GMC Yukon offers a nice ride, whether on asphalt or dirt. On bumpy rural byways that make some SUVs feel like pogo sticks, the Yukon rides with impressive, sedan-like smoothness. On smooth highways, the Yukon cruises effortlessly. Handling is impressive and surefooted for a full-size SUV. It's stable at high speed. It's much easier to park then the Yukon XL, but it's still a full-size truck and not as maneuverable as a mid-size SUV such as the GMC Envoy or Ford Explorer. Yukon SLE and Denali share the same hydroformed frame and five-link coil-spring live-axle rear suspension, which gives them a smooth ride and surprisingly responsive handling. Car-based SUVs such as the Lexus RX300 use independent rear suspension to provide the ride and handling customers expect, but GMC has managed to give the Yukon those benefits without compromising its cargo-carrying utility. The front suspension is conventional in design, except for the springs. To save space, the Yukon uses torsion bars instead of coil springs in the front. Its conventional ladder frame is fully boxed in the mid-section for maximum rigidity, while the front and rear portions are shaped by the same hydro-forming technique used to make Corvette frames. This rigid design is a key to the Yukon's excellent ride and handling. At the very front of the frame is a section that is designed to crush and absorb impacts in a crash.
The Denali's AutoRide computer-controlled suspension helps keep it level over bumps. This effect is especially pronounced when towing; a trailer tends to cause the towing vehicle to rock back and forth when driving over bumps, but the AutoRide system keeps the Denali amazingly smooth.
The steering on both models provides good control and feedback. It's a recirculating-ball system, which doesn't offer the response of the rack-and-pinion steering found on the Ford Explorer and the new 2003 Ford Expedition, however.
A tighter 38.3-foot turning diameter makes the Yukon much easier to park than a Yukon XL, which takes another 4 feet of space to turn around. That makes a huge difference in the grocery store parking lot. The Yukon's turning diameter represents a big improvement over previous-generation Yukon and Tahoe models.
The brakes perform well. Dual-piston brake calipers for the disc brakes are designed to provide shorter stopping distances. A dynamic proportioning system continuously balances the front and rear brakes for maximum braking without activating the ABS. To check this out, we towed a heavily laden horse trailer without trailer brakes connected and were impressed with the braking ability.
Under the hood, the Yukons employ the latest version of Chevy's small-block V8 engine family. These Generation III overhead-valve engines are the best yet and rival competitors' overhead-cam engines for smoothness and efficiency. As mentioned, they come in three sizes: 4.8-liter, 5.3-liter, and 6.0-liter.
The big 6.0-liter V8 that comes with the Denali cranks out 320 horsepower. Fuel economy suffers, however, earning the Denali a mediocre EPA gas mileage rating of 12 mpg city and 16 mpg highway; but that is similar to ratings for some vehicles with much less horsepower and lower towing capacities. At least the 6.0-liter V8 burns regular unleaded fuel, making pit stops a little more affordable.
The 275-horsepower 4.8-liter V8 gets much better fuel economy, earning 20 mpg on the EPA's highway mileage test on a 2WD Yukon.
The more popular 5.3-liter V8 is rated at 285 horsepower and its acceleration performance is impressive. Like the 4.8-liter engine, the 5.3-liter burns regular unleaded fuel.
Standard Yukons come with a choice of two-wheel-drive with optional traction control or a traditional four-wheel-drive system. Two-wheel-drive models offer a limited-slip rear differential to give drivers better traction in slippery conditions. Optional traction control cuts engine power as needed to help maintain traction to the rear tires. A second-gear winter start feature in the automatic transmission helps get the vehicle rolling without wheel spin under slippery conditions. Traction control and the limited-slip help make the 4x2 Yukon sufficient for many people.
However, it's a shame to pass on the four-wheel-drive system, especially where winter brings snow. Press the 4HI button when standard four-wheel drive is needed for driving off road or on roads covered with snow and ice. The 4LO setting is used for creeping through deep sand, deep mud, deep snow or up or down steep grades.
The Denali's all-wheel-drive system features a fluid coupled transfer case that sends 38 percent of the available torque to the front wheels and 62 percent to the rear. That helps it maintaining good traction in changing conditions. It's a good system for snow, ice, heavy rain, dirt, gravel, and other inconsistent conditions.
Denali's luxury touches don't overlook the fact that GMC customers will want to tow their boat to the lake or pull their daughter's horse trailer to the show, so it is loaded with features for towing and moving cargo. The bigger engine will help pull any load, while the all-wheel-drive system is just the ticket for yanking a boat up a water-slicked landing. Denalis also have a new heavy-duty version of the four-speed automatic transmission that is made with hardened parts to withstand the extra power of the 6.0-liter engine. For drivers' peace of mind while towing, the Denali features a transmission fluid temperature gauge, so they can be confident they are not cooking the transmission when pulling a trailer up hills. All Yukons come equipped to accept a lighting plug for trailer towing, and have provisions for connecting a trailer brake controller very easily.
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