Gmc Yukon vs Isuzu D-Max

What's the difference?

The 2025 GMC Yukon Denali is a big, comfortable, eight-seat 4WD with few rivals in the Aussie market. However, while it may occupy its own niche, it doesn't offer enough in terms of premium look and feel and towing capacity over what could be considered its rivals – and it all comes back to that price tag. 

While it lacks a competitive warranty and its price puts it way out of reach of a lot of 4WD buyers, if you are in the market for a big premium-style wagon with a V8 and eight seats – and the Nissan Patrol and Land Rover Defender 130 aren’t your cup of tea – then the Yukon Denali just might be the right choice for you.

But when all is said and done, for the price of the Denali, you could buy two Nissan Patrols – maybe not brand-new ones – and a camper trailer and a couple of cartons of beer. 

The new engine makes the D-Max a much more likeable ute than it already was, which is high praise.

It’s smoother and quieter and makes for a more pleasant drive. The added efficiency is a bonus both for your wallet and Isuzu’s emissions credits.

The 3.0-litre engine will probably remain the favourite, but anyone who test drives a 2.2L might even be tempted to opt for the smaller unit. Isuzu sure hopes so.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The 2025 GMC Yukon Denali is 5337mm long (with a 3071mm wheelbase), 2378mm wide, 1943mm high and has a kerb weight of 2813kg.

Suffice it to say, it’s big. 

The signature Denali grille – with LED headlights and chrome accents – is the size of a house and it’s eye-catching. 

In terms of design, the rest of the Denali is standard SUV, but it's so massive it can't help but have plenty of presence on the road. 

This 4WD has 24-inch rims, which are not suited to off-roading at all, but I’ll get to that later.

The Denali’s dual exhaust system, with polished stainless-steel tips, adds to the street-cool aesthetic. 

The rest of the Denali exterior works – but it’s an in-your-face kind of success. 

Inside, the space is cavernous and with leather upholstery, wood-look trim and soft-touch surfaces you’d expect it to feel like a plush, well-appointed cabin. But it doesn’t quite hit the mark. 

Sure, all three rows of seats offer enough in terms of comfort and amenities but, for a $175,000 vehicle, the cabin lacks a distinctive premium feel, as you'd assume it should in a vehicle at this price point. That's a bit of a disappointment.

The look of the D-Max depends on the grade you end up with, but the 2.2-litre SX and X-Rider variants down the lower end of the model-run are still pretty standard-looking utes. Inside and out.

You get fairly rugged styling that fits in for both work and play, and the interior is functional, if getting a little outdated. 

The black trim (and extra features) that comes with the LSM X-Rider as opposed to the SX is worth it if you’re keen to get a 2.2-litre-powered D-Max for the family rather than one for a fleet as it just elevates things slightly.

Inside, it also means nicer cloth, and not having the vinyl flooring looks a little less ‘farm ute’.

The Denali has retractable sidesteps, which is a big help to hobbits, such as me, and it also has big grab handles, again a welcome addition for the purposes of easier ingress for those on the wrong side of tall.

Once you climb inside, it’s easy to appreciate the fact that this wagon’s interior is vast, functional and comfortable, with plenty of storage spaces for everything – glove box, centre console, sunglasses case, door pockets etc – and plenty of charge points for your array of smart devices, even a wireless charge pad. 

It’s a well-designed cabin but, as mentioned earlier, the Denali lacks the prestige fit and finish and even build quality usually showcased in something at this price-point.

Instead, there are expanses of hard plastic throughout, storage receptacles with flimsy lids, and lacklustre fit and finish here and there.

The vertically-oriented 16.8-inch touchscreen multimedia system is simple enough to use, even when the road gets bumpy, although it sometimes took a few stabs of my finger to get the system to register a command.

Climate control switches and the like are located under the screen.

The three rows of seats offer more than adequate levels of comfort – the front seats are heated and ventilated and the second row’s outboard seats are heated – and each row also has the appropriate amount of amenity to suit its occupants, including cupholders, USB-C sockets, map pockets and the like.

The second-row seats even have 12.6-inch HD colour touchscreens – one on the back of each front-row headrest – with which to enjoy… whatever. Those units also have wireless headphones so everyone else in the vehicle doesn’t have to listen to… whatever.

Those in the third row get air vents, a USB-C plug and two cupholders on both sides. 

Rear cargo volume with all seats up is 722 litres. With the second row folded that number expands to 2056 litres, and with only the front seats left standing you have a 'yuge' 3480 litres to play with.

The boot area has tie-down points, a shallow section of underfloor storage and plenty of packing potential. The tailgate door is power-assisted with remote open and close.

As I mentioned, the Denali’s interior is very functional and very comfortable and that includes the second and third row, which offer plenty of space. 

Overall, my thoughts on the Denali’s cabin interior boil down to “massive”, “comfortable” and “feels cheap”.

