Nissan recalls over 480,000 vehicles in the US and Canada due to engine failure risk
The recall covers certain Nissan Rogues between 2021-2024 model years and 2019-2020 Altimas — as well as a number of 2019-2022 Infiniti QX50s and 2022 Infiniti QX55s sold under the automaker's luxury brand, according to Nissan and documents published by the U.S. National Highway Traffic Safety Administration this week.
The vehicles impacted carry specific 'VC-Turbo' engines that may have manufacturing defects in their bearings, the NHTSA's recall report notes. This may cause engine damage and possibly lead to engine failure while driving, the regulator warns — increasing crash risks.
Engine bearing failures 'are not typically instantaneous and tend to progress over time,' the NHTSA's recall report notes. That means effected drivers may see multiple warning signs to look out for — including abnormal noises or malfunction indicator lights.
In the U.S., 443,899 vehicles are covered in this recall, per NHTSA documents. And in Canada, 37,837 are affected, a Nissan spokesperson confirmed to The Associated Press on Thursday.
As a remedy, the NHSTA's recall report notes, Nissan and Infiniti dealers will inspect the engine pan of these-now recalled cars — and repair or replace the engine if necessary. The recall covers vehicles with either 3-cylinder 1.5L or 4-cylinder 2.0L VC-Turbo engines. Potential repairs — which will be performed free of charge — will depend on the engine and whether or not debris is detected during the inspection.
In an emailed statement, Nissan said it initiated this recall as part of its 'ongoing commitment to customer safety.' And in late August, the company added, notification letters will be mailed out to affected owners 'with instructions to bring their vehicle to a Nissan dealer or INFINITI retailer for inspection and repair if necessary.'
In the meantime, drivers can also confirm if their specific vehicle is included in this recall and find more information using the NHTSA site or Nissan's recall lookup.
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Motor Trend
36 minutes ago
- Motor Trend
How the Plymouth Barracuda Became a Mopar Muscle Car Legend
If you ask your average gearhead what the original pony car is, they'll likely point to the Mustang. Ford introduced its groundbreaking two-door to the general public at the New York World's Fair on April 17, 1964, and it was an immediate success. Sporting a long hood, short rear deck, and air of European sophistication, the Mustang would become the segment's standard-bearer. But the first pony car out of the corral was actually a Mopar. The Plymouth Barracuda, debuting before the Mustang in 1964, evolved from a Valiant-based model to a muscle car icon. Its high-performance era peaked with the third-generation 'Cuda, featuring potent V-8s. Today, these models, especially the Hemi 'Cuda, are highly coveted collectibles. This summary was generated by AI using content from this MotorTrend article Read Next Although the Barracuda would later go one to become an icon of muscle car design and performance, its origins are even humbler than Ford's Falcon-based 2+2. Unveiled on April 1, 1964, the Barracuda was Plymouth's attempt to launch a preemptive strike against Ford's upcoming sporty compact. Using a similar development tactic to keep costs down and fast-track the model into production, designers turned their attention to the Valiant, Plymouth's unassuming A-Body-based economy car, for the new model's foundation and injected some youthful exuberance into the proceedings by way of a fastback roofline and a newly available small-block V-8. The Barracuda ultimately didn't take the world by storm in the way that the Mustang did, but Plymouth's pony car did manage to leave an indelible mark on automotive history during its 10-year production run. High-Performance Makeover The '64 Barracuda did little to hide its Valiant underpinnings. Not only did it share its wheelbase and powertrain options, along with most of its bodywork and glass, but the fastback also even wore the Valiant's 'V' badge on its rear deck. Nevertheless, the Barracuda's performance intentions were cause for celebration. MotorTrend put Plymouth's new sporty compact on the cover for our May '64 issue, consigning the Mustang to a small blurb in the corner. The 1964 Barracuda's base 170-cubic-inch, 101-hp inline-six didn't get hearts racing, and the optional 145-hp 225-cubic-inch version of Mopar's slant-six didn't do much to move the needle, either, but Chrysler's all-new, 273-cubic-inch V-8 showed promise. While the small-block's 180 hp was quickly eclipsed by Ford's new 289-cubic-inch small-block V-8, the Barracuda's available A-833 four-speed manual transmission with a Hurst shift linkage gave performance enthusiasts something to get excited about. A three-speed TorqueFlite automatic transmission was also offered. The following year, Plymouth introduced the Commando version of the 273-cubic-inch V-8, which benefited from a more aggressive camshaft profile, a 10.5:1 compression, and a four-barrel carburetor that bumped output to 235 horsepower and 280 lb-ft of torque. For the 1965 model year, Plymouth also unveiled the Formula S package, which included a performance-tuned suspension, larger wheels and tires, and a tachometer, all of which helped the Barracuda become a more legitimate contender in the rapidly evolving performance car landscape of the mid-1960s. During testing at Riverside Raceway in October 1964, Hot Rod clocked a 0–60-mph sprint in 8.0 seconds on the way to a 16.1 second quarter mile in a V-8-powered Barracuda Formula S outfitted with a four-speed and a limited-slip rear differential with 3.55 gears. By 1966, the Barracuda's largely Valiant-sourced interior was starting to develop a personality of its own thanks to a new instrument panel and more performance-oriented features. But it was still a more utilitarian affair than the Mustang and Chevrolet's upcoming Camaro, the latter making its debut in the fall of that year. Plymouth countered by launching the redesigned second-generation Barracuda for 1967, which boasted a longer 108-inch wheelbase and more aggressive, model-specific bodywork. Now available in fastback, notchback coupe, and convertible configurations, the second-generation Barracuda leaned further into the burgeoning muscle car craze with the availability of a new 280-hp 383-cubic-inch big-block V-8 and a wide range of high-performance hardware. No less than four high-performance V-8s were available on the option sheet by the end of the second-generation Barracuda's production run in 1969, including a 440-cube 'Super Commando' big-block V-8 dishing out 375 hp and 480 lb-ft of torque. But the best was still yet to come. A Whole New Ballgame The Barracuda received a comprehensive redesign for 1970. Now underpinned by Chrysler's new E-Body platform, which it shared with the all-new, slightly larger Dodge Challenger, the Barracuda abandoned its Valiant roots in favor of a wider and longer architecture that allowed for a purposeful muscle car stance and a head-turning design. Available in coupe or convertible form, the third-generation Barracuda could still be had with one of two inline-six engines or one of four V-8s that ranged from a 318-cubic-inch small-block to a 383-cube big-block. 1970 also marked the introduction of the 'Cuda. Derived from an options package offered the year prior, 'Cuda became the marketing nomenclature for high-performance iterations of Barracuda. The standard 'Cuda powerplant was the 335-hp 383-cubic-inch big-block V-8, while a hopped-up version of the 340-cube small-block V-8, the 375-hp Super Commando big-block 440 V-8, a 390-hp 440 'Six Barrel' V-8, and the 425-hp, 426-cubic-inch Hemi V-8 were also on the menu. In an instrumented test for the May 1970 issue of MotorTrend , the Hemi-powered 'Cuda reached 60 mph from rest in 5.8 seconds on the way to a 14.0-second quarter mile. A range of Chrysler's High Impact Paint colors like Lime Light green and Vitamin C orange were also made available on the new Barracuda, along with bold graphics packages and a shaker hood option, all of which enhanced the model's appeal to performance enthusiasts. While it was still low on creature comforts, the third-generation car featured a significantly more performance-oriented cabin than its predecessor, typified by a no-nonsense gauge cluster and a Pistol Grip shifter on four-speed-equipped models. For 1971, the Barracuda received a new grille, revised taillights, new seats, and other minor updates. It was also the only year that the Barracuda was equipped with four headlights. Power was down slightly from the year prior, but with the exception of the six-barrel 340ci small-block V-8 (which bowed out after a single model year), the engine options largely carried over from 1970. For 1972, the Barracuda returned to the two-headlight configuration with a revised grille, while four circular taillights were outfitted at the rear. This exterior design would stay mostly unchanged for the rest of the Barracuda's time in production. As with other models throughout the automotive industry, the Barracuda's performance began to steadily decline during this time, as an array of factors ranging from emissions regulations to higher fuel prices conspired to bring the muscle car era to a close. A redesigned Barracuda was planned for 1975 but never made it to showrooms. The All-American Racer Inspired by Dan Gurney's All-American Racers Plymouth 'Cudas that competed in the SCCA's Trans Am road-racing series at the time, Plymouth added an AAR 'Cuda package to the options sheet for 1970. The homologation special included strobe side stripes, a matte black fiberglass hood, body-colored side mirrors and bumpers, side-exit exhaust, a ducktail rear spoiler, and unique suspension tuning. Under the hood was a high-winding, 340-cubic-inch small-block V-8 outfitted with a trio of two-barrel carburetors mounted on top of an Edelbrock aluminum intake. The combination produced 290 horsepower and 350 lb-ft of torque, and it could be paired with either an A833 four-speed manual gearbox or a three-speed TorqueFlite automatic. In total, 2,724 examples of the 1970 AAR 'Cuda were built. A 1971 AAR 'Cuda was planned but never produced, making this a one-year model. A Mopar Performance Icon The third-generation Plymouth Barracuda stands as one of the greatest automotive designs of all time, and these cars have been featured in countless movies, television shows, and music videos as a result. The 1970–1974 cars are sought-after commodities regardless of original