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2017
GMC Canyon

Starts at:
$20,885
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Available trims

See the differences side-by-side to compare trims.
  • 2WD Ext Cab 128.3" SL
    Starts at
    $20,885
    19 City / 26 Hwy
    MPG
    2
    Seat capacity
    Gas I4
    Engine
    Rear Wheel Drive
    Drivetrain
    1,495 lbs
    Payload Capacity
    3,500 lbs
    Towing Capacity
    See all specs
  • 2WD Ext Cab 128.3"
    Starts at
    $24,105
    20 City / 26 Hwy
    MPG
    2
    Seat capacity
    Gas I4
    Engine
    Rear Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    7,000 lbs
    Towing Capacity
    See all specs
  • 2WD Crew Cab 128.3"
    Starts at
    $26,660
    20 City / 26 Hwy
    MPG
    5
    Seat capacity
    Gas I4
    Engine
    Rear Wheel Drive
    Drivetrain
    1,504 lbs
    Payload Capacity
    7,000 lbs
    Towing Capacity
    See all specs
  • 2WD Ext Cab 128.3" SLE
    Starts at
    $28,100
    20 City / 26 Hwy
    MPG
    4
    Seat capacity
    Gas I4
    Engine
    Rear Wheel Drive
    Drivetrain
    1,462 lbs
    Payload Capacity
    7,000 lbs
    Towing Capacity
    See all specs
  • 2WD Crew Cab 140.5"
    Starts at
    $28,330
    18 City / 25 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    1,588 lbs
    Payload Capacity
    7,000 lbs
    Towing Capacity
    See all specs
  • 4WD Ext Cab 128.3"
    Starts at
    $29,050
    19 City / 24 Hwy
    MPG
    2
    Seat capacity
    Gas I4
    Engine
    Four Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    7,000 lbs
    Towing Capacity
    See all specs
  • 2WD Crew Cab 128.3" SLE
    Starts at
    $30,040
    20 City / 26 Hwy
    MPG
    5
    Seat capacity
    Gas I4
    Engine
    Rear Wheel Drive
    Drivetrain
    1,472 lbs
    Payload Capacity
    7,700 lbs
    Towing Capacity
    See all specs
  • 2WD Crew Cab 140.5" SLE
    Starts at
    $31,710
    18 City / 25 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    1,532 lbs
    Payload Capacity
    7,700 lbs
    Towing Capacity
    See all specs
  • 4WD Ext Cab 128.3" SLE
    Starts at
    $32,310
    19 City / 24 Hwy
    MPG
    4
    Seat capacity
    Gas I4
    Engine
    Four Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    7,000 lbs
    Towing Capacity
    See all specs
  • 2WD Ext Cab 128.3" SLT
    Starts at
    $32,485
    18 City / 25 Hwy
    MPG
    4
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    1,708 lbs
    Payload Capacity
    7,000 lbs
    Towing Capacity
    See all specs
  • 2WD Crew Cab 128.3" SLT
    Starts at
    $34,405
    18 City / 25 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    1,718 lbs
    Payload Capacity
    7,700 lbs
    Towing Capacity
    See all specs
  • 2WD Crew Cab 140.5" SLT
    Starts at
    $34,975
    18 City / 25 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    1,490 lbs
    Payload Capacity
    7,700 lbs
    Towing Capacity
    See all specs
  • 4WD Crew Cab 128.3" SLE
    Starts at
    $35,325
    17 City / 24 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    7,600 lbs
    Towing Capacity
    See all specs
  • 4WD Crew Cab 140.5" SLE
    Starts at
    $35,625
    17 City / 24 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    7,550 lbs
    Towing Capacity
    See all specs
  • 4WD Ext Cab 128.3" SLT
    Starts at
    $36,270
    17 City / 24 Hwy
    MPG
    4
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    7,000 lbs
    Towing Capacity
    See all specs
  • 4WD Crew Cab 128.3" SLT
    Starts at
    $38,165
    17 City / 24 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    7,600 lbs
    Towing Capacity
    See all specs
  • 4WD Crew Cab 140.5" SLT
    Starts at
    $38,465
    17 City / 24 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    7,550 lbs
    Towing Capacity
    See all specs
  • 2WD Crew Cab 128.3" Denali
    Starts at
    $39,205
    18 City / 25 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    N/A
    Towing Capacity
    See all specs
  • 2WD Crew Cab 140.5" Denali
    Starts at
    $39,780
    18 City / 25 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Rear Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    N/A
    Towing Capacity
    See all specs
  • 4WD Crew Cab 128.3" Denali
    Starts at
    $42,970
    17 City / 24 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    7,600 lbs
    Towing Capacity
    See all specs
  • 4WD Crew Cab 140.5" Denali
    Starts at
    $43,270
    17 City / 24 Hwy
    MPG
    5
    Seat capacity
    Gas V6
    Engine
    Four Wheel Drive
    Drivetrain
    N/A
    Payload Capacity
    7,550 lbs
    Towing Capacity
    See all specs

