2021 GMC’S extra-large utility vehicle tops class
Where king-size towing and hauling is concerned, Yukon rules the roost
IF you prefer your vehicular transportation to be on a massive scale, the GMC Yukon is rolling out the welcome mat. A very large welcome mat.
For 2021, the first cousin to the Chevrolet Tahoe — and the rich uncle Cadillac Escalade — has been redesigned, top to bottom. Most obvious is the Yukon’s grille, which is even larger than the previous generation’s. There are crisp new body panels that look tidy and elegant, which is a neat trick for this squaredoff mega-hauler.
There’s also a new frame to which an equally new independent rear suspension — a first for Yukon — is attached. Beyond improving overall ride and handling, it contributes to increased stowage capacity behind the standard three rows of seats.
The 2021 Yukon is 6 inches longer than before and has nearly 5 more inches between the front and rear wheels. Room behind the third row has increased by an astounding 66 percent. With the second and third rows folded flat, total load area is up by 30 percent. Third-row legroom is increased by 41 percent.
The second-row seats — bench or optional captain’s chairs — now slide fore and aft by up to 5.5 inches, providing easier access to the third row.
The longer-wheelbase Yukon XL — the twin of the Chevrolet Suburban — is also larger but not nearly to the same degree as the standard-length Yukon.
The restyled cabin includes an upscale-flavored dashboard and gauges and, thankfully, keeps easyto-use knobs for the audio and climate controls. The only glitch is a turn-signal stalk that also operates the windshield and rear-window wiper/washers.
A tablet-type touch screen is standard for base models, while the version in the premium Denali model is flush with the dash.
The extra-wide floor console has plenty of room. Optional for upper trims is a power-sliding console that can be adjusted rearward by up to 10 inches and reveals a hidden storage spot for your valuables.
The standard engine is a 5.3-liter V-8 with 355 horsepower and 383 pound-feet of torque, which carries over from 2020. An available 3.0-liter, inline six-cylinder turbo-diesel is rated at 277 horsepower and 460 pound-feet. Its max torque occurs at a low 1,500 rpm, which makes it ideal for trailering (Yukons can tow up to 8,400 pounds). Also returning is a 6.2-liter V-8 — exclusive to the Yukon Denali — with 420 horsepower and 460 pound-feet.
A 10-speed automatic transmission is standard.
The 5.3’s fuel economy is rated at 16 mpg in the city, 20 mpg on the highway and 18 mpg combined.
That engine delivers more than sufficient grunt for motivating the 5,400-pound Yukon without feeling stressed or strained.
All-wheel-drive is optional in the base SLE, SLT and Denali Yukons but is standard with the new off-road-oriented AT4 trim.
It’s fitted with a two-speed transfer case, underbody protective skid plates, Hill Descent Control and multi-mode Traction Select with Tour, Sport, Tow/haul and Off Road settings. Also included are a heated steering wheel, premium leather seat coverings and heated front and rear seats.
The base Yukon SLE starts at $52,000, including destination charges, while the AT4 costs $66,100. The Denali starts at $70,200. That’s a fair chunk of coin but is in keeping with Yukon’s competitors.
Considering the size bump bestowed upon the Yukon, which dramatically increases interior space, it might be less necessary to spend an extra $3,000-plus for the XL. Whichever iteration you choose, you can be secure in the knowledge that — pound for pound — the Yukon’s style, comfort and performance are pretty much tops in its class.