2024 GMC Canyon

The 2024 Canyon uses a single 2.7L Turbo I4 (L3B, high-output tune) across every trim — Elevation, AT4, Denali, and AT4X — rated 310 hp at 5,600 rpm. This is the second model year of the redesigned second-generation T4L platform introduced for 2023 and it carries over unchanged mechanically.

The 2.7L Turbo I4 puts down 430 lb-ft at 3,000 rpm — best-in-class torque for gas-only mid-size trucks in 2024, ahead of Tacoma's outgoing V6 and Ranger's 2.3L EcoBoost.

Instrumented tests of the mechanically identical 2024 Chevrolet Colorado (same 2.7L HO / 8-speed / 4WD) return roughly 6.7–7.2 s; 2024 Canyon trims run essentially the same time, with the AT4X slightly slower on 33 in. mud-terrain tires.

Torque delivery is strong and largely lag-free thanks to a big single-scroll turbo, but reviewers consistently flag coarse engine note and buzzy behavior under load — refined for a mid-size work truck, not a Denali-caliber luxury drivetrain.

GM's 8L80 8-speed automatic shifts smoothly in most situations and pairs well with the flat torque curve; occasional slow kickdowns and hunting between gears at part-throttle noted, 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 drops to 6,000 lbs due to gearing and suspension tuning.

Best-case payload on the base Elevation 4WD is roughly 1,610 lbs; Denali and AT4X trims 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 brings tow/haul mode, hitch-view camera, hitch guidance with hitch-view zoom, and the myGMC trailering app; an integrated trailer brake controller is available. Missing the higher-end 15-camera surround-trailering suite from Sierra/Silverado, but core aids are solid.

GMC makes 4WD standard on every 2024 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 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. The AT4X AEV Edition (adds 35 in. tires, boron-steel skids) is a 2025 addition and is not offered on 2024.

Every 2024 Canyon uses the same 2.7L Turbo I4 / 8-speed / 4WD combination — no V6, no diesel, no hybrid, no PHEV. Simpler than the incoming 2024 Tacoma (turbo + i-Force Max hybrid) or Ranger (2.3L EcoBoost + 2.7L twin-turbo V6 Raptor).

The 2024 Canyon is the second model year of the redesigned T4L platform and carries the sole 2.7L Turbomax HO I-4 (310 hp / 430 lb-ft) with 8-speed automatic; volume trims (Elevation 4WD, AT4, Denali) are 4WD.

Body-on-frame mid-size truck with a turbocharged four and stop/start; no hybrid assist to lift stop-and-go efficiency.

Tall body-on-frame profile and 4WD hardware cap highway efficiency well short of unibody Ridgeline or Santa Cruz; taller final drive helps at cruise.

EPA combined MPG × published tank capacity; competitive for a mid-size gas truck but well behind the hybrid Tacoma i-Force Max or Ridgeline.

EPA-style estimate for the 4WD volume config 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 2024 Canyon Crew Cab 4WD 4 stars overall — 4-star frontal, 5-star side, 3-star rollover. Second year of the second-gen (T4X) platform launched for 2023.

The second-gen Canyon (shared architecture with 2023+ Chevy Colorado) has not earned 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 2024 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 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). Base LKA is corrective/oscillatory in reviews — adequate but not confidence-inspiring on curves.

Full-speed-range adaptive cruise with stop-and-go is available and integrates with Super Cruise on Denali. Not standard on Elevation. Behavior is smooth on freeways but resume/gap tuning is less polished than newer Ford/Toyota systems.

Super Cruise (hands-free highway driving) is available on 2024 Canyon Denali — GM's mature system with automatic lane changes and over 400,000 miles of mapped divided-highway coverage at the time of launch. Requires optional package but is a genuine differentiator among mid-size trucks.

LED headlights with IntelliBeam auto high beams standard; IIHS testing of the shared 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 2024) 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.

3rd-gen Canyon (2023+) is offered exclusively in Crew Cab configuration seating five; the 2024 lineup (Elevation, AT4, AT4X, Denali, and the new AT4X AEV Edition) all seat 5.

