2016 canyon price

2016 canyon price DEFAULT

SLT 4x4 Crew Cab 6 ft. box 140.5 in. WB
2016 GMC Canyon Pricing

Retail Price

$38,260MSRP / Window Sticker Price

Smart Buy Program is powered by powered by TrueCar®
Additional or Replacing Features:
  • 3.6L V-6 Engine
  • 6-spd auto w/OD Transmission
  • 305 @ 6,800 rpm Horsepower
  • 269 @ 4,000 rpm Torque
  • four-wheel Drive type
  • 18" polished aluminum Wheels
  • front air conditioning, automatic
  • driver and front passenger heated-cushion, heated-seatback Heated front seats
  • SiriusXM AM/FM/HD/Satellite, seek-scan Radio
  • 2 - 1st row LCD monitor
  • keyfob (all doors) Remote keyless entry
  • front Fog/driving lights
  • Heated mirrors
  • leather Seat trim
  • driver and passenger Lumbar support
Standard Features:
  • 2.5L I-4 Engine
  • 6-spd man w/OD Transmission
  • 200 @ 6,300 rpm Horsepower
  • 191 @ 4,400 rpm Torque
  • rear-wheel Drive type
  • 16" silver aluminum Wheels
  • front air conditioning, manual
  • AM/FM stereo, seek-scan Radio
  • 1st row LCD monitor
  • vinyl Seat trim
  • ABS and driveline Traction control
Show More

SLT 4x4 Crew Cab 6 ft. box 140.5 in. WB

Exterior Colors

  • Cardinal Red

  • Emerald Green Metallic

  • Copper Red Metallic

  • Quicksilver Metallic

  • Summit White

  • Onyx Black

  • Cyber Gray Metallic

  • Bronze Alloy Metallic

Interior Colors

  • Jet Black w/Leather-Appointed Seat Trim

  • Cocoa/Dune w/Leather-Appointed Seat Trim

Next

Standard Options

Additional Options

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Depreciation

Year 1$8,580

Year 2$3,775

Year 3$3,150

Year 4$2,725

Year 5$2,400

Fees & Taxes

Year 1$2,135

Year 2$120

Year 3$124

Year 4$108

Year 5$112

Fuel

Year 1$1,353

Year 2$1,401

Year 3$1,450

Year 4$1,502

Year 5$1,555

Insurance

Year 1$1,194

Year 2$1,186

Year 3$1,179

Year 4$1,172

Year 5$1,165

Interest

Year 1$1,376

Year 2$1,099

Year 3$807

Year 4$501

Year 5$180

Maintenance

Year 1$8

Year 2$131

Year 3$658

Year 4$392

Year 5$1,979

Opportunity

Year 1$92

Year 2$124

Year 3$159

Year 4$196

Year 5$246

Repairs

Year 1$0

Year 2$0

Year 3$0

Year 4$832

Year 5$1,032

Total Cost to Own

Year 1$14,738

Year 2$7,836

Year 3$7,528

Year 4$7,429

Year 5$8,670

See the cheapest Trucks to Own

Data provided byCost to Own Data Provided by Vincentric
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Until recently, diesel and pickup were words that went together only for buyers of Detroit-brand medium- and heavy-duty rigs, the ones commonly described as three-quarter-ton or one-ton trucks. Hyper-capable, they’re also huge, stiffly sprung machines that far exceed the needs and pocketbooks of buyers who use their trucks for household chores and recreation. The Nissan Titan XD with its Cummins V-8 engine changed the “Detroit-brand” exclusive on diesel pickups while splitting the difference between light- and medium-duty ratings, but it’s still too much truck for many people who might otherwise appreciate a diesel’s fuel efficiency and torque.

Ram brought diesel to a broader audience for 2014, offering its EcoDiesel in the 1500 series half-ton pickup, and now diesel has trickled down to the mid-size class in the Chevrolet Colorado/GMC Canyon with a 2.8-liter four-cylinder Duramax. We found the GMC promising when we first drove it, and now we’ve run our full test regimen on a Canyon with the new engine offering. It’s not quick, but that’s not why one buys a diesel. It’s the abundance of low-rpm, cargo-hauling, trailer-pulling, off-road hill-climbing torque that appeals—that and the promise of greater fuel economy. Buyers have to pay dearly for those attributes, however, as GMC doesn’t make the engine available on Canyons in the lower-cost trim levels and commands a significant premium for the Duramax.

