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San Diego, CA – For more than 50 years in Canada, the Ford F-Series has held top spot in pickup truck sales and a decade as leader of all vehicle sales. Ford may have a full lineup of sedans (at least for now), CUVs and SUVs, but no option below its bread-and-butter F-150 since the mid-size Ford Ranger's North American discontinuation after 2011.

For 2019, that all changes with the resurrection of the Ford Ranger that re-enters the fray full of a new and refreshed crop of compact pickups including the segment-leading Toyota Tacoma, Chevrolet Colorado and GMC Canyon, as well as an upcoming Jeep Gladiator.

The all-new 2019 Ranger utilizes plenty of attributes from its top-selling F-Series sibling. Its appearance alone resembles that of a smaller F-150 with all the bells and whistles in the form of aluminum, modern technology, and a decent amount of towing and payload for the weekend warrior type. Heavy on-the-job towing and transporting will need an F-150, but for many consumers, a little of this and a little of that is all that's needed, and that's where the Ranger thrives.

Ford simplifies buying process

Buying a pickup can be an arduous process between trim, engine and bed choices. For the Ranger, it's rather simplified through three trim levels (XL, XLT, Lariat), two cab styles (SuperCab and SuperCrew) and only one engine (2.3-litre EcoBoost four-cylinder) and drivetrain (four-wheel drive) option. It's all the same in the U.S., except for the more entry-level, but rarely-purchased 4x2 offering.
 
The two-door SuperCab is the only option for the XL trim with a six-foot bed; while the top-of-the-line Lariat only comes in the foor-door SuperCrew featuring a five-foot bed. The middle-tier XLT can be purchased in either configuration. Once the basic trim and cab preferences have been made, different appearance packages are offered per trim such as Sport, Chrome and an FX4 off-roader to spruce your truck up.

As aforementioned, powering every Ranger is a turbocharged, 2.3-litre EcoBoost inline-four engine with auto start/stop technology rated at 270 hp and 310 lb-ft of torque. It's matched to a 10-speed automatic transmission that sports a fuel efficient rating of 11.8 L/100 km in the city and 9.8 L/100 km on the highway.

It doesn't boast torque numbers like other V6s in the market, and Ford's perfectly fine with that, as the Ranger caters to a different type of consumer not solely concerned by torque and towing numbers. Rather, it concerns itself with being more lightweight, quieter and easy-to-drive, as well as being filled with innovative safety technology previously not seen as applicable to the truck buyer.

Fun to toss around

Ford set us off-the-beaten path in a mud, hills and water playground outside of San Diego to get a feel for what the Ranger is capable of. There were payload and towing exercises as well – it can tow to a maximum of 7,500 lb. (3,400 kg) and 1,650 lb (748 kg) of payload depending on cab choice – but the true test would be in how well it did in playing hard.

Given the lower torque figure, the Ranger surprised in quickly getting off-the-line and swinging around some corners. An off-road course was set up not as a slow crawl, but one that be taken at a more vigorous pace with the FX4 off-road package featuring an electronically controlled limited-slip differential, a Terrain Management system with Trail Control, front tow hooks, skid plate protection, additional clearance, and larger all-terrain tires with more tread.

Four-wheel-drive and a mud/ruts drive mode would keep traction in check, as the Ranger powered down on slick, muddy terrain in an effortless fashion. For hills and valleys, Trail Control was executed at over 6 km/h (a feature also found in the Raptor) where no brake or throttle input was needed. Simply take control of the steering wheel and let the advanced technology do the rest. The Ranger glided down hills and across a few bumps without any rackety sounds typically found in pickups. The whole process was calm and relaxed, a state of mind that's appreciated when off-roading.

What separates the Raptor from its competition even further is the utilization of Trail Control in either 2-Hi, 4-Lo, or 4-Hi, compared to the Tacoma that can only be done in 4-Lo. It's also more modernized through being digitally precise on its speeds that can be increased in increments of 0.5 km/h. The Tacoma, on the other hand, only has a gauge of low-to-high without exact speed figures. When tested, it only seemed to top out at a slow 2-3 km/h, along with plenty of noise.

