Yukon Denali delivers on the promise of its impressive specifications. 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.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 Denali those benefits without compromising its cargo-carrying utility. A new five-link coil spring rear suspension contributes to better ride and handling than any vehicle in this class. The front suspension is conventional in design, except for the springs. To save space, the Yukon Denali uses torsion bars instead of coil springs in the front. The Denali's 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 AutoRide computer-controlled suspension helps keep the Denali 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 recirculating-ball steering provides good control and feedback, even if it falls short of the rack-and-pinion steering found on the Ford Explorer and in many sports cars. Denali's power steering system is designed for durability by operating at a lower temperature range. A much-tighter 38.3-foot turning diameter makes the Yukon easier to park than before.
Handling is impressive and surefooted for a full-size SUV.
The rear axle now carries dual-piston brake calipers for its disc brakes. Along with bigger front discs, the new Yukon Denali enjoys a much-needed upgrade in the stopping department. The upgraded brakes perform nicely. To check this out, we towed a heavily laden horse trailer without trailer brakes connected and were impressed with the braking ability. A dynamic proportioning system continuously balances the front and rear brakes for maximum braking without activating the ABS.
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.
The new 6.0-liter version cranks out 320 horsepower, which is 45 more than the old 5.7-liter motor. That power comes at the expense of a mediocre EPA gas mileage rating of 12 mpg city and 16 mpg highway, but that is similar to the ratings of 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. (See NewCarTestDrive.com's review of the 2000 Yukon for more information about standard Yukon engines.)
The all-wheel-drive Denali features a fluid coupled transfer case that sends 38 percent of the available torque to the front wheels and 62 percent to the rear, maintaining constant traction. (Standard Yukons are available with a more traditional four-wheel-drive system or a two-wheel-drive setup with optional traction control.)
All Yukon Denalis are equipped to accept a lighting plug for trailer towing, and have provisions for connecting a trailer brake controller very easily. They 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.
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