GMC Yukon Interior Review
While the exterior design of the new Yukon is a great leap forward, the remake of the interior borders on revolutionary. Just by the measure of how many buttons and knobs there aren't, the '07 Yukon reflects a radical re-thinking by the people in charge of deciding how occupants will relate to their immediate surroundings.
Topping the list is the re-positioning of the dash. Lowered by half a foot, re-contoured and elegantly simplified, the new instrument panel and center stack would look right at home in 'most any luxury SUV. In fact, we think it's a friendlier, slicker and more integrated assemblage of gauges, display screens, touch pads and control panels than those in either the Range Rover or the new Mercedes-Benz GL450, both priced substantially higher than the Yukon models, including the Denali. The gauge cluster is more informative, reporting via secondary analog dials powertrain data many others leave to warning lights or bury in scrollable information displays.
The fit between panels and coverings is impressive, with tight tolerances. Leather surfaces feel expensive, if not luxurious. Less impressive is the finish of some of the hard plastic surfaces, which look better than they feel. The headliner is a woven fabric that looks and feels like mouse fur.
The design of the dash gives the driver an expansive view out the windshield, adding to the feeling of being above it all. Visibility is good all around, although the imposing C-pillar (the post between the rear side door and the rear quarter panel,) does nothing to reduce the large side mirrors' blind spot. Along the same lines, the third row seat blocks the lower third of the rear window; folding the third row down eliminates this.
The redesigned seats are refreshing. The seat belts are mounted to the B-pillar, a nice improvement over the awkward seat-mounted belts used on previous models. The design of the new belts should also offer improved occupant protection. This yields lighter, less bulky seats that are more comfortable and easier to adjust. Thigh support, a common deficiency in GM vehicles, is good in the front seats and second-row Captain's chairs. We're disappointed with the folding armrests, however; they have one setting, which won't fit every occupant. Some way to adjust the angle of these armrests would be welcome.
Room for people is respectable and competitive with other full-size SUVs. In all but the second-row seats, there's more headroom, legroom and hiproom than in the 2006 Yukon, and the shortfalls in the second-row seat are measured in fractions of an inch. Comparisons with the 2006 Ford Expedition, Nissan Armada and Toyota Sequoia are mixed.
In the front seat, the 2007 Yukon bests the Expedition and the Armada by several inches in all three dimensions, while equaling the Sequoia in headroom and bettering it in the other two.
In the second row, the new Yukon trails the Expedition in headroom and legroom and betters it in hiproom, but by less than an inch in all regards; the same holds for the Armada, again in all three measures; and the Sequoia tops it in headroom but comes up short in legroom and hiproom. As for second-row access, the new Yukon still suffers from small-feet syndrome, where the clearance between the base of the second row seat and the doorframe is so cramped, it's impossible to step in or out without turning your feet sideways.
Third-row legroom is limited in the Yukon where we found little space for our feet and our knees wound up at chest level. The Expedition, Sequoia and Armada offer more legroom for third-row passengers. The bench-like third row seat is minimally cushioned. On the upside, climbing in and out of that rearmost seat is surprisingly easy in the Yukon. The second-row seat folds up out of the way with the release of a lever on the outboard pivot, or even better, at the press of a button with the optional power-fold feature. Unfolding the seat is done manually, however. Make sure it's securely latched.
Cargo space behind the third row is limited, with just 17 cubic feet, less than any of the three competitors. With the second- and third-row seats folded, the Yukon offer comparable cargo space for the class, squeaking by the Expedition, exceeding the Armada's space by more than 10 cubic feet, but losing to the Sequoia by almost 20 cubic feet.
Cubby storage includes a compact glove box; fixed map pockets with molded-in bottle holders on the front doors; and pouches on the backs of the front seatbacks. A large bin with removable double cup holder is provided between the front seats. In the Yukon Denali, this feature is separated into a storage bin and twin cup holders, both with hinged covers and surrounded in woodgrain. Ordering the front bench seat elminates the center console, of course.
GMC Yukon Road Test
When it comes to trucks, numbers matter, arguably more than they do with cars. The most popular engine for the GMC Yukon is the 5.3-liter V8, which produces 320 horsepower and 340 pound-feet of torque. Our test Yukon was listed at 5537 pounds.
