2023 GMC Canyon

The 2023 Canyon is the debut year of the redesigned second-generation T4L platform and launched with a single powertrain — GM's 2.7L Turbo I4 in its High-Output (L3B) tune — standard on every trim (Elevation, AT4, Denali, AT4X). Unlike the sibling 2023 Chevrolet Colorado, which offered lower Turbo and Turbo Plus tunes, GMC standardized the 310 hp version across the Canyon lineup.

The 2.7L Turbo High-Output delivers 430 lb-ft at 3,000 rpm — the highest gas-engine torque figure in the mid-size truck class at launch, out-torquing the 2023 Toyota Tacoma V6 and Ford Ranger 2.3L EcoBoost.

Instrumented tests of the mechanically identical 2023 Chevrolet Colorado (same 2.7L HO / 8L80 8-speed / 4WD) landed around 6.7–7.2 s; the 2023 Canyon shares powertrain, curb weight, and gearing and runs essentially the same time, with the AT4X slightly slower on 33-in. mud-terrain tires.

Strong low-end torque with minimal turbo lag, but first-year launch reviews consistently flagged the 2.7L I4's coarse note and buzzy character under load — acceptable for a mid-size work truck, notably out of place in a Denali-badged luxury trim. Some early-build refinement/tuning quirks were reported that GM addressed on later builds.

GM's 8L80 8-speed automatic pairs well with the wide, flat torque curve — most shifts smooth and decisive. Reviewers noted occasional slow kickdowns and mild hunting at part-throttle in first-year 2023 units, but no CVT drone or harsh calibration.

Max conventional tow rating is 7,700 lbs on Elevation, AT4, and Denali when properly equipped with the trailering package. The off-road-focused AT4X is limited to 6,000 lbs due to its lower gearing and off-road suspension tuning.

Best-case payload on the base Elevation 4WD is roughly 1,610 lbs; Denali and AT4X fall a bit lower due to heavier equipment. Modest for a mid-size truck once you subtract the crew and any accessories.

GM ProGrade Trailering suite on the redesigned 2023 Canyon includes tow/haul mode, hitch-view camera with hitch guidance, and the myGMC trailering app; an integrated trailer brake controller is available. Missing the higher-end surround-trailering multi-camera suite from Sierra 1500, but core aids are solid.

For the second-generation redesign, GMC made 4WD standard on every 2023 Canyon trim — Elevation, AT4, Denali, and AT4X — with a two-speed transfer case (low range) across the lineup. Autotrac auto-4WD available; AT4X adds locking front and rear differentials.

The AT4X — the halo off-road trim of the redesigned 2023 Canyon — carries Multimatic DSSV spool-valve dampers, front and rear e-lockers, 33-in. Goodyear Wrangler Territory mud-terrain tires, and 10.7 in. ground clearance. Genuine mid-size off-road credibility roughly on par with Tacoma TRD Pro. AT4X arrived late in the 2023 model year (launched in the second half of 2023); the AT4X AEV Edition with 35-in. tires and boron-steel skids is not offered on 2023.

Every 2023 Canyon uses the same 2.7L Turbo High-Output I4 / 8-speed / 4WD combination — no V6, no diesel, no hybrid, no PHEV. The prior generation's 3.6L V6 and 2.8L Duramax diesel were dropped for the redesign. Narrower than the outgoing 2023 Tacoma (V6, TRD Pro V6) or Ranger (2.3L EcoBoost).

The 2023 Canyon is the launch year of the redesigned second-generation T4L truck and ships exclusively with the 2.7L Turbomax HO I-4 (310 hp / 430 lb-ft) mated to an 8-speed automatic; every 2023 trim (Elevation, AT4, AT4X, Denali) is 4WD, so unlike 2024 there is no 2WD variant with a higher rating.

Body-on-frame mid-size truck with a turbocharged four and stop/start; no hybrid assist and heavy 4WD hardware weigh on stop-and-go efficiency.

Tall body-on-frame profile and full-time 4WD hardware cap highway efficiency well short of unibody Ridgeline or Santa Cruz; the 8-speed's taller final drive helps at cruise but not enough to close the gap.

EPA combined MPG × published tank capacity yields ~399 mi — respectable for a mid-size gas truck but well behind the hybrid Tacoma i-Force Max and Ridgeline on a single fill.

EPA-style estimate for the 4WD configuration at 19 MPG combined and current national regular-unleaded pricing; a bit worse than Ranger and materially worse than hybrid Tacoma.

The 2.7L Turbomax HO is designed for 87-octane regular unleaded across every Canyon trim; no premium requirement, no diesel or E85 dependency.

NHTSA rated the 2023 Canyon Crew Cab 4WD 4 stars overall — 4-star frontal, 5-star side, 3-star rollover. Debut year of the second-generation (T4X) platform launched for 2023.

The debut-year second-gen Canyon (shared architecture with 2023 Chevy Colorado) did not earn Top Safety Pick. Good moderate overlap and roof strength, but Marginal on the updated moderate overlap (rear passenger) and Marginal on the updated side test — typical of mid-size trucks in the class.

GMC ProGrade Safety standard across the 2023 range: forward collision alert, automatic emergency braking, front pedestrian braking, lane keep assist with lane departure warning, IntelliBeam auto high beams, following distance indicator. Adaptive cruise, blind-spot monitor, and rear cross-traffic remain optional on Elevation and only bundled/standard on AT4/Denali/AT4X.

IIHS front crash prevention on the shared 2023 Colorado/Canyon platform earned Advanced daytime vehicle-to-vehicle results; pedestrian detection is functional but night-time performance is weaker than best-in-class systems.

Blind-zone alert with lane-change alert and rear cross-traffic braking are available but optional on the base Elevation trim; trailer-length coverage extends BSM behind attached trailers on properly-equipped configurations. Not standard fleet-wide.

Lane keep assist with lane departure warning is standard, but true hands-on lane centering is only present via Super Cruise (Denali, late 2023 availability). Base LKA on the debut model was corrective/oscillatory in reviews — adequate but not confidence-inspiring on curves.

Full-speed-range adaptive cruise with stop-and-go is available on Denali (and integrates with Super Cruise) and is bundled or standard on AT4/AT4X, but not standard on Elevation. Behavior is smooth on freeways though resume/gap tuning is less polished than newer Ford/Toyota systems.

Super Cruise (hands-free highway driving) was offered on the 2023 Canyon Denali as late-availability during the debut model year — GM's mature hands-free system with automatic lane changes and ~400,000 miles of mapped divided-highway coverage at the time. A genuine differentiator versus every other mid-size truck, though availability was limited to the top trim and delayed into production.

LED headlights with IntelliBeam auto high beams standard; IIHS testing of the shared 2023 Colorado platform returned Marginal-to-Acceptable ratings depending on trim/equipment. Not a class leader.

Tall beltline, thick A/C pillars, and short rear glass typical of mid-size trucks limit natural sightlines; HD Surround Vision (available AT4/Denali/AT4X) with transparent-trailer view helps low-speed maneuvering. Reviewers rate visibility average for the class.

Crew Cab (the sole body style for 2023) has clearly-marked lower LATCH anchors and three top tethers with reasonable rear-door opening angles; the rear bench is narrow relative to full-size trucks, making three-across seats tight but two seats fit easily.

All-new 3rd-gen Canyon launched for MY2023 is offered exclusively in Crew Cab configuration seating five; extended cab was discontinued with the outgoing 2nd generation. 2023 trims (Elevation, AT4, Denali, AT4X) all seat 5.

GM's all-new mid-size platform launched for 2023; sunroof-equipped Denali loses ~0.7 in.

Class-leading front legroom on GM's all-new mid-size crew-cab platform introduced for 2023.

Modest by mid-size truck standards — flat roofline of the new 3rd-gen body yields less rear headroom than Tacoma.

Tight for a crew cab — the redesigned 3rd-gen Canyon dropped the extended cab but kept a short rear compartment. Well below Frontier (43.8 in) and Ranger (36.6 in) crew cabs.

New 3rd-gen Canyon launched with a single 5-foot short box only; the long-bed and extended-cab options that existed on the 2022 model were dropped for the 2023 redesign.

GM mid-size box: 61.7-in floor length, ~57.8-in width, ~20.9-in depth on the new 2023 platform. Between Frontier (26.6 cu ft) and Tacoma short-bed (~40 cu ft), below Ranger SuperCrew (51.5 cu ft).

Competitive but not standout at launch: large center console with multi-tier storage, deep door bins, and available bed-side storage boxes on AT4X. Lacks the innovation of Ridgeline's in-bed trunk or Ford's Pro Power onboard. Denali adds premium bins/lining.

2023 Canyon Denali's premium leather seats with 10-way power adjustment drew strong long-haul reviews at launch; AT4/Elevation seats supportive but firmer. Rear bench is flat and upright — the recognized weak point of the new 3rd-gen cabin.

Meaningful improvement over 2nd-gen Canyon at 2023 launch: wider track, retuned dampers, and DSSV Multimatic shocks on AT4X yield a composed ride on and off pavement. Standard 2023 trims still firmer than Tacoma; unladen bed bounce remains typical for the segment.

3rd-gen adds acoustic laminated glass on higher trims and improved sound deadening vs. 2022; wind noise well suppressed at highway speeds. New 2.7L Turbomax I4 (only powertrain for 2023) thrums under load and off-road tires on AT4X add road noise.

Heated front seats standard from Elevation up; heated steering wheel, ventilated front seats, and heated rear seats available on 2023 Denali. Dual-zone auto climate on most trims. Remote start standard. Lacks massaging seats. AT4X AEV Edition (added for 2024) not yet available.

2023 was the launch year of the all-new 3rd-gen Canyon, offered only as Crew Cab short-bed 4WD. Elevation is the entry trim after the WT was retired in the redesign; launch pricing ran roughly $1K below 2024 MSRPs.

AT4 is the volume-selling mid-tier for 3rd-gen Canyon between Elevation and Denali/AT4X. Launch-year AT4 sat in the mid-$40Ks; Denali and AT4X pushed ~$56K+.

As the launch year of the 3rd-gen, 2023 Canyon carries slightly higher projected repair risk than the settled 2024 build. The 2.7L Turbomax is shared with Silverado/Sierra and generally mature, but early-run software and hardware fixes lift owner cost. GM parts and dealer labor run higher than Toyota/Honda peers.

Canyon holds value modestly better than Colorado thanks to premium positioning and Denali halo, but well below segment leader Tacoma (~65%+). 2023 is the launch year of the 3rd-gen redesign — early-build resale trends softened slightly by known launch-year quality complaints and stop-sale actions, so residuals project in the low-to-mid 50s%.

GM standard bumper-to-bumper coverage — segment floor, matched by Ford/Ram/Toyota/Honda but shorter than Hyundai Santa Cruz's 5/60.

GM standard powertrain coverage — segment-standard for Ford/Ram/Toyota/Honda, but well behind Hyundai's 10/100 and Nissan Frontier's 5/100k allowance.

GMC includes only 1 complimentary maintenance visit (first oil change) plus a 3-year OnStar/Connected Services trial and 5-year/60k roadside assistance. Meaningfully behind Toyota's 2-yr/25k ToyotaCare on Tacoma and Hyundai's 3-yr complimentary maintenance on Santa Cruz.

$46,295 volume-trim price minus its estimated resale value after 5 years (54% retained, or about $24,999) leaves about $21,296 in depreciation. Add the projected $8,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $29,296 in total.

