While Dodge is running the big NHRA show at Bandimere (July 2018), I’m reviewing two new Jaguars – the E-Pace all-wheel-drive SUV and the long, slick-looking XF Sportbrake AWD wagon.

The side-glance to Dodge comes from a noon luncheon at Simms Steakhouse in Lakewood where the FCA performance division revealed two new race vehicles – the Challenger SRT Demon and Charger Hellcat Super.

They’re being featured at the three-day NHRA Nationals at Bandimere. It is the Dodge Mile-High NHRA Nationals Powered by Mopar, in reference to that car company’s first year as title sponsor at the Bandimere Speedway.

Dodge Charger NHRA Funny Car driver Matt Hagan and Mopar Dodge Top Fuel pilot Leah Pritchett squared off between qualifying rounds.

Bandimere, a quarter-mile drag strip just west of C470, opened 60 years ago near Morrison and Lakewood.

In regards to the new Jaguar E-Pace P250 SE, even with its heavy weight of 4,220 pounds it slipped into the luxury subcompact SUV classification and competes with the Volvo XC40, BMW X2, Mercedes GLA-Class, Range Rover Evoque and Infiniti QX30, among others.

It sits on a wheelbase of 105.6 inches, is 173 inches in overall length, 74.8 wide and 64.9 high. Its relatively wide track is 64.4 inches in front and 64.3 at the rear. Cargo space behind the rear seats is 24 cubic feet.

Positive comments were heard from many of those seeing the E-Pace for the first time, not only a credit to its style but also its azure blue finish which at times seemed almost a purple tint.

The E-Pace carried Jan and me to Strasburg for celebration of the 7^th birthday of great-granddaughter Ava Zink. The Jag, on its return, showed good grip in the rain which deposited fairly deep water on the roadways to the northwest, then onto Colo.  52 at Prospect Valley. It is a fairly rough rider at times.

Performance comes from a 2.0-liter, 246-horsepower, 4-cylinder engine with 9-speed automatic transmission. A bit of hesitation on takeoffs was routine; the Jaguar moved with more pep when the dynamic drive mode was engaged. The E-Pace delivered an overall fuel-mileage average of 25.4. EPA estimate is 21/28. It rides on Pirelli Scorpion Zero 245/45R20 tires. Suspension components are struts, coils and antiroll bars in front, with multilink at the rear.

The interior niceties of the E-Pace aren’t up to Jaguar standards; neither, though, is the sticker price. From a base of $45,295, it climbed to $54,190. A nice feature on exiting the four-door were puddle-lamp silhouettes of a jaguar and its cub projected onto the ground.

If the E-Pace is a subcompact, one look at the elongated roofline of the Jaguar XF Sportbrake wagon tells you this is a midsizer which competes with the Mercedes E-Class wagon, the Volvo V90 and Buick Regal TourX.

The XF Sportbrake is considerably larger than the E-Pace. The new wagon measures 116.5 inches in wheelbase, 195 in overall length, 78.2 wide and 58.9 high, with curb weight of 4,145 pounds, a bit lighter than E-Pace.

It has a sloping hood, the long roof and raked rear glass. Staying with its sleek image, the Sportbrake runs on low-profile 35s – Pirelli Cinturato 255/35R20 tires.

Wagons have long been popular in Europe; not so here, though the new Sportbrake and V90 with AWD might lure a few SUV devotees. Jaguar’s last wagon before the Sportbrake was the X-Type, which ended production in 2009.

Performance is a highlight from the Sportbrake’s 380-horsepower, supercharged, 3.0-liter V-6 engine, 8-speed automatic transmission and all-wheel drive. Drive-mode selection allows the driver to adapt from normal response to dynamic or economical or adapt to what is being faced in the way of surface conditions. The shifter is a twist dial on the center console.

This car does have a spare, though the wheel is bright orange hidden beneath the cargo floor and it will not match up with the fancy wheels and red brake calipers of original equipment, i.e. get the flat fixed quickly.

Inside the big Jag are white leather seats with black inserts, panoramic roof and motorized covers for closing the dashboard air vents. Cargo space behind the rear seat is a roomy 31.7 cubic feet.

This classy-looking wagon with its power and amenities doesn’t come in the cheaper category of the E-Pace. Sticker on the Sportbrake jumped to $84,245 from a base of $70,450.

