2012 GMC Yukon
The GMC Yukon is a full-size SUV with power, space, and towing capacity. It can haul loads of gear, it can survive repeated pounding over rugged terrain, it can pull trailers, all while transporting four or five adults in comfort.
And it's that towing capacity that makes it a sensible choice. Yukon's maximum tow rating ranges from 8100-8500 pounds, or to about 6000 pounds on Hybrid models. Most Yukons can carry 1400-1700 pounds of passengers and cargo, which must be subtracted from allowable trailer weight. The standard-size Yukon can carry more weight than the equivalent-trim, longer Yukon XL due to the XL's greater weight.
Inside, the Yukon features a simple, elegant dash that hints at aspirations for entry-luxury status. The Yukon has three-row seating standard and can be configured for two to nine occupants. Seating in the first and second rows has plenty of room, but the third row is best left for kids and has to be removed for maximum cargo space.
Engine choices are all V8s. The 320-hp 5.3-liter V8 and Denali's 403-hp 6.2-liter V8 both have a system that shuts down half the cylinders under light loads to improve fuel economy. For better economy in daily driving, look to the Hybrid models which pair a 6-liter gasoline V8 that switches off completely when not needed, and battery pack with dual electric motors inside the transmission to increase rated urban fuel economy by about 33 percent.
Ride and handling characteristics are typical of large SUVs. The Yukon leans in turns and is not agile. The ride quality, on the other hand, is commendable, even with the Denali's available 20-inch polished wheels that add a touch of fashion trendiness.
Two four-wheel-drive systems are available. All-wheel-drive models use Autotrac, a system that can be engaged on dry pavement but does not repeal the laws of physics as some owners believe. Four-wheel drive with low-range gearing is available for rugged terrain, boat ramps, severe traction conditions.
The Yukon is a good choice for those who need four-wheel drive, cargo space and towing capacity. Those who don't tow might be better served by a larger crossover, such as the GMC Acadia, which gets better fuel economy due to lighter weight.
The current-generation GMC Yukon dates from the 2007 model year, but the model line has been refined and expanded significantly since then. The 2012 Yukons bring a new, optional hard-drive navigation system integrated into an AM/FM/XM/CD Bose Centerpoint Surround Sound stereo, and featuring a USB port, time-shift recording capability, NavTraffic and available SiriusXM Weather Service. The standard StabiliTrak stability control system now includes electronic trailer sway control and hill start assist. Mid-range SLT models get heated front-row seats as standard equipment, and a heated steering wheel as an option. Flagship Denalis get side blind zone alert. And recovery hooks, fog lamps, and roof cross rails are now standard on all models.
Yukon shares the same basic full-size truck platform used for the Yukon XL, Chevy Tahoe and Suburban, Sierra and Silverado pickups, and Cadillac Escalade. Yukon is in the same class as the Ford Expedition, Lincoln Navigator, Nissan Armada, and Toyota Sequoia.
Model LineupGMC Yukon SLE 2WD ($40,085), 4WD ($44,095); Yukon SLT 2WD ($45,570), 4WD ($48,425); Yukon Denali 2WD ($55,010), AWD ($58,005); Yukon Hybrid 2WD ($52,470); Yukon Hybrid 4WD ($55,280); Yukon Denali Hybrid 2WD ($60,285); Yukon Denali 4WD ($63,130)
The GMC Yukon and Yukon Denali feature clean lines with quiet, calm surface planes that minimize the sheer bulk. Likewise, the smooth, gently contoured flanks and arrow-straight beltline visually lower the height. Tight tolerances between body panels and a thud closing a door invite comparison with other SUVs.
The one-piece front end presents a friendly, welcoming face but without forfeiting the Yukon's presence. Large headlight housings are vertically oriented rather than the Tahoe's horizontal layout. The trademark grille with ruby-red logo and lower air intake ensure plenty of engine cooling. SLE and SLT share a horizontal-bar grille, Denali is distinguished by fine mesh.
Door handles bridging deep recesses make for easy gripping in all seasons. Squared-off wheel wells carry forward a Yukon signature styling cue. They suggest trimming up with the available 20-inch wheels and tires, though that's not our choice from a driving and towing perspective.