Mileage Matters

Diesel sales in the U.S. passenger-car market have fallen off a cliff, tainted by the Volkswagen emissions scandal that has removed the “green” glow of lower CO2 output (directly proportional to fuel economy). In the truck segment, though, diesel sales are hanging tough. Diesel-truck buyers have adapted to the need to periodically add DEF (diesel exhaust fluid), which helps to clean the exhaust, and are generally less motivated by ecological concerns than by capability and fuel efficiency.

We measured a significant fuel-economy advantage in comparison to our previous tests of the gasoline-fueled 2.5-liter four-cylinder and the 3.6-liter V-6 Canyon 4x4s. With those trucks, we recorded an overall average of 18 and 17 mpg, while this diesel returned 22 mpg, just shy of its EPA combined rating. During a 200-mile highway test at a steady 75 mph, we averaged an impressive 28 mpg. With a 21-gallon tank, that makes for a range of nearly 600 miles on a long interstate journey.

When doing fuel-economy comparisons, consider, too, the need to add DEF when the dashboard indicator advises that remaining range is 1000 miles or less. We didn’t need to add DEF in the two weeks this truck spent with us. The 5.4-gallon DEF tank, which you top up through a secondary filler under the same lid as the one for fuel, should last at least as long as a half-dozen tanks of diesel fuel if you’re working it like a borrowed mule, and up to 10,000 miles normally. A 2.5-gallon bottle from Walmart runs about $8; if you have the dealer pour it, the factory stuff will cost much more.

Handling and braking performances at the track were comparable to our measures on other Canyons, cornering at 0.72 g and stopping from 70 mph in 184 feet. All of our tested Canyons were four-by-fours with all-terrain tires, and their figures are competitive—better than we recorded for an off-road-equipped Toyota Tacoma that was slightly smaller and lighter.

Although our drivers complained of poor acceleration in the 200-hp gasoline four-cylinder Canyon 4x4, few griped about the 181-hp diesel’s performance even though its test-track numbers were similar. The diesel we tested was in the Canyon’s biggest, heaviest configuration, a Z71 Crew Cab with the long bed, riding on a 140.5-inch wheelbase and casting a shadow 18.7 feet long; it weighed just shy of 5000 pounds. Getting to 60 mph in 9.4 seconds, this example was 0.2-second slower than the gas four-banger. The diesel beat that truck in the quarter-mile by one-tenth of a second, though. The turbo-diesel’s 369 lb-ft of torque paid off, too, in making it slightly quicker (a tenth of a second) to 30, 40, and 50 mph than the gasoline four-cylinder, even though that one had the advantage of being a shorter extended-cab model and was 783 pounds lighter.

HIGHS: Abundant torque, easier to maneuver than full-size pickups, off-road worthiness, fuel economy.

In around-town duty, a poke at the pedal yields a strong, immediate response in situations where the 2.5-liter gas model needs to spool up some rpm and find a lower gear in the six-speed automatic transmission. That makes the gas version feel like it’s working really hard while the diesel model’s 178 lb-ft torque advantage, available at 2400 fewer rpm, seems to shrug off similar challenges.

Your ear has a lot to do with such impressions, and our sound-measuring equipment says the diesel is 4 decibels louder than the gasoline four-cylinder at wide-open throttle, 2 dB louder at idle, but—surprise!—a full 4 decibels quieter at a steady 70 mph cruise. The V-6 was all but inaudible at idle, but it was much louder than the diesel at full song and only 1 decibel quieter at cruise. GM puts extra sound-deadening measures in vehicles equipped with this engine, and the low-rpm torque means you rarely need to mat the accelerator, something we had to do often with the smaller gas engine. This one makes a growly background clatter, not unpleasant but never absent, that’s likely to please the truckers motivated to buy this vehicle for its 7600-pound towing capacity (the rear-drive version has a 7700-pound tow rating). That’s plenty to pull a two-horse trailer, a serious boat, or a camper that would be the pride of your local glampground.

It’ll Cost You

Shoppers with lower towing needs are likely to find the better around-town performance and lower buy-in cost of the V-6 a preferable alternative in a light-duty truck. And those who want a diesel truck for work, towing landscaping equipment or the like, probably would be better off with the Ram 1500 EcoDiesel, rated for even tougher duty and available in more-basic trim levels within a few hundred dollars of the $40,735 sticker on the cheapest diesel Canyon. This is because the GMC is offered only in Crew Cab SLE trim and higher. The diesel also will be available in a Denali luxury version for 2017.

LOWS: Diesel option only on pricey trim levels, mid-size but still casts a big shadow.

The diesel option price of $3730 brings a standard trailer-brake controller and an exhaust-brake feature and requires that the buyer choose either the Z71 All Terrain Adventure package ($3585 for off-road suspension, hill-descent control, 255/65R-17 all-terrain tires, and a bunch of cosmetic bits) or the Driver Alert package, which is only $395 for lane-departure warning and forward-collision alert. The latter features aren’t available on four-by-fours, however. Choosing either of those further requires another $575 for the SLE Convenience package of automatic climate control, remote start, and a sliding rear window. And $250 more for a mandatory trailering equipment package, minus a $750 discount on the All-Terrain Adventure package when you’ve chosen all of the above. Getting the diesel, then, adds up to some $7000 on a four-by-four.

Atop those options, our tested truck had a Bose audio upgrade ($500), an 8.0-inch color touchscreen with navigation and Apple CarPlay ability ($495), and Cyber Gray metallic paint ($395), for an option total of $8955 minus the $750 package discount. Despite all this spending on options, our $43,990 Canyon still lacked a full power-adjustable driver’s seat and had just a single zone for its automatic climate control. And this is a lot of money to offset against a 5-mpg improvement in fuel economy. You can do your own math, but it’s pretty clear that there’s reason behind GM’s projection that only one in 10 buyers of its mid-size trucks will opt for the turbo-diesel. That’s still a decent number of folks who will be able to enjoy the advantages the engine offers without having to deal with a truck so large it might not fit in your garage. Still, if you’re looking for outright capability, you’re probably better off with a full-size rig.

Specifications

SPECIFICATIONS

2016 GMC Canyon Diesel 4x4 Crew Cab

VEHICLE TYPE
front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup

PRICE AS TESTED
$43,990 (base price: $40,735)

ENGINE TYPE
turbocharged and intercooled DOHC 16-valve diesel inline-4, iron block and aluminum head, direct fuel injection
Displacement
169 in3, 2776 cm3
Power
181 hp @ 3400 rpm
Torque
369 lb-ft @ 2000 rpm

TRANSMISSION
6-speed automatic with manual shifting mode

DIMENSIONS
Wheelbase: 140.5 in
Length: 224.6 in
Width: 74.3 in 
Height: 70.5 in
Passenger volume: 101 ft3
Curb weight: 4941 lb

C/D TEST RESULTS
Zero to 60 mph: 9.4 sec
Zero to 100 mph: 38.5 sec
Rolling start, 5-60 mph: 10.3 sec
Top gear, 30-50 mph: 5.3 sec
Top gear, 50-70 mph: 7.4 sec
Standing ¼-mile: 17.0 sec @ 79 mph
Top speed (governor limited): 100 mph
Braking, 70-0 mph: 184 ft
Roadholding, 300-ft-dia skidpad: 0.72 g

FUEL ECONOMY
EPA city/highway driving: 20/28 mpg
C/D observed: 22 mpg
C/D observed highway driving: 28 mpg
C/D observed highway range: 580 mi

c/d testing explained

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Sours: https://www.caranddriver.com/reviews/a15103726/2016-gmc-canyon-diesel-4x4-test-review/
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2016 GMC Canyon Used Car Book Values

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  2. Book Values
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  • The amount you can expect to pay if you buy a 2016 GMC Canyon from a private seller.

  • The amount you can expect to pay if you buy a 2016 GMC Canyon from a dealer.

  • Based on the Black Book value of a 2016 GMC Canyon, this is the amount you can expect to receive for your GMC Canyon if you sell it to the dealer at the same time you are purchasing a new vehicle.

  • The amount you can expect to actually receive for your 2016 GMC if you sell it privately.

GMC Canyon Information

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2015 GMC Canyon SLE All Terrain Start Up, Road Test, and In Depth Review

2016 GMC Canyon SLT Duramax Diesel: Efficiency Comes at a Price

When General Motors revitalised its small pickup trucks a little more than a year ago, the manufacturer announced the eventual availability of a diesel powertrain, something the market segment hasn’t seen in quite a while.

That engine has arrived, promising fuel economy and generous torque to raise the Chevrolet Colorado and GMC Canyon’s already lofty towing capacity. Is it worth the extra expense? Yes and no.

Low-revolution muscle

The 2.8-litre, turbo-diesel four-cylinder engine develops 181 horsepower, but especially 369 lb.-ft. of torque at a low 2000 r/min. It’s mated to a six-speed automatic transmission and a choice of 4x2 or 4x4 drivetrains. Its emissions control system uses urea injection, allowing it to meet regulations.

Aboard the 2016 GMC Canyon equipped with the Duramax Diesel engine, take-offs are prompt, but not as quick as with the gasoline V6. With the diesel engine under the hood, towing capacity climbs from 7000 to 7600 lbs. (or 3471 kg) in 4WD versions. The Nissan Frontier and Toyota Tacoma can’t pull such a heavy load.

On the other hand, payload drops slightly with the Duramax powertrain, so if we use our pickup mainly for hauling material or equipment in its bed, any one of the three engines offered in the Canyon will do the job. Especially the 3.6L V6.

As for fuel consumption, our Canyon tester ended up being pretty frugal. According to GM, it consumes 12.0 L/100 km in the city and 8.2 on the highway. With a mix of both, we recorded an average of 9.4 L/100 km. For a pickup, that’s not bad at all, although the full-size Ram 1500 EcoDiesel’s fuel economy numbers aren’t very far in addition to offering a tow capacity of 9200 lbs.

What’s disappointing here is that the 2.8L Duramax engine is noisy at startup, and although it hushes once the truck on the road, it remains rough and unrefined. There’s a noticeable difference between it and the Ram’s 3.0L diesel engine.

A pickup that drives like an SUV

For those who would like to purchase a pickup truck, but find them too cumbersome, General Motors succeeded in creating one that’s as enjoyable to drive as a sport-utility vehicle. At least that’s the feeling we have behind the wheel, especially compared to the Colorado and Canyon’s rivals.

Their size and turning radius serve them well, since the Canyon doesn’t feel like an elephant in the shopping mall parking lot. Besides the overall length of the double cab version, it’s easy to park, and backing it up is aided by the rearview camera, which is standard in every trim level.

As expected, interior fit and finish isn’t as good as what’s found in its bigger brother, the GMC Sierra 1500. However, the overall presentation is honest, and the SLT trim even gets contrast stitching on the dashboard, satin metallic trim and leather seats (actually, leatherette).

The IntelliLink infotainment system is easy to operate, with big buttons zones on its touchscreen and a few redundant buttons on the centre stack. The climate control switchgear couldn’t be any simpler, and the front-seat heaters (optional in the SLE, standard in the SLT) can be activated on the seatbacks, or on both the seatback and the cushion.

A good note to GM for equipping virtually all of its models with power-assisted, rear-door child safety locks, which includes a button located near the window switches on the driver’s door. Very practical for temporarily preventing rear-seat occupants from opening their doors.

Playing with numbers

The 2016 GMC Canyon, in base SL 4x2 form, is offered from $22,020, excluding freight and delivery charges. Our SLT 4x4 tester has an MSRP of $39,895, but reaches $47k once all its options are factored in.

One of those options is the Duramax Diesel, which costs $4,390 more than the V6 engine. To justify this lump of money, we must rack up a lot of mileage, as the fuel economy difference between the two engines isn’t all that big, amounting to about 1.5 L/100 km. With today’s fuel prices, we’ll have to drive 30 000 kilometres annually over the course of 10 years before actually saving money with the diesel engine. Will you drive that much?

The Canyon is an excellent small pickup truck. However, the rough character of the Duramax Diesel engine could turn off quite a few potential buyers. If you’re looking for a pickup for leisure and the occasional refrigerator move, and not a work truck that will perform a lot of long-distance hauling, the V6 engine would be a better choice.

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Test drive report 2016 GMC Canyon

Trim levelSLT 4x4 Crew Cab (5.2')
Price range$23,340 – $42,290
Price as tested46 980 $
Warranty (basic)3 years/60,000 km
Fuel economy (city/highway/observed)12,0 / 8,2 / 9,4 L/100km
Options N/A
Competitive modelsChevrolet Colorado, Honda Ridgeline, Nissan Frontier, Toyota Tacoma
Strong points
  • Generous low-rev torque
  • The most fuel-efficient pickup
  • Drives like an SUV
Weak points
  • Diesel engine is expensive and lacks refinement
  • Payload capacity doesn’t improve with diesel engine
  • Still not really more affordable than a full-size pickup
Fuel economy8/10 Excellent, especially on the highway when the engine is dozing off
Comfort7/10 Ride quality more than acceptable for a pickup truck
Performance6/10 Launches swiftly, but the diesel engine quickly runs out of breath
Infotainment8/10 One of the best on the market in regards to ease of operation
Driving7/10 Agile for a pickup, the most enjoyable to drive in its segment
Overall7/10 In this very competent truck, the diesel engine isn’t a must-have

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Sours: https://www.guideautoweb.com/en/articles/37547/2016-gmc-canyon-slt-duramax-diesel-efficiency-comes-at-a-price/

Canyon price 2016

TRIMOriginal MSRP
Clean Retail Price
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The MT clean retail price reflects a reasonable asking price by a dealership for a fully reconditioned vehicle (clean title history, no defects, minimal wear) with average mileage.

5-Year Cost to Own / Rating
$20,940Coming SoonComing Soon / N.A.
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$23,800Coming SoonComing Soon / N.A.
$26,355Coming SoonComing Soon / N.A.
$27,795Coming SoonComing Soon / N.A.
$27,875Coming SoonComing Soon / N.A.
$28,745Coming SoonComing Soon / N.A.
$29,735Coming SoonComing Soon / N.A.
$31,255Coming SoonComing Soon / N.A.
$32,005Coming SoonComing Soon / N.A.
$32,030Coming SoonComing Soon / N.A.
$33,950Coming SoonComing Soon / N.A.
$34,770Coming SoonComing Soon / N.A.
$34,870Coming SoonComing Soon / N.A.
$35,170Coming SoonComing Soon / N.A.
$35,815Coming SoonComing Soon / N.A.
$37,960Coming SoonComing Soon / N.A.
$38,260Coming SoonComing Soon / N.A.
FIND THE BEST PRICE
Sours: https://www.motortrend.com/cars/gmc/canyon/2016/
*SOLD* 2016 GMC Canyon SLE Walkaround, Start up, Tour and Overview

2016 GMC Canyon is a tout-worthy towing champ

The four-wheel-drive Canyon’s 7,600-pound towing capacity tops the Frontier by 1,500 pounds.

The GMC Canyon midsize pickup is a conventional-wisdom slayer. Before the Canyon and its corporate cousin, the Chevrolet Colorado, went on sale in 2015, conventional wisdom said the market for midsize pickups was as dead as the VCR.

Customers disproved that the moment they saw the new pickups. The Canyon and Colorado sold beyond expectations, won a slew of awards and made General Motors’ product planning department look like the smartest kids in class. GM sold 84,430 Chevy Colorados and 30,077 Canyons in 2015. It’s looking for ways to boost production this year.

The  2016 GMC Canyon diesel faces a new challenge. The fuel-efficient technology’s thrifty and environmentally friendly image has been smeared by Volkswagen rigging millions of diesels to cheat emissions tests. A Google News search for the word "diesel" delivers headlines including words such as “lawsuit,” “cheating,” “failed emissions tests” and “worst yet to come.”