Photo & video gallery

2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon 2017 GMC Canyon

Notable features

Four-cylinder or new V-6 gas engines
Turbo-diesel four-cylinder engine available
New eight-speed automatic with V-6
New Denali version
7,700-pound maximum trailering capacity
Forward collision warning available

The good & the bad

The good

Refined ride quality
Minimal interior noise
Tech features
V-6 refinement
Big truck looks

The bad

Pricey
Limited gearing options
Standard off-road capabilities
Disappointing manual transmission

Expert 2017 GMC Canyon review

our expert's take
Our expert's take
By Aaron Bragman
Full article
our expert's take

The rebirth of the Chevrolet Colorado and GMC Canyon has been a boon to GM pickup truck sales, adding volume and customers to the truck side of the showroom as gasoline remains cheap and plentiful. Now entering its third model year, the Canyon gains two things: a Denali top trim level and a new eight-speed automatic transmission.

Before the Denali showed up, the fanciest Canyon you could get was the SLT model, which I drove in diesel form in the summer of 2016 to pull a 22-foot Airstream trailer. An SLE model won our 2016 Midsize Pickup Challenge, besting every other mid-size pickup in the category, including the new Honda Ridgeline. So how does the new top luxury model stack up to the field?

Exterior and Styling

The changes that make the Canyon into a Denali are subtle, maybe too subtle. The idea behind the full-size GMC Yukon Denali SUV always has been to provide Cadillac Escalade levels of luxury without the ostentatious styling and exorbitant price. That philosophy carries over here, with the GMC Canyon Denali receiving a chrome grille and tubular side steps, unique wheels and a standard spray-in bedliner. If you aren’t paying close attention to the grille, you wouldn’t know that this is anything other than a nice Canyon; the Denali chrome additions aren’t all that extraordinary. It’s still a very good looking truck, but it merely looks a little different from the SLT trim, not more luxurious or expensive.

How It Drives

The 3.6-liter V-6 engine powering the 2017 GMC Canyon is actually different from the 3.6-liter under the hood of the 2016, though it has the same displacement and similar output and fuel economy. The engine is a version of the one that debuted in the new Camaro. Suffice it to say that it behaves like the old one, with smoothness and power that’s welcome, and missing from some competitors such as the V-6 in the Toyota Tacoma. The engine gains 3 horsepower over the 2016 model, bringing it to 308 hp, and ups torque by 6 pounds-feet for 275 pounds-feet. It also adds variable valve timing, cylinder deactivation and a few other refinements that you’ll likely never notice. Unlike the Camaro, it does not feature a stop-start function.

More notable is the addition of the new eight-speed automatic, which is geared differently from the old six-speed and brings a newfound sprightliness to the Canyon’s performance. The GMC Canyon feels quicker off the line, more eager to pass on the highway and just more responsive in general. On the highway, those two extra gears enable the Canyon to cruise more quietly, with the engine ticking over at just about 1,200-1,300 rpm, enabling a calm and relatively noise-free cruising speed. There’s more wind noise than engine noise at speed, and the same civilized, well-damped, comfortable ride that we remember from other models remains.

