The Z71 suspension package provides maximum ground clearance, with tires designed for off-roading and springs and shocks calibrated for off-road performance without sacrificing too much on-road comfort. We found its ride quality remarkably civilized on the road. The Z71 suspension certainly adds heft to the Canyon, and there's noticeable jiggle from the extra weight of the off-road tires, but not anything like off-road compact pickups of the past. We were able to test the four-wheel-drive system in deep, sucking mud; and we climbed a greasy, rocky hillside that, in the winter months, becomes Pennsylvania's Jack Frost ski resort.

We were pleased with the operation of the four-wheel-drive system. There's no doubt when it engages: There's a small clunk when it shifts into four-wheel high (which can be done on the fly) and a bigger clunk when it shifts into four-wheel low (requiring the vehicle be stopped and in neutral). No full-time all-wheel drive is available; this is a truck-style part-time four-wheel-drive system and should not be used on dry pavement.

The Canyon feels solid. Its frame is far more rigid than the Sonoma's. This means no rattles or squeaks, and the pickup bed doesn't boom or make any other noise. The suspension is able to work more precisely, without interference from chassis flex, resulting in a better, more controlled ride.

Maximum towing for a properly equipped Canyon is 4,000 pounds, much less than the Sonoma's 5,900. This compromise was done to improve ride comfort and we think it was a good tradeoff. The improvement in ride, particularly at the rear of the vehicle, is remarkable. A washboard dirt road in Virginia didn't make the Canyon jiggle like a go-go dancer in overdrive, as many 4x4s would. GM says most people who tow more than 4,000 pounds do so with a full-size pickup.

We found the Canyon to be stable and predictable around the curves, and a solid stopper when the binders were applied, aided by ABS on loose surfaces. The Canyon is a truck, however, so it doesn't corner and brake like a car. We found it generally tended toward strong understeer, meaning that when cornered hard it's more likely to plow straight ahead than spin out.

The GMC Canyon is way ahead of older designs such as the Ford Ranger. Canyon's technology and its new chassis brings refinement to this class. GMC's packaging and styling are distinct from those of the mechanically identical Chevrolet Colorado.

The Canyon is ideal for folks who need a real pickup but don't need or want the size and cost of a full-size truck. The Canyon is easy to park and is driver-friendly. The crew cab can haul home a load of horse manure for the garden, then take the family out for dinner and a movie (after hosing out the bed, that is). In short, the Canyon is an all-around performer, putting GMC in the groove for mid-size pickup performance.

Mitch McCullough contributed to this report from Los Angeles

Model Line Overview

Model lineup:GMC Canyon 2WD regular cab SL ($16,025); 2WD regular cab SLE ($17,140); 2WD extended cab SL ($18,370); 2WD extended cab SLE ($20,260); 2WD Crew Cab SLE ($20,610); 4WD regular cab SL ($18,635); 4WD regular cab SLE ($19,750); 4WD extended cab SL ($20,980); 4WD extended cab SLE ($22,870); 4WD Crew Cab SLE ($23,900); 4WD Crew Cab SLE Z71 ($28,020)

Engines:175-hp 2.8-liter dohc 16-valve inline-4; 220-hp 3.5-liter dohc 20-valve inline-5

Transmissions:5-speed manual; 4-speed automatic

Safety equipment (standard):ABS, dual-stage front airbags, LATCH child seat anchors

Safety equipment (optional):traction control, side curtain airbags

Basic warranty:3 years/36,000 miles

Assembled in:Shreveport, Louisiana