Adding $3,495 was a driver-assistance package of adaptive cruise control and speed limiter, 360-degree parking aid, surround camera, blind-spot and park assist. Adding another $3,285 were navigation, Meridian surround sound and interactive driver display. For $2,890 came the four-zone climate control, suedecloth premium headliner, ambient lighting and rear sunblind. That left $1,805 for the heated and cooled front seats, heated rear seats and soft door-close.

I averaged 22 miles per gallon of premium fuel with the XF Sportbrake, close to the middle of its EPA estimate of 18/25.

Four weeks after testing the 2018 Mustang GT, Ford sends me another edition of the iconic pony car – the 2019 Mustang Bullitt for the 50^th anniversary of the movie which brought fame and renown to the coupe.

The movie, “Bullitt,” starring Steve McQueen, opened in October 1968. It featured a car-chase scene through the streets of San Francisco of McQueen’s Mustang and a Dodge Charger, regarded as one of the most influential of moviedom.

The Mustang Bullitt is equipped with a 5.0-liter V-8 engine of 480 horsepower (20 more than the GT I drove last month) and 420 lb.-ft. of torque, 6-speed manual transmission with active rev-matching for meshing perfect downshifts: it will run 0 to 60 in 4.4 seconds. The rear-drive Mustang is superb in handling, with magne-ride dampers and increased chassis stiffness for cornering capability, quick shifts and six-piston Brembo brakes, for which the calipers are painted red. It rides on Michelin 255/40ZR19 tires.

Steve McQueen was Lt. Frank Bullitt in the ’68 movie.

The chase scene begins when Bullitt, in his Ford Mustang, evades two hit-men riding behind him in their Dodge Charger. Bullitt appears behind their Charger, having turned the tables and is now following them. While waiting in traffic at an intersection, the Charger driver takes a moment to secure his seatbelt, and with a roar from the Charger’s 440 engine, he careens through the intersection, around a corner and away from the pursuing Bullitt. The Mustang gives chase through the hilly streets of San Francisco and the outlying highways. At one point, Bullitt spins out in avoiding a motorcyclist coming from the opposite direction and the hit-men might be in the clear, but moments later Bullitt reappears behind them. Bullitt tires to force the Charger off the road, with the vehicles banging door against door, but to no avail. The chase comes to a climactic end when Bullitt again tries to force the Charger off the road. The Charger driver loses control, crashes into a gas station, and the station explodes, taking the Charger and its occupants to a fiery end.

The Bullitt, like McQueen’s Mustang 50 years ago, is dark green in exterior finish, though the ’19 model can also be bought in black. Its sleek, fastback style is accented with 19-inch wheels, red brake calipers and Bullitt crosshairs logo on the back of the trunk.

Inside, the comfortable, well-contoured front seats are dark, stitched in light green, and a Bang & Olufsen sound system is pleasant. A standout feature is the white cue-ball shift knob.

The $51,465 sticker covers a Bullitt electronics interior package of premium audio, navigation, blind-spot monitoring and memory seats. Among safety items are glove-box-door integrated knee airbag and driver’s knee airbag, side-curtain bags and blind-spot with cross-traffic alert. The Mustang is built in Flat Rock, Mich.

EPA fuel-mileage estimate for the Bullitt is 15/25; my overall average was 17.2 mpg.

Drive modes run from normal to snow to sport to track to drag, with appropriately tuned exhaust rumbles for each of them.

It’s even got a “quiet” mode for those early morning starts when you don’t want to wake the neighbors.

The 2019 Kia Sorento, having undergone several major changes and an improved appearance, carried me on Wednesday, Aug. 22, to the Stanley Hotel in Estes Park for a luncheon of the Rocky Mountain Automotive Press (RMAP).

All Sorentos for ’19 have been designed with three rows of seats for seven passengers, as Kia has done away with the two-row/five-passenger setup.

The model that came my way is the loaded-up SXL all-wheel-drive SUV, powered by a 3.3-liter, V-6 engine tied to a new 8-speed automatic transmission. The optional 2.0-liter, turbocharged 4-cylinder of the past several years has been scrapped. Base power for Sorentos of lesser price is a 2.4-liter, 4-cylinder with 6-speed automatic.

Also added for the new model year is an enhanced safety system – lane-keep assist, automatic braking with pedestrian detection.

