Showing up in my neighborhood recently was Dodge’s Hellcat, America’s most powerful muscle car.

The 2017 Challenger SRT Hellcat coupe, which performs with 707 horsepower, highlighted the weekend.

Seeking a relatively quiet roadway for the ‘Cat, Jan and I drove out to Stoneham on a Saturday evening for dinner at Dewey’s Bar and Grill. That was the only direction that would steer us away from the busy, congested traffic of the Front Range.

From the time we hit Colo. 14 at Briggsdale and along the 40 miles eastward to Stoneham, few cars were traveling either direction. We passe

d only four cars, and no one passed us.

In custom, sport or track mode, tested on our run to Stoneham, the Dodge with a full accelerator depression will jump from 65 miles per hour to 100 in barely more than a blink or two of an eye.

These performance capabilities are countered with the largest front brakes ever offered in a vehicle produced by Fiat Chrysler Automobiles – 15.4-inch Brembo rotors and six-piston calipers (red in color). Stopping power from high speeds is impressively secure.

To reach the 707-hp level, the 6.2-liter Hemi Hellcat V-8 is supercharged and linked to a TorqueFlite 8-speed automatic transmission with manual mode and paddle shifters.

In a return to more heavily traveled highways, Jan and I drove to Parker Sunday morning to meet our newest great-grandson, Brooks, born to Kara and Daniel Hansen.

The rear-wheel-drive Challenger coupe is the second Hellcat I’ve driven. Two years ago, it was the 2015 Dodge Charger SRT Hellcat, a four-door sedan, that came my way. It boasted the same 707-hp engine, while offering smoother ride, more comfort and roominess.

The Challenger Hellcat isn’t sold for comfort, though, and it is a blast to drive. The Challenger’s performance-tuned suspension, lending outstanding handling at higher speeds, includes SLA (short-long arm) front setup, upper A arm, coil springs, stabilizer bar and lateral and diagonal lower links. At the rear are five-link independent suspension, with coil springs, gas-charged monotube shocks (like the front), stabilizer bar and isolated suspension cradle. It rides on Pirelli PZero 275/40ZR20 tires.

The Hellcat came with two key pods, one red and the other black. The red key allows use of full power in the Dodge, including tuned steering, shifting and suspension. It permits launch-control starts from rpm levels of 1800 to 3500. The SRT Hellcat will clip off the 0 to 60 sprint in 3.5 seconds, and is rated at top speed of 184 miles per hour.

With the black key, the Challenger operates only in Eco mode, which means rpm level is lowered and starts are in 2^nd gear. Even at that lower output, though, the Hellcat performs with amazing power. The lowered rpm cuts horsepower to something around 500.

The Hellcat, even in its destroyer gray exterior finish, draws attention wherever it is driven. On startup, the roar is muscle-car-level at its greatest.

A $62,495 base price for the Challenger SRT Hellcat jumps to $71,790 with the supercharged package, the transmission upgrades, a power sunroof and dual carbon stripes on the hood. It also includes UConnect navigation, integrated voice command with Bluetooth, 16-speaker Harman Kardon sound system with subwoofer in trunk, Apple CarPlay capability, backup camera, heated and cooled leather seats, blind-spot and rear cross-path detection.

And when the power runs are concluded, SRT individual performance pages will be displayed at the push of a button.

The Challenger Hellcat weighs in around 4,500 pounds on a wheelbase of 116 inches; it is larger than its chief rivals, the Chevy Camaro and Ford Mustang.

As well-mannered as ever, the 2017 Honda CR-V has grown a bit and, for the first time, has embraced a turbocharged power source.

A bigger stance and wraparound grille/headlights assembly lends a more aggressive look to the new CR-V. The ’17 redesign is 1 ½ inches longer, wider and taller than last year’s model, yet the new one has shed 100 pounds of heft. A wider track lends improved handling.

Complementing the lighter weight is a new, direct-injection turbocharged engine with a continuously variable transmission generating 190 horsepower. The small, 1.5-liter power source produces an EPA estimate of 27/33 miles per gallon for the compact SUV crossover.

The all-wheel-drive review model’s dark olive metallic finish looks almost black in a shaded parking position; in the bright sunlight, though, it takes on an interesting tint of green.