Fuel economy is the big question with this new 3.6-liter motor and eight-speed automatic, and turning to the EPA for answers isn’t going to help: The agency changed the test methodology from 2016 to 2017, so it appears as if the Canyon lost 1 mpg in its combined ratings. GM also says that it’s retuned the overall powertrain combination for better drivability, which can sometimes impinge on overall fuel economy (It’s a balance, after all). Thankfully, we did real-world fuel economy testing with the ’16 back in our 2016 Midsize Pickup Challenge, where the ’16 GMC Canyon SLE turned in a 22.0-mpg average over a 165-mile loop of mixed city and highway driving. That same loop run with the ’17 Canyon Denali in nearly identical conditions turned in an observed 20.5-mpg performance.

This worse performance may be due to the additional weight the GMC Canyon Denali carries over the SLE — the ’16 SLE crew cab 4×4 short bed weighed an observed 4,440 pounds, while the ’17 Denali tipped the local scales at 4,620 pounds. It could be due to a different final gearing or the different engine tuning that makes the 2017 Canyon more fun and responsive to drive. Still, with the powertrain changes, I expected the GMC Canyon Denali to turn in a better fuel-economy performance than it did. If fuel economy is important to you, perhaps the 2.8-liter Duramax diesel engine would be a better option — I recorded an observed 28.8 mpg in that configuration in 2016.

Interior

The Denali line is supposed to be the top luxury trim for the GMC brand, but the Canyon version doesn’t feel any more luxurious than the SLT I tested a few months prior or all that different from the SLE I drove not long before that. This could be because there isn’t all that much that’s different inside — GMC has added a leather interior in Jet Black with heated and ventilated seats (exclusive to the Denali trim), some unique dashboard trim, and Denali logo sill plates and floormats. The rest of the Denali goodies come in the form of equipment that can be had as options on lesser trims but are standard at this level, such as a heated steering wheel, a navigation system with an 8-inch touchscreen, automatic climate control, Bose audio system and more. It’s nice, but it’s not special.

Like the rest of the Canyon range, the GMC Canyon Denali is comfortable and well-appointed, with decent interior materials quality and excellent outward visibility. The front seats are supportive and properly adjustable, but legroom is still a bit tight in the backseat. This isn’t a full-size pickup, despite it being within a few inches of full-size pickups from the 1990s. Headroom is plentiful, unlike in the Tacoma, and there’s plenty of width in the cabin, unlike in the Nissan Frontier. You could use a Canyon as a daily driver without any compromise in comfort, making it somewhat of a more sensible choice than the larger Sierra for a weekend-warrior pickup buyer.

Ergonomics and Electronics

The Denali trim comes standard with the 8-inch touchscreen and GMC’s IntelliLink multimedia system. Navigation is also part of the package. It’s an intuitive, easy-to-use system that works quickly and features voice controls that are also without fault. If you prefer a more standardized system, the screen can instead employ Apple CarPlay or Android Auto for fans of those systems. The standard IntelliLink system is considerably more user-friendly than the Toyota Entune system, and at least two generations newer than the ancient system Nissan employs in the equally ancient Frontier.

The gauges in front of the driver are clear, bright and easily legible, while an electronic information screen resides between them that offers all kinds of extra info, controlled by two five-way switches on the steering wheel. The Denali trim comes pretty much loaded with everything you could possibly specify on the Canyon options sheet, including a heated steering wheel and two USB ports up front for personal device connectivity. Onboard 4G LTE Wi-Fi is also standard on the Denali trim.

Cargo and Towing

I didn’t do any towing with this version of the new Canyon, so we’ll have to wait for a later report on how the new eight-speed automatic does with a load behind the bumper. The new V-6 and eight-speed keeps the tow rating of the old model, however, enabling the Canyon Denali to drag a trailer of up to 7,000 pounds (if you want more, opt for the 2.8-liter turbocharged four-cylinder Duramax diesel, which will get you 7,700 pounds). In terms of cargo, you’re presented with two potential bed lengths for the Canyon (5-foot or 6-foot), and the Denali trim can be had with either of them.

In the cabin, there are plenty of storage cubbies and places to stash electronics, knickknacks, tissue boxes or burger wrappers. The rear seats also fold up to allow for more bulky items to be placed behind the front seats if you’re carrying something that you don’t want to leave exposed to the elements.

