Overview

What's New for 2025

The 2025 GMC Canyon is technically available in three trims: Elevation, AT4, and Denali. There are also the AT4X and AT4X AEV Edition, but GMC made them packages this year rather than separate trim levels. Every Canyon has the same 2.7-liter turbocharged four-cylinder engine, eight-speed automatic and body combination of crew cab and short bed. Only the Elevation offers a choice of rear- and four-wheel drive; all others are 4x4 only.

The Elevation is the popular trim level, though we would first recommend the AT4. Its luxurious interior sets it apart from its Chevrolet Colorado Z71 counterpart as well as rival off-road-oriented trucks. Basically, it’s something distinctive, providing the clearest reason to pick a Canyon over something else.

Elevation

The Elevation ($39,995) comes with a 2.7-liter four-cylinder turbocharged engine with an eight-speed automatic transmission, drive mode selector, crew cab with a short bed, rear-wheel drive, an off-road suspension and a trailering package. Standard safety technology includes forward-collision warning, automatic emergency braking, a following distance indicator, lane-departure warning, lane-keeping assist, blind-spot and rear cross-traffic warning, rear parking sensors. There are plenty of additional standard features as well, such as 18-inch aluminum wheels, all-terrain tires, automatic LED headlights and taillights, rear bumper corner step, a six-way manually adjustable driver's seat, cloth upholstery, a sliding rear window, an 11-inch instrument panel, an 11.3-inch infotainment touchscreen, and wireless Apple CarPlay and Android Auto.

Options include a single-speed four-wheel-drive system, remote start, a manual tilt-and-telescoping steering column, CoreTec simulated leather upholstery, heated front seats, dual-zone climate control, and more.

AT4

The ($47,295) AT4 builds on the Elevation trim with off-roading upgrades, extra feature content and a more premium Jet Black/Timber interior color combination. Functional upgrades include a two-speed four-wheel-drive system with all-wheel drive, automatic locking rear differential, hill-descent control, drive mode selector, red recovery hooks, 120-volt power in the pickup bed, 18-inch dark gray machine-finish alloy wheels, LED fog lights, and a locking tailgate with a storage compartment. Inside, there’s an eight-way power-adjustable driver's seat with power lumbar settings, dual-zone climate control, heated front seats, dual interior reading lights, a tilt-and-telescoping steering column, rear USB ports, remote express down on all windows, remote start, and cloth/CoreTec seats.

Options include a skid plate package, underbody cameras, leather seats, front-seat memory settings, a power-adjustable passenger seat, ventilated front seats, and more.

Building upon the AT4 are two hardcore off-roading packages that were previously stand-alone trims.

The AT4X package comes with most of the off-road, tech, and safety equipment from the AT4 and many of the luxury touches from the Denali. Specific to the AT4X model is a 3-inch lifted suspension with increased wheel travel, ultra-wide stance, and special Multimatic DSSV dampers. There are electronic locking front and rear differentials, 17-inch wheels, 33-inch tires, and a 220-amp alternator. It is the more luxurious answer to the Chevrolet Colorado ZR2.

The AT4X AEV Edition package then builds upon all that with a range of features designed to handle even more extreme off-road situations. Built in partnership with American Expedition Vehicles, the AT4X AEV Edition adds an updated front fascia with larger fender flares, 35-inch Goodyear Wrangler Territory MT tires, a 4.5-inch lift kit, heavy-duty bumpers and skid plates, and exclusive beadlock-capable Salta wheels. It is the GMC answer to the Chevrolet Colorado ZR2 Bison.

Denali

The ($53,595) Denali is not only the most luxurious Canyon, but really the only luxury midsize truck (unless you count the Rivian R1T). It builds upon the AT4’s extra interior niceties with black tow hooks, 20-inch wheels, and tires, a spray-in bedliner, chrome side assist steps, black window surrounds, chrome door handles and mirrors, leather seating, wood trim, a different two-tone color combo of Jet Black/Teak, an eight-way power-adjustable driver's seat with lumbar support, a six-way power-adjustable passenger seat, heated and ventilated front seats, a heated steering wheel, and a 6.3-inch head-up display. Additional safety technology includes adaptive cruise control, HD surround-vision camera and rear pedestrian alert. A Bose audio system, wireless phone charging, and a rear center armrest are also standard.

