The big, comfortable-riding Nissan Armada showed up on U.S. shores in 2003 to compete with the Toyota Sequoia, which had been introduced over here three years earlier.

The two have been sharp rivals in the full-size sport utility vehicle market since, competing also with the Ford Expedition, Chevy Tahoe and GMC Yukon. All boast strong engines and four-wheel-drive.

It is interesting how closely aligned the Armada is with the Sequoia in specifications, capabilities and performance.

Wheelbase measurement is 121.1 inches for the Armada and 122 inches for the Sequoia; other comparisons, with the Armada listed first: overall length 208.9 and 205.1; width 79.9 and 79.9; height 75.8 and 77; ground clearance 9.1 and 9.9; track 67.5 and 67.9; cargo space behind the third row of seats 16.5 and 18.9; curb weight 5,960 pounds and 5,985.

The Armada’s 5.6-liter V-8 delivers 390 horsepower and 394 lb.-ft. of torque, with strong tow capacity of 8,500 pounds, compared to the Sequoia’s 5.7-liter V-8 with 381-hp and 401 torque, tow capacity of 7,400 pounds.

The Armada is equipped with a twist dial to go from 2-wheel-drive to  4WD to 4Llo. Its 4WD system adjusts torque between front and rear wheels for secure grip in snow and rain. It has a snow mode for easier startups without spinning. The Nissan shifter can be moved into manual mode and tapped up or down for gear changes. Its EPA estimate is 13-18, just a slight edge over Toyota’s 13-17. The Armada averaged 16.9 miles per gallon overall.

The Armada enjoys a roomy and comfortable interior: its center stack is adorned with wood and stitched leather trim. Front seats (heated and cooled) are on the smallish side and the infotainment center is somewhat dated. Rear-seat passengers are treated to dual 8-inch color monitors in the rear of front headrests.

The Armada rides high on its 20-inch wheels and Bridgestone Dueler P275/60R20 tires. The third-row seats can be lowered flat or raised with a power button from the opened cargo liftgate.

After being assembled in Canton, Miss., from 2003 to 2015, the Armada was moved to a factory in Kyushu, Japan, where it shares a platform with the Nissan Patrol, sold in all parts of the world, other than the U.S.

Sticker price on the Armada review model was $63,095. An innovative safety package includes automatic braking, forward-collision warning, intelligent backup intervention, blind-spot warning, intelligent cruise control.

Looking good in my driveway was the all-new 2019 Volkswagen Jetta, redesigned with a small turbocharged engine and 8-speed automatic transmission, and sporting an exterior of “tornado red.”

With a sticker of $25,625, the moderate pricing and new appearance should revive interest in the compact four-door, which, along with other VWs, suffered a sales slump following a diesel-emissions-test scandal three years ago.

This Jetta is 2 inches longer than the ’18 model and 200 pounds lighter and boasts of 40 miles per gallon on the highway.

The Jetta, a part of the U.S. market for almost 40 years, competes against a strong lineup of compact sedans, including the Chevy Cruze, Ford Focus, Honda Civic, Hyundai Elantra, Kia Forte, Mazda3, Nissan Sentra, Subaru Impreza and Toyota Corolla.

Sales through the first seven months of 2018 are Civic 202,563, Corolla 188,216, Sentra 135,038, Elantra 113,481, Cruze 88,133, Focus 84,094, Forte 61,946, Impreza 45,200, Mazda3 41,062. The Jetta trailed the others with sales of 39,361.

Jan and I one morning drove it to Fort Collins and on up the Poudre Canyon as far as the old Mishawaka Inn, where during lunch we were entertained by the hummingbirds at the feeders outside the windows and the dozens of kayakers and rafters in the river below.

A short way down the canyon on our return drive we took a right onto the Stove Prairie Road and followed the narrow, twisting highway to Masonville, onto U.S. 34 through Loveland and back home to Greeley.

