Long-Term Test: 2004 GMC Canyon

The Chevy S-10 has been around for a long time, but it's finally time to say good-bye to that more-than-decade-old truck and its platform mate, the GMC Sonoma (originally the S-15). Those trucks have served General Motors well, as it was the transition from the Isuzu-sourced Chevy Luv to the S-10 and Sonoma that gave Chevrolet and GMC some real teeth in the compact pickup market. Long dominated by Toyota and Datsun/Nissan, the small truck market seemed custom-made for Japanese manufacturers that had decades of experience building small vehicles that could carry a lot of stuff. The fuel crisis of the 1970s certainly pushed small trucks into the mainstream, but many weekend home improvement warriors and fishing hobbyists really began to see the wisdom of a small truck outside of its more favorable fuel economy.

But as the years rolled on and the import trucks got better and better, the Sonoma and S-10 gradually got left behind. Nissan gave its trucks youthful styling, while Toyota offered reliability and refinement befitting a sedan. In the meantime, GM's compacts got only minor updates to keep them fresh over the years, a measure of neglect that left them looking and feeling older than they actually were. With the introduction of the Chevrolet Colorado and GMC Canyon, GM has finally put itself back in the race again. Not only are both trucks sharp-looking, they're also slightly larger, more comfortable inside and more efficient under the hood. But are they the small truck saviors that GM is hoping for?

We decided to find out just how much an improvement these new trucks are over their predecessors by adding one to our long-term fleet. We went with the GMC version rather than the Chevrolet mainly because we recently added a Chevrolet Malibu to our long-term fleet and like to cover as wide a range of brands as possible. Although crew cabs are an increasingly popular body style, we decided to go with an extended cab model instead. One of our pet peeves about compact crew cabs is their dinky cargo beds; with the extended cab, you're able to get a considerably longer bed that maintains the truck's usefulness. From there, we specified the larger 3.5-liter, inline five-cylinder engine, top-of-the-line SLT trim, four-wheel drive and the Z71 off-road package.

Consumer Advice Editor Philip Reed oversaw much of the purchasing process. Reflecting on the experience, Phil wrote, "We had decided that we wanted a four-wheel-drive GMC Canyon with the extended cab, and this turned out to be a difficult configuration to find in Southern California. Luckily, the GM Web site is great for searching for vehicles, and we were able to view everything that was available in this area that might suit our needs. We located a truck matching our needs at North County Jeep-GMC-Kia in Escondido, Calif., and contacted the dealership through the Internet department for a quote. The only bit of business left was to agree on the price."

Phil continued, "Bill Barr, the fleet manager, responded quickly with a price that appeared to be over our TMV figure. However, when we requested that the invoice be faxed to us, we saw that this dealership had to pay additional dealership fees. Edmunds.com's policy is that, if the dealership fees are listed on the invoice (as opposed to being written into the contract), they should be paid. With this extra expense factored in, we saw that the truck was, in fact, being sold at $269 under our TMV price. Our final price for the truck was $26,886.03 plus sales tax and DMV fees. We also received a $1,000 customer cash rebate to further reduce the cost. All in all, the dealership experience was pleasant, and once we arrived, the process took no longer than 30 minutes. Considering that we were also able to find the exact truck we wanted, it's clear that utilizing the Internet manager is the way to go whenever buying a new car or truck."

So now that we have the truck, how does it measure up? Early impressions of the vehicle suggest that it is a vast improvement over the S-10/Sonoma. Most of our editors find the interior spacious and the ride quite compliant. Road Test Editor Brian Moody had this to say: "I never hated the Sonoma or the S-10, but by comparison, the Canyon is light-years ahead of those trucks. The ride is very smooth and the small GMC finally feels more like a junior-sized Sierra. Also, it's always troubled me that the S-10-based vehicles don't measure up in terms of government crash ratings (the 2003 Sonoma/S-10 extended cab trucks earn only two out of a possible five stars for the driver position in frontal impacts). In contrast, the Canyon and Colorado earned four stars in front-impact tests, four stars for side impacts involving front occupants and a full five stars for side impacts involving rear-seaters."

