2024 GMC Yukon

Volume SLT/Denali trims run the 5.3L L84 EcoTec3 V8 rated 355 hp @ 5,600 rpm. Lineup extends to 420 hp with the 6.2L L87 V8 (standard on the new-for-2024 Denali Ultimate, optional on Denali) and 305 hp with the 3.0L LM2 Duramax I6 turbodiesel optional across SLT, AT4, Denali, and Denali Ultimate.

5.3L V8 peaks at 383 lb-ft @ 4,100 rpm on volume trims. Duramax I6 diesel leads the lineup at 495 lb-ft available from 1,500 rpm; 6.2L V8 delivers 460 lb-ft. Deep torque options across the range for a body-on-frame full-size SUV.

Instrumented tests of the mechanically identical 2024 Chevrolet Tahoe/Suburban with the 5.3L V8/10-speed automatic land 0–60 mph near 6.8–7.0 s; 6.2L Yukon Denali runs high-5s and the 3.0L Duramax lands around 7.5–8.0 s but with strong low-end shove. Yukon shares the T1XX body-on-frame platform, engines, and 10L80 10-speed with Tahoe.

The 5.3L and 6.2L small-block V8s deliver the smooth, low-effort torque expected of a modern GM pushrod V8 with no turbo lag; Dynamic Fuel Management cylinder-deactivation transitions are largely imperceptible under normal driving. Duramax I6 is uncommonly quiet and refined for a diesel. Reviewers of the 2024 Yukon consistently praise engine smoothness as class-competitive with Escalade and a step above Sequoia's twin-turbo V6 hybrid transitions.

GM's 10L80 10-speed automatic — shared with Sierra 1500, Silverado, and F-150 — shifts crisply and holds gears intelligently under tow/haul mode. Occasional hunting between closely-spaced gears at part-throttle cruise is the primary complaint; downshifts and kickdown response are decisive. Duramax pairing feels particularly well-calibrated.

8,400 lb max conventional tow when properly equipped with the 6.2L V8, or the 5.3L V8 with Max Trailering Package on 2WD short-wheelbase. Full-size SUV segment tops out around here; only Wagoneer and Expedition Max exceed meaningfully. Well above the 8,000-lb SUV normalization ceiling.

4WD is optional on every trim and standard on AT4 and Denali Ultimate. Two-speed transfer case with 4-Auto (Autotrac) on Denali and above provides on-road all-weather traction; AT4 adds terrain-response modes and a genuine 4-Lo. Lacks the front and rear e-lockers found on Sierra AT4X or Wagoneer Overland, capping the score below the top tier.

AT4 trim provides genuine light-to-medium off-road credibility: 2-inch factory lift, 32-inch Goodyear DuraTrac all-terrain tires, skid plates, hill descent control, off-road drive mode, and a 4-Lo transfer case. Ground clearance around 10 inches is competitive for the class. Lacks the locking differentials, spool-valve dampers, or dedicated wide-body hardware (all of which came later with the 2025 AT4 Ultimate refresh) that would put it in Wrangler/Bronco/Wagoneer Overland territory — credible for gravel roads, moderate trails, and towing to remote sites, but not a rock-crawler.

Three distinct powertrains — 5.3L V8, 6.2L V8, and 3.0L Duramax I6 diesel — cover mainstream, top-power, and long-haul-efficiency needs. No hybrid, PHEV, or EV variant in the 2024 Yukon lineup (Cadillac Escalade IQ arrived later on GM's full-size SUV shelf), which caps breadth below Wagoneer (naturally-aspirated + Hurricane twin-turbo I6) or Sequoia/Sequoia Hybrid rivals with electrification.

EPA combined figure for the mainstream 5.3L L84 V8 4WD trim (SLT/AT4/Elevation volume representative). 2024 lineup carries the pre-refresh 3.0L LM2 Duramax I6 diesel as the efficiency standout at 22–23 MPG combined. Full-size body-on-frame SUV at ~5,700 lb curb weight — the gas variants sit well below the SUV normalization floor.