The Jetta rode quietly and handled well. The 1.4 turboed engine is fairly mild with 147 horsepower, though its torque is enough to provide power in passing and climbing. The 8-speed transmission shifter can be moved into Sport mode, from Eco or Normal, for improved response; I used 3^rd and 4^th gears much of the way up and down.

It is an attractive sedan, though its large three-bar grille looks like something borrowed from a Ford Fusion back about ’07. The leatherette seats are heated in the front row. They’re lightly bolstered and firmly cushioned. Trunk space is 14 cubic feet. Suspension includes front struts and a torsion-beam setup at the rear. The Jetta rides on Bridgestone Ecopia 205/60R16 tires.

The Jetta SEL, without navigation, is the lowest-priced model to come my way since February, when a below-$20,000 Honda Fit was provided.

Highlighting the Jetta’s equipment list are safety innovations – forward collision warning and autonomous emergency braking, lane-keeping assist, active cruise and active blind-spot monitor. It also has a BeatsAudio premium sound system with subwoofer, Bluetooth connectivity and voice control, dual-zone automatic climate control, power moonroof and automatic LED headlights.

Lots of highway driving kept the fuel-mileage average at a respectable 35.3 miles per gallon; its EPA estimate is 30/40. The Jetta is built in Puebla, Mexico. Its specifications include wheelbase of 105.7 inches, overall length of 185.1, width of 70.8, height of 57.4, weight of 2,890 pounds, turning ciricle of 35 feet. It runs on regular unleaded fuel.

As I approached the two sets of steep, tightly linked hairpin curves in the new Lincoln Navigator on the Devils Gulch Road to Estes Park, I twisted a knob to “slow climb” mode; the big SUV slowed, grunted a bit and maneuvered the switchbacks within its own lane on the narrow highway, never intruding into the lane of opposite direction.

The 2018 Navigator has been redesigned, for the first time in years; it’s 3 inches longer and has shed some weight, though at 5,700 pounds who can tell.

The Lincoln’s six drive modes are a feature, with names of Normal, Conserve for efficiency, Excite for responsive, Slippery for icy, Deep for heavy snow and the Slow Climb. Accompanying graphics clue in the driver at a glance for what mode has been engaged, with no need to look down at the knob.

A year after introduction of the impressive Continental sport sedan, the new Navigator is equipped to compete with other full-size luxury SUVs, such as Range Rover, Mercedes GLS, Cadillac Escalade, Toyota Land Cruiser.

Like, the Ford Expedition which I reviewed earlier, the Navigator 4X4 has scrapped its V-8 engine in favor of the 450-horsepower (510 torque), twin-turbo 3.5-liter V-6 engine and 10-speed automatic transmission with paddle shifters.

The shifter is push-button type. Performance is strong; no deficiency from the fewer cylinders under the hood. My overall fuel mileage was 19.5 (EPA estimate 16/21).

A first-timer in the driver seat will probably push the “pro trailer backup assist” button in place of the starter button. The trailer touch is right in front of the driver, the starter button is on a ledge, almost out of sight. The Pro Trailer allows the driver, with proper Navigator settings, to release grip on the steering wheel and allow the system to back the trailer or boat to its intended location.

The interior was dressed up in dark leather. Like the Continental, Lincoln has paid special attention to front seating comfort for the Navigator. The split seats are plush, with massaging seatbacks and effective cooling. Cargo space behind the third row of seats is 20.9 cubic feet; fold the third row flat and that expands to 57.5 feet. The power liftgate can be foot-activated.

The Navigator was the high-end Black Label edition, so brace yourself for a look at the sticker – $98,145. Among features in addition to the aforementioned are power illuminated running boards, forward and reverse safety sensors, tip-and-slide second-row seats, panoramic roof.

It’s on a wheelbase of 122.5 inches and is 210 inches in overall length.

Unveiling of a new midsize SUV, the 2019 Ascent, may be the key for continuing a hot sales pace of several years for Subaru in Colorado.

The new one has three rows of seats, will tow up to 5,000 pounds and is the largest vehicle ever built by the Japanese maker.

