Tested: 2025 GMC Yukon Denali Has Escalade Ambitions

Car and Driver

4 days ago

Unlike its Alaskan mountain namesake, GMC's glitzy full-size SUV did not undergo a Gulf of Mexico–style name change this year. However, the 2025 GMC Yukon Denali, like the rest of the Yukon model line, did receive a mild update, which brought tweaked exterior styling and a reworked cabin.
Inside Story
The distinct dashboard design of last year's Denali is no more. Instead, all Yukons, from the $69,395 Elevation to the $76,395 four-wheel-drive-only AT4 to the $79,695 Denali, share the same minimalist appearance, with a smattering of decor deviations between trims.
Gone are the push-button shifter and horizontally oriented 10.2-inch touchscreen infotainment system that sat high above a clutter of HVAC buttons and knobs. Rather, the transmission lever now resides on the steering column, while a massive vertically oriented 16.8-inch display dominates the dash. Seven rocker switches at the base of the screen control basic HVAC functions and complement a large volume knob planted on the display itself.
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Michael Simari
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Car and Driver
A bigger screen and fewer physical controls are often a formula for ergonomic disaster. Yet the Yukon pulls it off with few repercussions. Credit the generous size of the on-screen controls and the configurability of the interface, which includes a dedicated widget display menu that allows the driver or passenger to switch and move a handful of functions to different predetermined areas of the screen for quick and easy viewing.
HIGHS: Luxury-level ride quality, small-block V-8 power and sound, intuitive infotainment.
If anything, the physical HVAC controls proved more troublesome than the touchscreen ones, as the flat, uniform, and low-mounted rockers are difficult to distinguish by touch alone. This resulted in us inadvertently adjusting the fan's speed instead of the nearby temperature function on multiple occasions.
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Michael Simari
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Car and Driver
Despite its attractive appearance, the cabin falls short of what we expect from a vehicle with a near-$70,000 base price, let alone the near-$80,000 starting sum of the Denali. Low-grade leather lines the seats and door panels, and hard plastics make up much of the lower dash and center console.
Then there are the cabin's other ergonomic quirks, such as the fact that there are no 12-volt outlets to speak of (there are numerous USB-C ports throughout the SUV's three rows, though) and that the switch to operate the trick power-sliding center console armrest inexplicably resides on the ceiling console next to the controls for the available panoramic sunroof.
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Michael Simari
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Car and Driver
Unlike its interior, the exterior updates to the Yukon are far more reserved. New fascias, a reworked grille, and tweaks to the headlights and taillights keep things fresh while retaining the SUV's presence and handsome looks. The Denali takes things a step further courtesy of its trim-specific grille, 20-inch chrome wheels, and additional exterior brightwork. Perfect for customers either in search of a premium-looking full-size SUV sans the baggage and opulence associated with premium brands or unable to come up with the $10,600 in scratch over the Denali to nab a $90,295 Cadillac Escalade.
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Michael Simari
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Car and Driver
Denali Dough
Consumers in the latter camp will want to avoid going too heavy on the options, though, as it only takes a handful to push the price of the Denali into Escalade territory. Equipped with a coat of Downpour Metallic blue paint ($495), all-weather rubber floor mats ($495), four-wheel drive ($3000), the Premium Capability package ($1795), and the Denali Reserve package ($10,885), our test car rang in at $96,365. The Premium Capability package nets an adaptive air-spring suspension system in place of the trim's standard coil springs and adaptive dampers, a limited-slip rear differential, and automatic four-wheel drive. The big-dollar Reserve package brings a rear camera mirror; hill-descent control; a trailer camera with trailer assist guidelines (to aid with hitching a trailer); a panoramic sunroof; power running boards; a rear-seat entertainment system with two 12.6-inch touchscreens in the second row; 22-inch wheels and tires; three years of Super Cruise hands-free driving assist; and sensors that detect interior movement, glass breakage, and vertical motion of the vehicle.
LOWS: Disappointing interior finishes, flat second-row seat bottoms, some ergonomic quirks.
We think savvy buyers ought to skip the pricey Reserve bundle. We'd retain the Premium Capability package, however, to get the Denali's stellar four-corner air suspension, which so effectively quells the typical jolts of highway expansion joints, rumble strips, and ubiquitous Midwest potholes. And that's with the 22-inch wheels of our test vehicle. We dare to imagine how much cushier an air-suspension-equipped Yukon riding on the thicker sidewalls of the standard 20-inch rubber would be.
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Michael Simari
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Car and Driver
Denali Out of Park
The air springs do a fine job of controlling the body motions of this three-ton-plus SUV. Body roll and nosedive are still present, but neither ever upset the chassis when sawing at the well-weighted, if somewhat dead on-center, steering or stabbing the wooden left pedal. Switch to Sport, and the Denali corners flatter—albeit in the sense that the Pillsbury Doughboy's belly is flatter than the Stay Puft Marshmallow Man's. The 22-inch Bridgestone Alenza A/S 02 all-season rubber may give up the gun at a laughably low 0.72 g, but the tires lose grip predictably and complement the chassis's capabilities well enough. Interestingly, as with other large GM SUVs, that maximum grip figure was obtained with the vehicle in its low-range four-wheel-drive setting, due to its more relaxed stability-control intervention; left in its more conventional auto high-range setting, we only saw 0.67 g of stick.
