The world needs more small trucks. They’re easier to park and maneuver and cost less to feed than full-sized behemoths, like the Chevrolet Silverado, Ford F-150, and Ram 1500. But then the GMC Canyon and Chevrolet Colorado twins came along with the first modern compact truck redesign in 11 years.
GM had high hopes for this truck, and sales have been strong. Sure, this truck is far more refined than the rough-and-tumble Toyota Tacoma that perennially tops the sales charts in this class. But ultimately the Canyon/Colorado breaks little new ground, beyond offering an extremely efficient diesel engine, the only one in this segment.
There definitely are some strong points. Pint-sized dimensions make parking a snap, especially compared to full-sized pickup behemoths. Handling is quite responsive. At 18 mpg overall with the gasoline engine, fuel economy comes close to the 19 mpg of the Tacoma. With 24 mpg overall, the diesel is the most fuel-efficient pickup truck you can buy. The cabin is quiet (except for the diesel clatter) and easy to climb into.
As for carrying out normal truck duties, the Canyon/Colorado boasts a 1,555-pound payload and can tow up to 7,000 pounds with the gasoline engine, or 7,700 pounds with the diesel. That's more than the Frontier or Tacoma. The available diesel also features an exhaust brake and integrated trailer brake controller that make it particularly well-suited to towing.
But this is where things start to go badly. Despite its 308 hp, the gasoline V6 is rather short on the low-end torque that's so important for truck owners who actually haul stuff. Going with the diesel markedly improves grunt, but adds a big dollop of diesel engine noise; big truck fans might love it, but the groaning grows tiresome around town. The ride can be rough at times, with choppiness and jostling on any road rougher than a velvet Elvis painting.
To fulfill its trucklike duties, the Canyon offers a damped rear tailgate that opens without sounding like you dropped a box of nails on a metal floor and closes without feeling like you just spent hours at CrossFit. A standard corner step in the rear bumper and a low loading height make getting your stuff into the bed that much easier.
Expectations for interior quality in this segment are predictably low. The interior plastics are nicely grained and the knobs are rubber-ringed, but everything else is hard to the touch. The available touch-screen infotainment system is easy enough to use, and most controls are straightforward.
The real deal-breakers here are the seats and driving position. The front seats were universally scorned by our testers for being too stiffly padded. The bottom seat cushion didn't adjust for tilt, creating a pressure point beneath your thighs. The steering wheel doesn't telescope far enough for many.
The Canyon offers forward collision warning and lane departure warning.
GM's small trucks don't come cheap. A crew-cab four-wheel-drive model with a modest array of options can easily hover near $40,000, which is not far from many full-sized trucks—especially after their ubiquitous incentives. And adding the diesel costs around $4,000.
Overall, the Canyon/Colorado is almost a large-truck alternative, especially when you factor in the available diesel engine. It delivers some welcome improvements in refinement and agility over its traditional competitors. But if you're willing to live with the bulk of a full-sized truck, massive incentives ultimately make them a better deal. Buyers who want to stick with a compact truck will also find that the Honda Ridgeline is more refined, efficient, and accommodating.