Safety

Pickup trucks can be problematic when it comes to crash safety. The Insurance Institute for Highway Safety has rated the Canyon crew cab as good (out of a possible good, acceptable, fair or poor) in the moderate front overlap test, and rates its front crash prevention as basic (out of a possible not available, basic, advanced or superior) thanks to its available forward collision warning system (standard on Denali) but no automatic emergency braking. But something the IIHS has noted is the headlight performance rating, which it says is poor — actually some of the worst headlights on the market in terms of illumination and distance. Note that all models in the IIHS’ small pickups class carry poor headlight ratings and similarly haven’t been subjected to the full suite of crash tests. The Ridgeline, which IIHS classifies as a full-size truck, boasts the best ratings across the board in this comprehensively tested class.

The National Highway Safety Administration gives the Canyon four stars overall, with four stars in frontal crash performance, five stars for side impact and only three stars in rollover testing. The Colorado 4×2 and 4×4 along with the Frontier 4×2 rate three stars for rollovers, while the Frontier 4×4 rates four stars, as do the Tacoma and Ridgeline.

Unlike other traditional mid-size pickups, the Canyon has a few optional electronic safety systems that set it apart. The Canyon Denali comes with class-exclusive forward collision warning and lane departure warning, but it still lacks a blind spot monitor or parking sensors, features available on the Ridgeline. 

Value in Its Class

The Denali version of the GMC Canyon pretty much comes loaded, starting at $43,815 (all prices include destination) for my short-box 4×4 model. My single option was slate gray metallic paint for $395, bringing the grand total to $44,210. You can specify other configurations for the Denali, such as the long box or diesel engine, or skip the four-wheel drive and stick with rear-wheel drive. Add it all up, and you can easily top fifty grand for one if you start adding accessories such as bed extenders and tonneau covers.

The competing mid-size pickups also have luxurious trim levels, with the Ridgeline’s top Black Edition starting at a comparable $43,910 and coming just as loaded as a Denali. It features full-time all-wheel drive with a front-wheel bias, based as it is on a modified Honda Pilot SUV platform. It doesn’t have quite the carrying capacity or off-road ability of the more true-to-form pickup, but it does come with some novel features such as a bed that turns into a huge reverberating speaker and a lockable bed “trunk.” The Tacoma also has a luxury-minded Limited model starting at $39,955 for a double cab 4×4 model, but the Tacoma’s anemic V-6 and cramped interior are what kept it from being more competitive in our last big Challenge. Compare all four models here.

At the end of the day, GMC has created another version of the Canyon, but not one that’s appreciably better than the SLT or SLE trims. With the new powertrain available across the range, the only reason to opt for the Canyon Denali is for the minor styling or all-inclusive option packaging.

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.

Detroit Bureau Chief
Aaron Bragman

Detroit Bureau Chief Aaron Bragman has had over 25 years of experience in the auto industry as a journalist, analyst, purchasing agent and program manager. Bragman grew up around his father’s classic Triumph sports cars (which were all sold and gone when he turned 16, much to his frustration) and comes from a Detroit family where cars put food on tables as much as smiles on faces. Today, he’s a member of the Automotive Press Association and the Midwest Automotive Media Association. His pronouns are he/him, but his adjectives are fat/sassy.

2017 GMC Canyon review: Our expert's take
By Aaron Bragman

The rebirth of the Chevrolet Colorado and GMC Canyon has been a boon to GM pickup truck sales, adding volume and customers to the truck side of the showroom as gasoline remains cheap and plentiful. Now entering its third model year, the Canyon gains two things: a Denali top trim level and a new eight-speed automatic transmission.

Before the Denali showed up, the fanciest Canyon you could get was the SLT model, which I drove in diesel form in the summer of 2016 to pull a 22-foot Airstream trailer. An SLE model won our 2016 Midsize Pickup Challenge, besting every other mid-size pickup in the category, including the new Honda Ridgeline. So how does the new top luxury model stack up to the field?

Exterior and Styling

The changes that make the Canyon into a Denali are subtle, maybe too subtle. The idea behind the full-size GMC Yukon Denali SUV always has been to provide Cadillac Escalade levels of luxury without the ostentatious styling and exorbitant price. That philosophy carries over here, with the GMC Canyon Denali receiving a chrome grille and tubular side steps, unique wheels and a standard spray-in bedliner. If you aren’t paying close attention to the grille, you wouldn’t know that this is anything other than a nice Canyon; the Denali chrome additions aren’t all that extraordinary. It’s still a very good looking truck, but it merely looks a little different from the SLT trim, not more luxurious or expensive.