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Michael Simari
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Car and Driver
Either way, the Denali's dynamics largely follow in the footsteps of classic American muscle cars, favoring straight-line acceleration over lateral prowess. Unlike lesser Yukons, which come standard with a 355-hp 5.3-liter V-8, the Denali's default setup is a 420-hp 6.2-liter V-8 (a diesel-drinking 305-hp turbocharged 3.0-liter straight-six with 495 pound-feet of torque—35 pound-feet more than the 6.2-liter—is a $4465 option). The big V-8 pairs with a 10-speed automatic, a combination that yields a 5.9-second run to 60 mph. That's plenty quick for a vehicle of this size, even if it's a bit off the pace of the 440-hp twin-turbo V-6 Ford Expedition with the Stealth Performance package, which hit the same mark in 5.1 seconds.
The Denali's acceleration might not be the quickest among full-size SUVs, but it doesn't lack for drama. Flat-foot the right pedal with the drive mode in its Normal setting, and the GMC squats on its rear end, lifts its nose skyward, and roars forward, the 6.2-liter underhood letting out a primal scream as the digital tachometer needle races toward redline. It's thrilling theater that encourages a goosing of the throttle on the reg.
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Michael Simari
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Car and Driver
The Denali's acceleration is more impressive once the big SUV is in motion. Rolling from 5 to 60 mph takes 6.3 seconds, while the runs from 30 to 50 and 50 to 70 mph require just 3.3 and 4.1 seconds. These times put the GMC within 0.2 second of those of the speedy Ford. Bringing the Denali to a halt from 70 mph eats up 182 feet of tarmac—12 feet fewer than the last Toyota Sequoia and Lexus LX600 we tested and about the same as the Expedition.
Yukon Quiet Down
Hard acceleration may elicit the siren song of the GMC's mighty V-8, but keep a light right foot, and the Yukon delivers reasonable fuel efficiency and a cabin nearly as quiet as a monastery. On our 75-mph fuel-economy loop, the Denali sipped a gallon of gas every 20 miles, beating its EPA estimate by 2 mpg. Meanwhile, just 67 decibels of noise enter the cabin at 70 mph.
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Michael Simari
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Car and Driver
The second- and third-row seats, however, fail to measure up to the Denali's near-six-figure billing. Though space in the second row is adequate, the flat backs and bottoms of the captain's chairs offer limited support. Finding the LATCH anchors is reasonably easy, although the buckets cannot lean forward for third-row access if a baby seat is attached.
That rearmost row is more church pew than recliner. The three-across bench is comfortable enough with a pair of full-size adults aboard, but since foot room is at a premium, it requires these two passengers to shift their legs toward the center of the vehicle to make use of the open area between the second-row seats. Throwing a third person on the bench makes things downright uncomfortable for all but the littlest passengers.
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Michael Simari
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Car and Driver
No doubt, the 2025 GMC Yukon Denali has a solid foundation with its burly powertrain, comfortable ride, and quiet cabin. The interior, however, falls short of the Denali's luxury ambitions. And with enough options, the price cuts uncomfortably close to that of more premium products.
VERDICT: Depending on how it's optioned, the Denali can be either a budget Escalade or an Escalade-priced SUV with a budget interior.
Specifications
Specifications
2025 GMC Yukon Denali 4WD
Vehicle Type: front-engine, rear/4-wheel-drive, 7-passenger, 4-door wagon
PRICE
Base/As Tested: $82,695/$96,365
Options: Denali Reserve package (22-inch Ultra-Bright wheels with wheel locks, panoramic sunroof, retractable assist steps, rear camera mirror, Advanced Security package, rear-seat entertainment system, Super Cruise, hill descent control, blind zone steering assist with trailering assist, hitch view, smart trailer integration indicator, trailer brake controller, enhanced radiator cooling, trailer camera provisions, trailering assist guidelines), $11,635; Premium Capability package with Active Response 4WD (electronically controlled limited-slip rear differential, adaptive air-spring suspension), $1795; Downpour Metallic paint, $495; Floor Liner package (premium first- and second-row floor liners, all-weather floor liners for third row and cargo area), $495; Denali Reserve package discount, -$750
ENGINE
pushrod 16-valve V-8, aluminum block and heads, direct fuel injection
Displacement: 376 in3, 6162 cm3
Power: 420 hp @ 5600 rpm
Torque: 460 lb-ft @ 4100 rpm
TRANSMISSION
10-speed automatic
CHASSIS
Suspension, F/R: control arms/multilink
Brakes, F/R: 13.5-in vented disc/13.6-in vented disc
Tires: Bridgestone Alenza A/S 02
275/50R-22 111H M+S TPC Spec 3156MS
DIMENSIONS
Wheelbase: 120.9 in
Length: 210.2 in
Width: 81.0 in
Height: 76.4 in
Passenger Volume, F/M/R: 68/59/45 ft3
Cargo Volume, Behind F/M/R: 123/73/26 ft3
Curb Weight: 6057 lb
C/D TEST RESULTS
60 mph: 5.9 sec
1/4-Mile: 14.4 sec @ 97 mph
100 mph: 15.2 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 6.3 sec
Top Gear, 30–50 mph: 3.3 sec
Top Gear, 50–70 mph: 4.1 sec
Top Speed (gov ltd): 112 mph
Braking, 70–0 mph: 182 ft
Roadholding, 300-ft Skidpad: 0.72 g
C/D FUEL ECONOMY
Observed: 17 mpg
75-mph Highway Driving: 20 mpg
75-mph Highway Range: 480 mi
EPA FUEL ECONOMY
Combined/City/Highway: 16/14/18 mpg
C/D TESTING EXPLAINED
Reviewed by
Greg S. Fink
Senior Editor
Despite their shared last name, Greg Fink is not related to Ed "Big Daddy" Roth's infamous Rat Fink. Both Finks, however, are known for their love of cars, car culture, and—strangely—monogrammed one-piece bathing suits. Greg's career in the media industry goes back more than a decade. His previous experience includes stints as an editor at publications such as U.S. News & World Report, The Huffington Post, Motor1.com, and MotorTrend.