The CR-V carried Jan and me through Lyons and over Colo. 7’s twists and turns to Colo. 72 at Raymond and Peaceful Valley and on to Nederland. The roadway was more lightly traveled than we would have imagined for a Sunday holiday.

Mother’s Day dinner was German fare at the Black Forest restaurant in Nederland, where longtime owners and operators Bill and Kay Lorenz were busy, not only helping to serve but mingling and visiting with the diners. Jan and I have enjoyed their friendliness on a number of occasions in the 17 years of their operation there.

My style of descent from Nederland to Boulder through Boulder Canyon is best served by a traditional transmission with manual mode and paddle shifters; dropping into 4^th or 3^rd or 2^nd gear and maintaining safe speed and secure cornering without touching the brakes. This, of course, isn’t accommodated with Honda’s CVT transmission, so brake use was more prevalent.

The continuously variable transmission is all in the name of improved miles per gallon, and the CR-V delivered an average of 29 for the Sunday drive and some stop-and-go in-town driving.

The redesign for ’17 included the CR-V’s interior, which is more upscale, with softer materials trimmed with imitation wood. High-tech features have been added to the 7-inch touch-screen infotainment system.

The roomy compact crossover offers plenty of rear-seat legroom and 39 cubic feet of cargo space, served by a power liftgate. It’s a hands-free operation at the rear, and by swinging a foot beneath the rear bumper, access is gained.

The new CR-V Touring review model, assembled in Alliston, Ontario, Canada, carries a sticker price of $34,595, including leather seats, premium audio with nine speakers and subwoofer, navigation, Bluetooth and Pandora, adaptive cruise and power moonroof.

Lane-keeping assist, which nudges the vehicles back toward its driving lane, is among new safety features for the CR-V.

CR-V pricing for a base LX model with AWD begins about $26,300. Base engine is a naturally aspirated 2.4-liter, 4-cylinder.

The CR-V is locked in a tight sales race this year with the Nissan Rogue compact crossover. The only vehicles outselling the CR-V and Rogue thus far this year are the Ford F150, Chevy Silverado and Ram pickups.

Recently off the assembly line in Hiroshima, Japan, the RF launch edition of the 2017 Mazda MX-5 Miata hit town recently.

It’s like no other Miata. Only 1,000 were built for the U.S., and all are sold.

Finished in machine gray metallic paint, its racy lines rival those of European sports cars.

Most prominent among changes are rear pillars which remain in place with the top up or down.

Unlike the regular Miata in which the entire soft top folds out of sight, the RF’s rear pillars lift while the metal targa-type top is dropped, then they all lower into place. The upright C pillars lend a new look to the Miata RF, whether the top is open or closed.

The retractable performance is precise and show-worthy, as the rear lifts while the middle of the roof and rear window slip backward beneath the pillars, then the layers drop into place, all this consuming 13 seconds. The top opens or closes at the touch of a switch.

Of course, the pillars block rearward vision and there is no backup camera for the Miata, so the sideview mirrors are important in backing and for blind-spot situations.

Mazda’s SkyActiv 2.0-liter, 4-cylinder engine and 6-speed manual transmission provide the get-up-and-go for the RF. Horsepower and torque are rated at a mild level of 155 and 148 lb.-ft., respectively; yet, the little sports car weighs in at a light 2,445 pounds. The low-slung car is nimble and sporty. As the revs go high, stay a notch lower with the gears, ignore the noisy engine output and enjoy the drive.

The RF performed very impressively through some rural roadways west of Greeley, before Jan and I rolled into Windsor from the west. I parked outside the new Robin’s Nest at House of Windsor on Main Street, and we joined Keith Brumley inside for coffee. Robin Netzel was formerly associated with Rocky Mountain Redline, one of three agencies which provide new cars from U.S. manufacturers to me and others for review. During our stop on Wednesday, we visited with Robin’s mother, Nancy, and her mother-in-law, Lisa, both of whom work with Robin in the business.

Most of my driving with the RF was down the highway and over rural roadways; the result was a high fuel-mileage average of 32.5. EPA estimate for the little car is 26 in town and 33 on the highway. The two-door rode on Bridgestone Potenza 205/45R17 tires.

The driver sits secure and comfortable in the leather-trimmed sport seats. Space is so tight, the cupholders are positioned far back between the seatbacks. To reach one, I stretched my left arm around my body and beneath my right arm. Trunk space is only 4 ½ cubic feet.