With its standard three rows, the Sorento will compete with the Chevy Traverse, Honda Pilot, Nissan Pathfinder, Toyota Highlander and Volkswagen Atlas.

With a bold grille, full LED headlights and Nappa leather inside, the Sorento looked good as I parked it high above the Stanley lot reserved for other new cars and trucks arriving at the hands of RMAP members. The variety of the others ranged from a Ford Mustang Bullitt to a Nissan Leaf to a Mercedes Sprinter van.

The Stanley stop was part of a two-day RMAP event, based at Woolley’s Classic Suites in Aurora. Among RMAP members participating was their new president, Craig Conover of Springville, Utah, who succeeded David Muramoto at the helm in early June.

I drove to Estes from Greeley for the lunch meeting. Distance from my home to the Stanley Hotel in Estes Park is 47 miles; for the 94-mile roundtrip, the Sorento averaged 24.1 miles per gallon. Its EPA estimate is 19/24.

Tablemates with me at the lunch, hosted by Fiat Chrysler, were Jerohn Anderson, product communications specialist for Volkswagen of America; Russell Datz, national media relations manager for Volvo Cars USA, and John Rush and Richard Rush, RMAP members from Drive Radio.

Discussions among us included VW’s improved Jetta for 2019 and the company’s aggressiveness in the SUV/crossover categories; Volvo’s push toward electrification while continuing to prosper with some of the best-performing internal-combustion powers; and whether a move to autonomous vehicles could occur as quickly as a five-year cycle.

Ryan Nagode, a chief designer for Fiat Chrysler Automobiles, headed a presentation of the 2019 Ram 1500 Longhorn Crew Cab pickup on the walkway outside the lunchroom before the group headed back toward Aurora.

He talked of lighter, stronger, high-strength steel frame, 395-horsepower 5.7 Hemi engine, 12-inch UConnect screen, reclining rear seats, deployable side steps, sticker price of $66,000.

I was out front when the truck was parked and a Stanley official insisted, since it was on the walkway, that a shallow pan be positioned beneath the truck’s engine compartment. Yes, during Nagode’s presentation, I thought of asking him if the drip pan came standard with the truck, but I’m too far along in years to add “smartass” to my resume, so I did not.

Regarding my drive with the Sorento’s V-6 and 8-speed automatic, strong and steady power was displayed on the drive to Estes, and it climbed through the two switchbacks on the Devil’s Gulch Road in lower gears of the manual-mode shifter. On the return drive, mostly on a descent, 3^rd and 4^th gear sets in the manual mode were engaged.

Though pricing for the cheapest Sorento LX all-wheel-drive model begins around $30,000, the impressive SXL I drove carried a sticker of $48,020. That included full-length side-curtain airbags, hill-start assist control, dual-zone automatic climate control, Harman Kardon premium audio with navigation, Android Auto, Apple Carplay, Bluetooth, heated and ventilated front seats, heated leather-wrapped steering wheel, surround-view monitor, smart cruise and panoramic roof.

The Kia is backed with a 5-year, 60,000-mile basic warranty and 10-year, 100,000-mile powertrain warranty.

The Sorento’s overall length of 187.4 inches is a foot shorter than most of the competitive three-row makes, and it is costly in the fact the Kia’s cargo space behind the third row of seats is only 11.3 cubic feet. Fold the third row and that expands to 38 feet. The Sorento has a hands-free power liftgate which opens when it senses a smart key approaching.

The Sorento AWD weighs 4,343 pounds on a wheelbase of 109.4 inches, with 7.3 inches of ground clearance. Tow capacity is 5,000 pounds.

Drawing interest parked along the street outside my home during a summer week was a big, red Mercedes-Benz Sprinter 2500 Crew Van.

This is the high-roof model, competing with other commercial vans, such as Ram ProMaster, Ford Transit Connect, Chevy Express, GMC Savana, Nissan NV.

Oversize it is; yet, to drive the Mercedes Sprinter is to like it, with its 3.0-liter, turbodiesel V-6 engine, 5-speed automatic transmission and four-wheel-drive capability. Horsepower is 188 and torque rating is 325 lb.-ft.

