival at our destination, Stoneham and Dewey’s Bar and Grill, where we joined Jon and Nancy Weaver and Will and Jody Kulp of Greeley for dinner. On leaving a couple hours later, I visited with two other couples from our area who had driven to the “prime-rib specialty house,” Ron and Madge Randell of Greeley and Darrel and Debbie Dilley of LaSalle.

Overall fuel-mileage average for the Defender was 20.3 mpg; its EPA estimate is 17/22. Premium fuel is recommended. Its 360-mile test included another drive – to Denver – and lots of stop-and-go city maneuvering.

Added to that was some offroading to get a feel for the Defender’s Terrain Response system, which is engaged by touching a button on the center stack, then pushing in the driver-side heater temperature control knob (yes, that is correct) and dialing in the proper terrain setting among normal, rock crawl, mud and ruts, grass/gravel/snow, sand and wade, for traversing low-spot water in roadways or small streams.

The turbocharged 3.0-liter V-6 is very responsive, plenty strong; yet, for the 2022 model year, Land Rover will add a 518-horsepower, supercharged 5.0-liter V-8 engine to both the 110 and the 90 two-door.

From a base price of $63,275, the 2020 Defender 110 SE climbed to sticker of $71,025 by adding adaptive cruise with stop-and-go, heated steering wheel and washer jets, configurable terrain response, electronic active differential, Goodyear Wrangler 255/60R20 tires, satellite radio and premium cabin lighting.

British-based, the Defender is built in Slovakia.

As the 2021 Buick Envision showed up in my driveway, after I’d cleared the snow, I was impressed with its appearance – lower and wider than last year, finished in cinnabar metallic, with dark 20-inch wheels and dark-gloss grille and chrome inserts.

I’d not seen any of the redesigned Envisions on the roads and I was looking forward to one after this e-mail:

“We’d love to give you access for a week in one of our upscale 2021 Buick Envision models,” sent to me from Shauna Sichi of General Motors Communications West Coast in Los Angeles.

It is the 2021 Buick Envision Essence, a luxury compact SUV crossover, with new design, interior and powertrain. But, heck, the one delivered was of front-wheel-drive configuration (all-wheel drive is an $1,800 option). Why send a FWD crossover into Colorado in the middle of the winter?

No matter, though, I said I would drive it and I was happy to do so – 350 miles during the week.

The Envision is built in China, at a General Motors’ plant in Yantail, southeast of Beijing. Buick in the early days of the 20^th century established its legacy in China as a prestigious automobile, and as recent as 2013 sold more than 800,000 vehicles over there.

Highlighting the new Envision is a more fuel-efficient 2.0-liter, turbocharged 4-cylinder of direct-injection and stop/start technology. Mated to a 9-speed automatic transmission, it develops 228 horsepower and 258 lb.-ft. of torque; somewhat slow off the line, it performs with good thrust midrange, and earns an EPA estimate of 24/31 in FWD form. I averaged 26.8 miles per gallon overall; two years ago with a ’19 Envision, my overall average was 20.5. Fuel tank capacity is 16.1 gallons; premium unleaded is recommended.

Builders of the Buick see the major competitors of the Envision here at home as domestic rival Lincoln Corsair and Japanese-based compacts Acura RDX and Infiniti QX50. Three quality compacts from Germany, the Audi Q5, BMW X3 and Mercedes GLC, are higher-priced.

The new Envision is an inch longer in wheelbase, 2 inches wider and overall height is 3 inches lower than last year. Inside, its center stack is tilted toward the driver, features a 10.2 infotainment center and below that the electronic shifter with push and pull buttons.

The Envision’s rear cargo space of 25 cubic feet tightens somewhat when compared with the three designated rivals – Infiniti with 31.4 feet, Acura with 29.5 and Lincoln 27.6.

The Essence is the middle of three trim levels for Envision; its sticker price reached $41,315 with addition of a technical package of head-up display, Bose audio, navigation and sport touring package of the dark wheels and grille and black roof rails.

Among standard safety features are automatic emergency braking, lane-keep assist, rear cross-traffic alert, forward-collision alert and auto high beams.

Items of added concern, in addition to the coronavirus, seem to pop up fairly frequent these days.

For instance, the newest test-drive is a Jeep, and preceding its delivery I receive a note that the parent company is now “Stellantis,” rather than Fiat Chrysler Automobiles (FCA). “Stellantis,” with two “l’s,” a result of the combining of Peugeot and FCA groups.

It’s still Jeep, I say of the review model at my door. Stellantis represents 14 brand names, so take pause, perhaps, with Citroen or Vauxhall, but don’t mess with Jeep.

