2009 GMC Yukon Hybrid

2009 GMC Yukon Hybrid

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Photos by -Autonet.ca
Harry Pegg
Published: 16 05 2009

Working at being green

Kermit the Frog was a prophet: it really isn’t easy being green … especially when it comes to a GMC Yukon Hybrid.

I just spent some time with a four-wheel-drive version of the two-mode hybrid and, while it’s a pleasant place to spend time, I come away wondering whether it’s worth the $70,605 price tag – not including delivery and taxes.

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Sure, it has all the qualities you want in a full size SUV: people space, power everything, excellent audio system, navigation and all the comfort features to which you become accustomed. Seating is comfortable for everybody in all three rows of seats (unless you put somebody in the middle). Leg room is so good even the third row has room for adults and getting back there isn’t too difficult.

The company says eight people can ride in the Yukon. I say “nay nay”. Six can fit without difficulty, but putting eight in there would result in two people with sore backsides and bad tempers if the ride goes any distance.

It’s a moot point anyway, because if all seating positions are in use, there isn’t much room behind the third row to carry much. So, for all practical purposes, this is a four, maybe five, passenger vehicle if luggage enters into the mix.

When it comes to carrying capacity, the second and third row seatbacks fold down, but the seats to not fold into the floor to provide a flat cargo area. If you want a flat space behind the second row, you have to remove the rear seats and store them somewhere. Not very efficient. And those things aren’t light.

Under the aluminum hood is a 332-horsepower 6.0L Vortec V8 with cylinder deactivation system. It’s linked up with GM’s new electrically variable transmission (EVT) and 300-volt nickel-metal hydride energy storage system. The new hybrid system lets the Yukon start and drive up to 48 km/h on electricity alone and allows the gas engine to spend more time in its more economical V4 mode.

The EVT bolts directly to the standard 4WD transfer case for true 4WD capability.

It all makes for decent fuel economy. I managed 11.7 L/100 km in about-equally split city/highway driving. While that’s not a figure that excites the greenies, it’s pretty darned good for a vehicle this size; however it’s not that much better than the non-hybrid that costs a lot less.

There’s an analogue “eco” gauge on the top left of the instrument cluster, a kind of eco-target for the driver to aim at by keeping the gauge at its optimum economy level. Any time the gas engine is shut down, the tachometer points to Auto Stop, letting you know the vehicle is on electric power only.

Midway down the centre stack, the standard navigation system’s full-colour display doubles as a monitor that shows a graphic representation of the hybrid drivetrain’s power flow. This display continuously shows how the system is sending power to the wheels from the ESS/electric motors, the gasoline engine or both. The screen also displays reverse electrical flow during regenerative braking and whether the vehicle is in two- or four-wheel-drive mode.

The EVT consists of two 60 kW electric motors, three planetary gearsets and four hydraulic wet clutches, allowing continuously variable operation and providing four fixed gear ratios.

A Hybrid Optimizing System determines the most efficient means of propulsion: electric power, gas engine power or a combination of the two. It’s like two transmissions in one: continuously variable drive for light loads and fixed-ratio drive for high-load situations.

Being green doesn’t mean the Yukon can’t do some work when called upon. Towing and payload capabilities aren’t appreciably affected by the hybrid technology. Usable tow capacity of the 4WD is 6,000 lb. (2,722 kg).

What is affected, though, is the 4WD’s capability to handle off-road situations. The front fascia of the hybrid is four-inches deeper than on regular models, effectively reducing clearance and approach angle.

Driving the Yukon Hybrid is like driving any other vehicle, except for the quiet operation. Acceleration and throttle response are well within the acceptable range.

Brakes are robust, hauling the hefty hybrid to a halt in a hurry and have the added attribute of providing regenerative braking.

Even with power-assist, it takes some effort to achieve a change of direction. Steering feel is heavy and numb.

Yukon doesn’t have a jarring four-wheel-drive stiffness. It handles the bumps, hollows and potholes of springtime on the prairie roads with aplomb. Passengers hear very little wind noise and road noise is effectively muted thanks, in large part to low rolling-resistance “quiet-tuned” tires.

Oh. There’s no spare tire. Instead, you get a tire-inflator kit.

All in the interests of saving weight, you know.

Summary:

Year/Make/Model
2009 GMC Yukon
Price as tested
$71,310
Trim level
Hybrid
Price range
$48,245-$71,235
Freight
$1,300
Options
Engine block heater ($75)
EnerGuide fuel economy ratings
10.5 L/100km city; 9.8 L/100km hwy
Observed fuel economy
11.7 L/100 km combined
Warranty (basic)
3 years/60,000 km
Warranty (powertrain)
5 years/160,000 km
Competitors
Chrysler Aspen Hybrid, Toyota Highlander Hybrid

Strong Points

Weak Points

  • - big, roomy and nicely done interior
  • - a big vehicle with a green tinge
  • - heavy handling
  • - no flat load floor with seats folded
  • - big price tag

Editors Rating:

Fuel consumption
decent, if not spectacular, for a big, heavy truck
Value for price
It ain't easy being green
Styling
ugly block-like front end, deep front fascia limits off-road ability
Comfort
seats are great and there's lots of room
Performance
handling is stiff, off-the-line power is okay
overall
doesn't live up to implied off-road promises, heavy handling

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