Smooth drive on regular roads

The best complement you can give a pickup, especially a mid-size, is that it drives like an SUV. For the typical non-truck driver, that's exactly what this Ranger does; something that should appeal to its potentially new truck customer base. On top of that, it comes with exceptional fuel economy that was tested during mostly highway driving to a tune of 9.9 L/100 km.

Much like the off-roading exercises, the Ranger moves with gusto on regular roads that can be enhanced even further through sport mode on its gear shift. The 10-speed transmission shifts seamlessly in either direction, except for under harsh braking. Pumping of the brakes were needed on a few occasions, bringing the Ranger to a more choppy halt.

Steering is precise with some body roll that can be expected from any pickup. As lengthy as the Ranger is, its size isn't felt on turns and surprisingly, not even on three-point-turns. That same small truck feel was evident while parking, an area that could be a deterrent for many non-traditional truck buyers.

Interior is a bit hit-and-miss

Inside, there's a great deal of technology including Waze integration with Sync 3 infotainment, Apple CarPlay and Android Auto, Wi-Fi hotspot connectivity, and a host of advanced safety technology. Unfortunately, many of those don't come standard and are found from the XLT trim and up.

As advanced and smooth as the Ranger's technology and four-cylinder engine are, its interior space doesn't seem to reflect its whole. It all feels very pedestrian and like many other Ford SUVs and sedans, and that's not the feeling one should get in a brand new product. There needs to be some advancements made, whether that's in the touchscreen, materials, or overall look, which seem to not add much to the pickup's excitement. Luckily, its comfortable seating may make you forget about owning that unique look with an 8-way power driver and passenger seating in the front row with added heating on XLT trim.

Coming in early 2019

The growing mid-size truck segment is seeing a surge of sales and new customers, and the highly-anticipated Ranger should fare well and grab plenty of attention through its cutting-edge looks, modernized technology comforts and aids, smooth ride, and exceptional towing and payload.

The 2019 Ford Ranger will be on sale in early 2019. It comes at a starting price of $30,969 for the XL SuperCab, topping out before any appearance packages at $42,289 for the Lariat SuperCrew.

One look at the Jaguar F-Type and it mesmerizes you. Its shape and sounds are both beautiful and heart-pumping eliciting an emotional response that usually ends with the word 'yes.'

Jaguar offers a whole range of performance to its low stance, two-door sports car, topping out at the SVR trim in coupe and convertible form. The SVR is modified by its Special Vehicle Operations – the same treatments found in the Range Rover Sport and F-Pace SUV – to a tune of 575 hp and 516 lb.-ft. of torque coming from its 5.7-litre V-8 engine that's mated to an eight-speed ZF automatic transmission.

When you get to the SVR level, it's all about power numbers, getting a throttle fix and letting up for some angry grunts and gurgles, all the while, dreaming about race tracks.

It didn't take much for my 2019 F-Type SVR coupe test vehicle to roar. Simply press down on Dynamic mode button – situated near the gear shift – that's only enhanced through its Inconel titanium exhaust that have two settings: loud and louder. If you're wondering whether to turn on all the gizmos, there's really no choice, the answer once again is always, 'yes.'

Like most house pet, the F-Type wants to play. It may not stick its paw out at you or whine, but the sounds from your last ride simply resonate in your mind. That distinctive roar is intoxicating, and kudos to Jaguar for producing such a sound that's street legal.

Audio stimulation is fun, but the whole package needs to come together, and the F-Type SVR doesn't disappoint. Power is felt instantaneously when touching the throttle. Mash it down and the sports car aggressively blasts off to a tune of a 0-100 km/h sprint in 3.7 seconds. Every wiggle and jiggle is felt, but it stays stable on the road thanks to a firm suspension and an all-wheel drive system that manages all four wheels with a rear bias for those track lovers.

If you're worried about losing full control, handling this ferocious feline comes easy as well with a nicely-weighted steering feel, a torque vectoring system that aids in precise turn-ins, and very expensive optional carbon ceramic brakes ($13,260) that are lightweight and effective. If you didn't want to take that optional plunge, standard steel brakes will get the job done.