Examining these numbers should give a good idea of how a 5.3-liter Yukon will perform against the competition. By comparison, the 2006 Ford Expedition puts up a 5.4-liter V8 making 300 hp and 265 lb.-ft. of torque with a six-speed automatic and tips the scales at 5805 pounds. The 2006 Nissan Armada's 5.6-liter V8 makes 305 hp and 385 lb.-ft. of torque, mates to a five-speed automatic and carries a curb weight of 5623 pounds. Toyota's 2006 Sequoia comes with a 4.7-liter V8 making 273 hp and 314 lb.-ft. of torque with a five-speed automatic and weighs 5025 pounds.
Note, however, that the Yukon's 5.3-liter engine comes with a four-speed automatic transmission, while many full-size SUVs now come with five-, six-, and seven-speed automatics. More gears generally means smoother operation, better fuel economy, quicker acceleration performance or all three. The Yukon's four-speed automatic negates any power advantage the Yukon might otherwise have enjoyed at least as far as outright acceleration is concerned. Put another way, while it'll easily hold its own on the interstates, the Yukon isn't going to win many stoplight grands prix.
Not so, though, the Yukon Denali, which would leave its lesser sibling and all the others in the dust were its driver so inclined. The Denali packs a 380-hp 6.2-liter V8 and six-speed automatic.
Fuel economy is a much better story for the new Yukon. The 2WD and 4WD versions each earn an EPA combined City/Highway estimate of 18 mpg. That's not exactly Toyota Prius territory, but the Yukon's Active Fuel Management system, which shuts down half of the engine's cylinders under light load, puts the 2007 Yukon at head of the class in the fuel economy competition. Both the 2WD and 4WD Yukons best all of the competition in EPA Highway estimates by as much as four miles per gallon.
In towing, the Yukon's 7700-pound rating beats the Toyota's 6500-pound rating, while Ford and Nissan rate their entries at a maximum of 9100 pounds.
From the driver's seat, much of this is not noticed. Power comes on smoothly, with no surges or hiccups and accompanied by a pleasant, dual exhaust-like tone. Transitions effected by the fuel-management system are invisible, with the only indication a telltale in the information display in the tachometer. The four-speed automatic selects gears with little fanfare. The six-speed automatic in the Yukon Denali is even smoother; the new six-speed automatic also has a manual shift function managed by a rocker switch in the handgrip on the column shift lever.
While trucking along twisty, two-lane roads in Georgia and on coastal California roads, the Yukon tracked flat and smooth through 70-mph sweepers marked with 40-mph advisories. The ride was comfortable and controlled on South Carolina freeways, both glass-smooth and buckled from severe winters. For this, credit the rack and pinion steering, which is new for 2007, that delivers sharper, more precise turn in, along with a stronger and stiffer frame; new, coil-over-shock independent front suspension; revised, multi-link, live axle rear suspension; and a wider track, by some three inches in front and an inch in the rear. The turning circle impressed us. It takes less space to make a U-turn in a Yukon than it does in other SUVs in this class; even some relatively small vehicles such as the Mitsubishi Eclipse need more space to turn around than the new Yukon. This is helpful in a world of big SUVs and compact parking spaces.
We found the brake pedal solid and firm, with a prompt and confident response. The new Yukon's disc brakes are larger than those on the previous-generation model, by almost an inch in front and by more than a half-inch in the rear, with dual-piston calipers that are 50 percent stiffer than before.
Abundant sound deadening material mutes road noise, but wind whistle easily leaks around the multiple door seals. That the stereo has to be on for the navigation system to operate is irritating, a strategy shared with expensive Mercedes vehicles. We like that GM vehicles now provide off switches for the daytime running lights and for the inside rearview mirror's auto-dim function.
GMC Yukon Lineup
The 2007 GMC Yukon lineup offers a choice of three different V8 engines and a choice of two-wheel drive or four-wheel drive except the Yukon Denali, which comes with all-wheel drive.
