If you’re expecting a ute that handles more like a car, then it’s going to disappoint. Sure, it feels more traditionally trucklike compared with the Ranger and Amarok when it comes to cornering and is far more cumbersome in general driving, but it is a pickup, after all.

Some liked the no-nonsense interior, but we thought it was a little ordinary for an all-new truck, and it did look like a lower trim level. The engine is the loudest at idle, but the sound is not irritating and smoothens out as the truck gains speed.

Despite all that, it didn’t take us long to warm up to the Colorado. Its softer suspension means it floats a little more than the others, but it is also very comfortable in most conditions. The engine has plenty of torque to get around without much fuss, and the cabin feels spacious.

The Colorado’s 7,500-pound-plus tow rating is handy, and there is nothing missing from the list of standard equipment. If you don’t mind driving a pickup that feels like a pickup, the Colorado (the least expensive of our group) makes for a good value proposition.

It’s the most expensive ute here, but the Ranger is the best of the bunch. The Colorado and Amarok are both impressive, but the Ranger sets the new standard.

It isn’t perfect, though. The engine has some inconsistent injection noise, the manual gearbox is not extraordinary, the cargo bed is narrower than the Amarok’s, and the ride can be a little firm at lower speeds. But the Ranger is a clear winner in almost every other respect.

The engine has plenty of torque and never seems to be working too hard. The six-speed automatic is a good option, especially for stop-start city driving or remote and rugged off-road action.

Serene is the best way to describe the cabin. It is quiet and also rather well-isolated from all the bumps and ruts on the roads.

We understand that design is quite subjective, but we thought the Ranger was an attractive machine. It doesn’t have the hard-edged ruggedness of the F-Series pickups, but it still looks tough, especially when it’s next to its competitors.

Then there is the interior. Some of the buttons confused us, but the layout, design and quality of materials are far superior to the others. Also, the high-ish payload and tow ratings make the Ranger a practical machine.

What did we like most about the Ranger? One thing that stands out is how it handles flowing country roads: It stays surefooted, sits flat and responds quickly to inputs. To put it simply, it was fun to drive.

While U.S. customers should no doubt be pleased that GM has committed to sell the Colorado there, it’s a shame there aren’t similar plans for the Ranger to come over as well.