The D-Max remains straight-forward inside, given nothing has changed with the update aside from the 2.2-litre engine and the addition of stop-start - there’s a button for that now.

The interior and usability of the D-Max, especially in the lower-end variants where the 2.2L engine is available, is focused on the basics.

Tech remains at a relative entry point, where the 8.0-inch screen and its software feel outdated but do everything you need. Plus of course there’s the phone mirroring workaround.

The D-Max is comfortable and spacious enough, there’s also physical buttons for everything including media and climate settings, and adjustability in terms of the seating position means not needing to reach.

In dual-cab versions, there’s enough space for an adult to sit in the second row behind another adult, so the D-Max also holds its own as a family hauler. Tick.

Importantly, Isuzu is now able to claim a 3500kg braked towing capacity across the full D-Max range thanks to the new 2.2-litre engine.

Pricing is up across the board for D-Max (and its MU-X sibling) regardless of drivetrain, but we’ll stick to the 2.2-litre variants here to stay on track.

Most of the lower-level D-Max variants are $1500 more than the previous equivalent, and with the manual gearbox dropped, the cheapest grade is the 4x2 single-cab chassis SX with a 2.2L engine at $36,200 before on-roads.

You can get the SX in crew-cab with a chassis or ute back in either 4x2 or 4x4 with a 2.2L engine, which is also available in the LSM X-Rider 4x4. 

That one will set you back $59,500, which is still far from the most expensive D-Max around. That’s still the Blade, with a 3.0-litre engine and 4x4 only, but it’s now $80,900.

Back to the 2.2s, and the SX grade comes with the basics. Cloth upholstery, polyurethane steering wheel and gear selector, vinyl flooring and even halogen lights.

There’s basic air-conditioning, but it does have a HEPA filter, and rear vents for crew-cab models, plus there’s wireless Apple CarPlay and Android Auto, auto wipers, and USB-C power ports as well as a USB-A port.

The central multimedia touchscreen is 8.0 inches, but the driver display is a little 4.2-inch unit between physical dials.

Stepping up to the LSM X-Rider brings with it auto-levelling LED headlights and LED daytime running lights, black styling trim, nicer cloth trim upholstery and gloss black 17-inch alloy wheels.

The rest of the D-Max line-up is 3.0-litre-only, and remains as it was before.

The GMC Yukon Denali has a naturally-aspirated 6.2-litre V8 petrol engine – producing 313kW and 624Nm – and that’s matched to a 10-speed automatic transmission.

This is an impressive set-up – the Denali is punchy off the mark, smooth and refined at highway speeds and overall it offers a composed and comfortable driving experience.

The Denali has a full-time 4WD system, selectable driving modes include 'Normal', 'Sport', 'Off-road' and 'Tow' and an electronic limited-slip differential is standard.

The new 2.2-litre turbo-diesel four-cylinder comes with 120kW and 400Nm, that’s 10kW and 50Nm more than before. Isuzu also says there’s 60 per cent more torque ready from near-idle at 1000rpm.

An eight-speed auto replaces the six-speed, but the brand has also culled the manual options that remained in the line-up.

As ever, that sends power and torque to a part-time 4WD system capable of 2H, 4H and 4L with a rear diff-lock.

Obviously, with such a big vehicle – almost three tons – driven by such a big V8 engine, fuel consumption is a concern. The 2025 GMC Yukon Denali has a listed fuel consumption figure of 12.8L/100km (on a combined, urban/extra-urban cycle).

I recorded 16.2L/100km on this test. I did a lot of high- and low-range 4WDing and this wagon was never working hard.

The Denali has a 91L fuel tank so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 560km from a full tank. 

The biggest advantage for the new drivetrain from Isuzu’s perspective is that it’s more fuel efficient.

The old engine’s 6.9 litres per 100km become 6.6L/100km in the new engine, in part thanks to a new stop-start system. That system is also now on the 3.0-litre engine, where 8.0L per 100km drops to 7.1L.

With its 76L diesel tank capacity, the D-Max should theoretically be able to travel more than 1000km on a single fill, although that comes down to a lot of variables - that 6.6L figure was achieved in almost lab-like conditions.

The Denali is imported to Australia as a left-hand drive vehicle and then Walkinshaw's subsidiary company Premoso remanufactures the US 4WD wagons to right-hand drive at their facility in Clayton, Victoria. 

And that mob has done a commendable job.

Firstly, the Denali is very impressive on general driving duties – settled and composed, that V8 just rumbles along. It’s pretty close to flawless on the open road - smooth and refined. 

But off-road is a different story – especially in low-speed technical low-range 4WDing – and a lot of that has to do with the Denali’s sheer bulk and its 24-inch wheels.