All F-Types, but especially the SVR, are all about having fun. Feel free to play with its paddle shifters, drive a little harder through tunnels, and deal with the road imperfection bumps that are bound to occur with its low-to-the-ground configuration. The Jaguar brand may be synonymous with luxury, and you will find some of those premium leather and carbon fibre luxuries on its seats and dash, just don't expect a cushiony ride that's made slightly better via its 14-way adjustable seats.

For 2019, the F-Type receives Jaguar's new 10-inch touchscreen infotainment unit, an update that was much needed to stay in-line with other premium automakers. The screen is not only wider, but more crisp and with better graphics. However, for an SVR trim level that starts at $140,500 and goes up $25,000 after a few extras, expectations are raised and it's still not the easiest unit to use. Complications can be found through unrecognizable icons, tiny tuning arrows, and not having Apple CarPlay or Android Auto connectivity.

The 2019 Jaguar F-Type coupe is a hoot to drive and listen to. If that's not enough, its cutting-edge looks separate it from the sports car crowd and give it all the appeal needed to make an impression. It's not so typical like a Porsche 911, and if that car enthusiast with plenty of pocket change wants to be different, the F-Type may be the way to go. It starts at $69,500, and with time, hopefully you can work your way up to this seductive SVR.

Detroit, MI – GMC unveiled the all-new 2019 Sierra Denali and SLT to a host of media in Detroit. The separate unveiling of the Sierra after the North American International Autoshow in Detroit was no coincidence, as it was a move to differentiate the top-selling GMC product from its Chevrolet Silverado sibling.

The two top-level Sierra trims – the Denali and SLT – represent the premium expression of where the GMC brand aspires to. Two industry-firsts: a six-function tailgate and carbon fiber bed are the clearest examples of that premium shift. The new MultiPro tailgate is standard on both trim levels and can make life easier for truck owners with six unique functions and positions to help with second-tier loading, load-stop solutions, and it even acts as a standing workstation. The carbon fiber box, labelled the CarbonPro, will be an available option on an increased seven-inch wider frame from than the outgoing model. The carbon fiber box is a big step up in durability for GMC, while possessing best-in-class dent, scratch and corrosion resistance.

Unique exterior designs further help in separating the Sierra from the Silverado. Most of them can be found on its front fascia with a distinct chrome grille, a fresh GMC stamp in the centre, and LED touches for its headlights, fog lamps and taillights. Its LED C-shaped headlights that wrap around its fenders are a work of art featuring an attractive “light blade” that sets a premium mood.

Even though the new Sierra sits higher and has a larger wheelbase, GMC has managed to shed 163 kg from its outgoing model thanks to additional high-strength steel and aluminum. The aluminum won't be used in the box, but is used where needed, in its doors, hood and tailgate. The available CarbonPro box will drop even more weight as its 28 kg lighter than the steel version used throughout the rest of the product line.

The Denali trim continues to impress on the inside with natural pebbled leather, open-pore wood and a dark-finish aluminum decor. Occupants enjoying those refined treatments will also be impressed by best-in-class front head- and legroom thanks to an expansion of three-inches of rear seat legroom. Rear seat storage compartments that can store a laptop or tie-downs, as in the new Silverado, can be found by flipping open its rear seats.

Powering the Sierra for now (more are expected to be added) are three engine offerings: a 5.3-litre and 6.2-litre V8, and an all-new 3.0-litre inline-six turbo-diesel. Performance numbers are to follow as well, but we can report that the 6.2-litre V8 and the diesel will be matched to a 10-speed automatic transmission, while the 5.3-litre receives an 8-speed automatic gearbox.

Even though the V8s appear as carryovers, they've been improved with the use of start/stop technology and a Dynamic Fuel Management system. The latter is the same used in the Silverado that can deactivate all but one cylinder for better performance and fuel economy.

Another note of interest is in technology. The 2019 Sierra will feature a class-first head-up display, as well as rear camera mirror, a ProGrade trailering system that performs light tests and a pre-departure checklist, and hitch guidance to assist when positioning the hitch.

The 2019 GMC Sierra will go on sale in the fall of 2018 with more engine news, towing and payload capacities, and pricing to come at a later date.