GM mid-size platform figure carried over from 2023 3rd-gen launch; sunroof-equipped Denali trims lose ~0.7 in.

Class-leading front legroom on GM's mid-size crew-cab platform; unchanged for 2024.

Modest by mid-size truck standards — flat roofline yields less rear headroom than Tacoma. 3rd-gen carryover for 2024.

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

3rd-gen Canyon offers only the 5-foot short box; long-bed and extended-cab configurations were discontinued for 2023 and remain absent for 2024.

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

Competitive but not standout for 2024: 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.

Canyon Denali's premium leather seats with 10-way power adjustment earn strong long-haul reviews; AT4/Elevation seats are supportive but firmer. Rear bench is flat and upright — the weak point.

Meaningful improvement over 2nd-gen Canyon: wider track, retuned dampers, and DSSV shocks on AT4X yield composed ride on and off pavement. Standard 2024 trims still firmer than Tacoma i-FORCE MAX; unladen bed bounce remains typical for the segment.

3rd-gen adds acoustic laminated glass on higher trims and improved sound deadening; wind noise well suppressed at highway speeds. 2.7L Turbomax I4 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 Denali. Dual-zone auto climate on most 2024 trims. Remote start standard. Lacks massaging seats.

3rd-gen Canyon (2023+) offered only as Crew Cab 4WD; Elevation is the entry trim after the WT was retired in the redesign. 2024 pricing sat roughly $1K–$2K below 2025 MSRPs after the modest annual bump.

AT4 is the volume-selling mid-tier for 3rd-gen Canyon between Elevation and Denali/AT4X; typical option-package build lands in the mid-to-high $40Ks. Denali and AT4X push $55K–$58K+.

GM mid-size truck 5-year maintenance and repair projection sits mid-pack — the 2.7L Turbomax is a mature engine but GM parts and dealer labor run higher than Toyota/Honda peers. Off-road AT4/AT4X trims add tire and brake wear.

Canyon holds value modestly better than Colorado thanks to premium positioning and Denali halo, but well below segment leader Tacoma (~65%+). 2024 is only the second year of the 3rd-gen redesign, so residual services rely on early trends and project the 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 5-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.

$47,395 volume-trim price minus its estimated resale value after 5 years (56% retained, or about $26,541) leaves about $20,854 in depreciation. Add the projected $7,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,554 in total.

2024 is only the second model year of the redesigned third-generation Canyon (2023+), and Consumer Reports has flagged predicted reliability as below average since launch. Owner complaints cluster around 2.7L Turbo HO issues, 8L80 shift quality, and Google-based infotainment glitches — 2024 inherited most of the launch-year problems with only partial fixes in place.

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 scores hover near the industry average.

The 2024 Canyon carries a heavier accumulated recall stack than later gen-3 model years — tailgate latch (23V-847), roof-rail airbag, brake caliper mounting, seat-belt anchor, and multiple transmission/software campaigns all touched 2023–2024 production. TSB activity around infotainment glitches also runs above Tacoma/Ranger.

GM's 2.7L Turbo L3B/HO is still a young engine family (introduced 2019, refreshed for Canyon/Colorado 2023) with limited high-mileage data. Early valvetrain and coolant complaints have improved but the Hydra-Matic 8L80 has a mixed shift-quality history. No red flags, but no proven decade-long track record like Toyota's 3.5L V6 in the Tacoma.

GMC positions the 2024 Canyon above sibling Colorado with more soft-touch surfaces, richer stitched dash on Denali/AT4X trims, and better switchgear feel. Volume AT4/Elevation trims still show obvious hard plastic in lower zones, but material grade is competitive for the premium mid-size class in its debut Denali year.

Wentzville assembly quality is generally solid on exterior panel gaps but early gen-3 production shows scattered rattle, dashboard-squeak, and trim-alignment complaints. Infotainment/software polish clearly lags mechanical build quality on 2024 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 means strong parts commonality and healthy aftermarket support. Repair costs run mid-tier for the segment — cheaper than European premium but more than mainstream Japanese trucks, with the turbo-four adding some complexity vs. a naturally aspirated V6.

