Steering requires annoyingly high effort at low speeds and exhibits numb, lifeless feedback as you maneuver through corners. That’s to be expected in a full-size SUV, but it’s high time GM improves the Yukon XL’s other reflexes. Wheels won’t alter the SUV’s body-on-frame roots broken pavement leads to noticeable chassis shudder. GM offers rims measuring as small as 18 inches even the Denali can wear more sensible 20s. Noise levels are low, but highway driving results in jittery turbulence on anything short of smooth pavement. With the associated low-profile P285/45R22 tires, the Yukon XL exhibits poor isolation at higher speeds, even with the optional adaptive shock absorbers on Denali trims. Both SUVs drive home the impact of supersized wheels on ride quality. ![]() Like the Chevy Tahoe RST we recently tested in ’s Full-Size SUV Challenge, our Yukon XL Denali came with optional 22-inch wheels. That’s competitive with other full-size SUVs, but those with serious towing needs should seek out the Expedition’s 9,000-plus pounds of capacity. With either engine, towing capacity maxes out at just more than 8,000 pounds for most variants. The 5.3-liter V-8 runs fine on the cheap stuff. That costs some 24 percent more per gallon as of this writing. The Yukon XL’s combined EPA-estimated mileage is in the high teens with either drivetrain, but GM recommends premium fuel with the 6.2-liter V-8. Whatever the formula, the Yukon XL charges extra for the best results. That’s in stark contrast with the redesigned Ford Expedition, a rival whose standard turbocharged V-6 packs performance akin to GM’s 6.2-liter. Passing maneuvers require most of the engine’s reserves. We’ve tested that drivetrain in the Yukon XL’s twin, the Chevy Suburban, and it offers decent low-rpm power but just adequate mid-range punch. Lesser trim levels (the base SLE and two SLT grades) have a six-speed automatic and 5.3-liter V-8 with 355 hp and 383 pounds-feet of torque. Squeeze the pedal a little or push it to the floor and the 10-speed downshifts in half the time it takes some automatics we’ve evaluated. It upshifts smoothly and downshifts - finding the right gear - as soon as you call for passing power. In an era where transmissions have ever-increasing gear counts but stumble on basic tasks (like downshifting without gear hunting), GM’s 10-speed answers the call without delay. The transmission - a new 10-speed automatic that arrived just one model year ago - helps a great deal. And with 420 horsepower and 460 pounds-feet of torque, the motor backs up that initial response with strong, continuous power at any rpm. Press the gas pedal and the drivetrain launches nearly 6,000 pounds of SUV with gratifying alacrity. It’s potent, with instantaneous accelerator response. GM’s excellent 6.2-liter V-8 has powered higher trim levels of the Yukon and Yukon XL for a number of years. Compare all four SUVs here, or go here to stack up the 20 Yukon XL. ![]() It’s closely related to the Chevrolet Suburban, which is itself an extended-length version of the Chevy Tahoe (Chevrolet and GMC are sibling brands under GM). To the benefit of third-row legroom and cargo space, the Yukon XL adds a substantial 20.5 inches of length versus the regular Yukon, which we cover separately on. I’ll devote this review to the Yukon XL, an SUV we drove in top-level Denali trim. Until then, the aging current crop - which includes the Yukon XL - trails competitors in several key areas. The next generation of GM's big three-row SUVs is likely just around the corner. The GMC Yukon XL offers a first-class drivetrain on expensive higher trim levels, but seating space and other drivability aspects fall short.
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