2023 is the debut year of the redesigned third-generation Canyon (all-new T4X platform, new 2.7L Turbo HO powertrain, new Google-based infotainment). Consumer Reports flagged predicted reliability as well below average for the launch year, and owner complaints in year one clustered around infotainment freezes, 8L80 shift-quality bulletins, tailgate-latch and seat-belt-anchor recalls, and general first-year rattles.

GMC sits mid-pack in J.D. Power VDS and Consumer Reports brand rankings — better than Ram and Jeep but well behind Toyota, Lexus, and Honda. Brand-level dependability hovers around the industry average.

The 2023 Canyon carries a heavy launch-year recall stack: rear seat-belt-buckle detachment (23V-032), loose seat-frame welds (23V-486), tailgate-latch failure (23V-847, which forced Wentzville production halts), plus follow-on brake-caliper and roof-rail airbag campaigns and infotainment software TSBs. Recall count and severity are notably worse than same-year Tacoma or Ranger.

The 2.7L Turbo L3B/HO is a relatively young engine family (introduced 2019 in Silverado, retuned to HO-only for the 2023 Canyon at 310 hp / 430 lb-ft) with limited high-mileage data in a mid-size truck application. The Hydra-Matic 8L80 has a mixed shift-quality history requiring fluid-change TSBs. No proven decade-long track record like Toyota's 3.5L V6 in the Tacoma.

GMC positions the redesigned 2023 Canyon above the sibling Colorado with more soft-touch surfaces, stitched dash on Denali/AT4X, and upgraded switchgear — a clear step up from the prior generation. Volume AT4/Elevation trims still show obvious hard plastics in lower cabin zones, but material grade is competitive for the premium mid-size class in its Denali debut.

Launch-year Wentzville assembly quality on the T4X platform is mixed — panel gaps are generally acceptable but production halts for tailgate and seat-belt issues, plus scattered rattle, trim-alignment, and dashboard-squeak complaints, drag the score. Infotainment/software polish lags mechanical build quality on 2023 builds.

Buick-GMC dealers combined with shared Chevrolet service infrastructure yield near-nationwide coverage, roughly 1,500+ GMC franchises across the US. Service satisfaction is average — not class-leading like Lexus but comfortably above sparse networks like Rivian.

Shared componentry with Colorado, Silverado, and Sierra provides strong parts commonality and healthy aftermarket support. Launch-year parts availability for the new T4X body panels and 2.7L HO-specific components was tighter than mature platforms; repair costs are mid-tier for the segment — cheaper than European premium but more than mainstream Japanese trucks, with the turbo-four adding some complexity over a naturally aspirated V6.

The all-new second-generation 2023 GMC Canyon launched with a standard 11.3-inch diagonal color touchscreen across every trim (Elevation, AT4, AT4X, Denali). No larger unit is offered.

GMC Infotainment System with Google Built-in debuted on the redesigned 2023 Canyon with a logical tile layout and fast map rendering, but reviewers and early owners flagged notable launch-year software glitches — Bluetooth drops, occasional freezes, and a heavy touchscreen reliance for HVAC/drive-mode controls. Bugs were later addressed via OTA, but the 2023 launch experience trails the more polished 2024.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2023 Canyon trim, paired with wireless charging on AT4/AT4X/Denali.

Google Built-in launched on the 2023 Canyon delivering Google Assistant natural-language voice and Google Maps as the native nav — arguably the best OEM implementation of either at the time. Included via 8-year connected-services trial for Google apps, then subscription for cellular data.

Base 6-speaker system on Elevation is adequate; Bose 7-speaker premium audio is standard on Denali and available on AT4/AT4X, delivering respectable clarity for the class. No true audiophile-tier option offered.

Standard 11-inch diagonal reconfigurable full-digital driver information cluster across every 2023 trim — crisp, multiple layouts, off-road and tow gauges available.