“The Ascent has drawn more interest than anything I remember with us,” said David Slone, general manager of Greeley Subaru. “Lots of Subaru Outback and Forester owners with growing families are eyeing it for its added roominess, and we’re getting showroom traffic from many who are driving competitive makes.”

The Ascent is 7 inches longer and 900 pounds heavier than the two-row Outback wagon, which has been Subaru’s “cash cow” for 20 years.

Performance for the new all-wheel-drive Ascent comes from a 2.4-liter, direct-injection and twin-scroll turbocharged, horizontally-opposed engine, which burns regular-grade fuel. The 260-horsepower boxer engine (277 lb.-ft. of torque) is mated to a continuously variable transmission, a fuel-saver not normally associated with heavy tow capacity. The Outback, with a slightly less-powerful boxer engine, has tow rating of only 2,700 pounds.

By switching the CVT into manual mode and using paddle shifters, which mimic a traditional 8-speed transmission, I got by just fine, though I did not attempt to tow with it. The transmission fairly quickly locked into a lower gear range, such as 4^th or 5^th, for more immediate response and steady power.

The Ascent puts Subaru into the midsize SUV/crossover mix with the new Volkswagen Atlas, Toyota Highlander, Kia Sorento, Jeep Grand Cherokee, Honda Pilot, Ford Explorer and several others.

Riding on a 113.8-inch wheelbase, the Ascent is trimmed with a bit of cladding, though not so dominant as with the Outback in its early years. Big wraparound taillights and a panoramic moonroof complete the exterior.

Inside, a white leather-padded bar stretches across the width of the dash. Second-row seats slide fully forward to ease entry into the roomy third row. Behind the third row is 17.6 cubic feet of cargo space; fold the third row of seats and that expands to 47.6 feet. Amount of legroom in the third row is determined by how far back the middle row is moved.

Fuel mileage ranged between 19 and 24 for the Ascent. Its EPA estimate is 20/26 mpg.

The Ascent is built in Subaru’s assembly plant in Lafayette, Ind., and offered in four trim levels, including Base, Premium, Limited and Touring. All models are equipped with Subaru’s symmetrical all-wheel drive.

Very sensibly designed it is, until a count is made of the cupholders – 19 of them. I don’t remember the ratio; is it one pit stop per four cupholders?

The review model, a Limited trim with $2,950 of options, carried a sticker price of $42,920. Among its add-ons are navigation with 8-inch high-resolution touchscreen, Apple CarPlay/Android Auto/Bluetooth, Harman Kardon premium audio, the power moonroof and 20-inch wheels.

A standard feature for the Ascent is Subaru’s EyeSight driver-assistance technology including adaptive cruise control, lane-keeping assistance and automatic precollision braking.

Also standard are trailer stability assist with yaw sensors, three-zone automatic climate control and four USB ports.

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 and the Volvo V90.

The XF Sportbrake is considerably larger than the E-Pace SUV. 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.

Every now and then, not often, a new wagon shows up in the U.S. auto industry.

Don’t get fooled into thinking they’re all crossovers. The 2018 Buick Regal TourX is an all-wheel-drive wagon.

My gosh, the last Buick wagon I drove was 22 years ago – the 1996 Roadmaster, the bulkiest-looking wagon ever built. It was 218 inches in length (more than 18 feet), 80 inches wide and boasted curb weight of 4,600 pounds.

As for the new one today, in contrast from its large Buick emblem in the center of the grille out front, all the way back to rear liftgate, its style embodies sleekness, with sloping hood and roofline.

Though it’s a Buick, its assembly line is far from Michigan.

Es ist in Deutschland gebaut. Yes, it is built in a General Motors factory in Russelsheim, Germany.

The TourX is a midsize wagon and will compete against the Subaru Outback, the Audi A4 allroad and the Volvo XC70 CrossCountry.

The Regal wagon has two rows of seats and fits five fairly comfortably. It offers very usable cargo space, 32.7 cubic feet behind the second row. That’s more than the Audi allroad. The wagon sits relatively low, with an easy step-in height.

