I bought my 2015 GMC Canyon, ext cab WT in Nov ?15 with only 600 miles on the clock. Even though it is the WT version it?s the upgraded version with power windows, locks, remote, air and the V6 complete with the tow package capable of towing 7,000 lbs. The 2nd Gen truck looks awesome and great looking inside and out but that?s where it ends. I?ll admit that the engine is very powerful but the transmission and computer is the weakest link. It?s not a pleasure to drive. Example: driving on the highway, anything between 55 up to 70 and then needing to slow down and then pick back up on speed it starts to chug and surge like it?s struggling for the gear or running out of gas. It does the same thing when trying to climb a hill or going around a corner. I?ve had it into the dealership twice, had the computer upgraded and talked with them several times on the phone but they still don?t have a fix. I would have gladly exchange the 22+ MPG for 17 or 18 MPG to have it shift right. I would not recommend this truck. As of today of writing this, it only has 10,000 miles on it and I?m still not happy so I?m trading it in for a Jeep G.C. This was my first GMC and I was very disappointed and will never get another GMC again.
The vehicle looks nice all around. It doesn't seat well for tall people - I'm 6'4". I've adjusted the seating and still have issues. The top of the seat pushes my upper back forward and causes me to slouch forward after prolonged sitting (greater than 20 minutes); this causes neck pain. Also, there have been 5 (maybe 6) recalls on the vehicle since I bought it in February of 2015. I'm thinking about selling it and getting a truck that doesn't have so many issues with better seats. Update 05/16/17: The truck had more than 8 paint chips around the entire body. After doing some research I learned that GM vehicles (GMC, Chevy, Buick, etc.) have a history of paint chipping issues. Apparently, the primer GM uses is the problem. Regardless, my truck was still under the bumper to bumper warranty and it would have been a prolonged source of frustration and anxiety to get it taken care of to my (the customer) liking. GM only had one representative for my entire state (Maryland) so my situation worse. In December of 2016, I ended up trading in my truck for an F150: I took a hit financially but it was worth it. I won't buy another GM manufactured vehicle again and I will warn the people I know who are considering buying one about paint chipping issues.
I have had my 2015 Canyon for over 2 years and just crossed over the 60,000 mile threshold. Overall I like the truck: good gas mileage for a 6-cylinder truck, handles well, brakes work very well, and no major maintenance issues. The main issue I have with the truck has to do with the technology, namely the navigation system and the entertainment system. First the navigation system. I won't say it's completely useless, but with the so-called "voice control", it's pretty close to useless. I've tried everything to get the voice recognition system to work more than occasionally but to no avail. And, no, I do not have an accent. Yes, I do speak slowly and clearly. Still, it hardly works. This is an added problem since the manual destination choices available on the touch screen are limited to a single page while the vehicle is moving. This is supposedly a safety feature. Interesting, since I can scroll through pages of station choices on the Sirius XM menu with no problem. Apparently, finding "Beatles Radio" or a particular NFL game while hurtling down the highway at 70 MPH is safe, but trying to find a destination while moving is not? And the biggest gripe on the NAV system is the updates. GM wants you to shell out over $100 to get updated maps. My portable Garmin offered lifetime updates for the cost of the unit. C'mon GM...seriously? If someone drops $35,000+ on a vehicle it doesn't seem unreasonable to include map updates with the cost of the vehicle. Second there is the menu to "save" favorites. It's set up on 3 pages....smaller icons on one page would be preferable, especially given the concern for "safety" on the aforementioned navigation system. Just not very user friendly.
Chrome Tubular Assist Steps ($725), Premium Bose Audio ($500), Navigation ($495 -- includes 8-inch touchscreen with IntelliLink), Driver Alert Package ($395 -- includes forward collision alert, lane departure warning), 3.42 rear axle ratio (included)
Naturally aspirated, direct-injected V6, gasoline
DOHC, 4 valves per cylinder, variable intake + exhaust-valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
305 @ 6,800
Torque (lb-ft @ rpm)
269 @ 4,000
Six-speed automatic with console shifter and shifter-mounted button
Transmission and axle ratios (x:1)
This V6 makes good power right off the line, and power stays consistently strong all the way up to its 6,500-6,700-rpm shift point (depending on gear). It's not the smoothest V6 ever, nor the nicest-sounding. Upshifts aren't overly quick, and the 2-3 shift is surprisingly abrupt. Turning off traction control improved the 0-60 time by an immediate 0.2 second, but for no apparent reason, as it didn't get any wheelspin. Using our power-braking method (overlapping throttle and brake pedals at the line to lift revs before launch, to about 2,000 rpm) had zero effect on times. What did improve the time was by using the manual-shifting mode, via the rocker switch on the console shift lever. Doing this allowed us to raise the shift points closer to the truck's 7,000-rpm rev limiter. It does hold gears to the rev limiter in manual mode, and it blips the throttle on manual downshifts.
Overall pretty decent braking abilities. The brake pedal exhibited quite a firm feel on the first three stops, with a surprisingly short amount of pedal travel, too. By stop four it showed a bit of pedal fade, with the pedal feeling softer and traveling a bit farther to the floor. By stop five there was a decent amount, the pedal going farther still and an even more spongy feel. Still, not horrible for a pickup. Stability and resistance to side squirm were excellent. The first stop was the shortest at 124 feet, with the fifth and final stop the longest at 132 feet.
Slalom: For a beefy small truck, the handling is actually not too bad. The steering is pretty quick and turns in nicely, although there isn't much in the way of feel or feedback to the driver. Also, there's an odd sensation from the steering after you turn hard one way, and then turn back the other way, like a resistance, but more than should be there. Not a huge deal. Otherwise, stable, confident handling manners, especially since the stability control can't be fully defeated. It's always on to some extent, adding some brakes to appropriate wheels, making sure the truck never gets fully out of shape. Thanks to the plentiful suspension travel there's a fair amount of lean/body roll, but it's not excessive. Skid pad: This was pretty much simply an exercise in outright tire grip and stability control leniency, or lack thereof. This steady-state cornering exercise also showed that ESC On and ESC "off" or "dynamic," were pretty much the same thing. The system drastically cuts the throttle to the point that you can floor the gas pedal and it still stays on course. Again, not much in the way of steering feel, just considerable body roll and tires rolling over on their sidewalls.