The standard GMC Yukon comes with a 290-hp 4.8-liter V8 and four-speed automatic. The 4.8-liter engine is not part of the initial launch, however. Once it's available, we expect the Yukon will be available at a lower base price.
The Yukon SLE 2WD ($33,815) and 4WD ($37,615) come with the 320-hp 5.3-liter V8 with Active Fuel Management and four-speed automatic. Also available is the 5.3-liter V8 with AFM and E85 Flex-Fuel capability. Standard equipment includes cruise control; multi-zone air conditioning front and rear; AM/FM/CD/MP3, eight-speaker stereo; driver information center; the usual powered features, with the outside mirrors heated and foldable; a six-way, power driver's seat; leather-wrapped, tilt steering wheel; cloth upholstery; 40/20/40 split front bench seat with manual recliners; 60/40 split folding second row bench seat; roof rails; locking rear differential; 17-inch, bright aluminum wheels; and three power outlets. A second-tier SLE 2WD ($35,565) and 4WD ($38,365) adds foglamps, steering wheel-mounted audio and cruise controls, rear-seat audio controls and outputs and cargo cover and mat; replaces the front bench seat with a pair of buckets and a center console; and upgrades the stereo speakers to a nine-speaker-with-subwoofer, Bose Premium system.
The uplevel Yukon SLT 2WD ($37,995) and 4WD ($40,795) are available with either of the 5.3-liter V8s, both fitted with the four-speed automatic. In addition to or in place of similar features on the SLE, the SLT gets automatic climate control; power adjustable pedals; front tow hooks; leather-trimmed, bucket front seats; leather-appointed, 60/40 split, second row bench seat; six-disc CD changer; rear seat audio controls and outputs; programmable remote garage opener; and remote start. There's also a second-tier SLT 2WD ($40,060) and 4WD ($42,860) that add roof rack cross bars; outside mirrors upgraded with integrated turn signals, ground illumination, reverse-tilting and driver-side auto dimming; heated, 12-way power driver and six-way power front passenger seats with two-setting driver side memory; vinyl-covered, 50/50 split, two-passenger, third-row bench seat; and XM Satellite Radio.
Yukons offer extensive lists of options, both free standing and in packages. Popular packages include two navigation systems, one of which incorporates a DVD capability ($2145); and the rear seat entertainment system ($1295); and the power liftgate ($350). The third-row seat comes in two forms: two-passenger and a three-passenger.
Options include XM Satellite Radio ($199), power adjustable pedals ($120), power sunroof ($995), roof rack cross bars ($45), power release for the curb-side second row seat ($425), heated second-row seats ($200), rain-sensing windshield wipers ($95), 20-inch wheels ($1795), front fog lamps ($140), six-disc CD changer stereo upgrade ($300), remote starter ($175) and retractable cargo cover ($70). Finally, by way of cold weather, towing and off-road options, but again only on some models, buyers can order one of two lower rear axle ratios ($100), an engine block heater ($50), a heavy duty transmission oil cooler ($95), a windshield washer fluid heater ($85), an off-road skid plate ($125), and Autoride suspension with variable shocks and air-assisted real load leveling ($1120).
The top-level Yukon Denali ($47,115) comes with a 380-hp 6.2-liter V8 with all-wheel drive and a new six-speed automatic. Standard features over and above those expected include heated first- and second-row seats; auxiliary transmission oil cooler; locking rear differential; power second-row seat release; front-row bucket seats, second-row Captain's chairs and removable three-passenger, third-row bench seat; digital 10-speaker Premium Bose Centerpoint Surround Sound System; wood-and-leather trimmed steering wheel; Autoride suspension; and trailer tow package. Options include many of those offered on the SLE and SLT models plus a heated steering wheel ($150).
Safety features that come standard on all models include dual-stage front airbags; four-wheel antilock brakes with dynamic rear proportioning that balances braking front to rear for optimum stopping force; Stabilitrak stability control system; LATCH child safety seat anchors; tire pressure monitoring system; and OnStar emergency notification system with one-year pre-paid subscription. Optional are roof-mounted, full-coverage, side curtain airbags ($350; standard on SLT and Denali); rearview camera system ($195; SLT and Denali only); and rear park assist ($245; standard on Denali).