Wheelbase for the Miata is a short 90.9 inches, with overall length of 154.1 inches.

Sticker price on the Miata RF, including a Bose audio system with nine speakers, Bluetooth hands-free phone and audio, navigation and 7-inch color touchscreen display, is $33,885.

With the gray launch edition models sold out, a regular RF is being produced and sold in a variety of colors – red, white, white pearl, ceramic, blue and black, in addition to gray.

The popular, little Miata has been part of the U.S. automotive scene since 1990.

From its small center grille all the way back to its floating roof at the rear, the 2017 Nissan Murano is one of the most pleasant in appearance of all midsize SUV/crossovers in the country.

The impressive treatment at the rear pillars, introduced for the ’16 model year, helped the Murano establish a personal best in sales last year.

Yet, even with that spur and the continued styling flair, the Murano falls far down the list in sales of competitive makes. It trails, among others, the Ford Explorer, Jeep Grand Cherokee, Toyota Highlander and 4Runner, Ford Edge, GMC Acadia, Hyundai Santa Fe, Honda Pilot and Kia Sorento.

On its introduction in 2003, the Murano surprised the industry with two innovations – futuristic styling and use of a continuously variable transmission in a vehicle of that size.

With a 260-horsepower, 3.5-liter V-6 engine and a much improved CVT tranny, the Murano is a smooth operator. The Explorer and Grand Cherokee with their 6-speed and 8-speed automatic transmissions, respectively, perform better.

Nissan has designed one of the finest interiors of all midsize crossovers for the Murano. The soft, upscale look is nice and bright.

The Murano averaged 23.5 miles per gallon; its EPA estimate is 21/28. It rides on Bridgestone Dueler 235/55R20 tires.

The Platinum all-wheel-drive review model carried a hefty price tag of $44,165, including a technology package of power panoramic moonroof, intelligent cruise control, forward collision warning and forward emergency braking.

Here are the specifications for the 2017 Nissan Murano Platinum AWD:

• Capacity 5-passenger crossover SUV
• Wheelbase 111.2 inches
• Length 192.4 inches
• Width 75.4 inches
• Height 66.6 inches
• Curb Weight 4,017 pounds
• Track 64.6 inches front, rear
• Ground Clearance 6.9 inches
• Turn Circle 38.7 feet
• Drivetrain All-wheel-drive
• Engine 3.5-liter V-6
• Horsepower/Torque 260/240
• Transmission continuously variable
• Steering rack-and-pinion power
• Suspension strut front, multilink rear
• Fuel mileage estimate 21/28
• Fuel mileage average 23.5
• Fuel Tank 19 gallons, regular
• Wheels 20-inch
• Tires Bridgestone Dueler 235/55R20
• Cargo Volume 32.1 cubic feet

Warranty 3 years/36,000 miles basic, 5/60,000 powertrain

Competitors Jeep Grand Chereokee, Ford Edge, Ford Explorer, Dodge Durango, Toyota Highlander, Honda Pilot

Assembly Plant Canton, Miss.

Parts Content N.A.

Base Price of Lowest Model $31,160; Base Price of Review Model $40,780; Destination Charge $900; Sticker Price $44,165.

No sooner had I lauded the Ram Rebel 1500 pickup in the Denver Post and Greeley Tribune than showing up out front of my home was a competitor from Ford, the revived 2017 F-150 Raptor.

To say the Ford boys take their truck business seriously is a serious understatement. Soon after the F-link word (F-series) was first uttered in 1948, trucks became the foundation of Ford’s success. “The American Big Three build great trucks, and we’re No. 1,” Ford people like to say.

The Raptor SuperCab is the second muscle-bound Ford I’ve received in the past three weeks; previously was the King Ranch edition of the F-250 Super Duty 4X4 with turbodiesel.

In addition to the Ram Rebel last week, I’ve also driven recently the Ram 3500 Crew Cab 4X4 dually with turbodiesel and the Ram Power Wagon. And I’ve been told that GMC is soon sending my way a Sierra Denali 1500 pickup.

These truly are truck days, and Colorado is truck country.

The Raptor was produced from 2010 through 2014 as an extreme offroad pickup, with V-8 power. On its return as a ’17 model, it performs with a 3.5-liter EcoBoost V-6 engine and 10-speed automatic transmission. Six cylinders and 10 speeds mean lots of downshifting and upshifting. I found myself occasionally attempting to track where the Ford was on the gear scale. Paddle shifters allow better control, including a lighted 1-through-10 ladder-type indicator on the instrument panel.

Ford’s twin-turbo V-6 is rated at 450 horsepower and 510 lb.-ft. of torque, a step above the Ram Rebel’s 395 horsepower and 410 lb.-ft. of torque for its Hemi V-8 and 8-speed automatic.

Four hundred fifty horses are amazing output for a V-6 and the Raptor offers the driver a choice of terrain setting – normal, sport, weather, mud/sand, Baja or rock/crawl – by simply pushing a button on the steering wheel.

The Raptor has a 7-inch wide running board on each side; Jan said it is too high, though. I measured it at 17 inches, rather high. I called Dale and Sandy Wells, vacationing in Scottsdale with their new Ram Rebel, asked what the rail-step height is for their pickup. With the air suspension lowered, it is only 12 inches, Dale said, and with the Rebel raised to highest level, the rail is 18 inches from the ground..

Pricing for the Raptor SuperCab 4X4 begins a bit above $50,000; the loaded-up review model carries a sticker price of $63,245.

The Raptor is aluminum-bodied, as F-150s have been the past two years. Its overall fuel mileage was just above 17 miles per gallon.

My drive of the Ford F250 Super Duty King Ranch Crew Cab was through the foothills near Masonville and over some of the Green Ridge roads north of the Big Thompson Canyon in Larimer County.

As big as it is, and its wheelbase is nearly 160 inches, it is a nimble performer. It, too, is aluminum-bodied, an intended improvement made for this model year in the heavier-duty pickups.

The turbodiesel with the 6-speed automatic transmission is a strong hill-climber in the lower gears. It will cruise a rolling highway at 18 miles per gallon of diesel fuel (34-gallon tank); in the city and up and down hills, the average will fall noticeably. My overall average with the truck was 15.9 mpg.

Base price on the Crew Cab King Ranch is $57,455.  Add the turbodiesel at $8,595 and other options, such as chrome package, 20-inch aluminum wheels, lane-keeping alert and spray-in bedliner, and the sticker price reaches $76,275.

Fast moving into a popular role among the Ram’s wide lineup of light-duty 1500 trucks is the Rebel.

The sturdy-looking crew cab with a 5-foot-7 bed delivers a comfortable ride, while building a strong offroad reputation.

Highlighting the Rebel’s second year on the Colorado scene is one finished in Mojave sand exterior color; the earliest of only 1,500 to be built in that paint scheme began arriving three months ago.

With the limited run of those of Mojave sand, few will have an opportunity to own one. Never fear, the Rebel is being sold in six other colors, too.

One of the rare Rebels, Mojave sand, was delivered to me a few days ago. I’d already driven one – my son and daughter-in-law, Dale and Sandy Wells, purchased one several weeks ago.

RAM lettering across the front of the Rebel’s huge nose is along the lines of the FORD lettering out front of the big, tough Raptor, for which the Rebel has become chief rival.

Optional features that lend appeal, making the Rebel competitive with the tough Ford Raptor, include:

• Its 5.7-liter Hemi V-8 with 8-speed automatic transmission turns out 395 horsepower and 410 lb.-ft. of torque.
• Push-buttons on the dash engage four-wheel-lock and four-wheel-low-range, or move the drive back to rear-wheel.
• With its four-corner air suspension and coil springs, the Rebel may outride its competition.
• The height of the truck can be raised or lowered 3 inches with push of a button. The lower level will aid entry and exit; the upper may be appropriate in offroading.
• An Alpine premium sound system lends pleasant entertainment, including integrated voice command with Bluetooth, SiriusXM satellite radio, nine speakers with subwoofer.
• And, getting down to ground-level basics, the fabric on the interior seats displays the tread pattern of the big Toyo Open Country LT285/70R17 tires.

The Rebel, on a wheelbase of 140 inches, is 229 inches in overall length and its curb weight is approximately 5,400 pounds. The power range of the Hemi V-8 and 8-speed transmission is smooth; it carries an EPA fuel estimate of 15/21 miles per gallon. My overall average was 17.3. I failed to approach 21 mpg on level highway runs.

In place of paddle shifters to do a manual-mode upshift and downshift of the gears are two buttons within reach of the driver’s right thumb on the front of the steering wheel.

Front and rear skid plates offer protection of the undercarriage’s valuable works.

Inside, along with lots of storage compartments are two deep bins, one on each side of the rear-seat floor beneath the floor mats.

Helping to push the Rebel’s price from a base of $47,095 to sticker of $56,250 are RamBox cargo areas built into the bed sides. Also included are spray-in bedliner and tonneau cover, step rails, dual rear exhaust, navigation, rearview camera, power-folding side mirrors, speed control and remote start.

Base engine is a 305-hp, 3.6-liter V-6. The Hemi, though, seems better suited to the Rebel, considering its size and performance expectations.

With dual rear wheels and turbodiesel engine, 2017 Ram 3500 4X4 is up for towing or hauling. (Bud Wells photo)I slowed the big, black truck down for a turnaround in the rural road, with the engine singing, n-n-n-n-n-n-n-n-n, nice and low and so much quieter than just a few years back. Even with a wide turnout, I came close to the opposite fenceline in circling around the other direction. “That was close,” said Jan, though I had half-a-foot to spare.

The truck’s turn path was at least 50 feet wide. Wow.

It’s the 2017 Ram 3500 Crew Cab 4X4 Long Box, measuring 259 inches from front bumper to rear; more than 21 ½ feet, almost 4 feet longer than the old Lincoln Town Car. Its dual rear wheels measure slightly more than 8 feet wide from outside wheel to outside wheel.

Under the hood is the 6.7-liter Cummins turbodiesel inline-6-cylinder that produces an amazing 900 lb.-ft. of torque at 1,700 rpm and 385 horsepower, with an Aisin 6-speed automatic transmission. Add an optional 4:10 rear axle ratio and the Ram’s tow capacity climbs into the 30,000-pound rate.

The 900 torque mark lifts the Ram right up there in one of the most competitive markets among U.S. manufacturers, the heavy-duty pickups. Ford claims 925 torque with its Power Stroke 6.7-liter V-8 turbodiesel and Chevy and GMC are at 910 torque with their Duramax 6.6-liter V-8 turbodiesel.

They’ve all gotten much quieter; still heard, but the clatter is gone.

The bed of the Ram dually’s 8-foot box is set up for gooseneck ball and safety chain anchor kit. It is also equipped with leaf springs and self-leveling rear air suspension. Tires are Nexen Roadian LT235/80R17.

Push the starter button in the Ram and, unless it has been running recently, the turbodiesel will hesitate two or three seconds to heat the air in the cylinders, then start. If the engine is still warm from running, it will start immediately with touch of the starter.

Lift the edge of the floor mat on either side of the truck’s rear seating area and, surprisingly, there is a lid which opens to a deep bin for a variety of storage possibilities, even room for a six-pack of Coca-Cola. In addition, there are six cupholders in the front seat, and upper and lower glove box, two center console bins and a covered compartment, and saddle bags on the rear of the front seatbacks. Adding luxury are leather-covered grab handles.

Curb weight of the dually diesel is over 7,000 pounds, which helps to explain the Ram’s overall fuel mileage average of only 13.1 miles per gallon.

Base price is $58,395 for the Ram 3500 Limited Crew Cab 4X4 with the 8-foot long box. Add $13,000 for the diesel/Aisin tranny/dual rear wheels, $1,595 for auto level rear suspension, $1,095 for sunroof and $3,200 for a Limited package of automatic high-beam headlamps, heated steering wheel, cooled and heated front seats and heated second-row seats; all this pushes the sticker price to $79,965, or rounded out – $80,000.

The Cummins turbodiesel is an $8,700 option; base is the 5.7-liter Hemi V-8 gasoline engine with 383 horsepower and 400 lb.-ft. of torque. Pricing for a gasoline-version Ram 3500 with single-rear wheels begins at $37,000.

Mannerisms of a smaller vehicle were credited to the big Ford truck after it carried me through the foothills near Masonville and over some of the Green Ridge roads north of the Big Thompson Canyon in Larimer County.

It’s the re-done 2017 F-250 Super Duty pickup. Nimble as it performs, it is big-time tough and Ford intends it to lead the all-American heavy-duty market. It supports that perceived crown with its 6.7-liter Power Stroke V-8 turbodiesel engine, which produces 925 lb.-ft. of torque and 440 horsepower.

That torque mark edges its rivals, the Chevy Silverado and GMC Sierra Duramax turbodiesel ratings of 910 lb.-ft. and 445 horsepower and Ram’s Cummins’ 6.7-liter inline-6 turbodiesel’s 900 torque and 385 horsepower.

The single-rear-wheels Super Duty is the King Ranch edition of the 4X4 Crew Cab model, finished in white gold exterior.

It’s beneath that beautiful paint job, though, that lies one of the bigger changes for 2017 – an all-aluminum body. The body of aluminum introduced to the F-150 in 2015 has now been extended to the three-quarter-ton and one-ton Fords for this year. It saves 350 pounds.

The lighter body rides on a new fully-boxed steel frame, which increases payload and tow capacity for Ford. The frame rails are 1.5 inches taller and the high-strength steel is approximately 24 percent stiffer than the previous frame. Fifth-wheel gooseneck towing can reach 21,000 pounds.

Curb weight for the F-250 is around 7,000 pounds on a wheelbase of almost 160 inches, with a bed length of 6-feet-10 and width between the wheel wells of 4 feet, 2 ½ inches.

LED lights frame the headlamps on each side of the large grille. Open the driver door into the renewed cabin and a 6 ½-inch-width running board extends from beneath the frame edge for easy step-in.

Push a button and the wide-out side mirrors will fold in against the truck. Another button will extend the mirrors a couple inches farther out for improved rear view.

Java-colored leather seating is heated and ventilated in front and heated in the rear. The roomy interior will seat as many as six passengers. An 8-inch display screen covers navigation, audio and rearview camera. The ring atop the two cupholders in the center console can be slid toward the driver to double  capacity to four cups.

The turbodiesel with the 6-speed automatic transmission is a strong hill-climber in the lower gears. It will cruise a rolling highway at 18 miles per gallon of diesel fuel (34-gallon tank); in the city and up and down hills, the average will fall noticeably. My overall average with the truck was 15.9 mpg.

Base price for an F-250 Super Duty 4X4 begins in the mid-$30s; base on the Crew Cab King Ranch goes all the way up to $57,455.  Add the turbodiesel at $8,595 and other options, such as chrome package, 20-inch aluminum wheels, lane-keeping alert and spray-in bedliner, and the sticker price reaches $76,275.

The King Ranch has long been a favorite edition for high-end Ford trucks. The legendary ranch, which dates back more than 160 years in south Texas, covers 825,000 acrees.

Jump head- Hybrid market shows slight gain in ‘16

By Bud Wells

Dating way back to its introduction 16 years ago, the Acura MDX maintains a lofty ranking as one of the most pleasant performers of seven-passenger luxury-model SUVs.

The MDX competes fairly equitably in price, too, with three-row SUV offerings from the Buick Enclave, Infiniti QX60 and Volvo XC90, a tier below the three-row premium luxuries from Mercedes, BMW, Audi and Lexus.

The comfort of its upgraded interior and smoothness of its 290-horsepower, 3.5-liter V-6 engine (no turbocharging) make the MDX review model’s sticker price of $57,340 seem not so out of line, compared with the others.

Did someone say “excellent fuel economy?” I did three years ago when I drove the ’14 version of the MDX up Poudre Canyon and back and averaged an impressive 25.7 miles per gallon.

This one, though, averaged 20.1 in a split of highway cruising and stop-and-go town maneuvers; at that rate, might as well slip a turbo in there and gain some low-end performance. I would expect higher mpg readings, for the MDX’s cylinder deactivation cuts down to use of only three cylinders in coasting, a boost in highway economy.

A new 9-speed automatic transmission was added to the MDX in the past year, mated to the 3.5 V-6, and engaged with use of push-buttons and a pull-switch for reverse. Separate buttons are pushed for Park and Neutral; the most-dominant one is round and lighted and for Drive, of course.

“Sport,” “comfort” and “normal” modes alter throttle response and steering effort, and paddle shifters on the steering wheel hand the driver greater control of gearing shifts in sport mode. The three driving modes are not so noticeably apart in performance as some rival models; Acura maintains its smoothness with all three.

Built in Lincoln, Ala., the Acura weighs a bit less than 4,300 pounds on a wheelbase of 111 inches and overall length of 194.2 inches. Its all-wheel-drive system is capable of accelerating the outer rear wheel faster than the front wheels to help in gaining proper direction of the vehicle. It rides on Continental 245/50R20 tires.

Up-front enhancements of the cabin are heated and cooled, perforated leather seats, neatly stitched with white piping, and wood and chrome trim. A large storage bin is positioned behind well-positioned cupholders in the center console. A dual-screen infotainment system features navigation at the upper display and audio/climate touch controls in the lower. Voice-activation and real-time traffic are included with navigation, and with the audio are ELS Studio, Sirius XM, Pandora and Bluetooth. Steering wheel is heated.

Second-row seating includes a center console between captain chairs, heated, with door sunshades. Push a button on the outside of the second-row seats, they will fold and slide forward to create an opening into the far-back third row, where seating space is somewhat tight.

Behind that back row is 14.9 cubic feet of cargo room, which is smaller than the Enclave, QX60 or XC90. Fold the third row and the Acura expands to 38 cubic feet.

Power moonroof and tailgate and all-round camera view are included in the $57k MKX with AWD and Advance package. Adaptive cruise control and lane-keeping assist are also included.

Hybrids in 2016

Sales of gas/electric hybrids, battery electric vehicles and plug-in hybrids in the past year barely surpassed their 2015 totals in the U.S. market, accounting for approximately 2.9 percent of total new car, SUV and light truck sales for 2016.

Sales of the alternatives went from 498,718 in 2015 to 504,210 in the past year. Seventy-five models recorded sales during the year.

Big gains in ’16 over the previous year were by the Ford Fusion among hybrids, the Tesla S and
X among battery electrics and Chevrolet Volt and Ford Fusion Energi among plug-in hybrids.

The Toyota Prius Liftback, runaway leader  in hybrid sales since its introduction in 2000, saw its total for 2016 slip by 13 percent, from 113,829 sales in 2015 to 98,863 the past year. Still, the Prius was more than 50,000 sales ahead of the second strongest seller of hybrids, the Toyota RAV4.

Sales of light-duty diesel models took a sharp drop in 2016, after popular Volkswagen TDIs were taken off the market over an emissions-cheating scandal in September of 2015. Biggest sellers of light-duty diesels the past year were by the Ram 1500 pickup and Ford Transit van.

Top sellers of alternative-fueled vehicles in the U.S. in 2016:

HYBRIDS

Toyota Prius Liftback 98,863; Toyota RAV4 45,070; Ford Fusion 33,648; Toyota Camry 22,227; Toyota Prius C 20,452; Hyundai Sonata 18,961; Toyota Prius V 14,840; Ford C-Max 11,877; Honda Accord 9,179; Lexus CT200h 8,903; Lexus RX400 8,561; Toyota Avalon 8,451; Lexus ES 7,645; Lincoln MKZ 7,219; Kia Optima 6,142; Toyota Highlander 5,976; Chevrolet Malibu 4,335; Lexus NX 2,842; Honda CR-Z 2,338; Subaru XV Crosstrek 2,173.

PLUG-IN HYBRIDS

Chevrolet Volt 24,739; Ford Fusion Energi 15,938; Ford C-Max Energi 7,957; BMW X5 5,995; Audi A3  4,280; Hyundai Sonata 3,000; Toyota Prius Prime 2,474; Porsche Cayenne S E-Hybrid 2,111; Volvo XC90 2,020; BMW i8 1,594.

BATTERY ELECTRICS

Tesla S 29,156; Tesla X 18,028; Nissan Leaf 14,006; BMW i3 7,625; Volkswagen e-Golf 3,937; Fiat 500e 3,897; Kia Soul EV 1,728; Ford Focus EV 872; Smart for Two EV 657; Mercedes B-Class electric 632.

LIGHT-DUTY DIESELS

Ram pickup 55,209; Ford Transit 50,137; Chevrolet Colorado 8,595; Jeep Grand Cherokee 4,253; GMC Canyon 3,936; Range Rover Sport 3,282; Range Rover 2,515; BMW X5 1,725; BMW 3-series 1,462; Jaguar F-Pace 1,044.