2015-2026 GMC Canyon Problems: 17 Known Issues

NHTSA campaign 15V157 covers certain 2015 GMC Canyon vehicles. The driver-airbag inflator may be misaligned to the module backplate and can separate during deployment.

On 2023 GMC Canyon trucks (3rd generation), the forward collision avoidance system's front camera module can falsely detect an obstacle that is not present and command an unexpected automatic emergency braking event while driving. GM recalled the vehicles under NHTSA campaign 24V133000 (Electrical System / Forward Collision Avoidance). An unexpected hard brake application at speed, particularly with traffic following, increases crash risk. This is a launch-year software calibration defect on the new-architecture ADAS camera introduced with the 2023 redesign, and it is separate from the later headlight and seat-belt campaigns already documented for this truck.

Approximately 1,120 GMC Canyon AT4X AEV Edition trucks (RPO XEV) built from roughly August 2023 through October 2025 were recalled because the Sensing and Diagnostic Module (SDM) carries an incorrect crash calibration. In certain crash events the second-stage passenger frontal airbag inflator can fire when only the lower-force first stage was intended, deploying the passenger airbag with excessive force and increasing occupant injury risk. NHTSA campaign 25V856000, GM number N252533510. The AEV trucks were built with the same crash-sensing calibration as non-AEV Canyons instead of their own AEV-specific calibration - this affects ONLY the AT4X AEV trim, not standard Canyon, Elevation, AT4 or Denali.

The 3.6L V6 with Active Fuel Management experiences failure of the switching roller finger followers (SRFF) on the deactivating cylinders 2 and 5, where a locking pin sticks or binds or the pin shelf breaks or wears, setting the check-engine light with codes P219A/P219B and, in some cases, causing a ticking noise. A damaged follower or lash adjuster can become dislodged if not addressed.

The 2016+ Canyon Duramax 2.8L LWN diesel uses DEF (Diesel Exhaust Fluid) injection and a DPF (Diesel Particulate Filter) as part of its SCR emissions system. Owners frequently report DEF quality/level sensor faults, DPF regeneration failures in stop-and-go use, DEF pump failures, and NOx sensor faults. Trucks used primarily for short trips often cannot complete DPF regeneration cycles, leading to DPF plugging and the truck going into reduced power mode. GM issued multiple TSBs on DEF sensor calibration and DPF regen procedures.

The 3.6L V6 lacks a serviceable PCV valve and instead uses a fixed PCV orifice and drain-back baffle molded into a valve cover. The orifice and baffle drain hole sludge up and clog, pulling oil into the intake and causing excessive oil consumption. Severe cases foul spark plugs and contaminate the catalytic converters.

The 2017+ Canyon with the 3.6L V6 uses the GM 8L45 8-speed automatic (smaller sibling of the 8L90 in full-size trucks), which suffers the same torque converter lock-up clutch shudder at light throttle between 25-50 mph. The clutch friction material degrades and contaminates the fluid. GM issued TSB 18-NA-355, which covers 2017-2019 LGZ Canyons built before March 1, 2019; repairs fall under the powertrain warranty, and no extended-coverage program has been found. The fix and fluid are identical to the Sierra 1500 8L90 procedure — Mobil 1 Synthetic LV ATF HP (GM 19417577). This is the same issue affecting the Chevrolet Colorado V6.

NHTSA campaign 15V278 covers certain 2015 GMC Canyon trucks. Air pockets in the metal caliper body can allow the front brake calipers to leak fluid and reduce braking ability.

NHTSA campaign 21V213 covers certain 2015 GMC Canyon vehicles. A poor electrical connection within the steering-gear assembly can cause a loss of power-steering assist.

Certain 2023 GMC Canyon trucks left the plant with front wheel hub bolts that were over-torqued during assembly. Over-tightening damages (stretches) the bolts, and a damaged bolt can fracture in service. If a bolt breaks, it places excessive load on the remaining bolts and can lead to partial loss of vehicle control. GM issued NHTSA recall 24V237000 covering the wheels/hub bolts on the 2023 Canyon. This is a first-model-year build-quality defect of the redesigned truck and is not the same as the previously documented stabilizer-bar-link or steering-gear-connection issues.

