2004 GMC Yukon Sport Utility Vehicle Reviews & Ratings

The Yukon is comfortable and convenient. Getting inside is easy, thanks to pull-out style door handles that replace the old lift-up style openers. Step-in height is lower than in previous-generation models, making it easier to climb into the driver's seat.

The front seats were redesigned for 2003, but we have trouble getting comfortable at times. The Denali's leather upholstery looks and feels nice, however. Also, the shoulder harnesses fit well and are easy to wear because they are mounted on the seats. Visibility out of the Yukon is very good, thanks to large windows.

Second-row seating is roomy and comfortable. Second-row bucket seats are optional ($490) in SLT and Denali, but not SLE. They offer excellent support and can be adjusted individually. We sometimes think they're more comfortable than the front seats.

Yukon's optional third-row seat ($360-$760, depending on upholstery) provides space for adults' feet. It isn't a lot of space, but it is there. The third row folds, flips, slides and removes easily. In fact, whichever way you choose to stow the third row, it's easy to do; it has wheels to help roll it into the garage for storage. Like most third rows, it's best for kids or occasional use. Getting into and out of that third-row seat isn't easy for adults. If you're going to put big people back there on a regular basis, we recommend the longer GMC Yukon XL.

Up front, all of the switchgear and ancillary controls are mounted close to the driver. Climate controls and audio controls are easy to use yet are quite sophisticated in their operation. We enjoyed the Bose nine-speaker stereo with subwoofer. Rather than embedding the antenna in a window for fashion reasons, the Yukon uses an external antenna for improved radio reception. For 2004, OnStar and XM satellite radio share a single, low-profile exterior antenna.

The Panasonic DVD Passenger Entertainment System ($1295) includes a seven-inch flip-down screen for second-seat passengers; plus two sets of wireless (infrared) headphones with independent volume control, a wireless remote control and three sets of auxiliary video and audio inputs. The wireless headphones are light and comfortable, and the display offers a crisp picture. For 2004, the DVD player and sunroof are packaged together in the Sun, Sound & Entertainment package.

Safety is enhanced by dual-stage front airbags. Side-impact airbags are optional ($350) on SLE and SLT, standard on SLT Plus and Denali. New for 2004 is a tire-pressure monitoring system, which continuously checks inflation pressures in each of the four tires and flashes a graphic on the instrument cluster should air pressure in one of them drop below a specified level.

GMC Yukon offers a nice ride on asphalt and on dirt. On bumpy rural byways that make some SUVs feel like pogo sticks, the Yukon rides with impressive smoothness. On smooth highways, the Yukon cruises effortlessly. Handling is impressive and surefooted for a full-size SUV. Yukon is stable at high speed. It's much easier to park then the longer 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.

The Yukon is a truck. It comes with a live rear axle mounted on coil springs and located by five control links, an arrangement which provides a good compromise between ride/handling and cargo-carrying utility. Its front suspension is conventional in design, but uses torsion bars instead of coil springs to save space. Yukon'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 hydroforming 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 designed to crush and absorb impacts in a crash.

Yukon Denali's AutoRide computer-controlled suspension helps keep it level over bumps. This benefit 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 combination of good visibility and confident handling give the Yukon an air of nimbleness. The steering on all Yukons provides good control and feedback. It's a recirculating-ball system, however, which doesn't offer the response of the rack-and-pinion steering found on the Ford Explorer and Expedition. Its relatively tight 38.3-foot turning diameter makes the Yukon much easier to park than a standard Yukon XL, which takes another 4.7 feet of space to turn around. That makes a huge difference in the grocery store parking lot. The current Yukon's turning diameter represents a big improvement over previous-generation Yukon and Tahoe models.

The brakes perform well. A dynamic proportioning system continuously balances the front and rear brakes for maximum effectiveness without activating the ABS. To check this out, we towed a heavily laden horse trailer without trailer brakes connected and were impressed with the Yukon's braking ability. All 2004 Yukons now come with Hydroboost brakes, which rely on hydraulic pressure rather than engine vacuum to reduce braking pressure. This upgraded system provides more power for high-deceleration stops, and improves ABS performance. Hyrdoboost brakes also require less pedal force during high-deceleration stops and improve pedal effort and feel during normal operation.

Under the hood, Yukons employ the latest heirs to Chevy's small-block V8 engine family. These Generation-3 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. All burn regular unleaded.

The popular 5.3-liter V8 offers impressive acceleration performance. Called the 5300 Vortec, it's rated at 295 horsepower and 330 pounds-feet of torque. It earns an EPA City/Highway rating of 14/19 mpg with 2WD, 14/18 mpg with 4WD. The 4.8-liter V8 develops 285 horsepower but considerably less torque: 295 pounds-feet. And it uses just as much fuel, in the EPA tests at least. The big 6.0-liter V8 that comes with the Denali cranks out 325 horsepower and rates about the same fuel economy as the standard 4WD Yukons.

