2021 GMC Canyon

For much of the past decade the GMC Canyon and its sister, the Chevrolet Colorado, carried the midsize American truck torch after Ford put the 1980s-era Ranger out to pasture in 2011. In those years, it competed mostly with the Nissan Frontier and Toyota Tacoma, but the GM twins were good enough to spark a revival of interest in the segment. In 2019 Ford debuted a brand-new Ranger and Jeep joined the truck fray with the Gladiator. 

With more competition on the scene, GMC has been at work refining the Canyon into a smoother, more stylish and capable vehicle. For 2021, the pickup gets distinctive new front styling that looks a bit like the larger GMC Sierra and a new off-road model, the AT4. 

The AT4, which blends of the ruggedness of Chevrolet’s related Colorado ZR2 and some of the plushness of the Canyon Denali, is one of four trims for 2021. The base model Elevation Standard starts at $27,595 including destination fees, with the Elevation ($31,195), AT4 ($39,395) and Denali ($42,095) positioned above. It’s a big price jump from the Elevation to the Denali, and while the AT4 isn’t quite as hardcore as Chevrolet’s ZR2, it may offer some buyers a good compromise of brawn and luxury feel when the leather interior is selected.

The Canyon offers three cab and bed combinations, an extended cab with a 74.4-inch bed, or a crew cab with a 61.2-inch bed or the 74.4-inch long bed. Both beds are fractionally longer than most other midsize pickups. AT4s and Denalis come only as crew cabs. Rear-wheel drive is standard and four-wheel drive optional except the AT4, which is four-wheel drive only.

GMC Canyon buyers have a choice of three powertrains and two transmissions for 2021. The base mill is a 2.5-liter inline-four producing 200 horsepower and 191 pound-feet of torque. Most buyers will likely opt for the optional gas V6, making 308 horsepower and 275 pound-feet of torque, but there’s also an available turbodiesel inline-four. The diesel, through rated at just 181 horsepower, offers a beefy 369 pound-feet of torque. Both four-cylinder engines come paired with a six-speed automatic transmission, while the V6 uses an eight-speed automatic.

The Canyon’s standard four-cylinder engine offers decent fuel economy but little power. The gas 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.

V6 models can tow up to 7,000 pounds, but the torquey Turbodiesel tops out at 7,700. That’s tops among midsize pickups, though Jeep‘s Gladiator isn’t far behind.

Ride quality with pickups is usually a mixed bag, especially when there’s off-road tuning going on. The Canyon’s suspension system is capable of absorbing all but the very worst road conditions with ease and handles even the bad stuff with composure. The AT4’s large tires and off-road suspension improve the ride, and it avoids the wobbly sensation that some lifted trucks experience at highway speeds.

When equipped with the base 2.5-liter engine and 2WD, the 2021 Canyon has EPA-estimated fuel economy ratings of 19 mpg in the city, 25 mpg on the highway and 22 mpg combined. The V6 is rated at 18 mpg city, 25 highway and 21 combined with rear-wheel drive. At 20 mpg city, 30 highway, and 23 mpg combined, the rear-wheel drive 2.8-liter turbodiesel four-cylinder is the most efficient of the bunch. Four-wheel drive shaves 1-2 mpg in each measure on all Canyons. The Turbodiesel is frugal for the class, but doesn’t match Jeep’s diesel Gladiator, which also offers more torque.

Infotainment is a strong point for GMC and Chevrolet, and the Canyon’s system is a great example of why. The truck’s available eight-inch touchscreen runs the software beautifully, and offers a colorful, responsive platform for both Apple CarPlay and Android Auto. The high-mounted screen offers great visibility from anywhere in the cockpit.

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. The front seats are well-padded and deep but lack thigh support and bolstering. The Canyon’s front buckets offer a wide range of seating positions, allowing drivers of nearly all heights to reach a comfortable perch with good visibility.

Their interior materials are nice, but neither the AT4 nor the Denali feel quite as “premium” as the AT4 and Denali versions of GMC’s Sierra or Yukon. The Canyon’s interior isn’t bad, but it’s no quite differentiated enough from its cheaper sister, the Chevrolet Colorado.

Crew cab Canyons offer more legroom than most competitors if not as much as the Gladiator, and plenty of head and hip room too. The big back seat can accommodate large rear-facing car seats with ease. That said, the Canyon AT4 is tall enough to require a boost from mom or dad to get the kids into the truck.

Like ride quality, safety scores for midsize pickups are often hit or miss and the Canyon is no exception. It earned Good ratings from the Insurance Institute for Highway Safety in most crash evaluations except for small overlap front passenger-side, where it was rated Marginal. Further complicating matters is the fact that the Canyon’s limited number of advanced safety features come in added-cost options packages. Forward collision warnings, lane departure alerts and rear parking sensors are standard on the Denali, but $395 to $690 extra on the other Canyons.