Brian continued, "The new truck's inline five-cylinder engine pulls as strong but isn't as refined as the 4.2-liter straight six it's based on. But again, a huge improvement over the previous truck's V6. I used the Canyon to yank out some old shrubs and hedges and the only thing the truck lacked was traction, but I wouldn't consider my front lawn the grippiest surface."

Other editors have praised the Canyon's nimble handling and the new look of GM's small trucks. But little quality problems have crept up early on. New Vehicles Editor Jeff Bryan noticed that one of the rear clamshell doors can be difficult to close. Editor in Chief Karl Brauer later confirmed and noted, "The rear door on the passenger side of our test car is hard to close properly. Push too lightly and it won't fully latch at the top. Push too hard and…it won't fully latch at the top. There's this 'in-between zone' where you have to give it a firm, but not too firm, push."

We've also noticed a squeak coming from the front-passenger seat that seems to get worse on rough roads. And few of us find the pedal spacing a bit curious. Jeff wrote in the logbook that there is "barely enough room between the brake pedal and transmission tunnel for your foot. I was constantly catching my shoe on the brake pedal. I did notice, however, the carpeting next to the gas pedal bulges out a little, making the foot space even tighter. I tried pushing the carpet down to make more room, but it just pops right back out. At some point, I'm going to try gluing or otherwise securing the carpet to the metal underneath." If we see Jeff coming down the hall with a tube of Super Glue, we'll stay out of his way.

Other early observations about the Canyon have been positive. All who have used the truck praise the rear jump-seat configuration and the small organizer tray that resides under the backseat. Besides that, several of us find the front seats to be comfortable and the ride to be better than average for a 4x4 pickup.

"The truck handles well and the ride quality is fine, at least for a vehicle with an off-road suspension," Karl penned in his notes.

And there is unanimous agreement on the stellar XM Satellite Radio. Brian had a small bone to pick, though. "I love XM radio — I'd have a receiver in every room of my house if I could," he said. "However, as much as I like the service, I find it kind of a hassle to use it on cars that don't have steering wheel-mounted audio controls. This is true of both the Canyon and the long-term Chevrolet Malibu we have. With so many channels to pick from, reaching over to the center stack and holding my hand there while I surf to see what's on is a drag. To anyone who is considering satellite radio, get the XM. But anyone who gets XM should be sure to order their vehicle with radio controls on the steering wheel."

So the GMC Canyon has a tough year ahead of it. The imports are consistently getting better, but GM has typically offered more value than the competition (in terms of the features you get for the price you pay), but much of that competition has consistently outclassed GM products in terms of build quality and refinement. So far, we can honestly say that the Canyon is worthy of being considered alongside the offerings from Toyota and Nissan. It's a capable truck that offers a roomy cab, decent power and contemporary styling. But it's too soon to make the final call, so we'll see how a few months of good old-fashioned work affects impressions of the new Canyon.

Current Odometer: 3,305
Best Fuel Economy: 17.6 mpg
Worst Fuel Economy: 14.2 mpg
Average Fuel Economy (over the life of the vehicle): 16.1 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Passenger-side rear door difficult to latch shut, squeak from front-passenger seat.

We're now more than 7,000 miles into our GMC Canyon ownership experience, and the editorial staff has formed some hard opinions on our truck's engine performance, handling characteristics and interior accommodations. Although we generally like the Canyon, some weaknesses are becoming apparent — and with a fully redesigned Dodge Dakota, Nissan Frontier and Toyota Tacoma arriving in the next few months, these don't bode well for the success of GM's compact truck line.

The performance of our SLE extended cab's five-cylinder engine continues to be a popular topic of discussion. Although most drivers find the acceleration adequate, none of us regard it as an impressive power plant for a $28,000 truck.

