2022 GMC Canyon

Before 2019, the GMC Canyon and its closely-related sister, the Chevrolet Colorado, were the only American midsize trucks on the market for much of the 2010s. The return of the Ford Ranger and the arrival of the Jeep Gladiator put an end to GM’s dominance of the segment, but the Canyon still has a lot to offer. It has a comfortable interior, decent handling for a body-on-frame truck, and offers a fuel-efficient and powerful optional diesel engine with class-leading towing capacity. The design is beginning to show its age, however.

GMC hasn’t dramatically changed the current generation of Canyon since its introduction in 2015, though it has gotten an updated infotainment system over the years and a modest restyle in 2021. The trend continues for 2022 with only minor changes, but now there are even more competitors, including a redesigned Nissan Frontier and two small fries, the Hyundai Santa Cruz and Ford Maverick, positioned a little lower in the pickup pecking order.

The Canyon’s weak base-model four-cylinder engine offers decent fuel economy but little power, and its optional V6 is a much better choice for all-around performance and capability. When combined with the optional sport exhaust system, the engine is transformed into a snarling monster that isn’t shy about showing off its throaty sound. For those who want frugality or towing brawn, the optional turbodiesel returns some of the best fuel economy in the segment and a class-leading 7,700-pound tow rating. Fuel economy from the V6 is strictly mid-pack.

The base model Elevation Standard starts at $27,995 including destination fees, with the Elevation ($32,890), AT4 ($40,800) and Denali ($41,200) completing the lineup. The handsome, chiseled-looking Canyon is a talented jack of all trades but rarely a master in any one area beyond towing capacity. The Elevation and off-road themed AT4 models deliver honest value, but the latter is not the trail buster that the Toyota Tacoma TRD Pro, Gladiator or Colorado ZR2 are.

While the standard truck is bog-simple, the Denali purports to deliver luxury and doesn’t quite succeed thanks to cheap-feeling plastics. It isn’t at the level of the Sierra or Yukon Denalis and feels plain compared to the Santa Cruz’s sophisticated confines. The GMC, however, does offer a very comfy interior and a big enough back seat that real adults might want to be back there and large, rear-facing child seats will fit, two things some other midsize trucks struggle with. 

With Hyundai, Nissan, Honda and Toyota now offering extensive active-safety features even in their base-model compact and midsize pickups, the lack of such features on the Canyon is notable. The Canyon offers only blind spot monitoring, forward collision warnings and rear parking assist, none of which are even optional on the base model. Even with this demerit, the Canyon is a handsome and capable choice, particularly for smaller-truck customers who need to tow.

Performance: 13/15

The Canyon’s standard engine is a 2.5-liter inline-four producing 200 horsepower and 191 pound-feet of torque. There’s a big jump in power to the optional gas V6, which makes 308 horsepower and 275 pound-feet of torque, but beyond that, there’s also an available turbodiesel inline-four with just 181 horsepower but a very healthy 369 pound-feet of torque. Both four-cylinders come paired with a six-speed automatic transmission, while V6s use an eight-speed unit. Rear-wheel drive is standard and four-wheel drive (4WD) optional except the AT4, which is 4WD-only.

We’d skip the base four-cylinder engine, which is not up to the task of moving this much truck with any authority. Choosing the V6 changes the Canyon’s character, with solid acceleration, strong torque and a macho exhaust note. If towing capacity is a primary concern, the turbodiesel is the winner here, with almost 100 more pound-feet of torque than the gasoline V6 and an extra 700 pounds max towing capacity. In fact, it’s best in class at 7,700 pounds. 

For a conventional body-on-frame truck, the Canyon is not a bad handler and the ride is fairly smooth, but it isn’t as carlike as the Honda Ridgeline or Hyundai Santa Cruz.

Fuel Economy: 11/15

When equipped with the base 2.5-liter engine and rear-wheel drive, the 2022 Canyon has EPA-estimated fuel economy ratings of 19 mpg city, 25 mpg highway and 22 mpg combined. Rear-drive V6 models are rated at 18 mpg city, 25 highway and 21 mpg combined. That the base model four-cylinder doesn’t deliver much better mileage than the V6 is another strike against it, and both engines are unremarkable among similar trucks for fuel economy.

If fuel efficiency is the name of the game, however, the optional turbodiesel delivers. Rear-wheel drive diesels return 20 mpg around town, 30 on the highway and 23 combined. In all cases, 4WD saps 1 to 2 mpg in each measure. The Tacoma and Frontier’s fuel economy is comparable, but the Canyon actually does better than the Ridgeline. The Ranger’s 2.3-liter Ecoboost four-cylinder is at the head of the pack among gas engines, while the Gladiator’s diesel six offers best-in-class economy.