At the rear, a broad, mostly flat, almost vertical tailgate resides between tall, narrow taillights. The independently hinged rear window is a nice touch (except Hybrids), permitting easy loading of grocery bags and such.
The Yukon Hybrid has several styling cues that distinguish it from the other models. To counter added weight (the Hybrid is roughly 250 pounds heavier than a standard Yukon) and drag, the front end features an aluminum hood and bumper beam, and a more prominent air dam you might scrape on steep driveways, never mind off-road travel. The upper grille is expanded while the lower is smaller and openings that would house fog lights and tow hooks are blocked off. Along the sides, the running boards are reshaped for improved aerodynamics and the wheel flares are slightly reshaped. At the back, the rear pillars, spoiler and center high-mounted stoplight have a unique shape, the tailgate is made of aluminum and has fixed glass, and LED taillights replace the standard bulbs. The wheels are more aero efficient and the tires have lower rolling resistance. The spare tire and jack have been replaced by a tire inflation kit; a spare is optional. The result is a slightly better coefficient of drag to help improve fuel economy, if only by small amounts.
Visually, the Denali Hybrid is linked more closely to the standard Denali than to the standard Hybrid. Head-on, the Denalis are twins. Denali Hybrids can be spotted by their enormous eight-spoke, 22-inch chrome rims.
The Yukon interior design is clean and uncluttered. Leather surfaces feel expensive, if not luxurious. The fit between panels and coverings is impressive, with tight tolerances. Less impressive is the finish of some of the hard plastic surfaces, which look better than they feel; lighter-color interiors convey the lux look much better than the dark colors. The headliner is a woven fabric that looks and feels like mouse fur.
Elegantly simple, the instrument panel and center stack would look right at home in a luxury SUV. The Denali is richer still, with a wood and leather-wrapped steering wheel and darker wood trim than the other models. The gauge cluster is informative, reporting via secondary analog gauges powertrain data others leave to warning lights or bury in scrollable information displays.
The Hybrid model has a unique gauge cluster with a special tachometer and an economy gauge. The economy gauge can be used for more efficient driving (as can be the mpg data on most models' info display in the tachometer). Note that economy is best with the gauge pointed in the left-to-straight-up range that translates on other gauges to cold engine, low oil pressure, and low fuel level. The tachometer has an Auto Stop reading to indicate when the gasoline engine is shut off. No Yukon tachometer has a marked redline because the scale ends at the engine's maximum speed.
The Hybrid comes standard with the new HDD navigation system and its 7-inch touch-screen display. The screen also shows if the power is coming from the electric motors, the gasoline engine, or both, plus when regenerative braking is charging the batteries. The system also shows if the vehicle is in two- or four-wheel-drive mode. It's fun for passengers to monitor these readouts; they help you learn about how the hybrid system works and show when it is being used for the best fuel economy, but care must be taken by the driver to not be distracted by them.
The design of the Yukon's dash gives the driver an expansive view out the windshield, adding to the feeling of being above it all. Visibility is good all around, though the imposing right side C-pillar (the post between the rear side door and the rear quarter panel) does nothing to reduce the large side mirrors' blind spot. Along the same lines, the third-row seat blocks the lower third of the rear window; folding the third row down eliminates this.
The front seats are refreshingly comfortable and easy to adjust; most models have electric seat cushion adjustment but manual recline adjustment. They offer good thigh support, which is sometimes lacking in GM vehicles. Adjustable pedals on some models take the place of a telescoping steering column, and the tilt wheel is angled slightly away from the centerline of the car.
The available second-row captain's chairs offer good thigh support as well. We're disappointed with the folding armrests, however; they have one setting, which won't fit every occupant. Some way to adjust the angle of these armrests would be welcome. The Hybrid model has thinner front seats that reduce weight and open up more than an inch in second-row knee room. We found them to be just as comfortable as the standard seats.
Room for people is respectable and competitive with other full-size SUVs. In front room measurements, the GMC Yukon equals of betters the Ford Expedition, and Toyota Sequoia but all have plenty of space. Trying them on will show which ergonomic setup and volume suits you best.