EPA city figure for 5.3L V8 4WD volume trim. Dynamic Fuel Management cylinder deactivation helps, but a ~5,700 lb full-size SUV on a naturally-aspirated V8 gives up the most in stop-and-go vs hybrid rivals like the Toyota Sequoia i-Force Max (19 city). The 2024 Ford Expedition (non-hybrid EcoBoost V6) is comparable at 16 city.

EPA highway rating for the volume 5.3L V8 4WD trim; the 10-speed automatic and cylinder deactivation help highway efficiency. The 3.0L LM2 Duramax posts a class-leading 26–27 MPG highway for a full-size SUV, giving the Yukon a strong highway ceiling if buyers step up to diesel.

24-gallon fuel tank on standard-wheelbase Yukon × 17 MPG combined yields ~408 mi on the volume 5.3L V8 4WD trim. Yukon XL (longer wheelbase, 28-gallon tank) is scored as a variant here. The 3.0L Duramax's 22–23 MPG combined clears 520–550 mi per tank in mixed use.

EPA estimate for volume 5.3L V8 4WD configuration at 15,000 mi/yr on regular unleaded. The Duramax diesel cuts annual fuel spend by ~$600 despite the diesel per-gallon premium, while the 6.2L V8's premium requirement pushes annual cost past $3,700 on Denali/Denali Ultimate.

The volume 5.3L L84 V8 runs on regular 87-octane unleaded and the 3.0L LM2 Duramax runs on widely-available ULSD, so mainstream SLT/Elevation/AT4 buyers avoid a premium-fuel penalty. The 6.2L L87 V8 — standard on the very popular Denali and Denali Ultimate trims (which together represent a large share of Yukon volume) — recommends 91-octane premium, and the Duramax adds a modest per-gallon diesel premium plus DEF top-ups. Sits below Sierra 1500's mid-70s because a much larger share of Yukons are sold as Denali/Denali Ultimate on the premium-requiring 6.2L than is true of the truck.

NHTSA rates the 2024 Yukon 4 stars overall, consistent with the T1XX-generation Yukon/Tahoe/Suburban results carried across 2021–2024: 5-star frontal, 4-star side, and 3-star rollover — the rollover result is the typical drag on body-on-frame full-size SUVs.

IIHS has not comprehensively tested the T1XX-generation Yukon for the current award criteria and the 2024 Yukon holds no TSP or TSP+ designation; the mechanically identical Tahoe posted Marginal on the updated moderate-overlap front and mixed results on the side test, patterns typical of large body-on-frame SUVs on this platform.

GMC Pro Safety Plus is standard on every 2024 trim: Automatic Emergency Braking, Forward Collision Alert, Front Pedestrian Braking, Lane Keep Assist with Lane Departure Warning, Following Distance Indicator, and IntelliBeam auto high beams. Blind Spot Monitoring, Rear Cross Traffic Alert, and adaptive cruise are bundled into higher-trim driver-assist packages rather than standard on the base SLE/SLT.

GM's AEB with front pedestrian braking is competent in daytime scenarios on the T1XX platform, but the 2024 Yukon lacks an updated IIHS front-crash-prevention rating and nighttime pedestrian performance is unverified; the corporate-sibling Tahoe's AEB behavior in third-party testing has been adequate rather than class-leading.

Blind Spot Monitoring with Lane Change Alert and Rear Cross Traffic Alert are optional on SLE/SLT via the Driver Alert Package and standard on AT4, Denali, and Denali Ultimate — alert-only rather than actively braking. Trailer-aware side blind-zone alert is offered on Denali/Denali Ultimate via the Advanced Trailering package.

Standard Lane Keep Assist with Lane Departure Warning is corrective rather than a true lane-centering system; smooth continuous centering is only available when Super Cruise is engaged on mapped divided highways, which is limited to Denali (optional) and Denali Ultimate (standard) for 2024.

Full-speed-range Adaptive Cruise Control is standard on Denali and Denali Ultimate and optional on AT4/SLT — smooth in stop-and-go operation. Super Cruise, when equipped on Denali/Denali Ultimate, delivers well-integrated highway assist across GM's ~400,000+ miles of mapped North American divided highways available for 2024 (pre-2025 map expansion).