Safety & Driver Assistance Tech: 5/15

Like ride quality, safety scores for midsize pickups are often hit or miss and the Canyon is no exception. It earned a slate of Good ratings from the Insurance Institute for Highway Safety (IIHS) in most crash evaluations except for small overlap front passenger-side, where it was rated Marginal. The truck earns a four-star overall rating from the National Highway Traffic Safety Administration (NHTSA).

Further complicating matters is the fact that the Canyon’s limited number of advanced safety features come in added-cost option packages. Forward collision warnings, lane departure alerts and rear parking sensors are standard on the Denali, but cost $395 to $690 extra on the other Canyons. By contrast, Honda, Nissan and Toyota make a large suite of active-safety gear standard, and many more advanced features are optional from Jeep and Ford.

Comfort & Room: 13/15

Drivers will find any trim level of the Canyon at least functional and comfortable. Front passengers will enjoy nicely padded seats with plenty of head and legroom, and models equipped with a back seat offer generous space for up to five passengers. Crew cab Canyons offer more leg, head and hip room than much of the competition, but the Ridgeline and Gladiator both offer bigger and comfier back seats. That said, the Canyon’s rear seat can accommodate large rear-facing car seats with ease.

The upscale Denali trim, while it has a familial relationship with the Sierra and Yukon Denalis, isn’t as plush as those larger by any measure. The interior isn’t bad, but it isn’t really high-end either. Most midsize trucks lack the high-end luxury interiors of their full-size companions, but the less truck-capable Hyundai Santa Cruz offers a nicer interior than the Canyon Denali. 

Infotainment: 10/15

While not cutting-edge, the GMC Canyon (and Chevrolet Colorado)’s available eight-inch touchscreen is bright, visible from anywhere inside the truck and is stable, running Apple CarPlay and Android Auto smoothly and without glitches, pauses or delays in responses. The Canyon’s cabin is straightforward and simple, but not to the point of feeling sparse. Physical controls, knobs and dials seem large at first, but their size makes them easy to see and use while driving.

Cargo Space & Storage: 12/15

Extended cab versions of the Canyon have one bed length (74.4 inches). Crew cab buyers have a choice of the 74.4-inch or a 61.2-inch bed. Both are longer than most competitors’ beds. AT4 and Denali models are crew-cab only. These beds are marginally longer than most midsize competitors, but much larger than the Ridgeline or the compact Maverick and Santa Cruz. Beyond the beds, storage solutions inside the cab include under-seat compartments in the rear bench in addition to a center console, glove box and door pockets.

Style & Design: 8/10

The “big rig” look is filtering down to midsize trucks now, and the Canyon’s success and longevity are no doubt a factor. Recent styling updates have only enhanced its appearance, which is brawny and contemporary. The AT4 trim’s large off-road tires and body cladding work well with the truck’s size, and add a little capability, making the Canyon even more attractive.

Is the 2022 GMC Canyon Worth It?  Which GMC Canyon Is the Best Value?

The 2022 Canyon is more expensive than the Ford Ranger in every trim level, but also conveys a more premium look and feel than the Ranger or, for that matter, its corporate cousin, the Chevrolet Colorado.  Canyon prices are roughly equivalent to Toyota Tacoma models and less expensive than lower trim levels of the new Nissan Frontier. The Tacoma offers more off-road ability and both come with many more active-safety features, but the Canyon’s crew cab back seat is roomier than either.

The best value Canyon is the AT4, which includes the V6 engine and many amenities as standard equipment. While it’s positioned as an off-roader, it’s more mild-mannered than others and, when equipped with the optional leather interior, can be a best-of-both-worlds choice blending in some Denali luxury. But important active safety features that are standard on Denali have to be added on at additional expense. The diesel adds towing capacity but also a more than $4,000 price increase over V6 models.

How much does it cost to insure the 2022 GMC Canyon?

The Canyon’s insurance costs are about average relative to its competitors. According to our data, a typical 30-year-old female driver with a clean record can expect an average annual premium of $1,753, though this averages all 50 states. That compares to $1,726 for the Colorado, $1,718 for the Ranger, $1,653 for the Tacoma, $1,881 for the Ridgeline and $2,020 for the Gladiator. To get a more accurate picture of your potential insurance expenses, visit our car insurance calculator.