GM recalled certain 2024 GMC Canyon and platform-twin Chevrolet Colorado trucks because the lock ring that secures the fuel pump module to the top of the fuel tank may not have been fully rotated into its locked position during assembly. An incompletely locked ring can allow the fuel pump module to unseat and leak fuel during a crash; fuel in the presence of an ignition source raises the risk of fire. NHTSA campaign 24V491000, GM number N242451330. Owner notification letters were mailed August 13, 2024.

2023-2026 GMC Canyon trucks with the L3B 2.7L turbocharged four-cylinder use plastic quick-connect fittings at the radiator hose ends. The seal at the upper radiator hose quick connector can fail relatively early in service, allowing a slow coolant leak. Low coolant leads to elevated running temperature, reduced engine performance or limp mode, and in a neglected case sudden shutdown and engine damage. GM issued Service Bulletin PIT6494A in March 2026 addressing upper radiator hose quick-connect seal failure on the Colorado and Canyon, but the bulletin only applies while the truck is inside the 3-year/36,000-mile bumper-to-bumper warranty. A class action (Dixon v. GM, filed 2026) alleges the defect - the named plaintiff's truck logged DTC P3075 with low coolant from a leak at the quick-connect end of the upper radiator hose at about 44,400 miles and was charged $489.36 out of pocket. The same connector family is alleged on the 2.5L LK0 Traverse/Acadia/Enclave, but on the Canyon the affected engine is the 2.7L L3B.

NHTSA campaign 24V673 covers certain 2024 GMC Canyon vehicles. The headlights can flicker while driving or while parked, causing the trucks to fail federal lighting requirements.

3rd-generation GMC Canyon trucks (2023-2024 especially) suffer repeated dead-battery / no-crank events traced to two distinct electrical-architecture faults. First, an Over-The-Air software update that begins but fails to complete can leave modules awake and drain the battery flat. Second, GM has directed technicians to check for excessive parasitic draw from the radio module - the radio can remain powered for up to about 11 minutes after Retained Accessory Power should have cancelled - and separately for a Vehicle Communications Unit (VCU) that does not power down. GM addressed these in Service Bulletin PIT6232 (2024 Canyon), bulletin 24-NA-136 (radio parasitic draw) and 24-NA-228 (VCU not powering off). Owners on ColoradoFans report the problem persisting into 2024 build trucks, often on vehicles that sit for a few days.

Certain 2026 GMC Canyon trucks were built with the radio not set to the correct status to automatically download the electronic owner's manual during production. Because the 3rd-generation Canyon ships the owner's manual electronically through the infotainment system rather than as a printed book, an affected truck leaves the owner without the safety and operating information the vehicle is required to provide, including airbag, child-restraint and tire-loading instructions. GM issued NHTSA recall 26V114000 for the condition. It is administrative rather than mechanical, but it is a genuine open safety recall on the nameplate and appears on VIN lookups.

On the 3.6L V6 Canyon (LFX in 2015-2016, LGZ from 2017), the catalytic converters lose efficiency and trigger P0420 (Bank 1) and/or P0430 (Bank 2), often a downstream consequence of oil consumption, misfires or exhaust leaks that contaminate the converter substrate and O2 sensors. Both converters can fail around similar mileage since they age under identical conditions.

The 2023 redesign moved the Canyon and Colorado to a new rear axle from a different supplier than the previous generation, and early-build trucks developed a moaning, howling or groaning noise from the rear end, sometimes accompanied by a driveline clunk on the Drive-to-Reverse shift. GM addressed it with Service Bulletin 23-NA-208 (originally released November 2023). The bulletin has technicians look past the differential carrier bearings: if the carrier bearings are not the source, the axle shafts are pulled and inspected, and where chatter marks are found on the axle shaft the seal, the bearing and the axle shaft are all replaced. Important for this generation - because the axle hardware changed in 2023, the older Colorado/Canyon rear-axle TSBs and their fixes do NOT apply to these trucks.