How It Drives

The 3.6-liter V-6 engine powering the 2017 GMC Canyon is actually different from the 3.6-liter under the hood of the 2016, though it has the same displacement and similar output and fuel economy. The engine is a version of the one that debuted in the new Camaro. Suffice it to say that it behaves like the old one, with smoothness and power that’s welcome, and missing from some competitors such as the V-6 in the Toyota Tacoma. The engine gains 3 horsepower over the 2016 model, bringing it to 308 hp, and ups torque by 6 pounds-feet for 275 pounds-feet. It also adds variable valve timing, cylinder deactivation and a few other refinements that you’ll likely never notice. Unlike the Camaro, it does not feature a stop-start function.

More notable is the addition of the new eight-speed automatic, which is geared differently from the old six-speed and brings a newfound sprightliness to the Canyon’s performance. The GMC Canyon feels quicker off the line, more eager to pass on the highway and just more responsive in general. On the highway, those two extra gears enable the Canyon to cruise more quietly, with the engine ticking over at just about 1,200-1,300 rpm, enabling a calm and relatively noise-free cruising speed. There’s more wind noise than engine noise at speed, and the same civilized, well-damped, comfortable ride that we remember from other models remains.

Fuel economy is the big question with this new 3.6-liter motor and eight-speed automatic, and turning to the EPA for answers isn’t going to help: The agency changed the test methodology from 2016 to 2017, so it appears as if the Canyon lost 1 mpg in its combined ratings. GM also says that it’s retuned the overall powertrain combination for better drivability, which can sometimes impinge on overall fuel economy (It’s a balance, after all). Thankfully, we did real-world fuel economy testing with the ’16 back in our 2016 Midsize Pickup Challenge, where the ’16 GMC Canyon SLE turned in a 22.0-mpg average over a 165-mile loop of mixed city and highway driving. That same loop run with the ’17 Canyon Denali in nearly identical conditions turned in an observed 20.5-mpg performance.

This worse performance may be due to the additional weight the GMC Canyon Denali carries over the SLE — the ’16 SLE crew cab 4×4 short bed weighed an observed 4,440 pounds, while the ’17 Denali tipped the local scales at 4,620 pounds. It could be due to a different final gearing or the different engine tuning that makes the 2017 Canyon more fun and responsive to drive. Still, with the powertrain changes, I expected the GMC Canyon Denali to turn in a better fuel-economy performance than it did. If fuel economy is important to you, perhaps the 2.8-liter Duramax diesel engine would be a better option — I recorded an observed 28.8 mpg in that configuration in 2016.

Interior

The Denali line is supposed to be the top luxury trim for the GMC brand, but the Canyon version doesn’t feel any more luxurious than the SLT I tested a few months prior or all that different from the SLE I drove not long before that. This could be because there isn’t all that much that’s different inside — GMC has added a leather interior in Jet Black with heated and ventilated seats (exclusive to the Denali trim), some unique dashboard trim, and Denali logo sill plates and floormats. The rest of the Denali goodies come in the form of equipment that can be had as options on lesser trims but are standard at this level, such as a heated steering wheel, a navigation system with an 8-inch touchscreen, automatic climate control, Bose audio system and more. It’s nice, but it’s not special.

Like the rest of the Canyon range, the GMC Canyon Denali is comfortable and well-appointed, with decent interior materials quality and excellent outward visibility. The front seats are supportive and properly adjustable, but legroom is still a bit tight in the backseat. This isn’t a full-size pickup, despite it being within a few inches of full-size pickups from the 1990s. Headroom is plentiful, unlike in the Tacoma, and there’s plenty of width in the cabin, unlike in the Nissan Frontier. You could use a Canyon as a daily driver without any compromise in comfort, making it somewhat of a more sensible choice than the larger Sierra for a weekend-warrior pickup buyer.