Super Cruise is available on Denali (optional) and standard on the new-for-2024 Denali Ultimate with mature hands-free operation, automated lane change, and hitched-trailer support on ~400,000 mapped miles of North American divided highways — one of the most capable systems on sale, though only reachable on the two upper-trim configurations.

LED headlamps with IntelliBeam auto high beam are standard across all 2024 trims and Denali/Denali Ultimate get an upgraded LED signature and beam pattern, but IIHS has not certified a Good headlight rating across the 2024 lineup.

High seating and generous glass area help forward visibility, but thick D-pillars and a long, tall hood create real blind zones; standard rearview camera plus available HD Surround Vision with underbody cameras and the Rear Camera Mirror (available on Denali/Denali Ultimate) substantially compensate on the trims most buyers choose.

Wide rear-door openings, tall roof, and outboard LATCH anchors in the second row make seat installation easy; with a second-row bench the Yukon accommodates three car seats across, and third-row access is aided by tilt-and-slide second-row seats on bucket-seat configurations.

Volume SLT ships with a 60/40 second-row bench for eight-passenger capacity; captain's chairs drop capacity to seven and are standard on AT4, Denali, and the new-for-2024 Denali Ultimate.

Manufacturer-published front headroom for the volume SLT trim without a sunroof; the panoramic sunroof standard on Denali reduces it to 41.3 in.

Manufacturer-published front legroom for the T1XX-platform Yukon, unchanged since the 2021 redesign.

Second-row headroom of the SLT with bench; captain's-chair configurations are marginally taller at 39.0 in.

Second-row legroom in the standard-wheelbase Yukon puts it near the top of the full-size SUV field thanks to the T1XX platform's independent rear suspension freeing up floor space.

The T1XX Yukon's independent rear suspension unlocked a genuinely usable third row with 34.9 in of legroom and 38.2 in of headroom — fine for teens and short adult trips — and power-folding third-row seats with tilt-and-slide 2nd-row captain's chairs ease access, but the standard-wheelbase model trails the Yukon XL, Ford Expedition MAX, and Wagoneer L on adult space over long hauls.

Cargo volume behind the second row with the third row folded — a class-leading figure among short-wheelbase full-size SUVs enabled by the independent rear suspension and low load floor.

Maximum cargo volume with both rear rows folded flat; the Yukon XL extends this to ~144 cu ft for buyers who need more.

Pre-refresh interior has a large fixed center console with covered bin, USB-C ports across all three rows, big underfloor cargo well behind the third row, and power-folding second- and third-row seats standard on SLT and above; competitive but lacks the sliding console option and the redesigned dash storage introduced with the 2025 refresh, and no in-bed trunk or Pro Power Onboard-style feature to rival Expedition/F-150 innovations.

SLT gets heated/ventilated 12-way power leather-appointed fronts and heated 2nd-row outboard seats; Denali adds 12-way perforated leather and the new-for-2024 Denali Ultimate introduces semi-aniline hides with massage front seats and executive-style rear seating with power headrests and massage — Car and Driver and MotorTrend rate the front seats among the class's most comfortable for long-haul touring, though 2024 tops out at 12-way (16-way came with the 2025 refresh) and third-row cushioning trails Expedition MAX and Wagoneer.

Independent rear suspension across the lineup delivers a plush, well-damped ride; Magnetic Ride Control is standard on Denali/AT4 and the new-for-2024 Air Ride Adaptive Suspension (automatic four-corner air springs) is standard on the Denali Ultimate — widely called out as best-in-segment on-road ride, ahead of the leaf-sprung Sequoia and Armada.

Acoustic-laminated windshield and front side glass plus Bose Active Noise Cancellation (standard on SLT and above) yield a hushed highway cabin; instrumented tests put the Yukon within 1–2 dB of the Escalade and quieter than the Expedition and Sequoia, though the Duramax diesel is noticeably audible at cold start and the pre-refresh interior lacks the extra sound-deadening tuning added for 2025.