2023 Canyon debuted on GM's Ultifi software platform, which supports whole-vehicle over-the-air updates spanning infotainment, ADAS calibrations, and select feature additions. Being the launch year, the truck received several corrective OTAs addressing early software issues, but the cadence and scope of feature-adding OTAs trailed later years.

myGMC app with OnStar/Connected Services covers remote start, lock/unlock, vehicle locate, tire pressure, fuel status, and service scheduling. Polished UI, but many convenience remote features fall behind a paywall after the 3-year Remote Access trial expires.

Two front USB-C data/charging ports plus two USB-C ports for rear passengers; wireless phone charging standard on AT4/AT4X/Denali. Available 400W 120V bed-mounted power outlet handles jobsite/tailgate loads. No 3-prong cabin outlet.

Passive keyless entry with push-button start and remote start are standard from the Elevation trim upward on the 2023 Canyon. No digital-key/phone-as-key option, matching most direct rivals.

HD Rear Vision Camera standard on all 2023 trims; HD Surround Vision (multi-view 360-degree cameras) standard on AT4X/Denali and available on AT4. Front and Rear Park Assist standard on AT4 and above. Multiple tow/trailer camera views available with the Advanced Trailering Package.

The 2023 GMC Canyon does not offer a head-up display on any trim — a notable omission versus the Sierra 1500 and Toyota Tacoma Limited/TRD Pro.

Crew Cab is the only body style for the 3rd-gen 2023 launch and provides four full doors with clearly marked LATCH anchors and three top tethers, but the 34.7 in rear legroom and flat, upright bench are among the tightest in the mid-size class — well behind Frontier (43.8 in) and Ridgeline. High step-in makes buckling toddlers a stretch versus a unibody SUV.

GMC ProGrade Safety is standard on the 2023 launch — AEB, front pedestrian braking, LKA/LDW, IntelliBeam, following-distance indicator, plus Teen Driver and Rear Seat Reminder — but adaptive cruise, blind-zone alert, and rear cross-traffic are optional on the affordable Elevation trim. NHTSA gave the Crew Cab 4WD 4 stars overall (3-star rollover) and the shared Colorado platform posted Marginal updated moderate-overlap and side-test results at IIHS — solid but not benchmark for a family.

Front seats are supportive (Denali adds ventilated and heated), and the 5-ft bed swallows luggage — but the rear bench is upright with only 34.7 in of legroom, and cabin quietness is class-average with the debut-year 2.7L Turbomax audible under load. Rear amenities top out at heated rear seats on Denali; no rear-seat entertainment or rear-zone climate.

310 hp / 430 lb-ft pulls strongly from a stop and the 8-speed shifts smoothly for stop-and-go, and the standard 11.3 in Google Built-in touchscreen with wireless CarPlay/Android Auto is a strong mainstream setup. But the debut-year 2023 build had more transmission-calibration hesitancy and infotainment/Bluetooth bugs than the 2024 refresh (fixed via TSBs/OTAs), the 4WD-only lineup is heavier, the 2.7L buzzes under load, and the body-on-frame footprint is tall — daily use is capable, not effortless.

Every 2023 Canyon is 4WD (2WD was not offered until 2024), so the entire lineup runs at 17/21/19 MPG with ~$2,700/yr fuel cost — well behind hybrid mid-sizers like the 2024 Tacoma i-Force Max and compact alternatives like the Maverick Hybrid (42 combined). Regular unleaded and no premium-tire penalty help, but the per-mile bill is decidedly truck-like and there's no cheaper 2WD escape hatch.

48.3 ft curb-to-curb turning circle is unusually wide for a mid-size truck (Tacoma ~40.6 ft, Ranger 42.5 ft), and the Crew Cab short-box body still measures ~213 in overall. HD Rear Vision is standard and HD Surround Vision helps on AT4X/Denali, but front and rear park assist aren't standard on Elevation, leaving the base trim awkward in tight urban lots.

7,700 lb max tow (Elevation/AT4/Denali with the trailering package) tops the gas mid-size class and 430 lb-ft is strong under load, but payload maxes at only ~1,610 lb and the 5-ft short box (the sole bed length after the 3rd-gen redesign dropped the long bed and extended cab) limits sheet-goods and long-lumber jobs. AT4X drops to 6,000 lb tow.