In the second row, the Yukon trails the Expedition in headroom and legroom and betters it in hiproom, but by less than an inch in all regards; it also slightly trails the Sequoia in second-row headroom, but has slightly more hiproom and considerably more legroom. In other words, all large SUVs have a lot of second-row space and the Yukon is no exception. As for second-row access, the Yukon suffers from small-feet syndrome, where the clearance between the base of the second row seat and the doorframe is so cramped, it's often impossible to step in or out without turning your foot sideways.
Since the third-row seats sit on the cargo floor third-row legroom is limited in the Yukon, with little space for adult feet and knees up at chest level. The Expedition and Sequoia offer considerably more legroom for third-row passengers; the Expedition has more than a foot more third-row legroom and is very close in all other respects. On the upside, it's surprisingly easy to climb in and out of the Yukon's rearmost seat, the walk-through opening notably larger than entering the second row. The second-row seat folds up out of the way with the release of a lever on the outboard pivot, or optionally, at the press of a button with the optional power-fold feature. Unfolding the seat is done manually, however. Make sure it's securely latched.
Cargo space behind the third row is limited, with just 17 cubic feet, less than any of the major competitors. With the second- and third-row seats out of the way, the Yukon offers comparable cargo space for the class, squeaking by the Expedition, but losing to the Sequoia by almost 12 cubic feet. Of course, the extended wheelbase Yukon XL (and Expedition XL/Navigator L) make up for any of the space deficiencies versus the Armada and Sequoia.
One area where the Yukon stumbles is the ease with which cargo room can be optimized. Both the Sequoia and Expedition offer a power-folding third row that folds flat into the floor. For optimum cargo room in the Yukon, the third-row seats must be removed, and they are heavy, bulky and you need someplace to store them.
Cubby storage includes a compact glove box, fixed map pockets with molded-in bottle holders on the front doors, and pouches on the backs of the front seatbacks. A large bin with removable double cup holder is provided between the front seats. In the Yukon Denali, this feature is separated into a storage bin and twin cup holders, both with hinged covers and surrounded in wood trim. Ordering the front bench seat for three-across seating eliminates the center console, of course.
Yukon's 5.3-liter V8 delivers 320 horsepower and 335 pound-feet of torque, and most Yukons weigh in the mid-5000-pound range where lots of torque is welcome. It's a flex-fuel engine, meaning it can run on 85 percent ethanol, called E85.
Denali with its 6.2-liter V8 rates 403 hp and 417 lb-ft of torque. This powerhouse gets the Denali moving with ease, delivering very similar power-to-weight as Toyota's 5.7-liter Sequoia. The Denali's tow rating is 100 to 200 pounds less than that of other Yukons and it is not available with a 4WD system that has low-range gearing (except Denali Hybrid).
Both V8s have a system that idles half the cylinders when not needed, though the reality is that condition occurs infrequently in big trucks.
Fuel economy ratings for the Yukon typically run 15/21 mpg City/Highway, a little better than the Ford Expedition. The considerably more powerful Denali is in the 13-14 mpg City/18 mpg Highway range, much like the similarly powered Toyota Sequoia. Any way you look at it, you're going to use lots of gas. Using the flex-fuel capability and running on E85 ethanol drops fuel mileage even more.
The Hybrid Yukon offers big gains in city fuel economy, netting EPA numbers of 20/23 mpg City/Highway. Real-world drives show EPA numbers for hybrids remain on the optimistic side, however. In back-to-back drives between hybrid and standard GM SUVs we found the standard truck (which is lighter than the hybrid) edged the hybrid on highway fuel economy while the hybrid was better in urban environs; we found the hybrid got 17 mpg in city and suburban driving versus 13 mpg for the 5.3-liter a substantial difference.
Tow ratings for the Yukon range from 8100 to 8500 pounds maximum, not quite as high as those for Ford Expedition but superior to top values of the Toyota Sequoia. Note that trim and drivetrain affect tow rating, and that an industry standard was developed in 2010 but not all vehicles have been rated to it yet. To find real towing ability you need to know the truck's GCWR and subtract the weight of the truck (and all passengers/cargo) from it. For example, a Yukon rated to tow 8200 pounds max might be rated to pull only 6700 pounds with the truck loaded.