Rich comfort equipment: heated front seats and heated steering wheel standard from SLT, ventilated fronts plus heated 2nd row and tri-zone automatic climate on SLT, panoramic sunroof on Denali, and semi-aniline massaging fronts plus executive rear cabin package with heated/ventilated/massaging rear seats on the new-for-2024 Denali Ultimate. Remote start with climate preconditioning is standard across the lineup.

The 2024 Yukon SLE 2WD is the entry trim in this pre-refresh year (the 2025 mid-cycle refresh brought the new interior with dual 16.8-in display and revised front-end). At just over $60K with destination it sits well above the SUV base-MSRP ceiling — GMC deliberately positions Yukon above the mechanically-identical Chevrolet Tahoe.

Denali is the Yukon volume trim (~55–60% of Yukon sales); a 2024 Denali 4WD as typically equipped lands in the mid-$80Ks with destination. Well above the SUV volume-trim price band, reflecting Yukon's near-luxury full-size positioning above Tahoe and near the base Escalade.

GM full-size body-on-frame SUV using mature small-block V8s (5.3L and 6.2L), 3.0L Duramax diesel option, and the 10L80 10-speed — mechanically shared with Silverado/Sierra 1500 and Tahoe/Suburban, keeping parts and labor rates predictable. Long-standing AFM lifter and 10-speed torque-converter shudder history nudges expected repair costs a bit above the SUV class average.

GMC Yukon consistently ranks among the stronger-holding full-size SUVs — the Denali sub-brand and steady demand for body-on-frame 3-row SUVs limit depreciation vs. mainstream 3-rows. Beats Wagoneer/Expedition materially but trails Sequoia and Land Cruiser.

GM's segment-floor 3/36 basic warranty — no premium-brand advantage despite Yukon's Denali-heavy pricing (Genesis/Lincoln offer 4/50, Hyundai/Kia offer 5/60).

Standard 5/60 powertrain coverage — trails Hyundai/Kia (10/100) and Mitsubishi (10/100), and lags the 6/70 offered by Lincoln in the same near-luxury full-size space.

Standard GMC package: one complimentary scheduled maintenance visit in the first year, 5-year/60,000-mile OnStar Guardian Safety Suite (crash response, roadside), 3-year/36,000-mile courtesy transportation, and 3-month OnStar Premium + Connected Services trials. Decent basics but only a single free service visit trails Toyota (2 yr ToyotaCare) and BMW (3 yr/36k), and lacks the concierge tier of Wagoneer Client Services.

$84,990 volume-trim price minus its estimated resale value after 5 years (55% retained, or about $46,745) leaves about $38,245 in depreciation. Add the projected $7,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $45,245 in total.

2024 is the fourth and final model year of the pre-refresh fifth-generation Yukon (2021-2024), a mature build year with no first-year risk on the interior. Consumer Reports has consistently rated the current-gen Yukon average-to-below-average on predicted reliability, and J.D. Power quality scores for GMC full-size SUVs sit around the industry average. Maturity helps somewhat but does not offset the platform's baseline dependability trend or the year's L87 V8 exposure.

GMC has consistently placed mid-pack in J.D. Power VDS and Consumer Reports brand rankings — better than Cadillac and Stellantis brands, but well behind Toyota, Lexus, and Honda. A middling but stable brand track record, not a red flag and not a strength.

The 2024 Yukon is directly caught in NHTSA campaign 24V-599 for 6.2L L87 V8 crankshaft/connecting-rod manufacturing defects (2021-2024 build) — a major powertrain recall covering the Denali/Denali Ultimate optional engine, with inspection or engine replacement required. Additional 2024 Yukon-specific campaigns include brake booster, tailgate/latch, and seat-belt anchor recalls, and platform-wide 10L80 10-speed shift-shudder TSBs remain unresolved. Notably worse year-specific recall exposure than 2025 (which incorporates the L87 manufacturing fix).

Mixed powertrain lineup: the 3.0L Duramax LZ0 I6 turbodiesel has earned a strong long-term durability reputation with few complaints, but the 5.3L L84 and 6.2L L87 small-block V8s with Dynamic Fuel Management carry documented lifter/camshaft failures. The 2024 L87 is subject to the 24V-599 crankshaft/connecting-rod recall, and the 10L80 10-speed has ongoing shudder TSBs. Direct exposure to the L87 recall in 2024 pulls this below same-generation years that ship with the manufacturing fix.