specification or condition. High-performance models fetch a substantial premium of their own, but original Hemi 'Cudas are on an entirely different level. First- and second-generation Barracudas are far more accessible, though the prices of restored or well-kept Formula S models can still command hefty sums at auction. The Plymouth brand closed its doors in 2001, so it's unlikely we'll see a revival of this nameplate any time soon. But the automaker produced more than 350,000 examples of the Barracuda in total, so while this pony car's legacy isn't as extensive as the Ford Mustang's, those with the means shouldn't have a hard time finding one to put in their driveway. Plymouth Barracuda Highlights The 1964 Plymouth Barracuda was the first pony car, debuting 16 days before Ford's Mustang. The first- and second-generation models were based on the A-Body Valiant. The introduction of the Formula S package in 1965 gave the Barracuda a much-needed dose of excitement. Performance ramped up substantially with the debut of the second-generation car in 1967 with the availability of big-block V-8s and an array of go-fast options. Debuting for the 1970 model year, the third-generation Barracuda moved from the A-Body platform to the E-Body, an architecture it shared only with the then-new Dodge Challenger. The Barracuda name was used for garden-variety third-generation models, while the high-performance offerings were marketed as 'Cudas. The one-year-only AAR 'Cuda was a corner-carving homologation special in the same vein as the Mustang Boss 302 and Camaro Z/28. Third-generation Barracudas are highly sought after today; original Hemi 'Cuda convertibles can fetch prices that venture into seven-figure territory at auction.
Motor Trend
36 minutes ago
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You've Never Experienced a Truck Stop Until You've Been to the Beyond-Wild Iowa 80 Truckstop
Off Interstate 80 in eastern Iowa is what is perhaps one of the most uniquely American establishments ever created: the Iowa 80 Truckstop, the self-proclaimed 'world's largest truck stop.' A haven for long-haul truckers, road trippers, and tourists alike, the Iowa 80 Truckstop is something you must see to believe. For instance, here are some superlative figures to start: The Iowa 80 Truckstop, the world's largest, features amenities like a movie theater, restaurants, a dentist, and more on a 225-acre site. Open since 1964, it serves 6,000 daily visitors and offers unique services and a museum. Owned by the Moon family, it's a key destination for truckers and travelers. This summary was generated by AI using content from this MotorTrend article Read Next 225-acre property 900 truck parking spots 250 car parking spots 20 bus parking spots 42 car and RV fuel pumps 34 diesel pumps 10 EV chargers 130,000-square-foot main building Open 24 hours a day, seven days a week, the stop boasts it hasn't closed its doors since first opening them in 1964. In addition to a convenience store and nine restaurants (one of which includes a buffet or à la carte), there's also a workout room, 24 private showers, truck service center, a movie theater, a library, an arcade, a laundry center, two dog parks, a pet wash, a barber shop, a massive gift shop, a custom embroidery and print shop, a chiropractor, and a dentist. Finally, its onsite museum tells the story of trucking in the U.S. It houses more than 130 antique trucks, with the oldest one built in Iowa in 1903 and the most modern one made in 1996. Admission is free. The Iowa 80 Trucking Museum. Photo courtesy of Iowa 80 Truckstop. In short, visiting the Iowa 80 Truckstop is like being in a small city. MotorTrend stopped here for lunch as part of the cross-country road trip we took in our long-term 2025 Honda Civic Hybrid sedan, and it was possibly the smartest move we made on the whole trip. Grab a seat at the Iowa 80 Kitchen for the tasty and filling buffet, or order a sizable burger cooked to perfection. Once you've refueled yourself, we highly encourage you to wander through the massive gift shop and truck parts store to take it all in. Here you can purchase anything and everything you'd ever need as a trucker or road tripper. Besides obvious items like snacks, chargers, and seat cushions, you can buy truck mattresses, pillows, sheepskins, DVDs, books on tape, guitars, high-visibility clothing, and a truly impressive array of ... swords. If you budget enough time, you can even get something custom vinyl embroidered. A Man, a Plan, a New Interstate Highway, Truckstop! The Iowa 80 Truckstop's history began with the passing of the Federal-Aid Highway Act of 1956 and the subsequent need to place truck stops along Interstate 80. Upon returning from service in the Korean War, founder Bill Moon worked as a district representative and location scout for Standard Oil. A bit of farmland beside the highway caught his eye. It was about three hours from Des Moines and Chicago and six hours from Detroit and Omaha. At mile marker 284, just north of Walcott, Iowa, Standard Oil broke ground. Photo courtesy of Iowa 80 Truckstop. Opening in 1964, the early truck stop was modest compared to what it is now. Customers were welcome to a single-bay service area, a handful of fuel pumps, a communal shower, a communal and cot-filled sleeping room, and a 