Behind the two front bucket seats are three crew seats, and a rear area wide open and tall enough in which to stand and walk around. Rear barn doors (split swingouts) open up for ease of access and large-load entry into the cargo area. Driving with an empty cargo area can be noisy and a bit rough in ride. It rolls on Continental LT 245/75R16 tires.

Open the sliding passenger-side cargo door of the van and a wide step board swings out from beneath for easy entry.

The Sprinter averaged 17.5 miles per gallon of diesel fuel in 90 miles.

From a base price of $41,495, the 2017 Mercedes Sprinter van with the turbodiesel and four-wheel drive carried a sticker price of $60,450 with these added options:

• 4X4 high range with low-range transfer case $7,495;
• safety package of blind-spot assist/collision-prevent assist/lane-keeping assist/heated and electrically adjustable mirrors/first-aid kit $2,680;
• navigation system/rearview camera/cruise control $1,530;
• headlamp cleaning system/bixenon headlamps/light alloy wheels $1,430;
• electric sliding step $979;
• flame red exterior finish $620;
• electrically heated windshield $440,
• and others.

A spirited performer it is, the 2019 Buick Envision, right out of a GM factory in China.

It’s mildly impressive, not only for its performance, but also its exterior style and interior comfort and quietness.

The Envision was designed originally for the Chinese market and went into production in the fall of 2014 at a plant in Yantail, southeast of Beijing. Buick is among auto sales leaders in China and the Envision was no exception. So, after its successful launch there, GM two years ago began importing the Envision over here, even against some grumbling from U.S. auto workers.

With its 108.3-inch wheelbase, the Envision fits right in between the small Encore (100-inch wheelbase) and large Enclave (121-inch), lending strong SUV presence in Buick showrooms.

The Envision Premium II all-wheel-drive model I tested carries a sticker price just a few bucks short of $50,000 and competes against other luxury compact/midsize SUVs – the Audi Q5, BMW X3, Acura RDX, Volvo XC60, Mercedes GLC, Jaguar F-Pace and others.

For 2019, the Envision shows a flying-wing front grille, winged headlights and winged taillights. The review model was finished in chili red. Two three-porthole insets across from each other seem misplaced atop the hood, rather than along the sides.

Biggest news, though, in the Premium II AWD is the 9-speed automatic transmission which replaces a 6-speed, and a torque increase of 35 lb.-ft. in the 2.0-liter, turbocharged 4-cylinder engine. Horsepower rating is 252, with torque of 295 lb.-ft. Base engine is a 197-hp, 2.5-liter 4-cylinder.

The new 9-speed adds smoothness and more immediate power; a switch on its shifter knob adds a bit of manual mode.

The Envision is a nimble handler, which accommodates very well the quickness of the turboed power. It rides on Hankook 235/50R19 tires. The better response is somewhat costly in the fuel department, as the Envision AWD averaged only 20.5 miles per gallon and is rated at 20/25 mpg. The naturally aspirated base engine with AWD carries a 21/27 rating.

The interior is brightened by a panoramic roof; leather-covered front-seat cushions, fairly flat with lightly bolstered seatbacks, are comfortable. In the roomy back seat, occupants are in control of their own air/heat settings.

Cargo space, accessed by use of a power liftgate, is 26.9 cubic feet; fold the second-row of seats and the storage space expands to 57 feet. The rear seatbacks can be flattened by pulling handles placed along sides of the far-back cargo area.

Other highlights are an 8-inch color infotainment screen with navigation and Bose premium audio, a head-up display for the driver, heated and cooled front seats and heated rear seats.

The Premium II AWD model is Envision’s best-equipped and most expensive; cheaper versions are the Premium, Essence, Preferred and Envision base. The base model is front-wheel-drive only.

Base price of the Premium II is $44,595. The addition of forward automatic braking, adaptive cruise control, surround vision, 19-inch aluminum wheels and the moonroof raised sticker total to $49,925.

Of concern to Buick officials regarding the Envision is the 25 percent tariff enstated on Chinese imports by the Trump administration. GM has asked for an exemption for the Envision from the tariff. If the full tariff was applied to the cost of the vehicle, it could raise the price $8,000 to $10,000, and it could result in GM pulling the Envision from the U.S. market.

A floating roof design, with which another Japanese maker found success two or three years ago, and wraparound rear window are most visible of the extensive makeover for the 2019 Acura RDX.