Pre-refresh 2021-2024 Yukon interior was widely criticized as failing to match its Escalade sibling or the class-leading Lincoln Navigator on material richness for the price — extensive hard plastics on SLE/SLT, ordinary switchgear, and only Denali Ultimate approaching genuinely upscale execution. Reviews rated the cabin competitive but well below the Ford Expedition Platinum and behind the freshly-refreshed 2024 Sierra 1500 Denali. The 2025 mid-cycle refresh (16.8-inch display, new dashboard, upgraded materials) addresses these criticisms — 2024 does not benefit.

2024 is a mature build year of the pre-refresh Yukon interior — four years into production of the same dashboard, switchgear, and infotainment, so the launch-year rattles and trim-fit issues of 2021 have largely been worked out. Arlington assembly is generally consistent on panel gaps, though owner reports still cite occasional trim rattles and inconsistent second-row alignment. Notably ahead of the 2024 Sierra 1500's first-year-refresh fit & finish and ahead of the yet-to-shake-out 2025 Yukon refresh build.

Buick-GMC dealers combined with shared Chevrolet service infrastructure yield near-nationwide coverage, with roughly 1,500 GMC franchises across the US. Service satisfaction is average per J.D. Power CSI — not class-leading like Lexus, but comfortably above sparse networks like Rivian or Polestar.

T1XX platform shares components extensively with the Chevrolet Tahoe/Suburban, Cadillac Escalade, and Silverado/Sierra 1500 — enormous parts commonality gives abundant OEM and aftermarket support, competitive DIY pricing, and quick nationwide fulfillment. Full-size SUV parts (air suspension where equipped, magnetic ride, 22-inch wheels/tires) are inherently pricier, but broad shared-GM parts channels keep repair cost mid-tier rather than premium-luxury.

The 2024 Yukon is the final year of the pre-refresh 5th generation and carries the 10.2-inch diagonal color touchscreen (GMC Infotainment System) standard across all trims — average for the full-size SUV segment and notably smaller than the 16.8-inch freeform display that arrives with the MY2025 refresh.

The GMC Infotainment System with embedded Google Built-in apps (Google Assistant, Maps, Play Store) is responsive with clean menu structure, and GM retains physical shortcut buttons plus a volume knob under the screen. Reviewers found it usable and logical, if visually dated by 2024 next to the newer Ford SYNC 4A and Stellantis Uconnect 5 systems in rival full-size SUVs.

Wireless Apple CarPlay and wireless Android Auto compatibility are standard on all trims of the 2024 Yukon, layered on top of the GMC Infotainment System.

Google Built-in brings Google Assistant natural-language voice and Google Maps as the native navigation with real-time traffic — a strong factory setup for a 2024 vehicle. Full functionality requires an active connected-services subscription after the trial, which caps the score short of best-in-class.

Bose 10-speaker Premium audio is standard from SLT upward on the 2024 Yukon; the available Bose Performance Series 18-speaker system on Denali Ultimate (with headrest speakers and dual subwoofers) is regarded as one of the better full-size SUV audio upgrades. Base SLE has a modest 6-speaker system.

The 2024 Yukon has a partial digital cluster on lower trims (analog gauges flanking a color driver information display) and a full 12.3-inch reconfigurable digital cluster only on Denali and Denali Ultimate — behind rivals such as the Ford Expedition and Jeep Wagoneer that offer larger fully digital displays as standard on more trims.

Built on GM's Vehicle Intelligence Platform (VIP) electrical architecture, which supports full-vehicle over-the-air updates across powertrain, infotainment, and driver-assist modules. GM has delivered feature-adding OTAs (Super Cruise expansions, Google Built-in app updates, bug fixes) to VIP-based full-size SUVs.

The myGMC app supports remote start, remote lock/unlock, vehicle locate, and tire/fuel/diagnostics status — core commands are subscription-gated after the trial (Remote Access plan). No true UWB phone-as-key on the 2024 Yukon.