24-hour car and truck wrecker service. The Moon family eventually bought the truck stop from Standard Oil of Indiana (or Amoco, as it was known by then) in 1984. From then to 2004, they began turning it into the destination it is today by expanding the service center, store, and restaurant; installing individual showers; and adding amenities like the arcade and movie theater. There were even fax machines for those needing to do business before the Internet was a thing. The completion of the Iowa 80 Kitchen was a cornerstone event between 2004 and 2024, transforming the food options from a cafe to a 300-seat restaurant and buffet. Pictured, the Iowa 80 Kitchen. Photo courtesy of Iowa 80 Truckstop. Bill Moon died in 1992, so he never saw the completed work. But his legacy lives with the family members that survive him and anyone who visits the stop. Under the Iowa 80 Group, the Moon family—now in its third generation—also owns and operates the Joplin 44 Petro and Kenly 95 truck stops in Joplin, Missouri, and Kenley, North Carolina. But the Iowa 80 location is undoubtedly the family portfolio's crown jewel. A Trucker's Diagon Alley As for being 'the world's largest truck stop,' how can the family make such a claim? 'Acreage and amenities, and we've checked with other truck stops,' Iowa 80 Group spokesperson Lee Meier told MotorTrend . 'Our Kenley and Joplin locations are probably No. 2 and No. 3 in terms of size and amenities. So we're beating ourselves here. Plus, we've been called the 'world's largest' since we were branded [as] Amoco. That probably started in the '80s.' The convenience store. Photo courtesy of Iowa 80 Truckstop. Iowa 80 serves nearly 6,000 customers per day, and that volume is split approximately 50/50 between truckers and people in passenger cars. Summertime sees more families and vacationers, but Meier said there really isn't a 'slow' time for the truck stop. Its busiest days depend on the weather and season. 'Some of our customers are fourth- or fifth-generation customers, which is very cool and pretty humbling,' Meier said. 'Sometimes we have the same customers three or four times a week, depending on routes, and other times we don't see people for a couple of months. Maybe once a year we have this same customer, but we're glad to see them however often they visit us.' The sheer variety of things to do at Iowa 80 is what keeps them all coming back, so it's a pretty great place to spend a mandated break if you're on one. There's plenty to choose from if you're there for more than one meal, and the staff keeps the showers clean and running around the clock. Meier said the on-site chiropractor and dentist are particularly popular. Both accept walk-ins and insurance, depending on the provider, and even take emergency appointments at odd hours. '[A truck driver's] truck is their [only] vehicle [when they're out on the road], and oftentimes, parking lots for normal dentist offices can't accommodate a semi-truck and trailer,' Meier said. 'So it's nice they don't have to worry about parking or getting some kind of rideshare to a dentist office in order to fix an emergency.' By far, though, the most interesting wing is the Super Truck Showroom. Here, truckers can buy seemingly any part for their trucks under the sun. Hood ornaments, trumpets, bumper guards, mud flaps, mirrors, seats, and stacks were just a few of the things we saw for sale. Up and down the aisles, truck drivers strolled with salespeople, chatting specs and prices. The Super Truck Showroom. Photo courtesy of Iowa 80 Truckstop. For the casual road tripper, the Iowa 80 Truckstop is a highly unique place to visit, as well. The Iowa 80 Kitchen is a relaxing place to sit, and you don't feel like you'll be chased out as soon as you finish your food. The convenience store is stocked with what looks like every snack and beverage known to humankind, and the gift shop has some truly spectacular options, such as these shoes. The stop's aesthetic is a bit of a time capsule, as you can see the different eras of development in the decor. But each is a testament to Iowa 80's continued expansion. No doubt cherished by truckers and travelers alike, the Moon family has managed to craft some permanence into an industry built on transience. — Additional photography courtesy of Iowa 80 Truckstop.
Car and Driver
an hour ago
- Car and Driver
Tested: 2025 GMC Yukon Denali Has Escalade Ambitions
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. view interior Photos Michael Simari | 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. view interior Photos Michael Simari | 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. view exterior photos Michael Simari | 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. view exterior photos Michael Simari | 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. view exterior photos Michael Simari | 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. view interior Photos Michael Simari | 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. view exterior photos Michael Simari | 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. view interior Photos Michael Simari | 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. view interior Photos Michael Simari | 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, and MotorTrend.