Regarding Stellantis, just how deep will the Chrysler name be buried? My family’s ties to Chrysler date back to 1935, when my father was granted the franchise for Chrysler/Plymouth automobiles at Wray, Colo., four years before receiving the same status for Ford cars and trucks (and tractors).

I was sitting in the newsroom of the old Denver Post building in July 1978, when Henry Ford II fired Lee Iacocca as president of Ford Motor Co. That created the opportunity for Iacocca to step in and save a floundering Chrysler Corp. So many changes with Chrysler in the years since; what would Mr. Iacocca say of Stellantis, were he around today?

The Jeep’s fired up and running and within a couple minutes I hear from its Alpine audio system, “General Motors to go all-electric by 2035.” A powerful statement, but full effect is 14 years down the road, and there will be lots of bends and unexpected detours. Buckle up, hang on and enjoy the ride.

It’s the 2021 Jeep Gladiator Rubicon 4X4 pickup, equipped with the Ram/Jeep 3.0-liter V-6 turbocharged diesel engine and 8-speed automatic 8HP75 transmission. Another point of discussion is the fact that the turbodiesel/transmission package adds $6,000 to the cost of the Gladiator. Is it worth that? We’ll see.

I’ve been a fan of the Mopar ecodiesel. It was just a year ago I drove it in the Jeep Wrangler Unlimited, prior to that in the Jeep Grand Cherokee and Ram 1500.

The 3.0-liter diesel delivers 442 lb.-ft. of torque, with 260 horsepower. The Gladiator is a performer with the strong low-end torque. The Rubicon trim adds Fox offroad shocks, locking front and rear axles, electronic sway-bar disconnect, rock rails and skid plates; its Falken Wildpeak 33-inch mud-terrain tires are ultra-grippers.

When you get right down to it, the Gladiator won’t crawl and squeeze through the narrow trails to the extent of the Wrangler for the pickup’s longer wheelbase ‑ 1½ feet longer than that of the four-door Wrangler Unlimited.

Like a Wrangler, the Gladiator’s front-seat overhead panels are removed easily with twisting of latches; remainder of roof and doors are removable, too, and the windshield is the fold-down type.

Fuel economy jumps from 17/22 with the gasoline V-6 to 21/27 with the ecodiesel. My overall average with the Gladiator was 21.7, dominated by some offroading and lots of stop-and-go and turns and twists.

With the ecodiesel price boost, the Gladiator’s sticker climbed to $66,025; beginning price is $43,875. It competes against Toyota Tacoma, Ford Ranger, Chevy Colorado, Nissan Frontier and GMC Canyon in the compact/midsize pickup category.

The car-building bosses at Kia from South Korea, perhaps heady from the sales successes with their Telluride and Seltos SUV crossovers in the past year, are taking aim at the midsize sedan market with the 2021 K5. Around 30 grand in price, it replaces the Optima, which has been in the Kia lineup for 20 years.

Kia, cognizant of the continued decline in U.S. sales of sedans, believes adding the new one makes sense with the company’s announcement that it is discontinuing sales here of its two large sedans, the Cadenza and K900.

This leaves Kia’s lineup with the new K5, the Rio, Soul, Forte and Stinger, the Sedona minivan, SUV crossovers Telluride, Seltos, Sorento and Sportage, and Niro hybrid, plug-in hybrid and electric.

The K5 is much more sporty-looking than the Optima it replaced; it sits lower, is 2 inches longer and shows off a thin and wide front grille that plays into the modern headlights, which are emphasized with daytime running lights.

The sleekly styled roofline and large rear window extend far back to eliminate all but a hint of rear deck. This adds roominess to the four-door model, which offers 16 cubic feet of trunk space.

Even the exterior color of the review model (K5 GT-Line AWD) is appealing; it’s wolf gray, a hue made famous in the U.S. years ago by the Fordson tractor.

Highlighting performance are a 1.6-liter, turbocharged 4-cylinder engine and new 8-speed automatic transmission. The small 4 develops 180 horsepower, 195 lb.-ft. of torque, and with the 8-speed tranny includes a “snow” mode, which I tested in snowy weather. Reduced wheelspin was noticeable. Other modes include normal, comfort and sport.

I started the K5 in my garage on a cold morning; while idling it for a few seconds I heard the most relaxing sound, somewhat like a babbling brook. It was the Sound of Nature ambient system offering six peaceful themes. What I heard was rainy day, others are calm sea waves, lively forest, snowy village, warm fireplace and open-air café.

The 8-inch touchscreen display mixes audio, navigation, wireless Apple CarPlay and Android Auto, USB multimedia and charging ports.

The well-equipped K5 review model carries a sticker price of $31,300 and includes forward-collision avoidance, blind-spot assist, rear cross-traffic assist, lane-keep assist and leading vehicle departure alert.

