Switched from a full sized Silverado with no regrets. Although I have only driven it 400 miles, I know it was the right choice. It is comfortable, quiet, and reasonably appointed.The box is a bit narrower (about 6in), but with the 6.2 ft box, you can still haul quite a bit of stuff. The V-6 is strong, but a bit loud when pushed. I got just over 25mpg on the my first extended highway trip driving at speeds of 70-78mph which was quite impressive for me. The pricing is also quite competitive, and you can get a very well equipped truck around 30K, my sweet spot. I will update once I get more miles on the truck if my opinion changes as I get more miles on it. 02/01/17 - After 42,000 miles on my Canyon, I am still in love with it, it has proven to be a great truck and I plan to drive it at least another 40,000 miles before trading it off.
... to the mid size truck market. Have had my 2015 Canyon 4 x 4 SLT about 2 months now. Have used it mostly for city driving other than a 1500 mile trip to Northern CA and Northern NV. Averaged 23.9 during the trip and averaging 20.2 overall. Very comfortable for long trips, smooth ride for a 4 x 4. Controls user friendly, and thank you GM for making a nav system that can be used by a passenger while driving. My RAM 3500 and Jeep GC had nav systems that were unable to use during vehicle movement. Great looking truck and no issues thus far.
I still love my Canyon ! My gas mileage is better that I expected over all. I get average of 21 city with road trip mileage around 26. Biggest problem seems to be the electronics. I had a major component failure that resulted in zero control of heating or AC. Heat was fully on crossing the Mojave desert with 105 out side temps. Dealer kept truck for three days waiting on parts from GM. Now I see a major recall for same problem nationally. I am about ready to take in for another replacement of shifting control switch in shifter. No manual control any more. Driver window control also acting up and will have it checked. Think it is the switch.
I've owned this truck for 6 months and I am very happy with my purchase. I use it as my daily driver because it's comfortable, quiet, has decent gas mileage (21mpg), and also has power when I need it. The exterior looks great and the inside has more than enough room for my wife and 2 kids. I've had no major issues with the truck. So far SO good! Update: 11/15/16... So far SO good!
Lot's to like about this truck. Comfortable and quiet overall. It has got a lot of towing power and payload capacity with great gas mileage. More city driving than highway but overall 20.7 mpg on regular gas. Good acceleration. Really like the backup camera. The interior does have a lot of hard plastic so change tends to rattle. The seats feel good and firm on long trips and the road and wind noise level is very good (quiet). The problem is that the steering wheel rattles and the dealer has been instructed not to fix it. This is a problem with both the Canyon and Colorado models and is noted in the GMC technical Document ID: 4089969 dated in February 2015 . Very annoying with the quiet interior. Other small interior problems were fixed by the dealer but this one instructs them to wait until GMC defines a fix. A bad mark on an otherwise nice truck.
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.