The Yukon and Tahoe appear boxy compared with the Expedition, but it's
a ruggedly handsome shape. Those cowboy looks come from sharing sheetmetal
with the full-size General Motors pickup trucks.
Power is plentiful, with GM's 5.7-liter Vortec V8 engine as standard
equipment. It's a smooth, powerful and efficient engine, enabling the Yukon
to accelerate quickly and pull trailers up to 6500 pounds on the 4WD model,
7000 on 2WD versions. The optional 6.5-liter turbodiesel V8 produces even
more trailer-pulling torque and greater fuel economy for the two-door Yukon,
but there hasn't been sufficient demand to offer a diesel four-door.
The two-door 2WD Yukon starts at $21,265, the 4WD at $26,861. The four-doors
are considerably more expensive--the 4WD four-door Yukon starts at $32,189--but
they include more standard features. That compares to $27,988 for a 4WD
GMC Suburban K1500. A 4WD Ford Expedition XLT starts at $30,510.
Three trim levels--SL, SLE and SLT--are available for the two-door Yukon.
Our tester, a black two-door 4WD GMC Yukon GT came with full SLT trim,
which includes $6537 worth of popular options bringing the grand total
to $33,398.
These full-size trucks cost $4000-$8000 more than compact sport-utilities
like the GMC Jimmy and Ford Explorer, but provide more utility and value
when compared with the $41,488 Toyota Land Cruiser or the $56,125 Range
Rover. And they also have more muscle.
The ground clearance of the Yukon means short people have difficulty
getting in and out. And with two doors, it's obviously more difficult to
climb into the back seat. On the other hand, the shorter two-door models
are handier off-road.
Running boards can improve the ease of entry, but they reduce the ground
clearance which was the point of the exercise in the first place. The Expedition
is even more challenging with a step-in height that is two inches higher.
This difference also means it's easier to load cargo into the Yukon.
Once inside, the Yukon offers a pleasant cabin. The high-back bucket
seats are comfortable with inboard armrests, though we wish GMC had gone
farther on the lumbar support. Like other big sport-utilities, the Yukon
offers a commanding view of the traffic, while the long side windows provide
good visibility over the shoulder. New for 1997 is a passenger-side airbag
and a revised climate control system.
The instrument panel is straightforward, if somewhat dated, and the
dash is a modern design with rounded curves. Storage space abounds in the
form of a glovebox, center console, door pockets and nets behind the seats.
Well-designed cupholders are everywhere, while extra power outlets for
cellular phones and radar detectors make life easier.
People in the back seats aren't forgotten. The back of the console provides
them with cupholders and storage. Map lights are available and the heating
and air conditioning is directed to keep them comfortable. The four-door
models offer an additional rear air conditioning unit with overhead controls.
The two-door Yukon offers a generous cargo area with 51.6 cubic feet
of storage space behind the rear seats. Folding the seat cushions forward
and flipping the seat backs down increases it to 99.4. With the rear seats
folded down, the four-door Yukon offers 118.2 cubic feet--nearly identical
to the Expedition--while the Suburban provides 149.5 cubic feet. Buyers
may order these vehicles with either the split panel doors or, better,
a tailgate.
Our Yukon came with the electronic shift transfer case, allowing the
driver to select four-wheel drive by pushing a button on the dash. The
standard four-wheel drive system is engaged by moving a transfer case shift
lever mounted on the forward portion of the center hump. We have found
the standard shift lever is rarely in the way, but we've also found that
it can be balky to operate in some examples we've experienced. Either way,
the shift-on-the-fly system can be operated while in motion.
The 4WD system includes a low range for tough traction situations, while
an optional locking rear differential is extra insurance against getting
stuck a long way from home. This is a part-time 4WD system, incidentally,
designed for use in low-traction situations, as distinct from full-time
systems.
We recommend ordering the optional $164 trailer-towing equipment, which
includes a Class III receiver capable of pulling more than the Yukon's
7000-pound capacity. In our experience, the Yukon and Tahoe make stable,
powerful tow vehicles with good brakes.
In spite of its size, the Yukon is easy to handle. The steering is extremely
light. Drivers who find the increased height and bulk initially awkward
usually adjust and before long find themselves driving the big Yukon like
a car. It isn't a car, however. The two-door 4WD Yukon takes 39 feet of
real estate to complete a circle, the four-door model takes another two
feet, while a Suburban K1500 needs nearly 48 feet. This makes the two-door
model easier to manage in tight, crowded parking lots.
The Yukon does a good job of cushioning bumps, though it floats a bit
too much for our taste. The two-door lacks some of the Suburban's aircraft
carrier stability, a result of its shorter wheelbase. But the shorter wheelbase
is far handier off road.
The Yukon, Tahoe and Suburban all suffer from mushy brake pedals. They
stop well, but firm, positive pressure is needed for quick response.
A 4WD Yukon is a highly capable--if somewhat bulky--off-road vehicle.
It handles well on rough roads and the 4WD system helps it through slippery
conditions. Our tester never hesitated over silty two-tracks, muddy trails
and roads covered with snow and ice. It also stops and accelerates well
on dirt roads. A Yukon will go anywhere the most serious of outdoorsmen
are likely to go.