The 2021 Kia K5 GT-Line AWD specifications:

• Midsize sedan
• Sticker price $31,300
• 5-passenger capacity
• Wheelbase 112.2 inches
• Length 193.1 inches
• Width 73.2 inches
• Height 56.9 inches
• Track 63.7 front, 64 rear
• Ground clearance 5.3 inches
• Curb weight 3,322 pounds
• Engine 1.6-liter turbo 4
• Horsepower 180
• Torque 195 lb.-ft.
• Transmission 8-speed auto
• Mode all-wheel drive
• EPA 26/34 mpg
• Test mileage 28.2 mpg
• Fuel tank 15.8 gallons
• Grade regular unleaded
• Wheels 18-inch
• Tires Pirelli P245/35R18
• Assembly West Point, Ga.
• Also available GT 2.5 turbo

“Is it the electric Mustang?,” I was asked dozens of times while driving the new Ford hatchback.

Yes, it’s the 2021 Ford Mustang Mach-e4 all-electric crossover, which had only begun to reach Ford dealer showrooms by early in 2021.

The running-horse emblem front and back of the Mach-e seems to be the Mustang tipoff to other motorists and standby observers; the reaction was the strongest for a car or truck I’ve driven in a few months. Mustang is one of the most readily recognizable model names in the auto industry.

Though it links to the model name Mustang, this pony car is all-different, in addition to all-electric.

From the moment of approach at the driver’s door – pushing a button for opening the door, slipping into the seat and being messaged, “58% and 82 miles of range available,” it’s a new ballgame.

The standard Mach-e AWD comes with an 88 kWh battery pack with 288 lithium-ion cells in a waterproof case beneath the floor between the crossover’s front and rear axles.

A 255-horsepower permanent-magnet electric motor powers the rear wheels. A second motor is added to the front axle to create the all-wheel-drive capability; total horsepower is 332. Power is distributed independently to each axle as needed. The single-speed transmission is smooth and the Mach-e4 performed with good control on snow and ice. The lengthy battery pack adds to platform stiffness and the ride is somewhat rigid and rough at times.

Ford has projected a range of 211 miles for the standard Mach-e4; blame the cold, perhaps, but the review model provided to me showed a range of 160 miles after being fully charged. The electric Mustang performed well in a drive from Greeley to Aurora and back. The early-morning start in 15-degree weather cost us a few miles of range, but by the end of the drive there and back, the 110-mile drive reduced the remaining range by only 101 miles.

While in Aurora, after lunch with grandchildren Hannah and Mike McKenner, we pulled briefly into a charging station, where Dolores Trimble of Vail was restoring energy in her Kia Niro EV. She’s had months of experience at recharging her all-electric Kia and having driven internal-combustion Mustangs in past years, was quite interested in the new look.

Three drive modes offered are Whisper for calm performance with gradual acceleration, Engage for a balance of response and comfort, Unbridled for a sporty feel with increased throttle. Most noticeable difference is in One Pedal Driving feature, in which regenerative braking slows the vehicle down as you lift your foot from the accelerator pedal, very useful in stop-and-go traffic. The slowdown eliminates much of the need for brake-pedal use.

Ford said sticker price on the Mustang Mach-e AWD is $51,200. Purchasers are eligible for a federal tax credit up to $7,500.

I found the panoramic glass roof very comfortable; Ford said a special coating is designed to help keep interior cooler in summer and warmer in winter. Midsummer will tell.

My first drive of the Mustang electric was to the Evangelical Free Church in Eaton for the funeral of Keith L. Brumley, 58, a friend of the family. No sooner had I parked in the church lot than the young man who pulled his pickup in the space beside us jumped out and wanted to know all about “the electric Mustang.”

The Mustang, a foot longer than the Niro at the charge station in Aurora, is on a wheelbase of 117 inches, with 184 inches of overall length and curb weight of around 4,800 pounds. Recharging is as slow as 3 miles per hour with 110-home outlet, twice that fast with 220 and 45 minutes to an hour with some quick-charge stations.

Among rivals for the Mach-e4 are the Tesla Model Y, Audi e-tron, Volvo’s Polestar 2 and Volkswagen ID.4.

Ford is also offering the Mach-e with rear-wheel drive and an extended-range, 98.8-kWh battery pack and a 282-hp electric motor delivering 300 miles of range. The eAWD extended-range version using two motors generates 332 horsepower, and can travel 270 miles on a charge.

Also being developed are a Mustang Mach-e GT and GT Performance Edition boasting 459 horsepower and 612 lb.-ft. of torque.

An alternative to a traditional intelligent access key fob is Phone as a Key, a smartphone for the key, turning the vehicle on and off remotely, unlocking and locking doors, opening liftgate, driving the vehicle.