A 2025 Toyota Prado GXL with five seats has been confirmed for Australia, with the new model available to order now at $78,990 before on-road costs.

This incoming five-seat GXL costs marginally less than the existing seven-seat GXL already on sale in Australia, which is priced at $79,990 before on-road costs. And it will be the only variant in the Prado line-up to be available with multiple seat configurations.

The mid-tier GXL sits above the GX and below the VX in the Prado hierarchy. In addition to the GX, the GXL is equipped with roof rails, heated and ventilated front seats, rear privacy glass, eight-way power-adjustable driver’s seat, silver front and rear bumper trim, leather-accented steering wheel and gear shifter, electric tailgate, auto-dimming rear-view mirror, rear climate control, wireless phone charger, and six USB-C ports.

Considering the well-documented limitations of the seven-seater’s boot space, the five-seat GXL will allow owners to comfortably pack more in the cargo compartments for extended camping trips. 

So far this year – until the end of April – the Toyota Prado is the third best-selling 4×4 vehicle in Australia (10,674 sales), behind the Ford Ranger (16,238) and Toyota HiLux (12,762). This positions it as the best-selling 4×4 wagon in the country, ahead of the Ford Everest (7220) and Isuzu MU-X (4142). 

Pricing

2025 Toyota Prado features

2025 Toyota Prado GX

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2025 Toyota Prado GXL

2025 Toyota Prado VX

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2025 Toyota Prado Altitude

2025 Toyota Prado Kakadu

On paper, the Navara is the dual-cab to beat. Coils all around, nice interiors and a twin-turbo engine. However, much like Tinder, the reality does not live up to the jauntily-worded bio.

The coil rear-end is, to put it nicely, lacklustre. The interior, while not awful, can be an uncomfy place to spend a long drive (mainly thanks to the janky stock suspension). And the engine I can only imagine was cooked up by Renault’s most sado-masochistic engineers who decided to give it a pair of turbos that somehow didn’t include the side-effect of making power. However, they did manage to uphold the long-standing Renault tradition of including leaks (rear mains and transmission inputs particularly).

Getting the impression I don’t like the Navara? Actually, I really do. Seriously. There isn’t a vehicle on the road, especially new vehicles, that don’t have issues, and with a bit of work the Navs can make excellent touring rigs. Would I buy one for months-long trips through the Top End and Outback? No, but I wouldn’t buy any mid-size dual-cab for that purpose (single or extra-cabs: different story). But for a work rig, weekend wheeler and beach cruiser, the Navara can be built into a weapon.

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The top-tier Pro4X Warrior brings up around $71K at the price check, while the bottom rung SL 4×4 dual-cab is a comparatively paltry $48,606, leaving more than 25 gorillas for me to turn my bottom-of-the-barrel SL into something that’d make the Pro4X Warrior hold its back pocket in the prison yard. Can it be done? No problemo.

First off, yeet the plastic front bar and replace it with an alloy item from Rhino 4×4 along with an Ironman 4×4 Frontier winch ($4000), as well as a set of Bushranger nine-inch VBP driving lights ($1000). I’d also be getting some sliders and a tub rack from SCF 4×4 for around $1500. This would protect my sills (duh) and give me a place to mount my RTT.

From there I’d be getting a basic dyno tune (call it $2000) to wake the 2.3L up. This’d get me to roughly 600Nm at the flywheel, so call it 500Nm through the pedal, which isn’t exactly a rocket-ship, but it’s reliable and much less tiring to steer over a 1000km day. I wouldn’t bother with an exhaust. The four-banger doesn’t sound good enough for me to warrant it, frankly.

A lithium set-up is next on the to-do list. I tend to travel light and don’t have a heap of electrical gear like induction cookers or microwaves, so 100Ah is more than enough to run my fridge, charge my camera gear and run my camp lights. I’d use a behind-the-back-seat bracket and Victron BMS stuff to run it all, which would set me back around the $2800 mark. This leaves around $9000 to spend on tyres and suspension. And spend it I will.

Tyres would be 33-inch BFG KM3s ($2500), which are up there as one of the nicest-to-drive-on mud terrains on the market. 33s are the largest I’d go on any IFS mid-size ute, which hurts, because I love bigger rubber, but it’s just not worth the headaches for the minimal increase in capability. Some minor guard trimming may need to happen to fit the tyres, but hashtag worth it.

From there, the standard springs and shocks would be used to prevent the workshop bin from floating away and replaced with some high-end Bilstein B60 replacements for a 50mm lift and corresponding H&R coils ($5000). The remaining $1500 will get soaked up with the installation of an ARB Air Locker in the front.

Same price as a Pro4X Warrior, way better ride, way faster, way better at towing, way more capable, way better traction, way better tyres, way more ready for fun weekenders with my family and mates, and way better looking. Tell me I’m wrong.

The Lexus LX has been refined for 2025, with the flagship SUV receiving a suite of updates including the introduction of the Overtrail variant.

Tailored for off-road performance, the five-seat Overtrail comes equipped with front and rear locking differentials; unique 18-inch matte grey alloy wheels wrapped in high-profile Toyo Open Country all-terrain tyres; and distinctive design elements including black treatment to the radiator grille, front and rear bumpers, door handles, wheelarches, outer mirrors and door window mouldings.

In addition to the trio of locking diffs, the LX Overtrail is equipped with a suite of off-road traction aids including Multi-Terrain Select, Downhill Assist Control, Crawl Control, a Multi-Terrain Monitor and Active Height Control.

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Like the rest of the LX range, the Overtrail does not come cheap, priced at $182,300 for the diesel and $185,800 if petrol power is desired. The cheapest entry point into the range is with the LX Luxury seven-seater, which starts at $158,700 (diesel) or $162,200 (petrol). The line-up tops out with the LX Ultra Luxury at a whopping $220,950 (petrol only).

Prices have increased by between $2724 and $3324 across the range, excluding the newly introduced Overtrail, which was confirmed by Lexus earlier this year.

The Lexus LX remains powered by two twin-turbocharged V6 engines: a 227kW/700Nm 3.3-litre 500d diesel and a 305kW/650Nm 3.5-litre 600 petrol. Both are paired to a 10-speed auto and a full-time 4WD system. Both powertrains carry a 3500kg braked towing capacity.

Across the range, the outgoing eight-inch multi-information display has been replaced with a fully digital 12.3-inch unit. Wireless Android Auto now joins Apple CarPlay as a standard feature, as does the inclusion of a centre console cool box and an additional USB-C port, giving the burly SUV six in total.

As part of the update, the mid-tier Sport Luxury and LX F Sport grades now get driver and front passenger massaging seats and four-way adjustable headrests. The top-spec Ultra Luxury also gains a front wireless smartphone charger as standard.

Safety updates to the LX range include the expansion of the Lexus Safety System+ suite, which adds motorcyclist detection (day) and cyclist detection (day and night); autonomous emergency braking when crossing intersections; acceleration suppression at low speeds; safe exit assist; an emergency driving stop system; and a driver monitor camera.

The updated Lexus LX range is out now.

The Jeff Bezos-backed Slate all-electric pick-up is creating a buzz. 

The electrified ute from startup Slate Auto has already received more than 100,000 reservations, with eager buyers putting down just US$50 (AU$75) to secure their spot. With a price tag starting at only US$25,000 (AU$38,000), the Slate truck promises to deliver a no-frills, American-made EV that’s both affordable and practical.

The Slate currently only sends power exclusively to the rear wheels – and yes, we know we’re a 4×4 website – but a dual-motor AWD version is reportedly in development. But, as it now stands, the RWD layout is better suited for urban driving rather than off-road use.

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Officially unveiled in April 2025, the Slate truck is the first offering from Michigan-based Slate Auto, a company determined to make electric trucks more accessible without sacrificing functionality or durability. What sets the Slate truck apart from its competitors is its versatile design and affordability, with its entry-level price potentially a game-changing alternative for anyone looking to go electric without breaking the bank.

The truck features a 201hp (148kW) motor with rear-wheel drive, making it more than capable of handling both daily commutes and tougher tasks. It offers two battery options: a standard 52.7kWh pack that delivers around 240km of range, and an optional 84.3kWh pack that extends the range to about 385km. It also has a payload capacity of 1433 pounds (650kg) and Slate says it can only tow about 1000 pounds (454kg). 

What gives the Slate its point of difference is its modular design – it can easily be converted from a pick-up to an SUV using optional kits, giving buyers the flexibility to adapt the vehicle to their needs. More than 100 accessories are also expected to be available, allowing customers to customise everything from storage solutions to off-road upgrades. 

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Slate is backed by some big names in the business world, already securing more than AU$1 billion (US$700 million) in funding – with notable investors including Jeff Bezos, Mark Walter and Thomas Tull. The company plans to build a manufacturing facility in the US Midwest, aiming to create jobs and keep production domestic. This will also allow Slate Auto to use locally-sourced battery components, contributing to a fully American supply chain.

Production is set to begin in late 2026, with deliveries expected to start in 2027. The fact that 100,000 reservations have already been locked in, even before the truck has officially hit the production line, speaks volumes about the demand for a reasonably priced, practical electric truck – and the $50 refundable deposit speaks volumes. 

Reservations are currently only available to residents of the United States, and there have been no announcements of a release outside of the USA.

Overnight reports indicate that Chinese brand GAC has confirmed its sci-fi-inspired Pickup 01 will be going into production, and it will be sold in Australia.

As reported by CarScoops, the vehicle will be sold in global markets including China, Saudi Arabia, Australia and other markets, with a production launch scheduled for 2027.

GAC officially pulled the covers off the PICKUP 01 concept at the 2025 Auto Shanghai motor show last month. With its aggressive, angular styling and futuristic stance, it quickly drew comparisons to the Tesla Cybertruck.

Built on GAC’s new GAIA platform, the PICKUP 01 is designed to be an all-rounder – equally competent on the highway and off-road trails. This architecture includes adaptive suspension and powertrain tech that can adjust on the fly, depending on terrain or load.

Inside, GAC is promising a high-tech cabin with what it calls the X-SouL Safety Shield, a mix of advanced driver aids and comfort-focused features meant to turn the interior into a mobile living space. Think long-haul practicality fused with luxury.

Stylistically, it’s unconfirmed how much of the concept will be carried over to the production version, but the interior is expected to be significantly different. Specific information, including any powertrain specs, is yet to be revealed. 

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This is the first vehicle from GAC’s new Commercial Vehicle division, which is set to focus on trucks, vans and pickups. According to GAC, the PICKUP 01 is part of a bigger push into key markets like Australia, Chile and Saudi Arabia. It’s still a concept for now, but the intent is clear: GAC wants a slice of the global ute and off-road scene.

GAC may not be a household name in many parts of the world … yet, but its electric sub-brand Aion is already making moves, with launches in Australia expected later this year.

As with the Ford Everest and Ranger, the Fortuner is the vehicle a lot of people who got a HiLux and tub-topper-canopy should have bought. 

It’s comfier, roomier and just as good as the HiLux on the rough stuff. The only real downside is the lower towing capacity. 3100kg sounds okay, but with a GCM of 5500kg and a few aftermarket accessories thrown on, that capacity gets eaten into fast, but as I’ll get to in a minute, there are ways around that.

I’d go for the low-spec GX, mainly because there’s really no tangible or mechanical advantage to stepping up a model. I don’t need luxury trim or courtesy lamps in the doors. I mean, sure, that stuff is nice, but I’m already spending $58K.

This vehicle is designed to be more of a family truckster than a wild-eyed, mouth-frothing barbarian track-killer, so the big lifts, chunky sidewalls and 1000Nm aren’t really a goal with this one. Instead, I’ll be looking for an alloy front bar, some high-quality driving lights and a slimline alloy roof-rack for the kids’ swags. I’d also invest in a good 270º awning to keep the sun and rain off when we pull over for a cuppa or for somewhere for the family to sit while I’m setting up the camper.

Given towing is a priority, a Wholesale Automatics transmission cooler is a must, followed by a dyno tune which’ll give a usable 20-per-cent increase in power and torque without taking a bat to reliability. Fuel economy will also go up, which these days is a huge bonus – it’ll be a couple of grand well spent.

From there it’d be a mild 30-50mm lift with the best shocks I could afford, and then move up one size in the tyre department. If the budget extends, I’d be looking at throwing in a long range fuel tank to give more towing range over the stock 80L capacity, as well as a set of drawers to keep the cargo area as organised as possible. 

Overall, I’d be the proud owner of a nicely modified rig to comfortably tackle some long distances in.

Victoria’s High Country continues to draw 4×4 adventurers in search of remote campsites and natural wonders like Paradise Falls. However, a recent act of vandalism at this popular spot has prompted outrage, serving as a stark reminder of the need to respect culturally significant sites.

Graffiti was discovered over the weekend on sacred rock formations at Paradise Falls in the King Valley, roughly 305km northeast of Melbourne. The site, located within Alpine National Park, features a 31-metre waterfall and is known not just for its natural beauty but for its deep cultural and spiritual importance to local Indigenous communities.

Indigenous advocacy groups have condemned the graffiti, describing the damage as both disrespectful and distressing. The affected rock formations hold particular cultural meaning, especially for Aboriginal women, and the defacement is seen as a violation of their heritage.

According to reports, Parks Victoria reported the vandalism to authorities, and Victoria Police have since launched an investigation. Police are treating the incident seriously due to the site’s cultural significance and have appealed to the public for any information.

For 4WDers who frequently travel through areas like the King Valley, Paradise Falls is a popular scenic detour along nearby routes. However, this incident underscores a growing issue in off-road tourism: an increase in foot traffic without an equal increase in awareness and respect for sacred and protected places.

Anyone with information is urged to contact Crime Stoppers at 1800 333 000.

Kia’s diving into the dual-cab ute game with the all-new 2025 Tasman, and it’s already turning heads. 

We recently sampled a pre-production version on a muddy farm in NSW, and there’s a lot to look forward to. From Aussie-tuned suspension to its tough-looking build, it’s clear Kia’s taking this seriously. But while that initial drive showed plenty of promise, a few key questions still linger for low-range enthusiasts.

1: Will the transmission deliver proper low-range control?

During our pre-production run, Matt noted the Tasman’s eight-speed auto didn’t quite behave as expected in low-range. Even with manual paddle inputs, it hunted between second and third, making steep, slow climbs more difficult than they needed to be. Kia reckons this is just a calibration tweak – fair enough for a pre-production rig – but gear control is vital for technical off-roading. We’ll be watching closely to see if the final version holds gears properly when the terrain demands it.

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2: Can safety features be toggled for off-roading?

Nothing kills momentum like electronic babysitters getting in the way. In boggy conditions, the Tasman’s rear sensors mistook soft mud for an obstacle and slammed the brakes while reversing – not exactly helpful when you’re trying to rock your way out. We’re hoping Kia includes an off-road mode that backs off the driver aids when needed. Serious 4x4ers want to be in control, not overruled by sensors every time things get a bit wild.

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3. Will colour-coded flares be available across the range?

The Tan Beige pre-production Tasman with body-coloured fender flares looked clean and tough. But so far, Kia says colour-coding is limited to just Tan Beige and White. Why not open it up to more colours? Customisation matters in this space, and black plastic flares don’t suit everyone’s build. A body-coloured option across the board seems like an easy win.

Speaking of style, the Tasman’s front-end has stirred debate since it first appeared. Some love the squared-off, chunky look with its aggressive LED signature, while others reckon it’s a bit too “futuristic” for a proper workhorse. The grille design and headlight placement are certainly bold, and while it stands out from the crowd, not everyone’s sold on the direction.

It’s clear Kia wants the Tasman to make a statement, but whether that design lands with traditional ute buyers remains to be seen.

Australian deliveries have officially begun for the GMC Yukon, with the burly SUV in dealerships across the country. READ OUR REVIEW!

You’ll need deep pockets to secure one though, with the Yukon Denali fetching an eye-watering price tag of $174,990 (excluding on-road costs), due in part local remanufacturing by Walkinshaw. GMC has confirmed the Yukon will have a towing capacity of 3628kg, giving it the highest towing capacity of any SUV currently on sale in Australia.

The Australian market will feature only one variant, the Yukon Denali, powered by a 6.2-litre V8 petrol engine producing 313kW and 642Nm, paired with a 10-speed automatic transmission. A 16.8-inch infotainment screen will provide access to 13 camera views for enhanced visibility, including surround and hitch views. The eight-seater also offers substantial cargo space, with up to 3480 litres available when the second- and third-row seats are folded flat.

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JUMP AHEAD

• May 2025: REVIEW | Is it worth the price of two Nissan Patrols?
• May 2025: Towing capacity confirmed
• April 2025: First 2025 GMC Yukon Denali completes local RHD conversion
• November 2024: Australian pricing and specs revealed
• October 2024: Q2 release date and new details revealed
• August 2024: Yukon is coming to Australia in 2025
• April 2024: First right-hand drive Yukon hits Aussie roads

May 2025: REVIEW | Is it worth the price of two Nissan Patrols?

The Yukon Denali brings a unique large-wagon offering to the Aussie market but it certainly won’t be for everyone at its current price.

Yes, it’s well equipped and has the highest towing capacity for a wagon in this country, but it’s still a lot of money. Is it really worth the price of two Nissan Patrols, which is the vehicle we see as its closest competitor in Australia?

May 2025: Towing capacity confirmed

The braked towing capacity of the inbound GMC Yukon Denali has been confirmed, with the large SUV stamped with an official rating of 3628kg.

This gives the Yukon Denali the highest towing capacity of any SUV currently in new-car showrooms around the country. Its key (albeit smaller) rivals – Toyota LandCruiser 300 Series, Nissan Patrol, Ford Everest and Isuzu MU-X – all have a braked towing capacity of 3500kg.

April 2025: First 2025 GMC Yukon Denali completes local RHD conversion

Right-hand-drive remanufacturing is underway for the eight-seat SUV, at GMSV’s Victorian facility.

The 2025 GMC Yukon Denali has officially arrived in Australia, with the first remanufactured right-hand-drive vehicle rolling out of GMSV’s stand-alone facility in Victoria.

November 2024: Australian pricing and specs revealed

Order books have opened for the eight-seater, but deep pockets are needed to secure one, with the big SUV coming with a lofty $169,990 (excluding on-road costs) price tag.

Customer deliveries will begin in Q2 of 2025 for the upper-large SUV – brought to Australia by General Motors Specialty Vehicles (GMSV) – with only one variant and one trim level available: the V8-powered Yukon Denali.

October 2024: Q2, 2025 release date and new details revealed

GMSV has confirmed a release window for its GMC Yukon, with the premium SUV slated to go on sale in the second quarter of 2025.

We’ll have to wait until closer to the vehicle’s official launch for pricing to be revealed. Considering that it’s a premium product – and it will be remanufactured locally to right-hand drive by the experts at Walkinshaw – expect a lofty price tag in excess of $140K.

August 2024: Yukon confirmed for Australia

GMC has revealed that it plans to bring its large Yukon SUV to Australia.

Set to arrive in 2025, the introduction of the GMC Yukon is the brand’s attempt to expand outside of North America, where the Yukon has seen success as the best-selling full-size SUV, snaring 38.4 per cent of the market in Canada.

April 2024: First right-hand drive Yukon hits Aussie roads

Local testing of GMC’s super-sized, eight-seat rival to the Toyota LandCruiser has begun ahead of a 2025 launch.

The first official shots of a right-hand drive 2025 GMC Yukon have been released by GMSV, which show a facelifted version of the big SUV on Aussie soil.

The GMC Yukon is a large, eight-seat body-on-frame 4×4 wagon from GMC, which is a division of General Motors, like Chevrolet and Cadillac. The Yukon represents the first time that the GMC brand has officially been sold in Australia. 

The GMC Yukon is being offered in just one specification grade here, that being the high-spec Denali model, and it’s priced at $174,990 plus on-road costs. That price does include LCT (luxury Car Tax) so it may drop if the government’s recently announced axing of that tax goes ahead, but for now you won’t be seeing much change from $180k if you drive a Yukon Denali home. 

GMSV has given the Yukon a comprehensive equipment list with several features included on all models being sold in Australia that are only offered as optional extras in the USA. 

JUMP AHEAD

• What does it get
• Interior
• On the road
• Safety
• Verdict
• Why not a Chevy?
• Specs

What does it get?

Powering the 5.3m-long wagon is GM’s 6.2-litre L87 petrol V8 engine sending 313kW and 624Nm through a 10-speed automatic transmission and a dual range transfer case that offers 2WD high range, 4×4 Auto, 4×4 high and 4×4 low range settings. The Yukon runs four-wheel independent suspension and ludicrous 24-inch alloy wheels wearing all-season liquorice straps.

Significantly for such a large and heavy vehicle, the Yukon Denali features adaptive air suspension with Magnetic Ride Control dampers which read road conditions every five milliseconds, adjusting the shock absorbers to best accommodate each corner or bump in the road. While all that happens undetected under the big wagon, the system does an amazing job of controlling the body movement in most driving conditions, cancelling any feeling of body roll or movement that you might expect from such a big and heavy vehicle. 

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If there was any complaint about the way the Yukon rides, it is over coarse-chip sealed roads where the fine, high frequency bumps are transmitted through to the cabin, but that would be more to do with the low-profile 40 aspect ratio tyres than the suspension. It would be interesting to drive the GMC on a set of 18-inch wheels with more sidewall in the tyres to see how it feels. In the USA, the Yukon AT4 model comes on 20-inch tyres but we think the 18s from the Silverado ZR2 should fit.

We have no complaints about the engine and transmission which deliver plenty of power and performance on the open road and backroads. As we’ve found in the Chevy Silverado – which essentially shares the same driveline – the 10-speed automatic is smooth and precise in its operation and is made even better in the Yukon with the inclusion of paddle shifters behind the steering wheel for manual gear selection. 

Interior

The interior is very well equipped making the Yukon Denali a genuine luxury touring vehicle.

All three rows of seats feature leather hides with heating and ventilation for the front two seats, and heating in the second row, while anyone in the third row will have to make do with the air conditioning vents back there. All seats have power adjustment and/or folding, and the second and third rows fold flat to carry long loads. A huge full-length power sunroof lets in plenty of light for all vehicle occupants. 

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The front multimedia setup is a massive 16.8-inch touchscreen, while the 11-inch driver’s information screen is backed up by a 15-inch Head-Up Display in front of the driver on the windscreen. A pair of 12.6-inch screens are mounted on the back of the front seats for rear-seat entertainment and these have been positioned to be also visible to anyone in the third row. Sound pumps into the cabin via a premium 14-speaker Bose sound system.

On the road

We had time in the driver’s seat and the front passenger seat of the Yukon Denali on a range of roads and can say that it is a comfortable and pleasant place in which to ride and drive thanks to an abundance of space, quality materials and extensive features.

Venturing into the second row revealed it to be just as comfortable and spacious, with easy ingress/egress thanks to wide-opening doors. The auto-deploying powered side steps might be appreciated by smaller passengers but for me they just become a trip hazard when stepping out of the vehicle.

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We didn’t do any off-road driving or towing with the Yukon but significantly it has a 3628kg maximum braked towing capacity when using a weight-distribution hitch and a 70mm towball. This gives the GMC Yukon the highest towing rating for any 4×4 wagon in the country, which should make it appealing to those who haul big trailers. The petrol V8 would have no hassles hauling such weight and the tow modes would aid hitching and set-up.

Off-road driving on those low profile tyres would be another story as they are not suited to it and would be very vulnerable to damage with those thin sidewalls. Again, we’d love to try a Yukon on 18s with all-terrain tyres. It should be noted that the short arms on the independent rear suspension would restrict wheel travel when driving on uneven terrain, which would also hamper off-road use. 

Safety

Safety kit includes a tyre pressure monitor, ESP, ETC, trailer sway control, 360° HD camera with up to 11 views, Following Distance Indicator, Forward Collision Alert, Front & Rear Park Assist, Front Pedestrian Braking, Lane Change Alert with Side Blind Alert, Lane Keep Assist with Lane Departure Warning, Rear Cross Traffic Alert, and Rear Pedestrian Alert. It’s a comprehensive package. 

Verdict

The GMC Yukon Denali is imported to Australia in its native left-hand drive configuration and is re-engineered to RHD by GMSV’s partner the Walkinshaw Group, which is based in Melbourne where the Chevy Silverado is also converted to RHD.

The Yukon Denali brings a unique large-wagon offering to the Aussie market but it certainly won’t be for everyone at its current price. Yes, it’s well equipped and has the highest towing capacity for a wagon in this country, but it’s still a lot of money. Is it really worth the price of two Nissan Patrols, which is the vehicle we see as its closest competitor in Australia?

Why not a Chevy?

GMC (General Motors Company) sits alongside brands such as Chevrolet, Cadillac and Buick but it’s a far cry from the once mighty General Motors that had Holden, Pontiac, Oldsmobile, Opel, Vauxhall and other brands all under the one GM umbrella. GMC is considered to be a more premium brand than Chevrolet; it offers higher specifications of models that are often shared across the hall with Chevrolet. 

GMSV is the Australian and New Zealand arm of GM and it claims to have chosen the Yukon Denali over the Chevrolet Tahoe (essentially the same vehicle) due to the former’s higher available spec, even though the Chev brand has already been established here with the Silverado pickups and Corvette sports cars. 

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Yet a look at the Chevrolet US website reveals that you can spec a Tahoe to pretty much the same level as the Yukon Denali being offered here, and that leaves us wondering if we can expect more from the GMC brand here in the future.

The midsize GMC Canyon ute would be the logical choice depending on whether GMSV could get it here and re-engineered at a competitive price point in what is an extremely popular segment. With option packs on the Canyon including a 4.5-inch suspension lift, 35-inch tyres, front and rear locking differentials, and a sweet AEV (American Expedition Vehicles) fettled model, it could prove a unique and capable addition to the class. 

Specs