The SUV earned top ratings in frontal and side impacts, but just a three-star rollover rating. The Yukon XL hasn’t been crash-tested by the Insurance Institute for Highway Safety, but the National Highway Traffic Safety Administration rates the 1500 Denali four out of five stars overall. Denali versions have additional sound insulation. It combines decent graphics with GM’s penchant for touch-screen usability. Behind that row, the Yukon XL boasts nearly three times the Yukon’s cargo room, with a minivan-like 137.4 cubic feet of maximum volume if you remove the third row and fold down the second.Ĭabin quality becomes less competitive every year, but at least GMC updated the available navigation system for 2012. Like the Suburban, the Yukon XL boasts plenty of cargo and passenger room, with the extra length making the three-position third row roomy enough for adults. If not, car-based crossover SUVs and minivans are rated 2 to 6 mpg better in combined driving, with lower starting prices to boot. Still, make sure you need the truck-based Chevy’s towing capacity if you buy one. Believe it or not, the latter figure actually beats the Sequoia and Expedition EL. EPA gas mileage ranges from a dreadful 10/15 mpg city/highway for the four-wheel-drive Yukon XL 2500 to 15/21 mpg in the 5.3-liter Yukon XL 1500. The Denali swaps the Yukon XL’s four-wheel drive and selectable transfer case for all-wheel-drive with automatic power transfer. We’ve driven that engine in the Escalade, where it’s standard, and it matches the Sequoia’s gusto. Both figures beat the Sequoia the Expedition EL tops out at 8,900 pounds. Towing capacity is 8,100 pounds in the 1500 and 9,600 pounds in the 2500, which has a 352-hp, 6.0-liter V-8. Of course, it can pull a lot of lumber too. The Expedition EL feels more composed at high speeds, and the 5.7-liter Sequoia makes quicker work of the passing lane. Our tester’s 5,824 pounds overwhelmed its 320-horsepower, 5.3-liter V-8, and the indecisive six-speed automatic hunted for gears even in cruise control, groping for pockets of higher-rev power that never existed in the first place. The SUV changes direction as well as its boat-like dimensions suggest, with body roll aplenty. The steering lacks enough power assist at low speeds, then becomes jittery and tentative on the highway. Our test car’s optional adaptive suspension made for excellent ride quality, but like the Suburban, the Yukon XL needs grooming. The GMC throws in a few extra standard features, especially in the SLE and Denali trims, but you’ll pay for them up front. Unique headlights and an undivided GMC grille differentiate the Yukon from its Suburban sibling, but its boxy profile gives their relationship away. I recently reviewed the Suburban, so I’ll focus here on what differentiates the Yukon XL from the Suburban. We drove a four-wheel-drive Yukon XL 1500 SLT. Trims are the base SLE, midlevel SLT and top-of-the-line Denali (1500 only). Variants include the half-ton Yukon XL 1500 and the three-quarter-ton Yukon XL 2500. It’s GMC’s largest SUV, and it competes with the Ford Expedition EL and Toyota Sequoia. As its name suggests, the Yukon XL is an extension of the shorter Yukon it’s also related to the Chevrolet Tahoe, as well as Cadillac’s Escalade family. The Yukon XL is GMC’s version of the Suburban (compare them here) and it gets a few updates for 2012. The 2012 GMC Yukon XL combines room and capability like few SUVs can, but unless you’re getting the high-line Denali trim, it’s hard to see why you wouldn’t pick its cheaper twin, the Chevrolet Suburban.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |