I’m a hands-on driver, as most of us are, and haven’t gotten overly anxious about driverless cars.

I got a touch, though, of autonomous driving (oxymoron?) with the arrival of Audi’s restyled Q7.

It took Audi 10 years to restyle its Q7 flagship SUV; it took me the better part of an hour and about 50 miles to forget all about that and become actively engaged instead in its high-tech electronic advances. They’re somewhat of a next-generation marvel, if not yet quite perfected.

Heading into a near-60-degree turn on Colo. 392, I turned loose of the steering wheel and removed my foot from the accelerator. The 2017 Audi Q7 read the traffic sign and quickly slowed speed to the posted 45 miles per hour, then its active lane assist took control and turned the Q7 inward upon approaching the road-edge stripe and completed the turn before straightening the car’s path down the highway.

Yes, the Audi reads the traffic signs and responds accordingly. If I’m rolling along with the car’s active cruise set on 70, and I approach a posted sign reducing speed to 55, I know the system will in a couple of seconds quickly slow the Q7 to 55 and re-set the cruise speed to the same 55 mph.

It’s an interesting step toward the autonomous driving automobile. In making several test-driving runs with the impressive Q7, I removed my hands from the wheel but remained ready to resume control at an instant, for the system isn’t flawless. More than once, the lane-assist system allowed the SUV to wander past the line along the right side of the highway and I took the wheel as a warning in the message center read: “Driver take hold of steering wheel.” Perhaps the painted line had faded past the point of detection, allowing the veer toward the ditch.

I was at the Detroit Auto Show in 2003, when Audi unveiled the Pikes Peak quattro concept. It was Audi’s first attempt at a sport utility vehicle, and company officials said, “We’ll be studying public opinion very closely.” The Q7 evolved two years later, going on sale as a 2006 model.

Coloradans were momentarily disappointed, of course, when the SUV showed up with the Q7 designation, rather than Pikes Peak. The Q7 quickly found favor in these parts for its roominess and all-wheel-drive performance.

The Q7 is a strong competitor to other European-based SUVs, the BMW X5, Volvo XC90, Mercedes GLE and Range Rover Sport, as well as the Lincoln MKX, Cadillac XT5 and Acura MDX.

The Audi flagship SUV is built in Bratislavia, Slovakia, near the Austrian border.

The ’17 Q7 3.0T quattro tiptronic is a seven-passenger SUV, with performance from a 333-horsepower, 325 lb.-ft. torque V-6, supercharged, and tied to an 8-speed automatic transmission with all-wheel drive.

Three-fourths of my drive time was on the highway and the Q7 averaged 23.2 miles per gallon. Its EPA estimate is 19/25.

Inside, near the shifter, is a touchpad, which lends control for a large audio/navigation display screen high on the dash, a far reach for driver or front-seat passenger. The Bose surround-sound pleasantly entertained us; to gain an even higher level of concert enjoyment, opt for the pricey Band & Olufsen audio system.

Sticker price on the model I reviewed was $68,925, though the higher-end Q7 can reach $80k.

Only 2 ½ weeks away is the 2017 Denver Auto Show, one of the most long-standing and heavily attended annual attractions in the Rocky Mountain region. It will open on Wednesday, April 5, at the Colorado Convention Center.

Heading toward the Colorado Convention Center and the big Denver Auto Show after a week in my possession was the roomy, stylish CX-9 SUV crossover, which represents Mazda as its flagship model.

The CX-9 in snowflake white pearl metallic is one of more than 500 new cars, trucks and SUVs showing the finest exterior finishes seen in an automotive setting.

At 200 inches in length, the ’17 CX-9 is an imposing sight, from its big grille out front to the sharply sloped rear window with spoiler over the top. It is a seven-passenger carrier with three rows of seating.

I found favor with the CX-9 in its original form, a 2007 model, which on a cold, icy New Year’s Eve delivered us safely to a party, displaying excellent grip from its all-wheel-drive system.

A major innovation in the new one is scrapping of the old V-6 engine in favor of a Skyactiv-G turbocharged 2.5-liter, 4-cylinder, a challenge considering the 4,325-pound curb weight of the CX-9.

Mated to a 6-speed automatic transmission with sport and manual-mode shift capability, the 227-horsepower (310 lb.-ft. torque) 4-cylinder isn’t particularly powerful at the low end of the torque thrust but delivers very adequately through the midrange performance.

The CX-9, which is rated at 20/26 miles per gallon of regular-grade fuel, averaged 22.6 in my travels.

With added insulation beneath the floor of the new one, its elegant interior is quiet. The Mazda CX-9 competes with the Chevy Traverse, Dodge Durango, Ford Flex, Toyota Highlander and Honda Pilot.

Safety improvements such as front side-impact airbags and air curtains, roll-stability control, blind-spot monitoring, rear cross-traffic alert and lane-departure warning are included in the $43,610 sticker price for the Mazda.

The CX-9 review model was the well-equipped Grand Touring. Other trim levels are the less-expensive Sport and Touring and the upper-end Signature.

Stop out front of the truck, for there’s no reason to rush past the winch and new grille when assessing the 2017 Ram Power Wagon 4X4.

The Warn winch, built right into the front bumper, is always first thing noticed and probably for what the Power Wagon is most remembered. Lift out an electronic controller stowed beneath the rear seat, plug it into a receptacle at the front bumper, string out enough steel cable to reach the tow recipient and fire up the Ram to complete the mission.

There is 125 feet of steel cable at your disposal from the 12,000-pound winch. Behind the winch and line is the Ram’s 6.4-liter Hemi V-8 with 410 horsepower and 429 lb.-ft. of torque.

All that grunt is good when needed, but open the big beast up at 70 miles per hour on the highway and it sounds so good and runs so smoothly, at those moments, it has been tamed. The Hemi is equipped with a cylinder deactivation system that turns the V-8 into a 4-cylinder when cruising under light load. Its knobby all-terrain tires add a bit of hum to an otherwise quiet ride, and coil springs at the rear add a softer touch than the old-style leaf springs.

The aforementioned new grille features large “RAM” lettering across the front, replacing the former crosshairs grille. It is similar to the front of last year’s Ram Rebel.
The Ram, with 14.3 inches of ground clearance, has a 29-inch step-in height, with no step rail (ask Jan about that). The truck has four-wheel control from a shift lever rather than electronic switch, front and rear locking differentials, disconnectable front sway bar and tow capacity of 10,030 pounds.

My overall fuel mileage, affected greatly by some offroading enjoyment, was 12.4 miles per gallon.

The Ram Crew Cab is roomy and comfortable and was equipped with RamBox storage along sides of the pickup bed.

A few times over the years, I could have used a rescue from a Power Wagon. I was a high schooler the first time, out pheasant hunting south of Fleming with friends Bob Ring, Dick Looney and Dick Artzer. I was driving my ’48 Ford V-8 too fast in a snowstorm on a slick dirt road and we slipped into a deep ditch. We walked down to the corner of the section, and after describing our plight to the farmer living there, he sent us back to the car and followed along, not with a Power Wagon but a big John Deere tractor. It towed us back onto the road; “Slow down,” he said, as we drove away.

The Power Wagon has been around since even longer ago than that. It was introduced in 1945 as a military-use truck during World War II. As the war ended, Dodge began receiving hundreds of letters from homecoming GIs asking for a civilian version of the tough, four-wheel-drive truck which would go almost anywhere. Dodge officials responded, created a more pleasing and comfortable cab and began offering the Power Wagon to the public in March 1946.

As for the new 2017 2500 Power Wagon, its $51,695 base price topped out at $62,905 with a long list of options, including leather seats heated and ventilated in front, 8.4-inch touchscreen for navigation/audio/ backup mirror, remote start system, trifold tonneau cover, spray-in bedliner and power-folding trailer-tow mirrors.

Subaru, which set all-time company sales records in 2016, has an apparent new hit on its hands for the coming year.

The Impreza compact sedan and hatchback, refashioned for 2017, have shown up and are moving off the lots at a fast pace, according to Denver dealer reports. It seems the Impreza will join the Outback, Legacy and Forester models as hot-selling Subes.

After driving a stylish hatchback recently, let me say, “the Impreza is impressive.” The Impreza Sport Hatchback, like other Subarus, is equipped with symmetrical all-wheel drive.

The 2017 Impreza is the first model developed on the Subaru Global Platform in Indiana. Launch of the new models is being observed all over the country this week and next. The first one to roll off the line in November was the first American-built Impreza. They formerly were imported from Japan.

Its new lines exceed the Impreza’s former architecture – an inch longer in wheelbase and 2 inches longer in overall length for a roomier cabin. The increased size added 100 pounds to curb weight.

Colorado is prime ground for Subaru. While the Japanese-based company ranks ninth in U.S. sales, it trails only Toyota and Ford in totals for Colorado.

Delivered to me a few days following arrival of the Subaru was the new Honda Civic Hatchback, which, even though it is sold only in all-wheel-drive form, will compete with the Impreza, Mazda3, Ford Focus, Toyota Corolla  and Volkswagen Golf.

The new Impreza is still somewhat slow in low-end acceleration with its non-turbo boxer engine. It features sport-tuned suspension with Stablex dampers, which expand at low speed to allow more movement of suspension for better ride control and reduces at high speed to minimize body movements. Its Yokohama P225/40R18 tires are probably aimed more at handling than ride comfort.

And, regarding the “slow” assessment, as I drove it, I moved the shifter into manual mode for lower gear and higher revs, and it performed somewhat better in the heavy traffic.

A 152-horsepower, 148 lb.-ft. torque, 2.0-liter boxer-4-cylinder engine beneath the hood is tied to a Lineartronic continuously variable transmission. The optional simulated 7-speed manual-mode with paddle shifters adds greatly to satisfactory response. With the CVT in normal mode, an aggressive foot of the driver will get the occasional whine on heavy acceleration.

Jan, in a ride, mentioned noticeable improved comfort and support in the seatbacks over previous models. A sound-insulation windshield contributes to a quieter interior. The Impreza’s 20.8-cubic-foot cargo space at the rear expands to 55.3 with the rear seats folded.

The flat-four engine and CVT earned a relatively high EPA fuel-mileage estimate of 27/36 miles per gallon. My drives in the Impreza review model averaged out at 28.8 mpg. Fuel-tank capacity is 13.2 gallons.

The Impreza Sport’s base price of $22,495 was raised to sticker total of $27,060 with addition of four optional iitems – EyeSight Driver Assist with adaptive cruise control, pre-collision braking, lane-departure warnings and blind-spot detection; the CVT with manual mode; power moonroof;  Harmon Kardon radio.

Specifications for the ’17 Impreza include 105.1-inch wheelbase; 175.6-inch overall length; 20.8-cubic-foot cargo space at the rear; 3.183-pound curb weight.

The Toyota Land Cruiser, one of the oldest names in the automobile business, is on the lower end of sales numbers these days, yet retains strong loyalty from a devoted group of consumers.

Weighing in at almost 6,000 pounds and standing more than 6 feet tall, a black-clad 2017 model cast an imposing presence among other SUVs and pickups recently in the parking lot of the Pepper Pod restaurant at Hudson.

It provided Jan and me a nice, comfortable ride, fairly soft with an occasional bit of pitch and float. The Land Cruiser uses an independent double-wishbone front suspension with coil springs and stabilizer bar, and four-link rear suspension with coils, stabilizer bar and semifloating axle.

Regarding the Pepper Pod, I loved this eating place as a kid from Wray and Sterling for its pen of buffalo out back. In recent years, in our stops, I’ve enjoyed talking cars with Bill Schmidt, an employe there for 28 years. It seems he’s always there, and ready to talk of whatever new car I’ve driven or a recollection of a favorite car from his past. He’s actually worked that corner of town for 49 years, having started as a teenager at a Conoco station, then after 21 years walking next door for the waiter’s job at the Pod.

The new Land Cruiser is filled with innovation, from its 8-speed automatic transmission to its lane-departure alert/blind-spot monitor and to its navigation setup. A multiterrain monitor displays front, rear and side camera views on the navigation screen.

It remains, though, an old-style SUV, evidenced by the fact its third-row seats, rather than tumble into the floor, are folded up at each side of the rear cargo area, diminishing precious cargo space. As I looked at those folded-up seats pushed to the side kind of like jump seats in old Land Rovers, I expected maybe to see a pith helmet tossed to one side or the other.

The Land Cruiser, built in Aichi, Japan, is a solid performer with its 5.7-liter V-8 engine of 381 horsepower and 401 lb.-ft. of torque. Its EPA estimate is only 13 to 18 miles per gallon; my overall average was 15.3.

In offroading, move the 4WD dial to 4Lo and twist the crawl-mode control and it will slowly move over or around most any ground obstacle, even give an inclinometer (angles of slope) reading.

With its three rows of seats, the Land Cruiser is considered an eight-passenger vehicle.

It’s pricey; the sticker on the new one I drove is $86,722.

Twenty years ago, the Land Cruiser sold 12,000 to 15,000 vehicles per year in the U.S. Ten years later, the sales figure had dropped into the 3,000 range and has hovered around that since. Last year, the total was 3,705, a slight increase from 2015.

A couple Jeeps I’ve driven are the new Trailhawk edition of the Renegade and the Wrangler Rubicon Hard Rock 4X4.

Addition of the tough Trailhawk edition is big news for the small Jeep Renegade 4X4 for the 2017 model year.

The subcompact Renegade, which comes off a Fiat Chrysler Automobiles assembly line in Melfi, Italy, is in its third year of production.

Operating with a 180-horsepower, 2.4-liter, 4-cylinder engine and 9-speed automatic transmission, the Trailhawk features four-wheel-drive terrain settings of automatic, snow, sand, mud and rock.

The snow mode slowed wheel spin and maximized traction as I drove the Renegade on a snowy day. The rock mode delivers low-range effects in a crawl speed.

Sitting up high, the operator finds the Jeep’s an easy drive with the automatic tranny and the ease of a dial twist to select proper terrain set. We used it on the country route of “Colorado Boulevard” from Johnstown to Cabela’s off I-25 at 144^th Avenue on snow and wet roads. I had to work the engine fairly hard amid some loud complaining  from underhood to maintain 75-miles-per-hour speed on the return trip on I-25. Overall fuel mileage was 23.8 miles per gallon.

Someone asked how it rode. “A better ride than Jeeps provided some years back,” I responded; don’t interpret that as necessarily “smooth.” Seating is good. The review model featured red tow hooks both in front and back.

The Renegade Trailhawk carried a sticker price of $32,085, including 6.5-inch touchscreen for navigation, audio, backup camera.

The hypergreen color of the 2017 Jeep Wrangler Rubicon Hard Rock 4X4 took some getting used to for me; however, 90 percent of those I asked about the color found it favorable.

Color aside, I drive a Wrangler almost every year; it is one of my favorites with its short turn circle and go-anywhere grip.

The two-door Wrangler’s 95.4-inch wheelbase, short overhangs and tight turn radius lend offroad opportunities in most any type terrain. It has prominent rock rails along the sides. It has a 25-inch step-in height, with no step rails.

In a throwback to Jeep style, a shift lever is still used for engaging four-wheel drive and four-wheel low range – no electronic switch.

A 284-horsepower, 3.6-liter Pentastar V-6 engine and 5-speed automatic transmission delivered strong performance, and averaged 17.1 miles per gallon. The Jeep rides on B.F. Goodrich Mud-Terrain TA 255/75R17 tires.

Removable roof panels give way with the release of four levers overhead. In the back, where a big subwoofer is mounted into the cargo floor, is a bag with a 30-foot tow strap and a pair of “winching gloves.”

A long list of optional items boosted price of the Wrangler from  base of $33,645 to sticker of $43,325. The rock rails, steel bumpers, red tow hooks, Alpine audio, Uconnect voice command with Bluetooth, heated front leather seats and leather-wrapped shift knob accounted for $4,500 of the price rise.

The Jeep Wrangler is built in Toledo, Ohio.

The hatch is back; so, too, probably are miles of smiles among some Honda Civic drivers.

The 2017 Honda Civic Hatch Sport is the first hatchback-styled Civic sold in the U.S. in 12 years.

The fact Honda continued to produce and sell the hatchback in Europe all that time kept young-minded Americans dreaming of owning one. Today, they’re cheered by the opportunity.

A small, direct-injection turbocharged 4-cylinder is the only engine offered in the five-door hatchback. The 1.5-liter block is rated at 180 horsepower and 174 lb.-ft. of torque, and linked to a short-shiftered 6-speed manual transmission.

The Sport kicks out fairly decently in low-end performance, falls off some at midrange, and cruises smoothly and efficiently. It can be had with a continuously variable transmission (CVT), though the manual undoubtedly pulls more response from the 1.5-liter.

EPA estimate for the new hatchback is 30/39 miles per gallon. Overall average for the review model was 34.2.

The Civic is a sporty handler, benefitting from higher damper rates, thicker antiroll bars and tuned steering over the sedan; both use MacPherson strut-front and multilink suspension at the rear. It rides on Continental 235/40R18 all-season tires.

A red rallye exterior finish seems perfect for the sleek, fastback-shaped Sport. It is trimmed in black, which some observers criticize as too heavy on a plastic appearance. The trim includes black-mesh faux intakes and vents at the front bumpers and at the rear, too.

Sizable storage bins are a highlight of the Honda’s dark interior, trimmed in red. In accommodating the bins, though, the width of the center stack edges right over into the driver’s knee space. A small color LCD screen provides rearview camera view. Rear seating space is somewhat tight. The cargo space of 25.7 cubic feet beneath the rear hatch is among the best in its class.

Among competitors for the Civic hatchback are the Mazda3, Ford Focus and Volkswagen Golf, along with others, such as the new Subaru Impreza Sport Hatchback. The Civic, Focus and Mazda all weigh within 40 or 50 pounds of each other; the Subaru, of about the same dimensions, is 150 pounds heavier due to its AWD setup. The Civic is of front-wheel-drive configuration; no plans exist for adding AWD, said a Honda official. Its basic specifications include 106.3-inch wheelbase, 177.9 inches in overall length, 70.8 width and 56.5 height. Curb weight is around 2,950 pounds.

The Civic Hatch Sport is priced at $22,975, including an electric parking brake and steering-wheel-mounted controls for its audio system/Bluetooth/USB Audio interface. Navigation is not included. Other amenities include leather-wrapped shift knob and steering wheel, side-curtain airbags, cruise control, aluminum pedals, intermittent windshield wipers, rear wiper with washer and capless fuel filler.

In addition to Sport, other trim levels for the Civic Hatch are LX, EX, EX-L and Sport Touring.

The hatchback is built in a plant in Swindon, England, where Honda has been producing vehicles for the European market since 1992.

I took one final drive, short though it was, in the 2017 Range Rover Sport during a Monday morning snowstorm, an hour or so before its scheduled departure from my possession.

I love to drive the Range Rovers and could have enjoyed this one for another week, if it had been offered. To drive one is to like it, and the exterior styling of the Range Rover Sport is about as good as it gets with a luxury midsize SUV.

I was asked more than once whether the one I drove was a Land Rover or a Range Rover. It is, I guess, both, for Land Rover is the company name and Range Rover the model name.

I’d never call it a Land Rover Range Rover. The full-size model is the Range Rover, then there is the midsize Range Rover Sport, which I drove, and the compact Range Rover Evoque.

Two other models were passed over by the Range Rover name, so they go as the Land Rover LR4 and the Land Rover Discovery Sport.

Confusing as it is, it started back in 1970 when the British company Land Rover introduced the Range Rover 4X4 utility vehicle in Europe. The big Range Rover reached the U.S. market in 1987, celebrating this year its 30^th anniversary. Land Rover products continue to be designed, engineered and built in England. The firm, though, along with Jaguar is owned by Tata Motors of India.

That’s the English lesson for today.

Back to the Range Rover Sport, which competes against other luxury midsize SUVs, such as Porsche Cayenne, Volvo XC90, Lincoln MKX, Cadillac XT5, Lexus GX, BMW X5 and Audi Q7. These models offer more seating, larger cargo area, upgraded interiors and better performance than the popular compact SUV/crossovers.

A 340-horsepower, supercharged 3.0-liter V-6 with 332 lb.-ft.  of torque is mated to an 8-speed automatic transmission, giving the Range Rover Sport smooth-shifting and outstanding acceleration. Its paddle shifters lend quickness to the operation and its four-wheel-drive setup is enhanced with all-terrain control for which Range Rovers have long been noted.

The Sport rides on 22-inch wheels, shod with Continental CrossContact 275/40R22 tires. It delivered an overall average of 18.9 miles per gallon of premium fuel; EPA estimate is 17-23.

Climb into the cabin and enjoy the perforated white leather seats with dark piping, and the interior trim of dark gray oak wood and satin brushed aluminum. Seating position is high with lots of glass and vision is very good, except for a bit of blockage by large rear-seat headrests.

I found the key pod not proficient at locking and unlocking the doors every time, and Jan took issue with difficulty of the touchscreen climate control in tempering down heat-ducts flow of warm air.

The $86,916 sticker price covered parallel and perpendicular park assist, heated and cooled front seats, automatic high beams, soft-door closing, surround cameras, lane-departure warning, panoramic roof, Meridian premium audio, navigation, head-up display, power tailgate with hands-free open and close.

Land Rovers through the years have appealed to drivers who desire to head out regardless of weather or road conditions. A young woman neighbor of ours for several years has gotten around regularly with an older Discovery. The sturdy, upright four-door appears to be the most indestructible vehicle in this part of the city.

Snow on the ground was the hope of Fiat Chrysler Automobiles executives for their recent gathering at the Ellis Ranch, west of Loveland near the entrance to the Big Thompson Canyon on U.S. 34.

For, you see, the occasion to which I was invited was the unveiling in this part of the country for the all-wheel-drive edition of the 2017 Dodge Challenger muscle car.

More than anywhere else in the country, the AWD version is aimed for Colorado and the states in the northeastern part of the U.S. It’s an indication that the Dodge Boys rate not only our winter weather, but our terrain, too, as toughest in the country.

To test the Challenger’s four-wheel grip on snowy trails wasn’t to be, however, for our two-week spell of temperatures in the 60s had removed any trace of winter at Ellis, a longtime working horse ranch now known for its event center and wedding park. In fact, Jan and I were there 18 months ago for the wedding of granddaughter Nicole Wells to Matt Ward.

In the absence of winter weather for the recent event, we drove the Challenger GT V-6 AWD models on dirt trails over the ranch’s rolling hills.

This four-wheel spin by Dodge lends the Challenger an edge in its keen competition with muscle-coupe rivals Ford Mustang and Chevrolet Camaro, neither of which offer all-wheel drive. The three performance models, which date back to the mid- to late 1960s, are rear-wheel based.

With an active transfer case and front-axle disconnect, the Challenger GT will be equipped with the same system as that used in the bigger Dodge Charger AWD. The GT’s 3.6-liter Pentastar V-6 delivers 305 horsepower and 268 lb.-ft. of torque, mated to an 8-speed automatic transmission. All-wheel drive will not be available with the more powerful V-8 Challengers.

Identifying the Challenger AWD models won’t be simple. There will be no AWD indicator on the exterior of the coupes. The only tipoff will be a small GT designation along the side of the Challengers.

The AWD addition cuts 3 miles per gallon highway fuel mileage off the V-6 models, from 30 mpg to 27.

“The GT seamlessly transitions between rear-wheel drive and all-wheel drive with no driver intervention,” said Benjamin Lyon, Dodge Challenger specialist for FCA. Under normal conditions, the front axle is disengaged and torque is directed to the rear wheels. With the slightest slip, the system automatically engages the front axle in AWD mode.

Beginning base price for the Challenger GT is $33,395, plus $1,095 destination charge. The GT model I drove, finished in mango orange exterior with nappa leather performance seats, carried a sticker price of $38,965. It is built in Brampton, Ontario, Canada.