Performance, particularly brisk in midrange, is from a 250-horsepower, 2.0-liter turbocharged 4-cylinder engine (295 torque) mated to an 8-speed automatic transmission with manual-mode shift; no paddle shifters, though. Twin clutches on the rear differential are able to send torque from side-to-side when needed, getting the power to the wheel that needs it.

Two highway drives, one to Boulder on Tuesday and the other out east of Eaton on Thursday, raised the TourX’s average fuel mileage to 27.5 miles per gallon; its EPA estimate is 21/29. It handled fairly well, even on several gravel-surfaced roadways; a bit of wallow was felt on a couple occasions. Suspension includes front struts and five-link at the rear. It rides on Continental ProContact 235/50R18 tires.

The TourX I’ve been driving this week is the Essence, the higher trim level. Others are the Base and the Preferred. Standard on the Essence model is a hands-free operation of the rear liftgate. Walk around to the back with key fob in pocket, and a lighted Buick design appears on the parking surface beneath the bumper, indicating where to swing a foot to open the gate.

On parking the Buick and turning off its power, if anything has been placed in the rear seat, a chime alert sounds accompanied by a message on the driver info screen reading, “Rear seat reminder, look in rear seat.”

Beginning prices for the TourX all-wheel-drive wagon models are $30,000 for the Base, $33,000 for the Preferred and $35,000 for the Essence.

The Essence review model’s sticker price climbed to $41,550 with optional items forward automatic braking, lane-keep assist, adaptive cruise control, lane-change alert, rear park assist, outside heated mirrors, premium audio, navigation, cornering lamps, panoramic sunroof.

“Toss it,” is the keyword among Ford decision-makers these days, and its significance is apparent in the attractive, redesigned 2018 Expedition 4X4, full-sized SUV.

The new one has shed 300 pounds of curb weight with an aluminum-alloy body, yet offers a roomier interior; also tossed out is Ford’s long-used V-8 power in favor of the 3.5-liter EcoBoost V-6, and with a 10-speed transmission, oh, my, what a performer.

The Expedition has been around for more than 20 years. When it showed up in the fall of ’96 as a ’97 model, I drove it to Durango and back. That one was 3 inches shorter than today in wheelbase, 6 inches shorter in overall length, was equipped with a 4.6-liter V-8 with tow capacity of 6,100 pounds compared to today’s 9,200 tow capacity with the EcoBoost V-6. EPA fuel estimate back then was 14-18; today’s is 17-23.

Though it sits high on 22-inch wheels, access is eased with power-deployable running boards, the interior is filled with latest tech and soft leather, and the third row of seats is adult-sized. It probably moves to the head of its class, yes, ahead of Tahoe and Sequoia.

The Expedition’s high-end Platinum model carried me, Jan, Kim Parker and Barb Lesser into Denver and Coors Field, where son Kurt Wells threw out the first pitch for the Rockies’ game against the New York Mets. Lots of in-town maneuvers prior to the highway drive resulted in overall fuel average of 17.8 miles per gallon of regular unleaded.

Second-row seating is comfortable and the captain’s chairs allow room between them for third-row access or can be tipped forward. Cargo space behind the third row is 21 cubic feet and expands to 57.5 feet with the third row folded. The liftgate can be foot-activated for hands-free operation.

Response of the 5,700-pound Ford with EcoBoost V-6 is impressive, delivering 400 horsepower and 480 lb.-ft. of torque. With the 10-speed transmission, a terrain management system offers drive modes of normal, sport, snow, sand, mud and tow/haul.

The Expedition, a body-on-frame SUV built off the chassis of the F-150 pickup, is ruggedly readied for offroad duty, with 9.8-inch ground clearance and push-button activation of four-wheel high and low.

While pricing for the Expedition XLT 4X4 begins around $55,000, the sticker on the Platinum model provided to me soared to $81,265. Added features included heavy-duty trailer tow package with backup assist, dual-headrest rear-seat entertainment, full-speed automatic emergency braking and adaptive cruise control.