A new 10-speed automatic transmission and torque-vectoring all-wheel drive are well-suited to the RDX’s 2.0-liter, turbocharged 4-cylinder engine (272-horsepower).

Highlighting the interior is a touchpad interface of high-tech connections, complemented rather comfortably with an A-Spec option of cooled/heated perforated red leather seats with perforated black suede inserts.

Based on a new platform all its own (different from stablemate Honda CR-V), the RDX is ready to challenge the Audi Q5 and Mercedes GLC for top rank in the impressive luxury compact SUV field. Among others are the BMW X3, Alfa Romeo Stelvio, Porsche Macan, Volvo XC60 and Jaguar f-Pace.

Built in a Honda/Acura assembly plant in East Liberty, Ohio, the new RDX’s wheelbase has been stretched almost 3 inches, and its overall length is 186.9 inches. It is equipped once again with the SH-AWD system, which can send up to 70 percent of its torque to the rear wheels, applying majority of the force to either wheel. The torque-vectoring system has been dropped in the previous generation RDX.

Tied to the 10-speed automatic is an electronic push-button shifter. Engaging Sport mode and using the paddle-shifters enhances performance. I failed to attain much in the way of fuel mileage, averaging 21.4 overall. The RDX’s EPA estimate is 21/26 mpg. It rides on Goodyear Eagle 235/45R20 tires.

Speedometer numbers, small and finished in red, are difficult to see precisely in the daylight; lighted at night they’re fine.

Cargo space behind the second row of seats in the Acura is 29.5 cubic feet, almost 3 feet roomier than that of the Audi Q5.

In addition to the new Acura’s floating-roof, a look which was launched by Nissan with its 2016 Maxima, the A-Spec package added black chrome to its diamond pentagon grille, contrasting the jewel-eye headlights.

Raising sticker price of the RDX SH-AWD A-Spec model to $45,900 are AcuraWatch safety features, including collision mitigation braking, lane-keeping assist, lane-departure and road-departure warning and adaptive cruise control.

The RDX is also equipped with navigation and voice recognition, premium audio with 16 speakers, Bluetooth, Apple CarPlay integration, panoramic moonroof, dual-zone automatic climate control, power tailgate, front and rear parking sensors.

Acura is the luxury division for Honda of Japan. It began selling cars in the U.S. in the spring of 1986; first Acura models were the Integra and Legend.

Ford, for 10 million reasons, spared the iconic Mustang when the company’s decision-makers said recently they’ll soon end production of all their other sedans, in favor of trucks and SUVs.

Ten million Mustangs have rolled off the Ford assembly lines since 1964, first at the Dearborn, Mich., assembly plant and most recently at the Flat Rock plant.

It’s been a long string of successes for the Mustang, which today outsells its pony cars competitors, the Chevy Camaro and Dodge Challenger.

The first Mustang was introduced April 17, 1964 (as a ’65 model), at the World’s Fair in New York City. It was named after the P51 Mustang fighter plane from World War II. A year later, the Mustang had become the most successful Ford Motor Co. launch since the model A in 1927. The Shelby Mustang and Mustang GT were added to the coupe/convertible/fastback lineup. Sales of Mustang passed the 1-million mark in March of 1966, and among other highlights through the years:

The Mustang 390GT was featured in the 1968 movie, “Bullitt,” starring Steve McQueen; the ram air “Shaker” hood scoop became available for any Mustang with a 351-cid or larger V-8 in 1970; the Mustang II was introduced in 1974, 500 pounds lighter and 19 inches shorter than previous models; the Mustang convertible returned in 1983 after being absent for 10 years; a driver’s-side airbag became standard for all Mustangs in 1990; a commemorative Bullitt GT joined the lineup in 2001, inspired by the 1968 model featured in the movie; 2004 was the last year Mustangs were built at Dearborn, where all models had been produced; production on ’05 models was moved to Flat Rock; the Shelby GT500 was launched in 2013, with supercharged 5.8-liter V-8 and 662 horsepower, the most powerful V-8 in the world at that time.

What’s your all-time favorite Mustang?

The one I gave up after seven days – the 2018 Mustang GT Coupe Premium with 460-horsepower, 5.0-liter V-8 engine, 6-speed manual transmission and ruby red color – is one of my favorites.

Performance is as good as you’d expect from all those horses, and the beat from the quad-tipped dual exhausts will uphold the smile of your face.