Body-on-frame chassis and GM's 8L80 automatic are proven, but 2023 is the debut year of the redesigned 3rd-gen Canyon/Colorado and multiple TSBs and recalls landed for transmission calibration, tailgate latch, infotainment/electrical, and software — the fleet has not yet accumulated a durability track record, and fleet buyers still reach for the Sierra 1500 for hard commercial duty. Interior is nicer than a work truck needs — no vinyl-floor base trim like the Colorado WT.

12 factory tie-downs, CornerStep bumper, LED cargo lamps, and an available 400 W / 120 V bed outlet cover most jobsite needs, and the GM upfitter ecosystem is broad. But there's no F-150-style Pro Power Onboard high-output inverter, the MultiPro/multi-position tailgate is limited to higher trims, and there's no in-bed trunk like Ridgeline.

~399 mi highway range plus Google Built-in nav make interstate hours easy, and Super Cruise is available on the 2023 Denali — but only as late-MY availability, so many built-early 2023s shipped without it. Cabin noise (65) and unladen ride bounce still put it a step behind the new Tacoma i-Force Max and full-size Sierra for genuinely relaxing long hauls.

AT4X packs Multimatic DSSV dampers, front and rear e-lockers, 33-in Goodyear Wrangler Territory mud terrains, and 10.7 in of clearance — genuine mid-size off-road credibility rivaling the Tacoma TRD Pro, and the available 400 W bed outlet is a real camping asset. But AT4X launched late in the 2023 model year (limited availability), and the AT4X AEV Edition (35-in tires, boron skids) is not offered on 2023 — the practical adventure ceiling is a step below 2024/2025.

The 5-ft, 41.9 cu ft open bed swallows bikes, coolers, and rack-mounted gear easily and the ~57 in width can take 4x8 sheets with the tailgate down; rear seat bottom flips for interior stow. But there's no long-box option (dropped in the redesign), roof rails aren't standard, and the in-cabin storage cleverness is average for the class (no in-bed trunk, no frunk).

The 2023 Canyon is the launch year of the third-generation T4L (GMT31XX) platform shared with the redesigned Chevrolet Colorado. The stiffer fully-boxed frame, wider track, and revised suspension are a clear step forward from the outgoing K2 Canyon, with well-controlled body roll for a body-on-frame mid-size; AT4 and AT4X chassis tuning add composure, but on-road it remains a secure, predictable truck rather than a class benchmark like the Ridgeline.

Electric power steering on the launch 2023 Canyon is well-weighted and reasonably precise on-center with stable highway tracking; feedback is muted as expected for a truck EPS setup. Denali calibration is a touch more natural than base Elevation, but no trim delivers real communication.

Four-wheel disc brakes with linear pedal feel; instrumented 60-0 mph stops for the 2023 Colorado/Canyon Crew Cab 4WD hover around 130-135 ft, mid-pack for a ~4,600 lb mid-size truck. Fade resistance and modulation are adequate for daily and light-tow use.

The sole 2.7L Turbo High-Output I4 (310 hp / 430 lb-ft) paired with GM's 8L80 8-speed automatic delivers strong low-end torque; tip-in is prompt and shifts are generally smooth. Launch-year 2023 units drew reviewer complaints for occasional gear hunting and mildly abrupt low-speed downshifts (partly addressed by later software updates), keeping the calibration a step behind smoother mid-size rivals despite the strong torque delivery.

The 2.7L four-cylinder sounds coarse and gruff under hard acceleration compared to the V6s in the 2023 Tacoma, Frontier, and Ridgeline - the single most consistent refinement criticism across launch-year reviews of the third-gen Canyon. Idle vibration is well-isolated in Denali trim, but the powertrain note remains a clear weak point and 2023 units lack the incremental sound-package tweaks GMC applied to later model years.