After taking a 1,800-mile road trip to New Mexico and back, Senior Road Test Editor Ed Hellwig had this to say: "Out on the wide-open highways of Arizona and New Mexico, the Canyon moved along just above the 75-mph speed limit without much trouble. Climbing any type of long grade usually required pulling it down to third gear to maintain a reasonable speed. High-speed passing takes awhile, so I made sure to leave plenty of room when it came to going around big trucks."

Senior Content Editor Erin Riches, who used the Canyon for her long commutes, gave a similar report. "The inline five has ample power for driving around the suburbs and for most freeway travel. However, it runs out of steam when climbing highway grades — you really have to stay on the gas to maintain speed. Running the air conditioning at half-blast on very hot days also sapped its strength, even when I was just running errands around town. In either instance, its efforts were accompanied by plenty of noise and, occasionally, dash vibration. This was annoying, but I did like the fact that this engine was quiet and unobtrusive once it settled into a cruising speed."

Erin wasn't the only one bothered by the sounds coming from under the hood, as New Vehicle Reviews Editor Jeff Bryan logged these comments: "I continue to be unimpressed by the Canyon's exhaust note and engine sound. Neither imparts a feeling of refinement or power. Recently, I had the opportunity to drive a 2005 Chevy Colorado ZQ8, and immediately noticed a difference in exhaust tune. The engine didn't seem any different, but I did detect more of a burly rumble out back. It certainly sounded much better."

On a few occasions, Erin thought it would be nice to have the added control of a manual transmission, but she was generally satisfied with our long-termer's four-speed automatic. "I wish it had an extra gear to improve acceleration," she wrote in the logbook, "but its quick downshifts are much appreciated. Unlike some automatics, it's easy to get it to step down a gear in part-throttle situations — this proved very useful when entering freeways as I could get the Canyon into the meat of its power band while waiting for an opening in traffic. Unfortunately, it wasn't quite as willing on uphill grades — it didn't like to drop to second gear (sometimes needed with this smaller engine), and when it did, it often didn't stay there long enough. Fortunately, the column shifter gives you full access to the lower gears and is very easy to use; the firm detents make it nearly impossible to select the wrong gear."

Both Ed and Erin were impressed by the pickup's fuel range, as it averaged about 350 miles between fill-ups — definitely above the norm for light trucks. Mileage wasn't bad, either. The Canyon got over 21 mpg during Ed's road trip and pulled down a decent 18-19 mpg in Southern California sprawl. EPA estimates for our four-wheel-drive extended cab are 18 city and 23 highway.

Erin hadn't expected to like the Canyon's ride and handling characteristics, but as the weeks wore on, she began to regard the truck's road manners as one of its most positive attributes. "I generally don't like the dynamics of compact body-on-frame vehicles, as their narrow track and high center of gravity make them feel less steady at high speeds — and makes me doubt my ability to steer out of a potential accident situation without skidding or rolling," she admitted. "A larger midsize pickup like the Dakota is much more appealing to me, as its wider stance gives it a more balanced feel.

"Nevertheless, I eventually warmed up to the Canyon's dynamics, which really are pretty good for a compact truck and worlds better than the S-10/Sonoma's. The ride is very comfortable for commuting. Sure, you get bounced around a little over expansion joints and pavement grooves, but for the most part, it's very smooth, especially for a truck with an off-road suspension. Handling capability around corners is modest, especially as you add speed, but the truck is easy to predict and body roll is well controlled. I definitely prefer this setup to the skittish handling of the larger Envoy and TrailBlazer SUVs."

Our senior content editor was particularly fond of the pickup's steering. "For a truck, you get a surprising amount of feedback from the road through the wheel, and the ratio is pretty quick (for a truck in this class anyway). I also like the design of the wheel, which is relatively small and fits nicely in my hands.