Ergonomics and Electronics

The Denali trim comes standard with the 8-inch touchscreen and GMC’s IntelliLink multimedia system. Navigation is also part of the package. It’s an intuitive, easy-to-use system that works quickly and features voice controls that are also without fault. If you prefer a more standardized system, the screen can instead employ Apple CarPlay or Android Auto for fans of those systems. The standard IntelliLink system is considerably more user-friendly than the Toyota Entune system, and at least two generations newer than the ancient system Nissan employs in the equally ancient Frontier.

The gauges in front of the driver are clear, bright and easily legible, while an electronic information screen resides between them that offers all kinds of extra info, controlled by two five-way switches on the steering wheel. The Denali trim comes pretty much loaded with everything you could possibly specify on the Canyon options sheet, including a heated steering wheel and two USB ports up front for personal device connectivity. Onboard 4G LTE Wi-Fi is also standard on the Denali trim.

Cargo and Towing

I didn’t do any towing with this version of the new Canyon, so we’ll have to wait for a later report on how the new eight-speed automatic does with a load behind the bumper. The new V-6 and eight-speed keeps the tow rating of the old model, however, enabling the Canyon Denali to drag a trailer of up to 7,000 pounds (if you want more, opt for the 2.8-liter turbocharged four-cylinder Duramax diesel, which will get you 7,700 pounds). In terms of cargo, you’re presented with two potential bed lengths for the Canyon (5-foot or 6-foot), and the Denali trim can be had with either of them.

In the cabin, there are plenty of storage cubbies and places to stash electronics, knickknacks, tissue boxes or burger wrappers. The rear seats also fold up to allow for more bulky items to be placed behind the front seats if you’re carrying something that you don’t want to leave exposed to the elements.

Safety

Pickup trucks can be problematic when it comes to crash safety. The Insurance Institute for Highway Safety has rated the Canyon crew cab as good (out of a possible good, acceptable, fair or poor) in the moderate front overlap test, and rates its front crash prevention as basic (out of a possible not available, basic, advanced or superior) thanks to its available forward collision warning system (standard on Denali) but no automatic emergency braking. But something the IIHS has noted is the headlight performance rating, which it says is poor — actually some of the worst headlights on the market in terms of illumination and distance. Note that all models in the IIHS’ small pickups class carry poor headlight ratings and similarly haven’t been subjected to the full suite of crash tests. The Ridgeline, which IIHS classifies as a full-size truck, boasts the best ratings across the board in this comprehensively tested class.

The National Highway Safety Administration gives the Canyon four stars overall, with four stars in frontal crash performance, five stars for side impact and only three stars in rollover testing. The Colorado 4×2 and 4×4 along with the Frontier 4×2 rate three stars for rollovers, while the Frontier 4×4 rates four stars, as do the Tacoma and Ridgeline.

Unlike other traditional mid-size pickups, the Canyon has a few optional electronic safety systems that set it apart. The Canyon Denali comes with class-exclusive forward collision warning and lane departure warning, but it still lacks a blind spot monitor or parking sensors, features available on the Ridgeline. 

Value in Its Class

The Denali version of the GMC Canyon pretty much comes loaded, starting at $43,815 (all prices include destination) for my short-box 4×4 model. My single option was slate gray metallic paint for $395, bringing the grand total to $44,210. You can specify other configurations for the Denali, such as the long box or diesel engine, or skip the four-wheel drive and stick with rear-wheel drive. Add it all up, and you can easily top fifty grand for one if you start adding accessories such as bed extenders and tonneau covers.

The competing mid-size pickups also have luxurious trim levels, with the Ridgeline’s top Black Edition starting at a comparable $43,910 and coming just as loaded as a Denali. It features full-time all-wheel drive with a front-wheel bias, based as it is on a modified Honda Pilot SUV platform. It doesn’t have quite the carrying capacity or off-road ability of the more true-to-form pickup, but it does come with some novel features such as a bed that turns into a huge reverberating speaker and a lockable bed “trunk.” The Tacoma also has a luxury-minded Limited model starting at $39,955 for a double cab 4×4 model, but the Tacoma’s anemic V-6 and cramped interior are what kept it from being more competitive in our last big Challenge. Compare all four models here.