The 2024 GMC Canyon carries a standard 11.3-inch diagonal color touchscreen across every trim (Elevation, AT4, AT4X, Denali, AT4X AEV Edition). No larger unit is offered.

GMC Infotainment System with Google Built-in launched on the redesigned second-gen Canyon and offers logical tile layout, fast map rendering, and clear menu structure. Early second-gen owners reported some launch-year software glitches (Bluetooth drops, occasional freezes) later addressed via OTA, and reviewers note heavy reliance on the touchscreen for HVAC/drive-mode functions.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2024 Canyon trim, paired with wireless charging on AT4/AT4X/Denali.

Google Built-in delivers Google Assistant natural-language voice and Google Maps as the native nav — arguably the best OEM implementation of either. 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 and delivers respectable clarity in-class. No true audiophile option.

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

Canyon rides on GM's Ultifi software platform, which supports whole-vehicle over-the-air updates spanning infotainment, ADAS calibrations, and select feature additions — behind Rivian/Tesla but ahead of most legacy truck rivals. 2024 received several OTA improvements addressing early-launch infotainment issues.

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. No digital key/phone-as-key option, which most direct rivals also lack.

HD Rear Vision Camera standard on all 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 Advanced Trailering Package.

The 2024 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 2024 and has four full doors with clearly marked LATCH anchors, 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 also makes buckling toddlers a stretch versus a unibody SUV.

GMC ProGrade Safety brings AEB, LKA/LDW, front pedestrian braking, and IntelliBeam auto highs standard, and Teen Driver/Rear Seat Reminder are included. But adaptive cruise, blind-zone alert, and rear cross-traffic are optional on the affordable Elevation trim, and the shared T4L platform posts NHTSA 4-star overall (3-star rollover) with Marginal updated moderate-overlap and side-test results on the sibling Colorado — 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 2.7 L four buzzing under load. Rear amenities top out at heated rear seats on Denali; no rear-seat entertainment or rear-zone climate.

The 310 hp / 430 lb-ft 2.7 L Turbomax pulls strongly from a stop and the 8-speed shifts smoothly for stop-and-go traffic, and the standard 11.3 in Google Built-in touchscreen with wireless CarPlay/Android Auto is one of the better mainstream setups. But the truck's height, firm base ride, gruff engine note under load, body-on-frame footprint, and early-life infotainment/Bluetooth glitches (still being ironed out via OTA in the 2024 build year) keep it from feeling truly effortless in daily use.

EPA-rated 17/21/19 MPG (4WD) and 19/23/20 (2WD Elevation) put annual fuel cost near $2,700 on regular unleaded — well behind hybrid mid-sizers like the 2024 Tacoma i-Force Max (~25 combined) and compact-truck alternatives like the Maverick Hybrid (42 combined). Regular fuel and no premium-tire penalty help, but the per-mile bill is decidedly truck-like.

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 AT4 (available)/AT4X/Denali, but front and rear park assist aren't standard on the 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 only bed length offered — no long-box or extended-cab option) 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 2024 is only the second year of the redesigned 3rd-gen Canyon/Colorado and early launch had transmission-calibration, tailgate-latch, infotainment, and software TSBs/recalls still being worked through — fleet buyers still tend to reach for the Silverado/Sierra 1500 for hard commercial duty. Interior is nicer than a work-truck should need — 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, MultiPro/multi-position tailgate is limited to higher trims, and there's no in-bed trunk like Ridgeline.

~399 mi highway range and Super Cruise (available on Denali) are real touring assets, and front seats plus a mature Google Built-in nav make interstate hours easy. But cabin noise (66) 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. AT4X AEV Edition (adding 35-in tires and boron skid plates) was announced for MY2024 but only trickled into dealers late in the model year, so the practical adventure ceiling is slightly below 2025's fully available AEV Edition lineup.

