The current
Dodge Dakota Club Cab stands with a 131-inch wheelbase, 62-inch track,
215-inch length and 71.6-inch width. The new Canyon has almost as much
headroom and shoulder room as the current Dakota and about two inches
more legroom but falls short by about an inch and one-half in hip room
(again, front seat only). The 2005 Dakota, however, is expected to grow
on the inside when the next generation is introduced.
Where the Canyon really grew was in the weight category. Curb weight
for a 2003 Extended Cab model with manual transmission was just less than
3200 pounds. A comparable 2004 Canyon tips the scales at just over 3600
pounds. That means the base 4-cylinder engine is going to work harder,
so GMC developed a new engine based on the Vortec 4200 inline-6 that powers
the popular Chevy Trailblazer and GMC Envoy. This 2.8-liter engine pumps
out 175 horsepower, 55 more than the old I4 in the Sonoma and equal to
the power output of the base V6 in the current Dakota. For those used
to driving V6 engines, or even V8 engines in a midsize or compact truck,
the 4-cylinder will seem sluggish. But in all reality it gets the job
done. We had no problem accelerating to reach freeway speed or maintain
pace up steep grades. The I4 is a reliable engine, but with the 220-horsepower
I5 being just a $1000 option (the same cost as our 6-CD player, XM radio
and trailer hitch), more shoppers are likely to demand the extra power,
especially if they have plans to tow. The 5-cylinder engine is from the
same inline family as the Envoy and helps boost the tow capacity to 4000
pounds with an automatic transmission (which costs almost $2000 more).
The overall
driving experience of the new Canyon, even with the 4-cylinder engine,
is pleasant and competent. We found no problems with the manual shifter
or controls on the dash. Our test run covered 240 miles in mostly urban
travels. We recorded 13.6 miles per gallon with the 4-cylinder, not even
close to the 21/27 EPA estimates. Maybe we shouldn’t be shifting
at 5000 rpm all the time?
Handling
is crisper than previous models, especially since rack-and-pinion steering
is standard. GMC doesn’t offer the hard-cornering ZQ8 suspension
available on the Chevy side, but the Z85 is set up for more comfort. It’s
been noted that GM lowered the tow ratings on its smaller trucks to improve
the ride, thinking that anyone who tows 4000 to 5000 pounds and higher
will end up getting a full-sized truck, anyway. We have no argument with
that strategy as the GMC Canyon SLE probably appeals more to a cosmopolitan
lifestyle than hard-working or hot-rodding clientele.
From a utilitarian standpoint, the Extended Cab comes with a 73-inch-long
bed equipped with eight tie-downs. There is under-seat storage in the
rear. Rated payload capacity for the 2WD Extended Cab is 1429 pounds,
and the GVWR is 5000 pounds.
The GMC version is a little more expensive than the Chevy model as GMC
tries to separate itself from its fraternal twin. But the GMC also is
expected to have a little more content and sharper image for the money.
We like the look of the Canyon, although the massive headlight treatment
is a little imposing. The sculptured wheel flares are composed but this
truck definitely needs larger wheels to complement the stylish treatment
around the wheel wells.
It was once thought that GMC wouldn’t build the Canyon and just
let Chevy have the compact/midsize entry from General Motors while concentrating
on full-sized pickup customers and upscale SUVs. But GMC is enjoying success
at bringing new buyers to the GM family. The brand is currently has the
third highest percentage of previous non-GM buyers at 37 percent, trailing
only Hummer and Saab. Since GMC is the company’s second-highest
selling GM division, behind Chevrolet, it makes good marketing sense to
offer a lower-priced, downsized pickup and provide a few models that will
appeal to buyers on a budget. The Canyon, even with the 4-cylinder and
manual transmission, fits that role perfectly.