Two-wheel-drive Yukons come standard with electronic traction control. The optional limited-slip rear differential improves traction in slippery conditions. Using the winter start feature on the automatic transmission helps get the Yukon rolling without wheel spin on snow or ice by starting it off in second gear.

Four-wheel-drive Yukons feature a traditional part-time 4WD system.

StabiliTrak offers greater safety on uncertain surfaces. StabiliTrak, which is what GM calls its electronic stability control system, comes standard on Denali but is also available on 2WD ($305) and 4WD ($500) Yukons. This electronic stability control system measures where the driver is steering against where the truck is actually heading and, when necessary, reduces engine torque or selectively applies the brakes to one or more wheels to correct the Yukon's path. In short, StabiliTrak can help keep you from going off the road if you remember to steer where you want to go. StabiliTrak, traction control, and a limited-slip differential greatly improve the capability of 2WD models in slippery conditions.

It seems a shame to pass on the four-wheel-drive system, however, 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. You may never need the 4LO setting, which is invaluable when creeping through deep sand, deep mud, deep snow, or up and down steep grades.

More typical are those wintry days when conditions are fluctuating and the roads are a mixture of ice, snow and wet pavement. When this happens, hit the Auto 4WD button, and the Autotrac all-wheel-drive system automatically transfers power from a slipping wheel to the wheels with the best traction. The Auto 4WD mode was refined last year, providing improved road feel in low-speed turns. This all-wheel-drive system works well in pouring rain, on snow, ice, or gravel roads.

Yukon Denali comes with full-time all-wheel-drive. Revised for 2003, it uses an open center differential with a front/rear torque split of 40/60 for better yaw stability. StabiliTrak is standard on Denali, and combined with Denali's full-time four-wheel drive helps maintain good traction in changing conditions. It's a good system for snow, ice, heavy rain, dirt, and gravel.

All Yukons come equipped to accept a lighting plug for trailer towing, and have provisions for easily connecting a trailer brake controller. The Tow/Haul mode works better when towing in hilly terrain.

The Denali works well for towing. The bigger engine helps pull trailers up long grades, while the all-wheel-drive system is just the ticket for pulling a boat trailer up a slippery boat ramp. For drivers' peace of mind while towing, the Denali features a transmission temperature gauge, so you can be confident that you are not cooking the transmission while pulling a trailer up a hill. Denali's heavy-duty automatic transmission is made with hardened parts to withstand the extra power of the 6.0-liter engine.

Three trim levels are available for the GMC Yukon: SLE, SLT, and Denali.

Yukon SLE ($34,910) and SLE 4WD ($37,610) come loaded with manual dual-zone air conditioning, a split-bench front seat with power adjustment for the driver, anti-lock brakes (ABS), self-leveling suspension, CD stereo with eight speakers, power windows, power door locks, fog lights, tinted glass, heated outside mirrors, leather wrapped steering wheel, and alarm. A 285-horsepower 4.8-liter V8 is standard; a 295-horsepower 5.3-liter V8 is optional ($700).

Yukon SLT ($37,440) and SLT 4WD ($40,140) adds automatic tri-zone air conditioning, a premium Bose stereo with nine speakers, high-back bucket seats with leather inserts, rear seat audio controls, and assist steps. New SLT options for 2004 include 17-inch, six-spoke premium aluminum wheels ($295), which can be shod with either all-season blackwalls or whitewalls, or on/off-road blackwalls. The SLT Plus Equipment Group ($40,895 or $43,595 with 4WD) upgrades the quality of the leather and adds more power adjustments and a memory function to the seats. SLT Plus also features side-impact airbags, outside mirrors with ground illumination and turn signals (and electrochromic dimming on the driver's side), power-adjustable pedals, third-row seating, and more. The 5.3-liter V8 comes standard on SLT Plus.

Yukon Denali ($49,310) is the most upscale model, and comes with a big 6.0-liter V8 engine, full-time all-wheel drive, StabiliTrak stability control, and a computer-controlled AutoRide suspension. In fact, nearly every desirable feature is standard on Denali, including heated leather 10-way power seats, On-Star driver assistance, nine-speaker Bose stereo with XM Satellite Radio capability and in-dash six-disc CD changer, and 17-inch alloy wheels. A sunroof ($1,000) and an engine block heater ($35) are optional.

For 2004, the Trailering Group ($330) now includes a seven-to-four-pin adapter and electric brake wiring harness, in addition to a hitch platform, transmission oil cooler, and high-capacity air cleaner.