Multiple USB-C data/charge ports across all three rows, standard wireless phone charging on SLT and above, and an available 120V household outlet on higher trims — a strong port loadout for a three-row family SUV.

Passive keyless entry (Keyless Open), push-button start (Keyless Start), key-fob and myGMC-app remote start, and hands-free power liftgate with GMC logo projection are standard or widely available across the 2024 Yukon lineup. No UWB phone-as-key, which keeps the score short of best-in-class.

HD Surround Vision (360-degree camera with multiple views) is available with Rear Camera Mirror; the available Trailering Camera Package on higher trims adds up to 8 camera views including a transparent trailer view. Front and rear park assist are standard on upper trims. Camera image quality is high-resolution.

A color head-up display is available but not standard on the 2024 Yukon — offered on Denali and Denali Ultimate and not fitted to SLE, SLT, or AT4. The HUD itself is informative when equipped.

Three-row body-on-frame full-size SUV with wide door openings, running boards on most trims, and easy 2nd-row access; higher trims add power-release/power-fold 2nd- and 3rd-row seats. LATCH sits on the outboard 2nd-row positions and there is enormous stroller/gear room behind the 3rd row. Volume SLT is well-equipped for family logistics, though high step-in height is still a lift for small kids and MY2024 lacks the wider Super Cruise and refreshed cabin tech that arrived with the 2025 mid-cycle update.

GMC Pro Safety Plus is standard for MY2024 (AEB with pedestrian detection, forward collision alert, lane keep assist with lane departure warning, IntelliBeam, front and rear park assist, safety alert seat, rear seat reminder). Blind-spot monitor and rear cross-traffic are standard from SLT up; adaptive cruise is standard on AT4/Denali. NHTSA rates the Yukon 4-star overall (rollover-limited) and IIHS scores for this T1XX generation trail crossovers on small-overlap and headlights — no Top Safety Pick.

Independent rear suspension (from the 2021 redesign) delivers a genuinely usable 3rd row that adults can occupy on long drives — a decisive advantage over the Sequoia. Tri-zone climate, rear USB charging, available rear-seat entertainment, and up to 72.6 cu ft of cargo behind the 2nd row (145.5 cu ft in Yukon XL) make four-plus-and-luggage trips easy. Denali's Air Ride Adaptive Suspension smooths freeway expansion joints; the 10.2-inch center display is smaller than the 2025 refresh's 16.8-inch Google-built-in unit, so infotainment feels a step behind.

5.3L V8 with 10-speed automatic is smooth in stop-and-go and the IRS chassis rides better than most full-size rivals. Super Cruise is available on Denali and Denali Ultimate (new for 2024) and meaningfully reduces highway workload on those trims. Countering that, 210.0-inch length, ~39 ft turning circle, and blocky sightlines mean the driver is constantly managing the vehicle's size — never truly effortless in daily traffic.

Volume 5.3L V8 4WD is EPA-rated 15/20/17 mpg — notably behind the Ford Expedition's 3.5L twin-turbo V6 (17/23/19) and far behind the hybrid Sequoia (20/22/21). The 3.0L Duramax I-6 diesel option (21/27/23 2WD, 20/26/22 4WD) is much cheaper to run but most buyers pick the V8. Insurance, tires, and brakes are full-size-SUV expensive.

At 210.0 in long with a ~39 ft turning circle, the standard-length Yukon dwarfs urban parking spaces; the Yukon XL is worse. HD Rear Vision Camera is standard and HD Surround Vision with rear camera mirror is available on higher trims — helpful — but the sheer footprint keeps parking a chore in dense settings.

Max tow rating of 8,400 lbs (5.3L V8, properly equipped) and roughly 1,700 lbs payload cover most travel trailers and family boats. Integrated brake controller and factory Max Trailering Package are widely available; the 6.2L V8 and 3.0L Duramax diesel add usable low-end grunt. 122.9 cu ft of enclosed cargo with the seats folded is more useful than a pickup bed for weather-sensitive loads, though a Sierra 1500 remains more capable for heavy hauling.