At the end of the day, GMC has created another version of the Canyon, but not one that’s appreciably better than the SLT or SLE trims. With the new powertrain available across the range, the only reason to opt for the Canyon Denali is for the minor styling or all-inclusive option packaging.

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.

Available cars near you

Safety review

Based on the 2017 GMC Canyon base trim
NHTSA crash test and rollover ratings, scored out of 5.
Overall rating
4/5
Combined side rating front seat
5/5
Combined side rating rear seat
5/5
Frontal barrier crash rating driver
5/5
Frontal barrier crash rating passenger
4/5
Overall frontal barrier crash rating
4/5
Overall side crash rating
5/5
Rollover rating
3/5
Side barrier rating
5/5
Side barrier rating driver
5/5
Side barrier rating passenger rear seat
5/5
Side pole rating driver front seat
5/5
22.0%
Risk of rollover
Side barrier rating driver
5/5
Side barrier rating passenger rear seat
5/5
Side pole rating driver front seat
5/5
22.0%
Risk of rollover

Factory warranties

New car program benefits

Basic
3 years / 36,000 miles
Corrosion
3 years / 36,000 miles
Powertrain
5 years / 60,000 miles
Maintenance
2 years / 24,000 miles
Roadside Assistance
5 years / 60,000 miles

Certified Pre-Owned program benefits

Age / mileage
5 model years or newer / up to 75,000 miles
Basic
12 months / 12,000 miles bumper-to-bumper original warranty, then may continue to 6 years / 100,000 miles limited (depending on variables)
Dealer certification
172-point inspection

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Consumer reviews

4.6 / 5
Based on 88 reviews
Write a review
Comfort 4.7
Interior 4.6
Performance 4.6
Value 4.3
Exterior 4.7
Reliability 4.5

Most recent

Transmission problems.

Transmission problems. GMC knows about it and will do nothing about it. Read other reviews with all problems. Hesitate, slow to find gear first to second. Reverse slow to go in. Jerks going into gear.
  • Does not recommend this car
Comfort 4.0
Interior 4.0
Performance 3.0
Value 3.0
Exterior 3.0
Reliability 3.0
7 people out of 7 found this review helpful. Did you?
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Transmission issues on GMC Canyon- do not buy

Have a 2017 GMC Canyon ans have had constant transmission problems. Nothing has fixed it and now we will have to replace the entire transmission. Do not buy this truck, you will only have constant issues.
  • Purchased a Used car
  • Used for Transporting family
  • Does not recommend this car
Comfort 4.0
Interior 4.0
Performance 2.0
Value 2.0
Exterior 4.0
Reliability 1.0
21 people out of 23 found this review helpful. Did you?
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FAQ

What trim levels are available for the 2017 GMC Canyon?

The 2017 GMC Canyon is available in 9 trim levels:

  • 2WD (3 styles)
  • 2WD Denali (2 styles)
  • 2WD SL (1 style)
  • 2WD SLE (3 styles)
  • 2WD SLT (3 styles)
  • 4WD (1 style)
  • 4WD Denali (2 styles)
  • 4WD SLE (3 styles)
  • 4WD SLT (3 styles)

What is the MPG of the 2017 GMC Canyon?

The 2017 GMC Canyon offers up to 19 MPG in city driving and 26 MPG on the highway. These figures are based on EPA mileage ratings and are for comparison purposes only. The actual mileage will vary depending on vehicle options, trim level, driving conditions, driving habits, vehicle maintenance, and other factors.

What are some similar vehicles and competitors of the 2017 GMC Canyon?

The 2017 GMC Canyon compares to and/or competes against the following vehicles:

Is the 2017 GMC Canyon reliable?

The 2017 GMC Canyon has an average reliability rating of 4.5 out of 5 according to cars.com consumers. Find real-world reliability insights within consumer reviews from 2017 GMC Canyon owners.

Is the 2017 GMC Canyon a good Truck?

Below are the cars.com consumers ratings for the 2017 GMC Canyon. 92.0% of drivers recommend this vehicle.

4.6 / 5
Based on 88 reviews
  • Comfort: 4.7
  • Interior: 4.6
  • Performance: 4.6
  • Value: 4.3
  • Exterior: 4.7
  • Reliability: 4.5

GMC Canyon history

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