2023 GMC Canyon Denali First Test: Good for Days? Or Just Confused?

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Texas is considered the truck capital of the world, and as the saying/cliché tells us, everything's bigger in the Lone Star State. In reality, though, midsize pickup trucks reign supreme on the coasts where roads are narrower, parking lots are smaller, and garage parking is often necessary—have you seen the streets of Los Angeles lately? And in the American land of luxury, many customers naturally desire a pickup that's not just small in stature but also packed with lavishness.

The Canyon nameplate returned to GMC's lineup after a brief hiatus for the 2015 model year. Two years later in 2017, GMC added the high-class Denali trim for the first time. Now a second-generation Canyon Denali has made its debut, but considering how far GMC's luxury arm has progressed, does the division's smallest pickup still deserve to wear its badge?

When the latest generation of GM's midsize pickup cousins (the Canyon and the Chevrolet Colorado) arrived for 2023, a single engine took the place of three outgoing mills. Sourced from the company's half-ton pickup line was a 2.7-liter turbocharged four-cylinder. Chevrolet offers this engine in the Colorado with three outputs, from Base with 237 hp and 259 lb-ft up to High with 310 hp and 430 lb-ft. The high-output engine is available only on Colorado ZR2 models (or as a dealer option). GMC's approach to powering the Canyon looks a bit different, as all trims come standard with the high-output calibration.

In the real world, this means a midsize pickup that runs from 0 to 60 mph in 6.8 seconds. Should the urge hit to get a bit more competitive, the Canyon Denali will do the quarter mile in 15.1 seconds at 90.4 mph. For comparison, Nissan's new Frontier with the company's 3.8-liter V-6 engine accelerates to 60 mph in 7.5 seconds, while Toyota's outgoing Tacoma did so in about 7.6 seconds. Most similar in performance is Ford's Ranger, powered by a 270-hp, 310-lb-ft, 2.3-liter EcoBoost I-4 engine. The Ford hit 60 mph in the same 6.8 seconds as the Canyon Denali, and it's only a tick slower in the quarter mile at 15.3 seconds.

The Ranger is about 200 pounds lighter than the comparable Canyon Denali and shuttles power through a 10-speed automatic transmission as opposed to the GMC's eight-speed auto. The bigger-lunged Canyon features a 120-lb-ft advantage over the Ranger, something that's readily apparent when looking at 0-30-mph times. Where the Ranger gets to 30 mph in 2.5 seconds, the new GMC Canyon makes the sprint in just 1.9.

It's also worth noting that GMC's braking is surprisingly good, with excellent feel and feedback that's not typical in this class of pickup. From 60 mph, the Canyon's binders slowed the 4,786-pound truck to a stop in just 129 feet.

In recent interviews, Barry Engle—GM's executive VP and president for North America—said nearly 80 percent of GMC's heavy-duty pickup sales, along with more than half of light-duty transactions, come in the form of the brand's premium off-road AT4 and luxury Denali trims. In addition, GMC boasts the industry's highest average transaction prices on its pickups; in other words, the formula works. And the company is betting big on this as the 2023 GMC Canyon launched in just four trims: Elevation, AT4, AT4X, and Denali.

Opting for the Denali-trimmed Canyon brings an exclusive Jet Black interior featuring genuine open-pore wood accents complete with laser-etched Denali map coordinates. The perforated leather-appointed seating surfaces include a diamond-quilted pattern with gray accents and stitching. Front seats are heated and ventilated. The lower dash pad, door panels, and console receive a soft-touch wrap, as well. On the outside, the 2023 GMC Canyon Denali boasts 20-inch diamond-cut aluminum wheels, chrome assist steps, a unique chrome grille, and a spray-on bedliner with the Denali logo, all of which is standard.

When it comes to fully living up to the Denali namesake, however, we're torn. The 2023 GMC Canyon Denali's interior is nicely appointed, but there remain large swaths of hard plastic on the dashboard and door panels. Other Denali models continue the wood trim to the rear of the vehicle, whereas the Canyon features it only on the dash and front doors. And the parts that are soft to touch are on the lower Elevation and AT4 trims, as well. The Denali's standard technology suite is well rounded but also available across the lineup, making for little differentiation between the Denali and lower trims. The interior is also quite loud, with uncomfortable volumes of road, wind, and engine noise transmitted to the truck's occupants.

The same goes for the exterior. The Canyon Denali rides on the same chassis and suspension as the off-road-focused AT4—and we're not entirely sold on that being a positive thing. Looking at the front of the truck, it all comes across as confused. The elegant chrome grille doesn't mesh seamlessly with the high-clearance bumper. Large, fixed assist steps are as much an eyesore as they are cumbersome to use. And the ride quality is what you'd expect from an off-roader, not a luxury vehicle. With a standard bumper, power side steps, and highway-focused suspension tuned to provide a bit more plushness, the conversation here would be entirely different. We'd even be willing to cough up the coin for the magnetic ride-control dampers from Sierra. Hint, hint.

It's no secret the midsize pickup truck class has grown larger over the years. Simplifying the lineup, GMC's new 2023 Canyon Denali comes in just one configuration: crew-cab with a 6-foot, 2-inch bed. This gives the truck an overall length of 213.2 inches, a mere 18 inches shorter than the full-size Sierra 1500 crew-cab short-bed. The Canyon is also just 3.0 inches shorter in overall height and 4.5 inches narrower. Where its Colorado cousin comes in a somewhat confusing array of track widths and ride heights, the 2023 Canyon simplifies the equation. Elevation, AT4, and Denali trims all ride on a suspension that is 2.0 inches taller than the base Colorado WT's. And all Canyons also come with a wide track width, 66.1 inches for Elevation and AT4, and 66.0 for Denali due to wheel offset. For reference, this is 3.3 inches wider than the Colorado WT and just 2.0 inches narrower than a 2023 Sierra 2500HD.

With exterior dimensions so close to those of the larger Sierra, it came as a shock to find just how tight the Canyon's interior feels. Like the outgoing generation, the Canyon's rear-seat legroom is still a bit lacking. Those who sit in the rear seats will be more cozy than comfortable, and the vertical seatbacks and short-bottom cushions don't particularly help. On paper, the Canyon has less head-, leg-, and hip room than a Ford Maverick. Loading in a pair of child seats is possible, but be prepared for seat kicking—and good luck bringing anything else along. Storage space is nearly nonexistent, with any room that would have been available under the rear seat getting eaten up by the jack and associated tire-changing hardware. The center console is a tiny cubby, and only those who exercise the greatest restraint will be able to not fill the wireless charging-pad nook with junk. And then there are the cupholders, which are now oriented side by side for less confusion (GMC's words, not ours). Although they do fit a pair of cans nicely, along with a cell phone in the center slot, you'll be hard-pressed to fit enough of Sonic's jumbo blue raspberry Slushies to make everyone in the Canyon happy.

Despite its shortcomings, the 2023 GMC Canyon Denali is a solid truck, and it does a lot of things well. With GMC's simplified Canyon lineup, there aren't a ton of choices to be made. And as cliché as it might be, picking a Canyon comes down to just what flavor you're looking for. They are all tall, wide, and rugged, with the same powertrain and similar base interiors and tech suites. And, surprisingly, all the trims cost about the same when optioned similarly. So if it's wood, chrome, and all the options you're after, 2023 GMC Canyon Denali might just be your huckleberry.