By David Colman

Hypes: Brutal but Elegant Highway King
Gripes: Challenging to Park

This thing is positively presidential. When it arrived in my driveway for its week-long stay, I checked right away to make sure the Secret Service hadn’t left President Obama in the back seat. In Onyx Black, this $80,000 SUV really fills the bill for POTUS transport. With a length of 224 inches, a height of 74 inches, a width of 81 inches, and a weight of three tons, this is the most imposing passenger vehicle you can buy from GMC. It will barely fit in your regulation 20 foot long garage. And be sure to keep your credit card handy. Even with its 31.5 gallon gas tank, this rig will exhaust fuel faster than you can track the rapid descent of the gas level needle. For the record, the 6.2 liter V8 records city mileage of 14 MPG, highway mileage of 20 MPG, and overall consumption of 16 MPG.

In trade, you get to ride herd on a thumping big V8 that puts out 420hp and 460 lb.-ft. of torque. That output makes towing an 8,000 lb. trailer easy. GMC even provides Trailer Sway Control (TSC) and Integrated Trailer Brake Control (ITBC) as standard features, so the Denali XL is perfectly configured to handle any hitch load you can throw at it. TSC limits the amount of trailer pitch, ITBC adjusts the power output, or gain, to the trailer brakes as needed, and a Tow/Haul Mode button on the shift lever prevents the transmission from hunting for gears on steep grades.

That gearbox is a smooth shifting 8-speed automatic that metes out power smoothly and judiciously. You control its selection of gears with a shift wand that is bigger than that of the Fairy Princess. The entire dashboard is festooned with so many controls and buttons that it will take you a week just to notice them all. For example, no fewer than 19 graphic symbols can appear on the Driver Information Center. To the left of the steering wheel, you will find the 4WD control knob next to the headlight light control knob and below the ITBC switch. Above the ITBC control is another nest of buttons overseeing Traction Control, StabiliTrak, front and rear Park Assist, Lane Keep Assist, Pedal Adjustment (they slide) and Power Assist Step Control for the optional ($1,745) power retractable running boards.

If all this isn’t enough to confuse you, the steering wheel itself is a nexus of functions, including Adaptive Cruise Control ($995 option), voice recognition control, and driver information center display control. Behind the steering wheel you will find additional switches on the left spoke for accessing entertainment system tuning (Next/Previous favorite stations) and the right spoke (volume). If all this is starting to look like you need a Boeing 747 manual for pre-flight familiarization, you haven’t seen anything yet. The GMC IntelliLink Infotainment System offers a 4G LTE Wi-Fi hotspot on a limited free trial basis. It also provides hands-free calling with voice recognition, audio playback with voice recognition, and access to Apple Carplay (including hands-free text messaging and Siri) when you download the free “MyGMC Owner App.”

You could almost forget you’re commanding a 3 ton limousine. But GMC has you partially covered there too. The optional Adaptive Cruise Control automatically adjusts speed and will slow your vehicle to a stop, if necessary. Unless you first signal a lane change, Lane Keep Assist, which is a standard feature, will keep you from changing lanes by gently guiding the steering wheel straight while jiggling the seat bottom to inform you of your errant behavior. This could be a lifesaver if you fall asleep at the wheel, but it can also prove annoying, so GMC allows you to turn off LKA with yet another button on the dash. Park Assist also uses beeping and the seat jiggle to keep you from bumping into things you can’t see, and in this application, especially when backing up, the system is a golden safety parachute.

Our Denali featured optional ($2,495) alloy wheels, 22 inches in diameter and mounting Bridgestone Dueler H/L Alenza rubber (285/45R22). These expensive monster tires mandate use of optional retractable running boards, since they elevate cabin entry height into the stratosphere. However, once you’ve climbed aboard, the only vehicle taller than your Denali is an 18-wheeler. Without question, this dominant posture confers a sense of vision and security on you that is simply unmatched by anything else on the road.

2016 GMC Yukon XL Denali 4WD

• Engine: 6.2 Liter V8 ECOTEC3
• Horsepower: 420hp
• Torque: 460lb.-ft.
• Fuel Consumption: 14 MPG City/20 MPG Highway
• Price as Tested: $80,650
• Star Rating: 9.5 out of 10 Stars

By David Colman

Hypes: Looker with a Cooker of a V6
Gripes: Automatic Rain Sensitive Wipers Needed

Is there a better way to prove a new truck’s mettle than to drive it through a raging storm, not once, but twice? That’s just how we experienced GMC’s completely new Canyon pick up. Our round trip called for a run from Marin County down to Monterey on the very day the biggest rain storm in two years rolled into Northern California. Our return trip back to Marin coincided with the arrival of the second big front three days later. The Canyon passed all tests – from traction to comfort to outward vision – with dismissive ease. If you ‘re looking for a staunch companion in bad weather, the GMC Canyon is as good as it gets.

GM’s Brazilian design staff had a hand in crafting this stunning hauler’s bold but businesslike appearance. Our 4×4 model, fitted with an $1,190 All Terrain Package, stood Texas tall on its off-road capable Z71 suspension, and 17 x 8 inch “Dark Argent Metallic” alloy rims with Kevlar-reinforced 255/65R17 Goodyear Wrangler rubber. The wide channeled tread of the Wranglers did the trick in repulsing rivers of rain water. At a steady 65mph on Interstate 101, the Canyon swept through the puddles without ever losing its footing. It did so, moreover, in 2WD, because traction with just the rear wheels driving was so good that 4WD was never needed. For the record, the AutoTrac 4WD offers 4 different settings for conditions ranging from sport driving to snow bashing. If off-roading appeals, you will appreciate the fact that the Z71 package offers hill-descent control. However, the mild price you pay for all that under body clearance is a high cab step-in. To seat yourself with relative ease, you’ll need the optional ($745), tubular off-road assist steps which are unobtrusively finished in matte black.

