So, you're looking to get a large vehicle to cart around a large number of people and a large amount of cargo. Maybe do some towing, too. What are you going to get? A minivan? An SUV? A full-size cargo van? Or how about a charter bus?
If you're thinking you want a large SUV, taking a look at the ones built by General Motors is certainly a good idea. These are some of the best trucks currently sold. Starting with the introduction of the completely redesigned Chevrolet Tahoe and half-ton Suburban for 2000, a variety of subspecies have cropped up to expand the line. These include the GMC Yukon and Yukon XL; the Yukon Denali and Yukon XL Denali; and the Cadillac Escalade. There are also the medium-duty three-quarter-ton Suburban and Yukon XL trucks, if your towing and hauling needs outstrip the half-ton models.
Despite what GMC tries to imply with its "Professional Grade" advertising campaign, a Yukon isn't any more "professional" than a Tahoe or Suburban. Underneath it's the same truck with the same basic underpinnings and body structure. The differences lie in slight changes to feature content and styling.
For reference, the Tahoe, Yukon and Escalade are GM's regular-sized big SUVs, with the Yukon and Escalade receiving higher levels of luxury and added feature content. The Suburban and Yukon XL are the super-sized trucks. These have a longer wheelbase, a longer overall length and more interior room. The Yukon Denali and Yukon XL Denali are the premium GMC models featuring a few mechanical changes as well as the highest level of standard luxury features.
The XL Denali is the top-of-the-line super-sized truck, as Cadillac's Escalade is based only on the smaller Tahoe. Buying a GM truck usually entails a lengthy process of deciding which options and features to order. Not so with the XL Denali. Nearly everything is standard. The only options available are a power sunroof, second-row bucket seats and an engine-block heater.
The Denali can be identified from the outside by its unique cheese grater-like grille, projector beam headlights, 17-inch aluminum wheels and monochromatic paint scheme. Our test truck, painted Onyx Black, was an imposing sight. Because of its deep-tinted windows and the outside antenna for the OnStar system, our truck looked like it should be hauling around submachine gun-toting Secret Service agents rather than a bunch of grubby Edmunds.com employees on their way to the local McDonald's.
As we learned over the course of a week with the XL Denali, it is indeed one premium vehicle. The powertrain consists of a 6.0-liter V8 and a four-speed automatic that drives all four wheels. The Denali has a permanent all-wheel-drive system, meaning that it's "on" all the time, and there aren't any buttons or switches to engage or disengage it. The system, thanks to a viscous coupling, continuously transfers torque from the slipping wheels to those with a firmer grip. When slippage stops, the system restores the standard 38 percent front/62 percent rear power split.
The AWD system does lack a low-range transfer case that you would otherwise expect in a truck. But boulder-bashing isn't what this luxo-bruiser is about. On dry or wet pavement, the AWD works behind the scenes to deliver the V8's power to the ground seamlessly. GMC lists that power as being a maximum of 320 horsepower at 5,000 rpm and 365 lb-ft of torque at 4,000 rpm. This is more power than what is available in the regular Suburban and Yukon XL 1500s, and it's also more than the V8s in the Lincoln Navigator and Lexus LX 470 produce.
During testing, we found that the XL Denali accelerates from 0 to 60 mph in 8.3 seconds and clears the quarter-mile in 16.2 seconds at 87 mph. This is noticeably faster than the 2000 GMC Yukon XL we tested with a 5.3-liter engine. Despite having to move 3 tons of curb weight, the Denali accelerates swiftly from a stop and has sufficient upper-end power for highway passing.
Besides giving the XL Denali a bit of athleticism, the 6.0-liter V8's power is also well suited for towing. Each XL Denali comes standard with a heavy-duty trailering package, the AutoRide computer-controlled damping system and a self-leveling rear suspension. These items give the SUV an 8,400-pound maximum trailer rating, enough to tow large boats and travel trailers.
After opening a door and examining the interior, one might be inclined to carry the boat inside. The Yukon XL Denali's three-row seating allows plenty of seating for eight passengers, or seven if the second-row bucket seats are ordered. We loaded up five adult passengers in our test truck. They each had plenty of room (including those in the third row). Unless you're putting NFL linemen in back, you won't have to worry about exceeding the 1,361-pound payload capacity, either. In terms of safety, front and side airbags are standard for front passengers, but the center positions for the second and third rows only have lap belts, not three-point belts.
The interior is nicely appointed, with soft leather seating, a 10-way adjustable driver seat, automatic climate control, heated front seats (both backrests and cushions), a useful Driver Information Center trip computer and a Bose audio system with a six-disc in-dash CD changer. OnStar, the concierge and in-vehicle safety system, is also standard. Missing from that list are a GPS navigation system and an entertainment system, two features that would be welcome in this class of SUV.
Storage space is plentiful thanks to a big center bin, large door pockets and a decent-sized glovebox. If there's a fault, it's with the layout of the interior. The XL Denali shares the same basic design with every other GM truck, from a basic Silverado upward. This isn't necessarily a problem, as controls are easy to locate, and the comprehensive gauges are easy to read. But compared to other luxury SUVs like the LX 470 or the Mercedes-Benz ML430, the Denali's look and feel are a bit shabby and homely.
But while interior design could be better, the XL Denali holds a clear advantage on space. Our test truck had the standard second-row bench seat. The 60/40-split design allows the seatbacks to be folded flat to clear the way for cargo. Accessing the third row from the passenger-side of the truck is aided by the folding second-row seatback. The XL's single-piece third-row seat isn't as flexible as a Yukon's 50/50-split bench, but it can be folded, flipped or detached with a bit of effort. Removing it and folding the second row provides 131 cubic feet of cargo capacity.
Whether empty or carrying cargo, the XL Denali can be navigated on both city streets and highways with relative ease. The steering is light and makes for easy maneuvering. It's complemented by the AutoRide computer-controlled damping system, which we found does a good job of filtering out bumps and road shock while simultaneously limiting excessive body roll. In emergency handling situations, the XL is composed, though it seems that the rear end can get light if provoked, the culprit likely being the XL's extra mass aft of the rear wheels. Overall, the truck feels smaller than it really is, a solid compliment for this type of vehicle. Only during parking is this SUV's true girth revealed. A reverse sensing system would be a nice feature to have, but one is currently available only on the Escalade.
As far as large luxury SUVs go, the GMC Yukon XL Denali is one of the best available. It does have a few flaws, but they are heavily outweighed by this truck's superior cargo carrying and towing abilities. This is the vehicle to get if you know you need contractor-grade hauling abilities but still want to be coddled like you were driving a luxury sedan. You should consider, though, that $50,000 opens up plenty of possibilities. If you don't think you'll be utilizing the XL's payload and towing maximums, the Toyota Sequoia Limited is an intriguing choice to consider, especially since it costs thousands less.
If you're thinking you want a large SUV, taking a look at the ones built by General Motors is certainly a good idea. These are some of the best trucks currently sold. Starting with the introduction of the completely redesigned Chevrolet Tahoe and half-ton Suburban for 2000, a variety of subspecies have cropped up to expand the line. These include the GMC Yukon and Yukon XL; the Yukon Denali and Yukon XL Denali; and the Cadillac Escalade. There are also the medium-duty three-quarter-ton Suburban and Yukon XL trucks, if your towing and hauling needs outstrip the half-ton models.
Despite what GMC tries to imply with its "Professional Grade" advertising campaign, a Yukon isn't any more "professional" than a Tahoe or Suburban. Underneath it's the same truck with the same basic underpinnings and body structure. The differences lie in slight changes to feature content and styling.
For reference, the Tahoe, Yukon and Escalade are GM's regular-sized big SUVs, with the Yukon and Escalade receiving higher levels of luxury and added feature content. The Suburban and Yukon XL are the super-sized trucks. These have a longer wheelbase, a longer overall length and more interior room. The Yukon Denali and Yukon XL Denali are the premium GMC models featuring a few mechanical changes as well as the highest level of standard luxury features.
The XL Denali is the top-of-the-line super-sized truck, as Cadillac's Escalade is based only on the smaller Tahoe. Buying a GM truck usually entails a lengthy process of deciding which options and features to order. Not so with the XL Denali. Nearly everything is standard. The only options available are a power sunroof, second-row bucket seats and an engine-block heater.
The Denali can be identified from the outside by its unique cheese grater-like grille, projector beam headlights, 17-inch aluminum wheels and monochromatic paint scheme. Our test truck, painted Onyx Black, was an imposing sight. Because of its deep-tinted windows and the outside antenna for the OnStar system, our truck looked like it should be hauling around submachine gun-toting Secret Service agents rather than a bunch of grubby Edmunds.com employees on their way to the local McDonald's.