The big pizza plate rims and paper-thin Bridgestone all-season tyres (285/40) aren't suited to four-wheel driving as they don’t offer the grip of a decent all-terrain and you can’t drop air pressures because there isn’t enough tyre there. Worth noting the spare is a Maxxis Bravo HT-750 (265/70R17).

In its favour, though, the Denali has a range of drive modes – one of which is Off-road and that seems well calibrated for a variety of 4WD situations – as well as high- and low-range gearing and an electronic limited slip diff.

Steering has a nice balance to it at low speeds, throttle response is quite impressive and controlled. And you can call on that 624Nm from the big 6.2-litre V8 pretty much as you see fit, and it delivers it smoothly and in a controlled fashion. 

This top-shelf variant has air suspension – that does some levelling out of even major imperfections in the road or track surface – and it does have a special damper system also working away to even out ride and handling. 

In terms of off-road measurements, the Denali offers approach, departure and rampover angles of 24.8 degrees, 20.5 degrees and 22.5 degrees, respectively.

Ground clearance is listed as 205mm, wading depth is not quoted, but likely a guesstimated 700-800mm, and turning circle is 12.4m.

And again, this is a big vehicle – 2813kg – so it requires more consideration, more patience, more skill and probably more experience than perhaps some smaller four-wheel drives do. 

The Denali's payload is listed as 634kg, which is not a lot for a massive vehicle like this. Its towing capacities are 750kg (unbraked) and 3500kg braked.

If you do, however, put a 70mm tow ball and a weight-distribution hitch on the Denali, you can tow as much as 3628kg legally (braked).

That's not a lot more than something like the Nissan Patrol, which is 3500kg, or the equivalent 4WD wagon or ute available in Australia already. So the extra towing capacity in the Denali is not that big of a selling point. GVM is 3447kg and GCM is 6577kg.

Ultimately, even though the Denali has sound four-wheel drive mechanicals and reasonable off-road traction control, it's hampered by its gargantuan dimensions and let down by its 24-inch wheels and paper-thin tyres.

If you got rid of the standard wheel-and-tyre combination and replaced it with a set of decent, aggressive all-terrain tyres on 17 inch or 18 inch, or even (if you had to) 20 inch wheels, those changes would go a long way to making this over-sized 4WD capable in some off-road scenarios.

In its current state, however, the Denali is a tow vehicle playing at 4WDing rather than the other way around.

Let’s start with the most important part of the updated D-Max. The new 2.2L is smooth. 

It feels so much more refined physically, but it's also quieter. Paired with the new eight speed, it makes the D-Max a much more likeable ute than it was with the rattly 1.9L.

At the launch, Isuzu had a bunch of MU-Xs to drive (keep an eye on a review coming soon), and the new drivetrain actually suits that big family SUV down to a tee.

The power and efficiency changes are second to how much it changes the characteristics of the thing.

If anything, the D-Max sits in a slightly higher gear than necessary, probably to try and eke as much out of the diesel dual-cab as possible in terms of fuel efficiency, but put your foot down and a more appropriate gear is close-by, and without much fuss.

There's also a relatively good stop-start system. It's not seamless but it's better than some. You take your foot off the brake and the engine rattles back to life, rather than waiting for you to put your foot back down.

The rest of the D-Max’s behaviour is pretty standard ute stuff, as it was before.

The steering is on the light side, but accurate enough even though it has a slightly doughy spot dead-straight. It’s not anything you wouldn’t expect from a ute.

Similarly, the brakes are a bit spongy but predictable, and once you’re used to where the ‘bite’ point is it’s easy to live with.

The suspension is a bit busy, but easy to keep on top of and doesn’t jostle you around. 

Isuzu has done well to include pretty much the full range of safety features across all its variants, with the SX only missing out on rear parking sensors - it still has a camera though, obviously.

Key features like rear cross-traffic alert with braking and adaptive cruise control are standard, plus the D-Max achieved a five star crash safety rating from ANCAP, even though that was under slightly easier testing back in 2020.

The biggest (but only) gripe on-test with the D-Max’s safety gear was its lane-keep during adaptive cruise. There seemed to be a need for the ute to sit close to either the centre line or shoulder during cornering, which led to some discomfort on fast country roads.

The 2025 GMC Yukon Denali has a three-year/100,000km warranty – which is on the wrong side of ordinary in this day and age.

Roadside assistance is available for three years but check with your dealership for more details on that.

Servicing is scheduled for every 12 months or 12,000km. The first three workshop visits come in at $398.33, $420.33 and $506.48, including GST. Not outrageous for such a hefty beast.

Isuzu’s six-year/150,000km warranty covers the D-Max, which could do without the limited distance, especially for a workhorse.

There’s also five years of flat-rate servicing every 12 months or 15,000km, costing $469 each time.

That’s gone up about $20 per visit since the update, with total cost over the five years at $2345.

There are 164 Isuzu dealers across the country, so finding somewhere to service shouldn’t be a challenge.