2025 GMC Yukon Denali review: Quick drive

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2025 GMC Yukon Denali

If you’ve ever had the urge to hitch up a caravan and wander around Australia, your choice of vehicle is limited to a few select mainstream models that can handle hauling such a load.

There’s always been the perennial Toyota LandCruiser, and the Nissan Patrol has seen a resurgence in interest since COVID, but if you didn’t want to opt for a ute, there aren’t many other options with remote service points to consider.

Until now that is, as the GMC Yukon launching in 2025 is looking to cut into the large towing SUV segment dominated by Toyota and Nissan. But does it show any promise?

First, you should know that the GMC Yukon – like the Chevrolet Silverado – will be imported in left-hand-drive form before being converted to right-hand drive by General Motors Specialty Vehicles and Walkinshaw.

And there's no hiding the fact that the GMC Yukon is unabashedly American – it might as well have the stars and stripes painted down the sides.

Just like things in America, the Yukon is big, like 5.3 metres long, more than two metres wide and nearly two metres tall big, making even the Toyota LandCruiser 300 Series and Nissan Patrol look small in comparison.

No, the Yukon doesn’t know the definition of the word subtle, but it’s confident in its styling and exudes a road presence few other models can match.

The front is dominated by a massive grille and a tall bonnet, while the profile features classic American SUV lines and small upmarket touches.

Do I dig it? I kind of do, in the same way I enjoy a big apple pie – it might not be the most sophisticated item on the menu, but there’s a reason it’s a classic.

Under the bonnet of the burly Yukon is a suitably big and beastly 6.2-litre petrol V8 engine, which is paired with a 10-speed automatic transmission that drives all four wheels.

Power and torque come in at 313kW and 624Nm respectively, with the former easily outclassing the smaller engines available in popular towing models like the LandCruiser (227kW/700Nm) and Patrol (298kW/560Nm).

In fact, the Yukon will be one of the only V8-powered options in the mainstream large SUV class when it lands locally next year, competing only against the ageing Y62 Nissan Patrol (with a 5.6-litre petrol V8) until the end of 2026 when the new-generation model arrives powered by a 3.5-litre twin-turbo V6.

Aside from the V8, key to the Yukon’s appeal will be its towing capacity – though GMSV is yet to reveal this figure.

The brand is promising a "best-in-class" figure, so expect more than the 3.5 tonnes afforded to the LandCruiser and Patrol.

For reference, the mechanically related Chevrolet Silverado, which uses the same engine and gearbox, is rated with a braked towing capacity of 4500kg. US Yukon models are rated to just over 3700kg by comparison, though this may not necessarily be the final figure for Australian-specification vehicles.

But a big car with a big engine will mean a big fuel bill, so potential customers need to keep this in mind.

Australian figures are yet to be revealed, and won’t be divulged until closer to the Yukon’s second-quarter 2025 on-sale date, but US figures indicate an 8.7–11.2 litres per 100 kilometres number depending on conditions.

Given the Silverado I tested earlier this year, with the same engine and transmission, returned a real-world figure of around 16L/100km, expect to see that figure rise – significantly too if towing is involved.

This might be the Yukon’s biggest hurdle, as the rising cost of petrol, a big-displacement naturally aspirated V8 engine, and a cost-of-living crisis might stymie the GMC’s appeal for families on a tighter budget.

But a big engine and being hard to park aren't the Yukon's only strengths, because interior practicality is just as impressive.

There are eight seats on offer and enough acreage to swing a cat – seriously, it’s hard to even reach the passenger-side door from the driver’s seat.

And with second-row seats that slide forward and back, and with backrest adjustment, it’s easy enough to find a comfortable position.

The Yukon is also fitted with rear-seat entertainment screens to keep passengers happy over long journeys.

In the third row, there is space for 185cm-tall adults like myself, and the second-row seats fold down and tumble forward to make ingress and egress that much easier.

Space isn't the only party trick, though, because in this Denali trim the Yukon feels premium thanks to a sea of soft leather, woodgrain detailing, and solid touchpoints throughout.

I particularly like the humungous 16.8-inch infotainment screen that is bigger than some laptops, while the instrumentation is also digital.

I also appreciate the dedicated climate-control buttons to make things easier to adjust on the fly, while storage options are plentiful.

This same level of comfort and opulence is also available to passengers in the second and third rows too, so take note if your kids suffer from FOMO.

If you don't want any passengers, folding those back seats down expands storage capacity to nearly 3500 litres of volume, making the Yukon ideal for trips to Ikea or Bunnings.

Before I dive into how the Yukon drives, I'll preface it by saying I drove a left-hand-drive pre-production prototype. The driving conditions were essentially the car park at Sandown race course, so not reflective of the real world in any way.

Speeds were kept below 60km/h, so dynamic handling and ride comfort at higher speeds were not revealed.

But from what I can tell, the Yukon is a comfortable drive in the way a big, lazy SUV like this needs to be – it just eats up these smooth roads and small bumps with ease, not transferring much to the cabin.

But don't be fooled by the fact the Yukon is powered by a V8 engine, because it's not tuned in a performance application. It feels lazy but easy to drive in a way that makes the Yukon more user-friendly and unintimidating to pilot.

And if size is a concern for you, know that there are up to 13 cameras littered throughout the inside and outside of the Yukon that should making parking that much easier.

The turning circle is surprisingly good for a car of this length, and U-turns are relatively painless and stress-free.

However, the biggest unknown right now is exactly how much the GMC Yukon will cost, and that figure won't be revealed until much closer to its launch.

If I were to speculate here, given the Yukon's Denali trim and upmarket aspirations – as well as needing to be converted locally to right-hand drive – this model could come in at around $150,000.

And before you scoff at that price, keep in mind that's not that far from a top-spec LandCruiser 300 Series or some of the more affordable Lexus LX models.

It's big, it's brash and it's as American as apple pie, but will the 2025 GMC Yukon find a fan base Down Under?

Well, it helps that it has a unique appeal thanks to its V8 engine and big towing potential, but the big unknown is still the price.

I can't see this being the go-to towing SUV for city slickers because of its big dimensions, but head out to the country and ‘Yukon’ probably bet you'll see a few of these around in the not-too-distant future.

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