Settle into the Recaro sport seats with the bolstered side grips (it has no power seat), depress the clutch and brake, hit the starter button, take hold of the traditional shifter knob, shift to 1^st and move out. Ford says the Mustang, with the optional 10-speed automatic transmission and placed in “drag mode,” will run 0 to 60 in under 4 seconds. The one I drove, with the manual shift, “slows down” to 4.1 or 4.2 seconds.

Most of my driving was in Normal or Sport modes, occasionally Track. Steering modes were also offered in Normal, Comfort and Sport; the steering feel tightened considerably in Sport, much more crisp. Grip and handling were excellent, with Michelin Pilot Sport performance tires, 19-inchers.

The Mustang averaged 18.4 miles per gallon (EPA estimate 15-25), including a drive on U.S. 34 to Masonville, then a mountainous tour of twists and climbs in Rist Canyon to Fort Collins. Sharing the roadway were lots of bicyclists and even a herd of cattle out of its fences. The rear-drive Mustang, with its handling and power wealth, was right at home in the hilly area.

Sticker price on the Mustang GT has soared to $53,160, including $3,995 for a performance package of bigger Brembo brakes and heavier-duty suspension system.

Among interesting features of the Ford were a digital readout of rpm in the middle of the tachometer gauge and the image of a horse as puddle lamps on both sides of the car. The subwoofer for a Shaker audio system steals space in the trunk, which measures 13.5 cubic feet.

Ford SUVs sold in record numbers in June, emphasizing its recent decision to soon get out of the business of building automobile sedans.

I’ve driven its newest, and smallest, SUV – the subcompact Ford EcoSport. Rounding out Ford’s strong SUV/crossover lineup are the Escape, Edge, Explorer, Flex and Expedition.

Ford sold more than 77,000 of these models in June, an increase of 8 percent over the same month a year ago, and for the first half of the year have surpassed 400,000 in sales. Even higher sales of the F-series pickups brightens the coming production schedules.

Fiat Chrysler Automobiles and General Motors find themselves in the same sales game, moving all the SUVs and trucks they can build, while sales of their midsize and compact sedans are falling sharply.

The EcoSport, a subcompact, is smaller than I’d expected. Its overall length of 161.3 inches is 7 inches shorter than the Buick Encore or the Mazda CX-3. It is considered a five-passenger vehicle, but three adults in the rear seat will be somewhat of a squeeze. The front buckets, particularly the seatbacks, are well-bolstered and very comfortable, and the driver is provided good vision all-around.

Beneath the hood of the EcoSport Titanium with four-wheel drive is a 166-horsepower, 2.0-liter 4-cylinder engine and 6-speed automatic transmission. Base engine for the cheaper front-wheel-drive models is a 1.0-liter, turbocharged 3-cylinder engine of 123 horsepower. Neither engine is quick, though the 4-cylinder’s performance improves in Sport mode.

The first drive Jan and I took in the new EcoSport was south along U.S. 85 through Brighton, then west along 104^th Avenue to Grant Street, where we met friends Ted and Shirley King for evening dinner at Cheddars.

An hour or so later, as we walked out to the car, I swung a foot beneath the rear bumper to see if that would open the rear liftgate. It did not and after looking it over for a release, Ted stepped to the passenger side taillight, pushed a button inside an open slot and the rear end opened and swung to one side as a swing gate.

Cargo space behind the rear seat is 20.9 cubic feet, which expands to 50 feet with the rear seat folded.

In an even split of city/highway driving miles, I’ve averaged 25.2 miles per gallon with the EcoSport 4-cylinder. Its EPA estimate is 23/29 mpg. The FWD model with the 3-cylinder power carries an EPA rating of 27/29.

Wheelbases for Ford’s six SUVs/crossovers are 99.2 inches for the EcoSport, 105.9 for the Escape, 112.2 for the Edge, 112.8 for the Explorer, 117.9 for the Flex and 122.5 for the Expedition. An extended-length Expedition stretches out to 131.5 in wheelbase.

Besides the previously mentioned Encore and CX-3, the EcoSport competes against the Toyota C-HR, Hyundai Kona, Subaru Crosstrek, Jeep Renegade and Chevy Trax, along with several others.