"The relatively tight feel of steering gives the Canyon a deceptively nimble feel," she continued. "After making several multipoint maneuvers to get into tight parking spaces and aborting a few U-turns, I decided that the turning radius was definitely not small. A quick check of the specs confirmed that the Canyon turns a 44.6-foot circle, the widest of the compact pickup class."

Erin was the only editor to complain about the truck's turning radius, though, as other editors had only good things to say about its size and maneuverability. "I really like the overall size of the Canyon," Jeff said. "While it doesn't seem like a bite-sized version of a 'real' truck like the old S-10 did, it also doesn't feel like a huge behemoth whose sole purpose is to make up for deficiently sized aspects of my anatomy."

Braking was never a strong point of the retiring S-10 and Sonoma, which were known for their mediocre stopping distances and long, vague pedal action. Fortunately, the Canyon's brakes have proven to be much easier to live with in everyday driving situations. From Erin's notes: "The pedal is easy to modulate and fairly reassuring in its action. Stopping distances are fine, and when I had to get on the brakes hard on two occasions, the ABS kicked in smoothly with minimal ruckus."

Log entries on the Canyon's interior accommodations were not as complimentary, as drivers couldn't help but fixate on their drab surroundings.

"With so much time behind the wheel, I couldn't help but notice each and every detail of the interior," Ed wrote. "I never considered it a great setup and my opinion hasn't changed much — especially after seeing the cabins of the 2005 model-year trucks from Dodge, Nissan and Toyota. Everything in the Canyon works just fine, but the materials look dated already — not good considering it's a brand-new truck. Even little things like the poor design of the cruise control setup got annoying after using it several times. It wasn't something that made me dislike it during the trip, but if I saw what I could get in one of the competitor's trucks, the Canyon would look a lot less appealing."

Erin gave this report: "The overall design is very functional. The gauges are easy to read, and I had no difficulty finding and using the truck's controls. The cabin is also well illuminated at night; all vital controls light up, with the exception of the parking brake release. But aesthetically, the Canyon's cabin is very unappealing. The plastics used are all of low quality, and it's obvious that no one at GM gave much thought to how everything would be put together in the cabin. The passenger airbag cover, for example, is just a thin piece of plastic that was laid on top of the dash."

"The more I drive it, the less I like the interior," Road Test Editor Brian Moody wrote. "For $28K, I'd like to have a little flair inside the truck."

Our truck's 60/40 front bench seat picked up mixed reviews. "To my surprise, the seats were actually quite comfortable," Ed wrote after spending a pair of 12-hour stints behind the wheel. "They don't look like much, and when you sit in them for the first time, they're not all that impressive, but after multiple hours in a row I didn't find myself squirming much to get comfortable. It's about as much as you could ask for in a truck like this."

Erin never spent more than two hours at a time in the driver seat, but she found both the comfort and visibility from this position ideal for commuting. "The cushioning effectively supported my back, and I had plenty of legroom and foot room," she penned in her notes. "The driving position was excellent as well, as I was able to hold the wheel comfortably while enjoying a fine view of the road in all directions. The large mirrors are helpful for merging and passing. And I love the padded cloth center armrest — this is a convenience I never expected to find in a workaday GM truck."

In contrast, Brian's notes read: "The seats continue to be uncomfortable to the point where I would avoid taking the Canyon on a long trip."

Wind noise went unnoticed during urban travel, but once out on the open road, Ed reported that it was never far from mind. "There was considerable wind noise from around the door jambs that became annoying after awhile. I'm guessing it had something to do with the back doors that don't seem to always want to shut tight, but I was able to get them to close tightly before I left and there was still plenty of wind blast at cruising speeds."

Our Canyon is equipped with automatic headlights, and Erin found the "auto" setting more responsive to light conditions than most. "Not only do I never have to worry about turning them on when it gets dark," she wrote, "but also they come on quickly in tunnels and parking garages, assuring that I always have the best view of what's ahead of me."