The only vaguely positive headlines are for reports that Vin Diesel will appear in Fast and Furious 8, 9 and 10, perhaps the lowest bar anything ever had to clear to be considered good news.

Can the Canyon turn the tide?

Good fuel economy, drivability and practicality say "Yes." A high price quibbles, “Maybe.”

Canyon prices start at $20,995 for an extended-cab rear-drive model. I tested a loaded 4x4 short box SLT crew cab that stickered at $43,440, a $4,125 premium — $3,730 for the engine, the rest for goodies like lane-departure alert and an integrated trailer brake — over a gasoline version of the same truck. An automatic transmission comes standard with the diesel.

At that price, the diesel is for committed fans, particularly since prices for the fuel in the U.S. vary widely from one part of the country to another and are often higher than those for the regular gasoline other pickups use.

The Canyon and Colorado compete with midsize pickups like the Nissan Frontier and Toyota Tacoma. The new Honda Ridgeline will join the pack when its goes on sale. Ford is expected to rejoin the midsize market with a new version of its Ranger pickup, but that’s not likely before 2018.

The larger and more expensive Ram full-size 1500 Ecodiesel may compete with the Canyon marginally, but the GMC’s easy-to-park size probably appeals primarily to different buyers.

Canyon prices are competitive with those of other midsize pickups, but the diesel package lifts the GMC to the top of the class. The diesel Chevy Colorado costs a bit less and has fewer features than the Canyon. The two GM midsizes are otherwise very similar in looks and identical in power, towing and fuel economy.

2016 GMC Canyon SLT Diesel.

The diesel premium gets you a 2.8-liter four-cylinder engine that produces 181 horsepower and 369 pound-feet of torque. The horsepower is no great shakes— the Frontier and Tacoma’s gasoline V-6s whip it by more 80 and 97, respectively — but the torque output is a whopper: 104 more than the Tacoma’s 3.5L V-6 and 109 above the Frontier’s 4.0L. Outsized torque figures are typical of diesels, as is the fact that the Canyon’s peak torque is available from just 2,000 rpm — ideal for towing.

The four-wheel-drive Canyon’s 7,600-pound towing capacity tops the Frontier by 1,500 pounds and the Tacoma by 1,200. That’s like hauling an extra 16-foot Lund Fury bass boat, or more —  a big deal for sportsmen.

The Environmental Protection Agency rates the Canyon four-wheel-drive version at 20 miles per gallon in the city, 29 mpg on the highway and 23 mpg combined. The combined figure is a whopping 6 mpg more than the V-6 Frontier and Tacoma. At current fuel costs, the Canyon will save an owner $450 a year over a Frontier and $200 compared with a Tacoma.

The Canyon diesel is louder and prone to more vibration than the gasoline V-6s, but the difference is not enough to dissuade a shopper with gear to haul.

The interior is roomy and comfortable, with plenty of storage space in the front seat. The trim includes soft covering for the dash and door tops and real aluminum. There’s no memory for the driver’s settings, a disappointment in a $43,440 vehicle. The controls include Apple CarPlay, voice recognition and user-friendly dials and switches for audio and climate.

Sales of diesel cars have taken a beating with VW’s fall from grace, but the GMC Canyon and Chevrolet Colorado pickups give a new set of buyers a reason to choose the powerful and fuel-efficient engines.

What Stands Out

That diesel engine: It's all about the torque

Size: Easy to park

Prestige: GMC nameplate at competitive price

2016 GMC Canyon SLT Diesel

What? A midsize pickup with a tough little diesel engine

When? In showrooms now

Where? Made in Wentzville, Mo.

How much? Starts at $20,995 plus $925 in delivery charges

What makes it go? A 2.8-liter diesel engine producing 181 horsepower and 369 feet of torque

How thirsty: 20 miles per gallon in the city, 29 mpg highway and 23 overall in the four-wheel-drive version

Overall: Put aside the talk about Volkswagen's diesel and consider the Canyon's towing capability.

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Sours: https://www.usatoday.com/story/money/cars/2016/05/30/2016-gmc-canyon-test-drive-review/83653454/

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