As we learned over the course of a week with the XL Denali, it is indeed one premium vehicle. The powertrain consists of a 6.0-liter V8 and a four-speed automatic that drives all four wheels. The Denali has a permanent all-wheel-drive system, meaning that it's "on" all the time, and there aren't any buttons or switches to engage or disengage it. The system, thanks to a viscous coupling, continuously transfers torque from the slipping wheels to those with a firmer grip. When slippage stops, the system restores the standard 38 percent front/62 percent rear power split.
The AWD system does lack a low-range transfer case that you would otherwise expect in a truck. But boulder-bashing isn't what this luxo-bruiser is about. On dry or wet pavement, the AWD works behind the scenes to deliver the V8's power to the ground seamlessly. GMC lists that power as being a maximum of 320 horsepower at 5,000 rpm and 365 lb-ft of torque at 4,000 rpm. This is more power than what is available in the regular Suburban and Yukon XL 1500s, and it's also more than the V8s in the Lincoln Navigator and Lexus LX 470 produce.
During testing, we found that the XL Denali accelerates from 0 to 60 mph in 8.3 seconds and clears the quarter-mile in 16.2 seconds at 87 mph. This is noticeably faster than the 2000 GMC Yukon XL we tested with a 5.3-liter engine. Despite having to move 3 tons of curb weight, the Denali accelerates swiftly from a stop and has sufficient upper-end power for highway passing.
Besides giving the XL Denali a bit of athleticism, the 6.0-liter V8's power is also well suited for towing. Each XL Denali comes standard with a heavy-duty trailering package, the AutoRide computer-controlled damping system and a self-leveling rear suspension. These items give the SUV an 8,400-pound maximum trailer rating, enough to tow large boats and travel trailers.
After opening a door and examining the interior, one might be inclined to carry the boat inside. The Yukon XL Denali's three-row seating allows plenty of seating for eight passengers, or seven if the second-row bucket seats are ordered. We loaded up five adult passengers in our test truck. They each had plenty of room (including those in the third row). Unless you're putting NFL linemen in back, you won't have to worry about exceeding the 1,361-pound payload capacity, either. In terms of safety, front and side airbags are standard for front passengers, but the center positions for the second and third rows only have lap belts, not three-point belts.
The interior is nicely appointed, with soft leather seating, a 10-way adjustable driver seat, automatic climate control, heated front seats (both backrests and cushions), a useful Driver Information Center trip computer and a Bose audio system with a six-disc in-dash CD changer. OnStar, the concierge and in-vehicle safety system, is also standard. Missing from that list are a GPS navigation system and an entertainment system, two features that would be welcome in this class of SUV.
Storage space is plentiful thanks to a big center bin, large door pockets and a decent-sized glovebox. If there's a fault, it's with the layout of the interior. The XL Denali shares the same basic design with every other GM truck, from a basic Silverado upward. This isn't necessarily a problem, as controls are easy to locate, and the comprehensive gauges are easy to read. But compared to other luxury SUVs like the LX 470 or the Mercedes-Benz ML430, the Denali's look and feel are a bit shabby and homely.
But while interior design could be better, the XL Denali holds a clear advantage on space. Our test truck had the standard second-row bench seat. The 60/40-split design allows the seatbacks to be folded flat to clear the way for cargo. Accessing the third row from the passenger-side of the truck is aided by the folding second-row seatback. The XL's single-piece third-row seat isn't as flexible as a Yukon's 50/50-split bench, but it can be folded, flipped or detached with a bit of effort. Removing it and folding the second row provides 131 cubic feet of cargo capacity.
Whether empty or carrying cargo, the XL Denali can be navigated on both city streets and highways with relative ease. The steering is light and makes for easy maneuvering. It's complemented by the AutoRide computer-controlled damping system, which we found does a good job of filtering out bumps and road shock while simultaneously limiting excessive body roll. In emergency handling situations, the XL is composed, though it seems that the rear end can get light if provoked, the culprit likely being the XL's extra mass aft of the rear wheels. Overall, the truck feels smaller than it really is, a solid compliment for this type of vehicle. Only during parking is this SUV's true girth revealed. A reverse sensing system would be a nice feature to have, but one is currently available only on the Escalade.
As far as large luxury SUVs go, the GMC Yukon XL Denali is one of the best available. It does have a few flaws, but they are heavily outweighed by this truck's superior cargo carrying and towing abilities. This is the vehicle to get if you know you need contractor-grade hauling abilities but still want to be coddled like you were driving a luxury sedan. You should consider, though, that $50,000 opens up plenty of possibilities. If you don't think you'll be utilizing the XL's payload and towing maximums, the Toyota Sequoia Limited is an intriguing choice to consider, especially since it costs thousands less.
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