GMC lists the 2023 Canyon Crew Cab Short Box (5-ft bed) curb-to-curb turning diameter at 44.5 ft on the 131.4-in wheelbase - the only body configuration offered in the third-gen launch year. Mid-pack for a mid-size truck: wider than Tacoma (~40.7 ft) but tighter than Frontier Crew.

Tall, commanding seating position with strong forward sightlines; standard 11-in digital cluster and 11.3-in touchscreen keep primary controls close on this all-new-for-2023 cabin. Denali and AT4X trims add power-adjustable steering column and ventilated seats; ingress/egress from the crew cab is easy for most adults, though the AT4X's tall stance rewards the optional running boards.

Strong torque and a confident chassis make the 2023 Canyon capable and satisfying to hustle on a back road, and the launch AT4X (with Multimatic DSSV dampers) is genuinely enjoyable off-pavement. The coarse 4-cylinder soundtrack and truck-typical mass cap enthusiast appeal - character is 'capable workhorse' more than 'grin-inducing'.

The all-new 2023 Canyon makes 4WD and the 310 hp 2.7L TurboMax I4 standard across the entire lineup — no cheap 2WD or four-cylinder base spec. The entry Elevation trim includes the 11.3-inch infotainment touchscreen, 11-inch digital gauge cluster, 17-inch wheels, wireless Apple CarPlay/Android Auto, and GM's Pro Safety active-safety bundle, so base kit is generous by domestic mid-size norms, though heated seats and larger wheels still cost extra vs. AT4.

Elevation launched around $37,895 — competitive for a standard-4WD 310-hp mid-size — but AT4X and Denali stretch to the mid/high $50s for what is mechanically the same truck as the cheaper Chevy Colorado ZR2 or Trail Boss. Buyers pay a real GMC/Denali premium for trim, grille and badge rather than exclusive capability, so bang-for-buck trails Tacoma TRD Off-Road and Frontier PRO-4X.

The all-new 2023 launched with just four trims — Elevation, AT4, AT4X and Denali — and a very narrow body/powertrain menu: Crew Cab + 5-foot short bed only, one 2.7L Turbo engine, 4WD only. No extended cab, no long bed, no work-truck stripper, no diesel or hybrid, compared with Tacoma's XtraCab/Double Cab and long-bed availability.

2023 was a launch-transition year: the outgoing 2nd-gen Canyon wound down in early 2023 and 3rd-gen deliveries only ramped mid-year, giving GMC roughly 32K US Canyon sales for CY2023 — a distant fifth in mid-size, well behind Tacoma (~234K), Ranger (~50K, itself in transition), Colorado (~55K) and Frontier (~76K). Positioned as a premium niche play, not a volume competitor.

GMC's "Professional Grade" positioning and the Denali sub-brand carry real cachet in the truck market, with above-average brand loyalty and consistently stronger resale than Chevrolet. The new-for-2023 AT4X, with its DSSV dampers and locking diffs, adds credible off-road halo to reinforce the premium image.

As the launch year of the redesigned generation, 2023 Canyon incentives were thin — most dealers transacted at or near MSRP, especially on AT4X and Denali, with only nominal $500–1,000 cash allowances and standard GM Financial APR through late 2023. Buyers of the new truck had little room to negotiate, unlike outgoing 2022 stock.

2023 is the debut year of the 3rd-generation Canyon on GM's redesigned mid-size truck architecture — brand-new sheetmetal, a Google-built 11.3" infotainment stack, digital cluster, new 2.7L TurboMax powertrain, and the newest ADAS bundle. Absolutely no risk of imminent replacement.

The 2023 Canyon/Colorado platform earned strong launch reviews and went on to win MotorTrend Truck of the Year 2024 (as the Colorado), with 2023 Canyon praised for its torquey turbo four, big screens, and serious AT4X off-road hardware. Reviewers still put Tacoma ahead in comparison tests thanks to its broader body-style menu, and knock Canyon for a firm ride and rich pricing, so it's well-respected but rarely the outright winner.