The new Yukon XL displayed its ruggedness while driving through the Sierras near Lake Tahoe, California. Here, we were able to drive through conditions produced by the natural occurrence of weather and terrain that only the Sierras can provide. The rugged buttes stretching skyward provided everything from warm sun to freezing snow and ice. Our drive took us from just a few feet above sea level to lofty treeless altitudes. While a loss of power at these heights is noticeable in any vehicle, our Yukon XL equipped with the 5.3-liter V8 continued on with barely a hiccup. It persevered through muck and mire as we climbed ever deeper into the mountains and weather conditions grew worse.New for 2000 is the AutoRide suspension system, a fully automatic suspension, which varies the amount of damping the vehicle may need. Whether towing a horse trailer or picking up the soccer team, AutoRide continually adjusts the suspension for optimum ride and handling. This technology also helps reduce dive on braking (so that the nose of the vehicle doesn't dip down unduly) and body roll (or lean) during cornering. AutoRide is a $700 option on 1500s, $750 on 2500s, and standard on Denali.
The suspension system soaked up the large potholes and rough terrain we encountered. Not surprisingly, the 1500 model, which comes with torsion bars up front and coil springs in the rear, smoothed out road vibration much better than the 2500 model, which is fitted with rear leaf springs. That comes with the territory of the larger load-hauling capability of the 2500 series. By far, most buyers opt for the 1500-series Yukon XL models, which offer good towing capability. But the 2500 is the better choice for pulling extremely heavy trailers.
The independent front suspension flattens the most rugged terrain so that the Yukon XL's passengers feel coddled, while the solid rear axle allows impressive towing capability. The suspension also contributes to the 2001 Yukon XL's tighter turning radius when compared with pre-2000 models, and that's useful for crowded parking lots, U-turns, and off-road driving.
Good brakes are important for a vehicle that weighs more than two tons and is sometimes asked to pull heavy trailers. With the Yukon's redesign came exceptionally good brakes, with 40 percent larger ventilated discs at the front wheels, and big 13.2-inch discs on the rear axle. While we equate fast emergency braking maneuvers with testing a vehicle's ability to stop, sometimes being able to stop straight and true at slow speeds is important, and the Yukon XL delivers on that front. The previous-generation Suburban had a mushy brake pedal, but that has been replaced with a much firmer pedal in this new Yukon XL for improved driver control.
More than once we were particularly glad for the quick manner in which the driver can shift the Yukon XL in and out of four-wheel drive. Four switches mounted on the left side of the instrument panel make it is easy to change modes. The top switch engages GMC's automatic four-wheel-drive system, Autotrac, which automatically transfers power from the slipping wheel to the wheels with traction. A switch controls two-wheel drive, four-wheel drive and four-wheel drive low-range. This system makes shifting from two-wheel drive to four-wheel drive and back as easy as turning on the radio.
By contrast, the Denali's full-time all-wheel-drive system requires no input from the driver.
Responsiveness from each of the three available V8 engines is excellent. Yet we continually returned to the big 6.0-liter with its 320 horsepower and 360 pound-feet of torque. A carry-over from the truck line is the tow/haul transmission mode. By pushing a switch on the end of the gearshift lever, the driver can change the shifting points of the automatic transmission. The tow/haul mode improves performance while towing through mountainous terrain and lessens wear on the transmission.
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