Every 2025 GMC Canyon has a 2.7-liter turbocharged four-cylinder that produces 310 horsepower at 5,600 rpm and 430 pound-feet of torque at 3,000 rpm. The only midsize truck that can match that much standard power is the Chevrolet Colorado that has the exact same engine. An eight-speed automatic is standard. The Elevation comes standard with rear-wheel drive and is optional with a single-speed four-wheel-drive system. Every other Canyon gets a two-speed four-wheel-drive system standard.

The powerful standard engine is obviously the all-star here, at least for the Elevation, AT4, and Denali. Even the Ford Ranger’s optional 2.7-liter turbo V6 can’t quite match it, and although the Toyota Tacoma’s optional i-Force Max hybrid does (326 hp, 465 lb-ft of torque), it’s not available on every version. So, although it may not be the most pleasant engine to the ear, it’s impossible to ignore the specs. Its eight-speed transmission is also noteworthy, as we were impressed with its ability to recognize when we were on a steep, prolonged grade and maintain a lower gear when traveling both uphill and downhill. This should be even more appreciated while towing.

After spending a week with the AT4, we came away very impressed. The new four-cylinder turbo engine makes the Canyon practically leap into action. And passing slower vehicles on the freeway is just a gentle prod of the throttle away. The transmission works well, but this GMC could use a Sport mode to increase responsiveness. The Canyon is a smooth-riding pickup, yet when it encounters a sharp-edged pothole, the body and frame quiver slightly, reminding you that this is still a truck. On some rougher surfaces, the Canyon has a mild suspension hop in the rear that is typical of some pickups.

The AT4's payload is roughly equivalent to the previous model's at 1,460 pounds. And every Canyon can tow 7,700 pounds.

The other big takeaway with the Canyon is how responsive it is for a truck. If you’re used to a full-size truck, it’s bound to feel like a sport sedan by comparison. Against a Ranger? Perhaps less so. The steering is pleasingly weighted and reassuringly responsive, while the various suspension options keep it stable in the corners. Be warned, however, that those cool-looking all-terrain tires may be grippy off-road, but they worsen on-road handling and braking considerably.

This all applies to the AT4X models, but they get serious suspension upgrades that are beneficial everywhere you might go. The standard model’s Multimatic DSSV spool-valve dampers are designed to cushion and control landings off-road, while providing sufficient composure on-road. A comfier ride is an added bonus. The AEV Edition’s Multimatic Jounce Control Dampers go even further with what is basically a fancy bump stop that makes those Dukes of Hazzard landings even cushier. The AEV Edition’s various other upgrades, including multiple body protection features, make it the Canyon to get if you like to boulder crawl.

You definitely don’t need to get an AT4X to go off-road, though, as every Canyon is outfitted in at least some way for getting dirty. The bodywork has been sculpted to provide the much-needed clearance for off-road work. The standard 32-inch-tall tires on the AT4 provide good traction. The AT4 has two off-road modes: Terrain (for sandy and slippery conditions) and Off-Road (for slower-speed crawling). Such general names are confusing when determining which setting to use. We prefer other vehicles' more specific settings, like Sand, Mud and Ruts, and Rock Crawl. Still, we found the standard AT4 to be an excellent machine for mild off-road work.

The 2025 Canyon has only one bed size, measuring 61.7 inches in length. The Ford Ranger and Jeep Gladiator also offer one cab/bed combination only, but the Toyota Tacoma and Nissan Frontier let you pair the long beds of their extended cab offerings with their crew cabs.

The Elevation can haul 1,670 or 1,610 pounds of cargo in the truck bed depending on whether it has rear- or four-wheel drive, respectively. The AT4 and Denali can handle 1,570 and 1,390 pounds, respectively. The AT4X has a much higher curb weight, which drops its maximum payload to 1,260 pounds.

The AT4X is rated to tow 6,000 pounds, but all others can manage 7,700. That means it tops the Ranger, which maxes out at 7,500 pounds, or 5,510 with the high-performance Ranger Raptor (5,510 pounds). The Tacoma maxes out at 6,500 pounds.

Fuel economy estimates from the Environmental Protection Agency (EPA) were not available at the time of this writing for the 2025 GMC Canyon. We’re doubtful its estimates will change much, if at all, from 2024.

Those estimates were 19 mpg city, 23 mpg highway and 20 mpg combined for the rear-wheel-drive Elevation, and 18/22/19 mpg for the AT4, Denali and four-wheel-drive Elevation.

The AT4X returns 17 mpg city, highway, and combined, while the AEV Edition returns 16 mpg city, highway, and combined.

The Toyota Tacoma TRD Off-Road, which also includes all-terrain tires and four-wheel drive, returns a much better 19/24/21 mpg city/highway/combined. It also offers an even more efficient (and powerful) hybrid engine option. The Ford Ranger also has better fuel economy ratings, but the EPA and Ford do not indicate what it gets with all-terrain tires.

If you’re looking for a reason to choose a Canyon over the mechanically identical Chevrolet Colorado, it’s the cabin, which features higher-quality materials and unique, premium-looking two-tone color combinations. Chevy also doesn’t offer a luxury trim level like the Denali. In fact, no other midsize truck does, so if that’s what you’re looking for, you’ve found your truck.

The Canyon is only offered as a crew cab and we found legroom to be on par with any truck in the class. Midsize trucks are not known for their rear seat comfort, and the GMC's is good, but not exceptional. A little more seatback rake would be appreciated. We also found it difficult to install a child seat back there due to the rear LATCH anchor not being behind the seat back. Instead, there’s a single mounting point with anchors on top of the seatback, requiring an awkward threading process to the center of the cabin that probably requires a professional check to ensure you’ve done it right (a fire station is a good bet and well worth it).

On the plus side for back seat functionality, the seat bottom is split 60/40, making it possible to flip up one portion for storage while maintaining seating for one or two people. The Ford Ranger’s is one solid piece, though you can flip down its seat back, which isn’t possible in the GMC.

Every 2025 GMC Canyon comes with an 11-inch instrument panel display and an 11.3-inch touchscreen that features the Google Built-in suite of functionality (Google Assistant, Google Maps, and additional apps via the Google Play store). This makes for a familiar, easy-to-use interface, especially in terms of navigation. At the same time, the radio interface is easy to use, and we like that there are separate climate controls as well as permanently docked shortcut icons for audio, navigation, communication, and vehicle settings.

The system may be Google-based, but both Android Auto and Apple CarPlay are standard with a wireless connection on all trim levels. We had no issue connecting to both wirelessly and both operated as expected. Those docked shortcut icons are especially appreciated when using the Apple/Android screen mirroring functions – no need to click-click-click through menus to go back and forth with the truck’s native interface as in some other vehicles.

The Chevrolet Colorado has basically the same infotainment system, but with different, Chevrolet-specific design elements. The Toyota Tacoma has a standard 8-inch screen with a massive 14-inch option. The Ford Ranger gets a standard 10.1-inch screen or an optional 12.4-inch vertically oriented screen. In terms of functionality, we prefer the Canyon/Colorado’s, though the others aren’t without their merits.

The GMC Canyon earned a four-star (out of five) rating from the National Highway Traffic Safety Administration (NHTSA); however, no ratings have been released by the Insurance Institute for Highway Safety (IIHS).

The Canyon comes with a long list of standard advanced driver-assist features. These include forward-collision alert, automatic emergency braking with pedestrian detection, lane-departure warning and lane-keeping assist, blind-spot and rear cross-traffic warning, rear parking sensors, automatic high-beam headlights, and a following distance indicator, which shows how many seconds to the car ahead should it suddenly stop. The Elevation’s Technology package include adaptive cruise control, a rear pedestrian alert system and an HD surround-view parking camera system. The AT4’s Technology Plus package adds all that plus some items that have nothing to do with Safety. All of the above is standard on the Denali.

The 2025 GMC Canyon is your best bet in the midsize truck segment if you’re looking for a higher-end cabin experience. Although its many competitors can match its equipment, or at least come close, none offer the same sort of elevated materials and premium feel of the Denali, AT4 and AT4X. Standard power and towing capacity is also class-best, but that’s also the case for the Chevrolet Colorado, which is the Canyon’s less fancy twin. The Canyon AT4X and AT4X AEV Edition are also the GMC equivalents of the Colorado ZR2 and ZR2 Bison. Beyond its cabin advantage, the Canyon starts to sink a bit. Its fuel economy is worse, and if you want something other than a crew cab or short bed, you’ll need to get a Toyota Tacoma or Nissan Frontier. The Tacoma TRD Pro and Ford Ranger Raptor also erase the Canyon’s power advantage, as the AT4X doesn’t have the same guts as those other hardcore off-roaders. Beyond all-out speed, though, the AT4X and AEV Edition should be able to stand toe-to-toe.

GMC Canyon vs. Chevrolet Colorado

GMC Canyon vs. Ford Ranger

GMC Canyon vs. Nissan Frontier

GMC Canyon vs. Toyota Tacoma