Body-on-frame T1XX platform is heavily fleet-proven (Tahoe/Yukon/Suburban serve in police, government, and livery duty). 5.3L V8 and 10L80 transmission have long service histories. Air Ride suspension on Denali/Denali Ultimate is a known long-term cost item and pulls this down slightly on the trims families actually buy.

Yukon differentiates from its Tahoe twin with an available Multi-Pro Power Tailgate — a segmented liftgate/tailgate that opens six ways and doubles as a step or standing workstation. Standard roof rails, factory trailering, available 120V outlet, HD trailering camera views on Denali. Interior surfaces skew premium rather than wipe-down, so it's not a purpose-built work truck.

24-gallon tank plus 20 hwy mpg gives ~480 mi V8 range; diesel stretches highway range past 600 mi. Quiet, well-isolated cabin, comfortable seats in Denali/Denali Ultimate (new for 2024), and available Super Cruise hands-free driving on 400,000+ miles of North American roads (pre-2025 map expansion) make it one of the better long-haul GMCs. Volume SLT trim lacks the massaging seats and premium materials that push Escalade higher.

AT4 trim adds a factory 1-inch lift, skid plates, all-terrain Bridgestone Duelers, 2-speed transfer case, hill descent control, and off-road mode; Denali's Air Ride offers ~2 in of adjustable ride height. 4WD system, 8,400 lb tow rating for toy haulers, roof rails, and an available 120V outlet make it a legitimate weekend basecamp. Ground clearance is decent (~8 in standard, ~9 in AT4) but the 2024 AT4 lacks the sharpened 2-inch lift and Terrain-mode upgrades the 2025 refresh introduced.

122.9 cu ft max cargo (145.5 cu ft in Yukon XL) with power-folding 2nd and 3rd rows on higher trims, standard roof rails, standard hitch on trailering-package trucks, and the Yukon-exclusive Multi-Pro Power Tailgate that reconfigures the load opening six different ways — segment-benchmark gear flexibility.

Fifth-gen T1XX platform's independent rear suspension gives the 2024 Yukon far more composure than earlier live-axle generations, and Magnetic Ride Control (standard on Denali) plus available Air Ride Adaptive Suspension on Denali Ultimate keep body motions tidy for a ~5,800-lb SUV. Still lumbering in tight corners versus car-based rivals; new-for-2024 AT4X gets Multimatic DSSV dampers for off-road duty but volume SLT/AT4/Denali trims are the calibration reference.

Variable-effort electric power steering is accurate and appropriately weighted but almost devoid of on-center feedback — a consistent knock on GM's T1XX full-sizers. Precise enough for daily use, never engaging.

Large ventilated discs and a firm pedal handle the mass adequately; instrumented 60–0 mph stops for the current-gen Yukon land in the mid-130s ft. Fade shows up on sustained downhill or when towing, and pedal feel is a step behind the 2025 refresh's retuning.

6.2L V8 (420 hp/460 lb-ft) with the 10-speed automatic is torque-rich, linear on tip-in, and shifts smoothly; Dynamic Fuel Management cylinder deactivation is largely masked. Base 5.3L V8 (355 hp/383 lb-ft) is more ordinary but refined. 3.0L Duramax I6 diesel (277 hp/460 lb-ft in pre-refresh spec) provides muscular low-end but slightly softer than the 2025 update.

Small-block V8 delivers a subdued burble under load and near-silent cruising thanks to acoustic laminated glass and sound deadening on Denali/Denali Ultimate. Mild low-frequency drone under DFM operation, but the Yukon remains quieter than the truck-based Sequoia's twin-turbo V6.

Standard-wheelbase 2024 Yukon curb-to-curb turning diameter per GMC published spec sheet; long-wheelbase XL is meaningfully worse at ~43.3 ft.

Commanding view over the hood, power tilt/telescope column, power-adjustable pedals, and 16-way power seats on Denali fit a wide range of drivers. Pre-refresh 2024 dash uses a 10.2-in center touchscreen and 12.3-in reconfigurable driver display — sensible physical controls but visibly older than the 2025 refresh's 16.8-in stack. Forward sightlines are good; thick D-pillars compromise rearward views.