BANTER FROM BUD

U.S. Volvo plant: Remember, I told you four months ago it just wasn’t so. So much of the press at that time jumped on the announcement by Volvo that every new launch it makes beginning next year will be equipped with some form of electric power. Some reporters said Volvo was getting out of the internal-combustion-engine business. Not so, I said at the time. Volvo last week announced that it has opened its first U.S. assembly plant at Ridgeville, S.C., to produce S60 sedans and, in a couple years, to add the popular XC90 SUV output to the factory. Both vehicles are powered by internal-combustion engines.

I’ve driven back-to-back in early summer two Lexus luxuries – the 2018 GX460 midsize sport utility vehicle and the LS500 full-size sedan.

To spend time in the GX460 is to be reminded of Toyota’s 4Runner, which I’ve considered one of the toughest of sport utes. They’re both of body-on-frame construction, based off the same platform at the Toyota assembly plant at Aichi, Japan.

There is nothing quick about the GX’s 301-horsepower, 4.6-liter V-8; teamed with the 6-speed automatic transmission, though it is very smooth. It carries a somewhat old-fashioned approach to the rear of the vehicle, where you’ll find a swinggate rather than liftgate.

On a rainy morning of Father’s Day, Jan and I drove the Lexus GX460 into Big Thompson Canyon west of Loveland, turned at Drake onto the smooth Devil’s Gulch Road to Glen Haven. After stopping briefly at the general store for a couple of Steve and Becky Childs’ cinnamon rolls, we continued on to Estes Park, when back down the canyon via U.S. 34.

Though the GX had no paddle shifters, I opted for manual  mode in 3^rd and 4^th gears all the way down the canyon for safe slowdowns in the sometimes heavy traffic.

Inside, the front seats in the Lexus are relatively short, not as comfortable as competitors’. The touchscreen is very easily used for settings with the Mark Levinson audio.

Offroading is the GX’s forte. Power is split 40/60 front-to-rear in the Lexus all-wheel-drive system, with which a Torsen differential can send additional torque rearward when necessary. It is also equipped with four-wheel low range.

From a base price of $63,230, the GX sticker price reached $72,485.

As for the luxurious 2018 Lexus LS, its redesigned F Sport four-door has burst through the $100-grand marker. It’s the first Lexus I’ve driven to reach six figures in price, and is an indication the LS continues to chase after the Mercedes S class and BMW 7 series in the premium luxury sedan category.

The Lexus’ sticker topped out at $101,675, $10,000 of which was for the F Sport package including fresh, distinctive styling, perforated-leather-trimmed interior/steering wheel/shifter knob, ultrasuede headliner and aluminum pedals. A large black-mesh spindle grille out front is an easy identifier.

The LS’s V-8 power of the past is gone; in its place is a 3.5-liter, twin-turbo, 415-horsepower V-6 mated to a 10-speed automatic transmission.

Jan and I on a Thursday morning drove the Lexus west of Greeley on U.S. 34 to Loveland, then south on U.S. 287 to Longmont, where we visited the new home of Keith and Sandy Boggs. Don and Audrey Carey of Sterling were also guests for lunch. In looking over the exterior and sitting in the big, long (206 inches, same as Mercedes) LS, the four Boggs and Careys agreed the interior is one of the finest they’d ever seen on an automobile.

On a Friday evening, we drove with Bud Hargis and Ila DuBois to Eaton for dinner at the Eaton Country Club, where golf pro Rick Cole has been for many years. The LS carried us in style. The 10-speed transmission lends smoothness to the drive; shifts are almost imperceptible.

High-grade materials are used throughout the rich-looking cabin; seats are comfortable and a 23-speaker, Mark Levinson surround-sound audio system is especially pleasant. Leather-covered, floating armrests/grab handles are of easy use and good comfort at each door. Trunk space is a roomy 16.9 cubic feet.

The LS carries an EPA estimate of 19/30 miles per gallon; I averaged 19.7 overall.

An oddity is that protruding from each side of a cover atop the instrument panel, readily noticeable to anyone entering the sedan, are dials for snow/traction and for shifting between comfort and sport modes. These are key decision choices for a driver while maneuvering; of absolutely no concern to other passengers, and ought to be more unobtrusively placed.

The LS model, built in Tahara, Aichi, Japan, was introduced into the U.S. almost 30 years ago in 1989.