The 2008 GMC Yukon is a full-size sports-utility vehicle that puts the “full” in full-size. Akin to its sibling, the Chevrolet Tahoe, the Yukon is a truck-based SUV that shares its underpinnings with the GMC Sierra and the Chevrolet Silverado. Often, onlookers find it difficult to determine whether an SUV is car-based or truck-based, but with the Yukon, there is no doubt that this vehicle is designed on a truck platform.
Weighing in at a massive, sturdy and stable 5617 lbs., the Yukon is Alaska-big, at 202 inches long, 79 inches wide and 76.9 inches high on a 116-inch wheelbase, yet its turning circle is a relatively tight 39.04 feet and its turning radius is a comparatively compact 19.5 feet. Well off the ground, the Yukon has a step-in height of 21.8 inches and ground clearance of 9 inches.
But the big story on the Yukon Hybrid isn’t its size; it’s the hybrid personality and technology associated with the vehicle. Powered by a mammoth 6.0-liter Vortec V-8 SFI cast-aluminum engine that quietly produces 332 hp and 367 lbs.-ft. of torque, the Yukon Hybrid set-up provides a 12-hp gain over the 5.3-liter engine of its non-hybrid siblings. EPA rated at 21/city and 22/highway, my seven days of testing showed better than that, as my 500-mile average came in at 22.8mpg, with highway miles outdistancing city travel by a two-to-one margin. This represents a 65-percent improvement over the straight 5.3-liter’s expected fuel consumption of 15mpg.
Of course, it takes more than a 6.0-liter Vortec to accomplish those lofty mileage figures. GM’s new hybrid system enables the Yukon to accelerate quickly from zero and drive up to 30mph on electricity alone, and it also allows the V-8 engine to operate in its more economical V-4 mode for longer periods. And there’s still enough muscle to warrant a 6,000-lb. towing capacity.
An industry first for any full-size SUV, this patented hybrid power electronics system incorporates a 300-volt unit that controls transmission, air conditioning, heater pump and front crash sensor; a 42-volt power steering system and a 12-volt vehicle accessories element.
The basis for all of this is GM’s advanced EVT and 300-volt nickel-metal hydride Energy Storage System, which works in concert with the gasoline engine that is imbued with Active Fuel Management and late intake valve closing technology.
I tested the 2WD version, and though I look forward to testing the 4WD offering to see how rugged this vehicle really is, I found the 2WD to be responsive, quiet, strong and agile. No speed tests were performed as the track was rained out during severe summer storms in Pennsylvania, Maryland, New York and West Virginia during my test period. However, the slick and wet surfaces enabled me to maneuver the Yukon deftly around obstacles and prove the steering able, the ride refined, the brakes substantial and the ground control confident. I did find that the center of gravity was a bit higher than I would have liked, creating a bit of sway during very tight, quick turns.
Independent coil-over shock front suspension and a five-link rear suspension with coil springs combine with all-speed traction control, Stabilitrak stability control, and 4-wheel disc ABS brakes to create a very self-assured and comfortable ride in all conditions.
With body on frame construction, the Yukon is built for safety. In NHTSA crash tests, the GMC Yukon scored a perfect 5 stars (the highest rating) for safety in both frontal and side incidents.
Safety features include dual frontal air bags, head curtain side air bags for all seating in all rows and a passenger-sensing system.
Standing apart from and head and shoulders above the crowd, the Yukon is stylish outside with running boards, vertical-bar grille, hybrid badging, aerodynamic styling cues and relatively low 0.34 drag coefficient.
Inside, the big Yukon lacks for little, from its intuitive, easy-to-read gauges and its standard accouterments. Manufactured in Arlington, Texas (did I say the Yukon is Alaska-big? Perhaps it is Texas-big), the Yukon has a huge expanse inside as well. Interior dimensions, with a maximum seating capacity of nine (though seven is far less confining), measure 41.1 inches of headroom in row one (38.5 in row two and 38.2 in row three), 41.3 inches of legroom up front (with 40.5 and 25.4 in the subsequent rows) and 65.3 inches of shoulder room for driver and passenger (with 65.3 and 61.7 in the rear rows).
Standard interior features include heated leather front bucket seats, 6-way power-adjustable driver and passenger seats, tri-zone air conditioning, auxiliary rear heater and a/c, navigation system, rearview camera system, Bose premium speaker system, touch screen with CD/MP3, rear audio sound controls, XM Satellite Radio, hybrid power-flow display and vehicle information system.
With a standard price of $50,045, the GMC Yukon Hybrid stickers out at about $13,000 more than a base 2WD Yukon with a 5.3-liter powerplant. But my test vehicle came decked out with plenty of standard niceties, and the only add-on was destination charges of $900, bringing the price as tested to $50,945.
Visit www.CarlisleEvents.com for more on the automotive hobby.
Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years.
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