When it came time to haul mundane items like groceries, Erin found our long-termer's extended cab configuration convenient. "The extended cab body style provides for a good amount of indoor cargo space, such that it's possible to squeeze in a week's worth of groceries — a definite plus in foul weather. I do think it would be nice if the rear access doors opened 180 degrees (as on the Nissan Titan extended cab), because getting groceries out of the back is a pain in tight parking lots."

Our senior content editor was also pleasantly surprised by the amount of storage space for smaller items in the front seat. "The narrow door bins aren't of much use, but the center armrest capably held my cell phone and sunglasses. I also used the center cupholders for energy bars and my gate opener because of their prime location, though they don't do the greatest job of holding things securely. Additionally, by wedging my CD case under this cupholder unit, I was able to keep it within easy reach on the center hump."

Although the Canyon's oil change intervals are dictated by an onboard computer, we decided that it might be a good idea to go ahead with our first oil change at 7,300 miles, even though the notification light wasn't illuminating at startup (the "low oil" light did come on briefly during our senior road test editor's trip to New Mexico). We didn't have an appointment at Martin Cadillac-Pontiac-GMC in Los Angeles, but a service advisor we spoke to on the phone said they could have our truck done in two to three hours if we wanted to drop it off. After pulling into the service bay of this large, busy dealership, we waited five to 10 minutes while our assigned service advisor finished up with another customer. He then wrote up an order for an oil change and a tire rotation. We also demonstrated the problem we've been having with the passenger-side rear door latch for him, and he agreed to have a technician check this out. The preliminary estimate ($76) seemed high, but we went ahead and signed the order, and took the dealer's shuttle back to the office.

About four hours later, we called to inquire about the Canyon's state of completion and learned after waiting on hold for several minutes that our original advisor had gone home due to a family emergency. Then, we waited some more while the receptionist transferred us to another advisor. And then, we waited several more minutes while the new advisor finished up with another customer. All told, we probably waited on hold a good 15 minutes. While we waited, we realized why the initial estimate had been so high; the tire rotation had been typed up as "balance tires/rotate," meaning that we were getting a more expensive tire balance and rotation (a subtle tactic for padding the bill that we experienced when servicing our long-term 1999 GMC Sierra at this dealership). Once we had the advisor on the line, he informed us that the Canyon probably wouldn't be ready today, since a technician still needed to look at the rear door latch. When we brought up the "balance versus rotate" issue, he told us we would have to take that up with the service manager and politely transferred us.

We explained the situation to the service manager, acknowledging that although we had already signed off on the estimate, we felt the wording on the receipt was misleading given that it was clearly different from the service we asked the service advisor to perform. The manager patiently took down our information and said he would call back. Fifteen minutes later, he called to say that while a tire balance and rotation was part of the dealer's recommended service items at this maintenance interval (and that we would be sorry if we didn't follow this regimen), he had decided to go ahead and remove the extra charge for balancing. He also informed us that the Canyon was now ready to be picked up. Our final bill was a much more reasonable $53.34.

Interestingly, our service receipt noted that the troublesome door latch had been "adjusted" under warranty. However, when we tested it for ourselves, it was just as reluctant to latch properly as it had been before. Sigh.

So after another three months behind the wheel, is this a truck any of our editors would buy for themselves? "I enjoyed driving this truck more than I expected and thought it would be a practical vehicle to own if I could have one equipped like this for around $20,000," Erin reflected. "Then, I saw that our long-term Canyon actually came in over $28,000 (though we paid just under $27K), and for an extended cab with a lackluster interior and less than six cylinders, that seems like too much. And when the redesigned Dakota, Frontier and Tacoma go on sale, it really will be too much and GM will have to pour on the rebates and incentives. The company needs to find a way to fit the Envoy's 4.2-liter inline six under the hood."

Current Odometer: 7,316
Best Fuel Economy: 21.7 mpg
Worst Fuel Economy: 14.1 mpg
Average Fuel Economy (over the life of the vehicle): 17.1 mpg
Body Repair Costs: None
Maintenance Costs: $53.34
Problems: Passenger-side rear door often failed to latch properly, even after "adjustment" under warranty.

The Canyon has been part of our long-term fleet for nine months now and looking back over the previous test updates, it's pretty easy to recognize the recurring themes among its strengths and weaknesses.

When it comes to power, the Canyon's five-cylinder engine is adequate, but don't expect to throw it any curve balls and have it hit a home run. As Senior Consumer Advice Editor Phil Reed reports, "It's fine for around town. And once it gets up to speed, it's quiet and well behaved, but it doesn't feel strong off the line. When it starts up, it's very rough and often doesn't feel like it's going to catch. Sometimes it bucks first and then catches."

Transmission reports this quarter have been equally lukewarm. Photo Editor Scott Jacobs weighs in on the gearbox: "Several times I found it hunting for a gear, especially when being pushed on long inclines." Phil's experience was similar: "The transmission is reluctant to downshift and seems to get caught in the wrong gear a lot. Downshifts are hesitant and jolting, like you're asking it to do a big favor for you."

Fortunately, our editorial team found less to complain about when it came to ride quality. Some might even admit that they were pleasantly surprised by the suspension, even after a several-hundred-mile road trip. Scott noted, "It's a surprisingly nice ride for a truck of this size. It feels more carlike than trucklike." Phil agreed, saying, "The ride isn't particularly punishing for a truck."

Senior Editor Ed Hellwig and Manager of Vehicle Testing Kelly Toepke exercised the Canyon on a round-trip to Las Vegas to cover the annual Specialty Equipment Market Association (SEMA) trade show in early November. Neither found much to complain about regarding the suspension, especially while cruising along the long stretches of desert freeway. "I must admit I did question our sanity about choosing the Canyon for the drive to Vegas," Kelly wrote in the logbook. "The first 20 miles or so getting out of the L.A. area forced us over some pretty beat-up pavement, and I feared the rough ride was going to plague us all the way to Sin City. Luckily, it was just the combination of irregular pavement and the truck suspension that seemed excessive at first. Things smoothed out soon enough, and I hardly gave the ride quality a second thought for the rest of the trip."

When it came to actual front-seat comfort, our editorial camp was far more divided. Phil readily acknowledged that he wasn't the driver to issue a statement regarding the sensitivity of his backside, noting, "I'm not the right person to ask about seat comfort since, if I'm sitting down, I'm comfortable." Scott on the other hand, was more opinionated. "I found the seats to be flat and unsupportive," he said. "They are the only link to the old Chevrolet S-10 pickup, and I wish the company had redesigned them."

Kelly, being prone to the phantom pains of sciatica, is nothing if not hypercritical about seat comfort — and yet even after the Vegas trip and nearly a month of regular 60-mile daily commutes, did she whimper or whine while strapped into the Canyon's driver seat? "Surprisingly enough, the front seats didn't really bother me," she said. "As long as you make peace with your legs being splayed out in front of you instead of bending more at the knee on the higher rise of a car's seat, the Canyon is perfectly agreeable."

Our Canyon is just an extended cab, and not a crew cab, so the occasional-use backseat should be limited to exactly that, occasional use only. Phil said, "I spent a short trip back there and it felt like a very long trip. Hey, it's a work truck. But tempting people to sit in the back, even children, will make many enemies for you."

Kelly heartily agreed, recalling how much grief she got from her four-year-old daughter every time she coerced her into her car seat. "Emma hated to ride in the backseat of the Canyon, and I was never too comfortable with her back there, either. Most kids her age could care less about the vehicle they're in, unless of course there's a DVD player involved. In Emma's case, she spends so much time jumping from car to car because of my job, she's become quite a little road tester herself. Her biggest complaint was that the upright seat back practically made her sit at a sub-90-degree angle — making her feel like she was falling forward, and she was right."