Driving a Yukon is pleasant. Power comes on smoothly, with no surges or hiccups, and it is accompanied by a pleasant tone that reminds us of classic dual exhaust. Transitions effected by the fuel-management system are invisible, with the only indication a telltale in the information display in the tachometer. The 6-speed automatic sorts out gears well. It has a manual shift function managed by a rocker switch in the handgrip on the column shift lever that rev-matches downshifts, but unlike most competitors you must first move the lever to M to use the rocker.
The Hybrid works seamlessly and doesn't require any special driver action, just some familiarity with the different noises it makes. Altering driving style to work with the hybrid can improve efficiency, however. At very low speeds propulsion is by electric power only, and you have to watch for people walking out in front of you in parking lots since there is only tire noise and some whirring when you start or stop and you'll be sneaking up behind them almost silently. The system will do 30 mph on electric alone in ideal circumstances, but in most cases the gas engine is on by 10 mph. So the gas engine will be kicking on in stop-and-go traffic. It usually shuts off the gas engine when the vehicle is stationary. The majority of time, however, if your foot is on the gas pedal it is a combination of the gas engine and electric motors powering the truck.
If you step on the gas hard as you might to get across a busy street there is a moment, some fraction of a second, before the gas engine starts and the system delivers its full 367 lb-ft of torque, so you should try that in the open a couple of times to know exactly how the truck will respond. Watch safety margins and don't pull out in front of someone. There's enough power to get the Hybrid (and a 4000-6000 pound trailer) going easily, though it may sound odd at first as the gas engine goes to a certain rpm and stays there while the truck catches up with it. The brakes in a Hybrid will feel touchy at first because they are generating electricity when used in addition to slowing the vehicle, which adds more retarding without any change in brake pedal pressure.
Driving Yukon models along twisty, two-lane roads on both coasts we found they tracked well through sweeping bends taken well above the marked 40-mph advisories. Like all large truck-based SUVs, steering is somewhat slow, but it is precise and offers good feedback. The Yukon is a full-size truck and is prone to body lean in turns and slow reactions to quick changes of direction.
We found the ride to be comfortable and controlled on South Carolina freeways, some of which were glass-smooth while others were buckled from severe winters. With the Denali's available 20-inch wheels, the suspension didn't jolt, but on Chicago's pockmarked streets we could sense the heavy truck parts underneath. The turning circle impressed us. It takes less space to make a U-turn in a Yukon than it does in other SUVs in this class; even some relatively small vehicles such as the Mitsubishi Eclipse need more space to turn around than does the Yukon. This is helpful in a world of crowded streets and compact parking lots. The brake pedal was solid and firm, with a prompt and confident response.
Abundant sound deadening material mutes road noise; you'll hear some from the rear tires only if the stereo is off. That the stereo has to be on for the navigation system to operate is irritating, a strategy shared with expensive Mercedes vehicles. To stop the audio you essentially turn the volume down all the way. That shouldn't bug us, because electricity is not in short supply in a gas-powered truck, but for some reason it does. We like that GM vehicles provide off switches for the daytime running lights and for the inside rearview mirror's auto-dim function.
The Yukon 4WD models use a single-speed transfer case. If you want a 4WD with low-range gearing, as you might for backcountry access or even slippery boat ramps (or to tow the Yukon behind a motorhome), you have to get the optional two-speed transfer case. Hybrids have low-range gearing but check with your dealer about towing one as a dinghy.
The available brake controller for trailers with electric brakes (it obviously won't work with surge brakes and may not be compatible with electro-hydraulic disc systems) integrates the brakes on both vehicles for the smoothest, most effective action. An integrated brake controller is a wonderful thing for towing so be sure to opt for this feature if you plan to use your Yukon for towing. And towing capability is what this vehicle is all about.
The GMC Yukon has a comfortable interior that pushes upscale for a truck, in a truck chassis that can cope with the worst roads and drivers. It offers available power that meets or beats the competition. It offers good towing capability among SUVs. The addition of the Hybrid model answers the urban fuel economy issue that has long plagued large gasoline-powered SUVs. With all its strengths, the Yukon is a strong contender among full-size SUVs.
NewCarTestDrive.com correspondent G.R. Whale contributed to this report from Los Angeles, with Tom Lankard in Georgia, and Kirk Bell in Chicago.