2027 GMC Canyon First Drive Review: Small Changes, Big Power

More power and Baja mode make the Canyon a lot more interesting to drive

written by Reese Counts
edited by Steven Ewing
9/25/2026
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What's new: The $41,295 GMC Canyon midsize pickup truck gets a handful of updates for 2027, most notably a 350-horsepower engine in all models.
Why it matters: This is one of the most powerful four-cylinder engines you'll find in any vehicle today, and it gives the Canyon a major advantage over rivals like the Ford Ranger and Toyota Tacoma.
Edmunds says: While the updates don't address all of our complaints with GMC's smallest truck, extra horsepower is never a bad thing.

— Milford, Michigan

It's been a few years since the third-generation GMC Canyon went on sale, so General Motors has smartly crafted a few updates for the 2027 model. While the list of changes is small, the Canyon follows the same trend as its larger siblings, the Sierra 1500 and Sierra HD: The Canyon's engine gets a bit more grunt, and a new drive mode in the AT4 and AT4X off-road models makes it even more capable than ever. GMC flew me out to General Motors' Milford Proving Grounds in Michigan to drive the new Canyon, and while I don't think the changes are enough to move the needle against midsize trucks like the Ford Ranger and Toyota Tacoma, the Canyon's updates definitely make it better in a few key ways.

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A big bump for 2027

For 2027, the Canyon and its corporate twin, the Chevrolet Colorado, get an updated version of GM's 2.7-liter four-cylinder engine. With 350 horsepower and 450 lb-ft of torque in every model, GM's midsize twins now offer more power than the standard engine in every rival, including the Ranger and Tacoma, as well as trucks like the Honda Ridgeline, Jeep Gladiator and Nissan Frontier. In fact, only the Toyota Tacoma offers an engine with more torque, and it's a hybrid. The Ford Ranger Raptor offers more horsepower, but it needs two extra cylinders to get there.

The Canyon still uses an eight-speed automatic, and while there have been no changes to the transmission itself, GMC gave its midsize truck a few extra tricks to improve its performance. The Canyon now has a new Baja mode that includes launch control, which fixes one of my biggest complaints about this truck. Looking back at my old test notes, I see the phrases "the Canyon isn't particularly eager to accelerate" and "loses some steam."

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Baja mode adjusts the traction and stability control, loosening the aid's grip and changing the point at which the computers intervene. It also forces the transmission to stay in gears longer, helping the truck feel more responsive and keeping the turbo spooled up and the engine in the middle of the powerband.

At no point during my time behind the wheel was I on a paved surface, so we'll have to bring the updated Canyon to the Edmunds test track and get it on real roads for a final evaluation. My drive time was limited to a short off-road loop that required ground clearance and little else to maneuver. (I kept it in two-wheel drive for most of my laps.) That said, I could certainly feel a difference, especially on the gravel areas where you could really get the truck to slide a little. You certainly notice the grunt in the updated model.

Mostly the same, for better or worse

The rest of the Canyon remains mostly unchanged. A new 5G Wi-Fi hotspot is nice, but other updates are limited to new paint colors and wheel options. I wish GM had addressed some of my complaints with the Canyon's interior, mostly its lack of small-item storage compared to rival trucks.

Like before, the Canyon is available in four trim levels: Elevation, AT4, Denali and AT4X. Prices for a base two-wheel-drive Elevation start at $41,295. Four-wheel drive is a $3,300 option on the Elevation and standard on every other trim. The AT4X model I was driving starts at $59,695. That makes the Canyon one of the most expensive trucks in the segment, though a relatively premium interior and a decent list of standard and available features help offset the price. For reference, the Tacoma and Ranger both start below $35,000, and a base Colorado isn't far off.

Overall, the Canyon remains a solid — if a bit expensive — midsize truck. It's comfortable, well appointed and offers solid capability, all in a package that's much easier to drive than a full-size truck. More power is rarely a bad thing, and the extra drive modes are genuinely useful. While the Canyon's 2027 model year update didn't go as far as I'd hoped, it's nevertheless a step in the right direction.

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by Reese Counts

Reese Counts has worked in the automotive industry since he started as an intern at Edmunds in 2015. He has written or edited thousands of car-related articles and tested and reviewed hundreds of vehicles over the course of his career. Reese is a vehicle test editor at Edmunds and has also contributed to Autoblog. Reese has also been featured on Yahoo! Finance, Engadget and AOL reviewing cars and covering automotive technology, auto shows and more. Reese learned to drive in his father's C4 Chevrolet Corvette and now owns his grandfather's 1999 Mercedes-Benz C43 AMG. A love for cars runs deep in his family.

edited by Steven Ewing

Steven Ewing is Edmunds' director of editorial content. An automotive journalist for more than half of his life, Ewing's been on staff at Winding Road magazine, Autoblog, Motor1.com, CNET, and he was the U.S. correspondent for Top Gear magazine. He's also contributed to publications like Automobile magazine, Car and Driver, The Drive, Jalopnik, Porsche Panorama, and more. Ewing has worked in the automotive industry since 2003. From testing prototype cars in the Arctic Circle to spilling a beer on a Formula 1 driver at the 24 Hours of Le Mans (oops), he's always got an interesting story to tell.

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