As part of the compact/midsize truck segment, the Canyon will be soon getting an even bigger dose of competition. We recently drove a Toyota Tacoma and a Nissan Frontier, both of which are all-new for 2005, and hope to add either the Tacoma or Frontier to our long-term fleet to parallel the final months of our Canyon coverage. Watch out, Canyon.We fully expect both of the redesigned Japanese trucks to give the GMC a serious run for its money.


Current Odometer: 11,602
Best Fuel Economy: 19.3 mpg
Worst Fuel Economy: 13.8 mpg
Average Fuel Economy (over the life of the vehicle): 17.3 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None

Our GMC Canyon is nearing the end of its tenure in our long-term test fleet and a consensus is forming. Nearly all of our editors are critical of the truck's buzzy five-cylinder engine and plasticky, spartan interior. However, the Canyon has drawn praise for comfort and dependability. Recently, one new compliment was added to the positive side of the tally sheet: practicality.

Let's be honest here, this vehicle was built to haul stuff around in. Driving the truck to the office every day isn't a fair test. This is a work truck and should always be seen from that perspective. With this in mind, Philip Reed, senior consumer advice editor, went to the store and bought 12 bags of rocks for a home improvement project. Loading them into the bed of the Canyon, he noticed, as he had in the past, that the tailgate latch sticks — a small thing, perhaps, but there are many things that stick or move only reluctantly on this vehicle. Anyway, the rock-hauling project showed Phil that a 900-pound load actually improves the Canyon's ride, removing the jitteriness that editors have complained about.

Road Test Editor Dan Kahn took the Canyon on a trip up to Yosemite National Park to go hiking with friends. He writes: "This year we had the brilliant idea to visit the park in January, so that we could see one of the world's most stunning valleys covered in snow. The roads leading into Yosemite were covered in ice and snow, and rangers were turning back cars that didn't have four-wheel drive and chains.

"Our Z71 GMC Canyon turned out to be quite capable in treacherous conditions. I've never thought much of the Canyon, but the little red pickup started to grow on me. The front seats are relatively comfortable, and the XM radio makes long drives tolerable. The little five-cylinder engine that I hate in stop-and-go traffic provided decent power and respectable mileage, although the engine's strange vibrations and harmonics did get tiring.

"The Canyon's off-road package proved an asset in the snow. Shifting in and out of four-wheel drive, the pickup's big tires and plentiful ground clearance made crossing snow-covered roads easy, even without chains. I'm still not a Canyon/Colorado fan, but now I know The General's latest truck can handle the worst Mother Nature has to offer."

Despite the kudos the truck receives, there are some nagging problems that keep resurfacing. Phil disliked the noisy, weak-feeling engine and the bumpy shifts from the automatic transmission. He also began to dislike the seats for their lack of lateral support. Furthermore, during frequent rains, he realized that the windshield wiper switch (a ring on the turn signal stalk) is inconveniently located and hard to find in a hurry.

The Canyon has been mechanically sound but, unfortunately, small things like the door handles, gearshift and doors lack a feeling of quality. Most bothersome is our battle with the right passenger doors. If both doors are opened (since this is an extended cab, the back door is rear-hinged) and then closed, they don't latch securely. The problem was fixed by two of our road test editors by adjusting the "strikeplate" — something that should have been done at the factory before the truck was delivered to us.

There is one area in which the truck always shines: style. Wearing a coat of Cherry Red metallic, our truck gets a lot of admiring comments. Young males, in particular, often say, "Great truck!" when we pull into a parking garage or step out of the driver seat. When we get these compliments, we wish we could respond with equal enthusiasm to the truck's performance. Still, if you are looking for a dependable work truck, and your loyalty is to the domestic brands, this is a vehicle that will get the job done.

Current Odometer: 17,058
Best Fuel Economy: 17.4 mpg
Worst Fuel Economy: 14.0 mpg
Average Fuel Economy (over the life of the vehicle): 17.3 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: Passenger-side doors sometimes fail to latch properly.