Joining GMC’s lineup this year is the redesigned 2021 Yukon Denali. The large SUV’s top trim offers a new perk: an exclusive interior for customers who want a more luxurious cabin without the luxury badge, GMC says. It includes four color theme options with authentic wood, a unique instrument panel and 14 Bose speakers. Under the hood is a 6.2-liter V-8 engine with 420 hp and 460 pound-feet of torque. Here’s a roundup of initial Yukon Denali reviews from the automotive media.

“It features the best of GM’s full-size SUV powertrain and chassis selection: the 6.2-liter V8 making 420 horsepower and 460 pound-feet of torque that offers significantly better acceleration than the standard 5.3-liter engine. Cruising up on-ramps is comfortable, and the engine itself is smooth and emits a gentle growl. The 10-speed automatic paired with it is also similarly smooth and unnoticeable.”

— Joel Stocksdale, Autoblog

“The 10-speed automatic “is just as competent here as it was during our first drive of the Suburban last month, snapping off quick gear changes as needed and knowing just when to drop cogs, which happens with little in the way of hunting. The gearbox and 6.2-liter V8, with its smart cylinder management system, work well together to reduce fuel consumption. That said, huge vehicles like this are still thirsty — the Yukon returns just 19 miles per gallon on the highway and 16 combined. Avoid the city, where it nets a meager 14 mpg. As expected, these figures match the Tahoe.

“The Yukon also benefits from the same independent rear suspension, four-corner air suspension, and the latest magnetic dampers as standard, just like the Suburban High Country we tested. Boasting an identical calibration, the Denali is as comfortable and quiet on the highway as its bowtie cousin — no more, no less. That might irk some customers who expect a more luxurious driving experience in an ostensibly more premium product. But there’s little arguing that both vehicles are substantially more composed and pleasant at highway speeds than their predecessors.”

— Brandon Turkus, Motor1.com

“Unfortunately, ride quality isn’t as good as you might expect. Even with fancy shocks and air bags this vehicle feels unnecessarily stiff and plodding, likely due to the massive 22-inch wheels. Going over bumps, you still get some body-on-frame jiggles, but live-axle shimmies have been exorcised. The Yukon’s ass-end remains as planted as a fully grown oak tree, even when driven over nasty washboard surfaces. Body roll in corners is minimal and the steering is serviceable.”

— Craig Cole, Roadshow by CNET

“The steering has tight on-center feel and predictable responses that make this big beast relatively easy to place when parking or turning a corner, and it requires few corrections when tracking straight ahead — which should be a boon when towing up to the Denali’s 8,200-pound max. Similarly, the brakes feel confident and strong, with an easy-to-modulate pedal.

“The weak point is the ride, in this case handled by air springs and GM’s MagneRide magnetorheological dampers. These do an admirable job of corralling side to side motions and body roll — no mean feat in a vehicle this size — but they struggle to gain control over the big 22-inch wheels and tires of the Denali. Even slightly rippled asphalt induces a nervous patter, as well as judders through the chassis and steering column that cause the unoccupied captain’s chairs in the rear to audibly shake. It’s a rare MagneRide tuning misstep from GM, the company that not only introduced the technology but has very nearly perfected its road-ironing abilities in cars such as the C8 Corvette.”

— Erik Johnson, Automobile

“As for the powertrain, the big 6.2-liter V-8 is impressive, with smooth, seamless acceleration when called for, accompanied by a growling burble through the dual exhausts that hints at what lies beneath the sculpted hood. It’s as happy trundling around town as cruising the interstates — which you will do at speeds you don’t expect to be traveling at thanks to the extraordinary level of quietness the SUV provides.

“My test vehicle came with big 22-inch wheels, which normally means a choppy, bumpy ride in a big SUV, but this was mitigated significantly by the presence of both the air spring suspension and Magnetic Ride Control shock absorbers. Compared with the Tahoe High Country I tested, the Yukon Denali was significantly quieter, smoother and less choppy — you didn’t feel that the 22-inch wheels were too big for the truck, and not as much of the road imperfections were transmitted into the cabin. I’m a little perplexed as to why the Yukon Denali rides so much more comfortably than the Tahoe High Country given that they both have an air suspension, Magnetic Ride Control and the same size wheels, yet the difference was noticeable.”

— Aaron Bragman, Cars.com

“The new platform also adopted an independent rear suspension, or IRS, a layout that allows for a lower rear floor, creating more room for comfortable seating for third-row passengers and more room for cargo behind them.

“The IRS also delivers a smooth, comfortable ride with responsive handling and steering that makes the big SUV feel adept in traffic and manageable in parking lots.

“My test vehicle had a 6.2L V8 that produces 420 hp and 460 pound-feet of torque, four-wheel drive and a 10-speed automatic transmission. It had plenty of power to maneuver in traffic, pass and cruise on the highway.”

— Mark Phelan, Detroit Free Press