V8 rumble, effortless torque, and Denali Ultimate's premium cabin have real character on a highway sweeper, but the Yukon is fundamentally a heavyweight cruiser — nobody recommends it for a twisty road home. A step above the Tahoe/Suburban thanks to Denali refinement, well short of a Range Rover Sport.

The 2024 volume SLT (~$66k) comes with the pre-refresh 10.2-inch center touchscreen, wireless Apple CarPlay/Android Auto, GMC Pro Safety Plus (AEB, forward collision alert, lane keep assist, following distance indicator), leather-appointed heated front seats, tri-zone climate, 20-in wheels, hands-free power liftgate, and HD Surround Vision — competitive but not loaded. Adaptive cruise, Super Cruise, heated 2nd row and panoramic sunroof all require major walk-ups, and the 2024 Ford Expedition Limited packed more standard tech for similar money.

SLE and SLT deliver plenty of full-size SUV for the money and the Denali stays well below a comparable Escalade, but a loaded 2024 Denali Ultimate (added for 2023) approaches $100k+ with option boxes ticked — pricey when a Toyota Sequoia Capstone includes a hybrid powertrain for less. The IRS-enabled 3rd row, Multi-Pro Tailgate (Denali+), and available Super Cruise are legitimate content advantages; poor V8 fuel economy erodes the value story. Mid-pack in a segment where Ford Expedition (79.5) and Nissan Armada (75.8) grade higher on content-per-dollar for 2024.

Five well-spaced trims (SLE, SLT, AT4, Denali, Denali Ultimate) span from work-fleet to near-luxury, with three engines (5.3L V8, 6.2L V8, 3.0L Duramax I-6 diesel), RWD or 4WD, and both Yukon (SWB) and Yukon XL (LWB) — one of the widest lineups in the full-size SUV segment. AT4 covers off-road, Denali Ultimate covers the Escalade-adjacent luxury use case.

GMC Yukon + Yukon XL combined US sales ran roughly 85–95k units in 2024, a steady second in the traditional full-size SUV segment behind its Chevrolet Tahoe/Suburban siblings and comfortably ahead of Ford Expedition, Toyota Sequoia, Nissan Armada, and Jeep Wagoneer in volume. Durable seller with a loyal Denali-heavy buyer base and healthy fleet demand for the XL.

GMC's 'Professional Grade' positioning and the aspirational Denali sub-brand carry the Yukon meaningfully above Chevrolet-badged equivalents in perception and residuals — premium-mainstream, one clear step above Tahoe but below Escalade/Navigator. Denali trims consistently post transaction prices among the highest in the non-luxury full-size SUV set, and repeat-buyer loyalty is strong.

As the final year of the pre-refresh 5th generation with a well-telegraphed 2025 mid-cycle refresh coming, 2024 Yukon inventory saw meaningfully more negotiability in the second half of the year, particularly on SLE/SLT/AT4 stock. GM Financial ran $1,500–$3,500 cash allowances plus subvented APR on select terms, and lease conquest offers were routinely available. Denali Ultimate as the hero trim still held closer to MSRP, but nothing sold over sticker.

2024 is the final model year of the pre-refresh 5th-generation Yukon (launched for 2021), and by mid-2024 GMC had publicly revealed the substantially updated 2025 with a new 16.8-in Google-built-in center display, revised interior architecture, refreshed exterior, and expanded Super Cruise. The 2024's interior and infotainment already looked a step behind before the refresh landed — imminent-replacement risk hurts buyer confidence at MSRP.

Reviews of the 2024 Yukon were broadly positive on ride comfort, powertrain refinement (especially the 3.0L Duramax diesel), IRS-enabled 3rd-row space, and the Denali Ultimate's upscale cabin, while knocking sub-par V8 fuel economy and an aging pre-refresh interior versus the freshly-updated 2024 Expedition and hybrid Sequoia. Named on KBB's 2024 Best Resale Value Awards for Full-Size SUV and consistently 'Recommended' by MotorTrend/Edmunds, but not a NACTOY or 10Best pick and rarely the outright winner in class comparisons.