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, roof rails aren't standard, and the storage cleverness (no in-bed trunk, no frunk) is average for the class.

The 2024 Canyon is the second year of the third-generation T4L (GMT31XX) truck launched for 2023, shared with the Chevrolet Colorado. The stiffer frame and revised suspension are noticeably more composed than the outgoing K2 Canyon, with well-controlled body roll for a body-on-frame mid-size; AT4/AT4X and Denali chassis tuning add polish, but on-road it remains a secure, predictable truck rather than a class benchmark like the Ridgeline.

Electric power steering on the 2024 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 mechanically identical 2023–2024 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. Occasional turbo lag from a standstill and some gear-hunting on grades keep it from best-in-class, but calibration is substantially improved over the outgoing 2.5L / V6 lineup.

The 2.7L four-cylinder sounds coarse and gruff under hard acceleration compared to the V6s in the 2024 Tacoma non-hybrid, Frontier, and Ridgeline — the single most consistent refinement criticism across reviews of the third-gen Canyon. Idle vibration is well-isolated in Denali trim, but the powertrain note remains a clear weak point.

GMC lists the 2024 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. 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. 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 2024 Canyon capable and satisfying to hustle on a back road, and the 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'.

Every 2024 Canyon comes standard with 4WD and the 310 hp 2.7L TurboMax engine — no cheap 2WD or four-cylinder base. Entry Elevation trim includes the 11.3-inch touchscreen, 11-inch digital cluster, 17-inch wheels, wireless CarPlay/Android Auto, and GM's active-safety suite; heated seats and larger wheels still cost extra vs. AT4, so base kit is generous by domestic mid-size norms but not fully loaded like a Frontier PRO-4X.

Elevation opens the 2024 lineup around $38,995, competitive for a standard-4WD 310-hp mid-size, but Denali and AT4X push into the high $50s — premium money for a truck mechanically identical to the cheaper Chevy Colorado Trail Boss/ZR2. Buyers pay a real GMC/Denali tax for trim and grille rather than exclusive capability, so bang-for-buck trails Tacoma TRD Off-Road and Frontier PRO-4X.

2024 offers four trims — Elevation, AT4, AT4X, and Denali — a narrower ladder than the 2025 lineup that added the AEV Edition. The body/powertrain menu is also narrow: Crew Cab + 5-foot bed only, one 2.7L Turbo engine, 4WD only. No extended cab, no long bed, no work-truck stripper, no diesel or hybrid vs. Tacoma's XtraCab/Double Cab, long-bed option and (later) i-FORCE MAX hybrid.

Canyon ran a distant fifth in the mid-size class in 2024 — roughly 37K US units vs. Tacoma near 200K, Ranger and Colorado around 90–100K each, and Frontier around 75K. It sells as a niche premium alternative rather than a volume player, but sales were steady in the second year after the 3rd-gen relaunch.

GMC's "Professional Grade" positioning and the Denali sub-brand carry real cachet in the truck market, with above-average loyalty and consistently strong resale relative to Chevy. The AT4X also gives the Canyon genuine off-road credibility that supports its premium image.

As only the second year of the redesigned generation, 2024 Canyon incentives were modest — typically ~$1,000–2,000 in cash allowances plus subvented GM Financial APR programs. Demand and inventory were healthy enough that dealers negotiated below MSRP, but discounts didn't reach the aggressive levels GM puts on Silverado/Sierra 1500.

2024 is only the second model year of the 3rd-generation Canyon (launched MY2023 on the redesigned GMT 31XX architecture) — very current sheetmetal, modern 11.3" Google-built infotainment, digital cluster, and the newest GM safety-tech suite, with no imminent replacement on the horizon.

The Canyon platform earned MotorTrend Truck of the Year 2024 (as the Chevrolet Colorado), and 2024 Canyon shares the same praise for its torquey turbo four, modern interior and serious AT4X off-road hardware. Reviewers still put Tacoma ahead in comparison tests thanks to its hybrid option and body-style breadth, and knock Canyon for firm ride and rich pricing — so it's respected but rarely the outright winner.