GMC has done a swell job with this pick up’s exterior finish. The massive chrome grill looms over lesser traffic like the prow of a cruise ship. A pair of ‘All Terrain’ ID plates grace the front quarter panels and match similar tributes branded into headrests of all four seats. The 5’2″ short bed (a 6’2″ long bed is available) sports a $475 liner appliqué that matches the matte black of the assist steps. Although you can opt for an extended cab, the crew cab is the way to go if you plan on carrying passengers. During our stay in Monterey, we chauffeured four occupants for two days running and never once heard a complaint from the back seat. Vision outside is excellent from inside, even in back. The panoramic rear window of the cab contributes to the stunning greenhouse effect.

Our Canyon enjoyed 18MPG for the long round trip, The EPA rates overall mileage at 20MPG for the 3.6 liter version we tested. Although a base model 2.5 liter inline 4 is available, it produces only 190hp and 183 lb.-ft. of torque, hardly adequate for such a beefy vehicle. The V6, on the other hand, makes 303hp and 270lb.-ft. of torque and reports smartly to your right foot whenever you need a boost to merge or change lanes. Assisting in this regard is an exceptionally smooth shifting 6-speed automatic that can be locked into Manual Mode (“M”). When you select M, a cumbersome set of factors restrict transmission selection to limited gears, depending on your speed. However, these limitations can prove helpful when traversing slippery roads at low speeds. When configured like our test GMC, with a $250 optional “Trailering Equipment Package,” and the digger 3.43:1 rear axle ratio (no extra charge), the V6 Canyon will pull a 6,700 pound trailer.

The Canyon cabin is a place of many virtues. The dashboard snaps into action when you insert the ignition key by scrolling spectacular GMC graphics across the huge 8″ color touch screen. The screen displays your free 3 month trial XM Satellite radio reception, as well as your 6-month free introductory On Star hook up, which includes directional commands. There’s also an Intellilink connection, so you are never short of information sources inside this command center. The red stitched jet black seats feature separate heat sources for squab and backrest. We were entirely complaint free after many long hours in the saddle.

This is a fairly big rig, so your only operational complaint is going to stem from parking it. It does require more ‘terrain’ than you may be used to locating. Aside from that obvious caveat, this new, stunning GMC is a real grand Canyon.

2015 GMC Canyon 4WD SLE Crew Cab Short Box

• Engine: 3.6 Liter Direct Injection DOHC V6 with VVT
• Horsepower: 302hp
• Torque: 270lb.-ft.
• Fuel Consumption: 17 MPG City/24 MPG Highway
• Price as Tested: $39,090
• Star Rating: 9.5 out of 10 Stars

Getting into the driver’s seat of the 2012 GMC Acadia Denali for the first time to drive it home through a Manhattan rush hour was, on the onset, nerve wracking, but the solidness of the ride soon assuaged any fears. It’s not so much the streets of Manhattan that are terrible – although there are some bone-jarring potholes on the West Side Highway that the Acadia glided over – but more so the notorious yellow cabs that break, turn, and insist on getting in your lane despite the fact you are already in it that inspire anxiety. The manouverability of what I first perceived to be a land-boat crossover vehicle was impressive – smooth and easygoing, responsive, no stiffness in the rack-and-pinion steering, no lurching around due to size. Changing lanes in tight traffic wasn’t the challenge I thought it would be with an almost-17 foot long vehicle. With a 40.4 foot turning circle, I had no problems with U-turns on wider roads, or managing a three-point turn on smaller two-lane roads.

Taking it out to the country for a day at upstate polo grounds and horse stables improved my impressions of the Acadia. A new feature of the 2012 Acadia, standard on all trim levels, is hill-hold assist braking technology. What this means is that the brakes are applied for 1.5 seconds after the driver’s foot leaves the brake on a downhill incline of 5% or more. Speed and momentum on the downhill were noticeably reduced driving on the highway; on the other end of the spectrum, the 3.6 liter V-6 variable valve timing (VVT), 288 horsepower engine producing 270 lb.-ft. of torque didn’t lack for power driving uphill or accelerating to pass other vehicles.

GM’s StabiliTrack system comes standard in the Acadia, and is responsible for enhancing the driver’s control of the vehicle in adverse conditions – one such condition being snow. As luck would have it, Mother Nature threw in a rare October snowstorm – perfect for testing the StabiliTrack. Driving on the snow, swerving to avoid fallen trees, and maintaining control of the vehicle when driving into and out of snow ruts was reassuringly easy – a safe, confident drive in extreme weather. Maintaining Traction while staying at an average speed of 30 mph had me actually passing vehicles crawling in the inclement weather. Sitting high in a crossover already increases the view of the road and surroundings, and the SLT and Denali trim levels of the Acadia include an outside mirror with blind-zone spotting, adding to visibility in such a challenging blizzard situation. On-Star also comes standard, as well as roof-mounted curtain side airbags for added rollover safety and pelvic-thorax seat-mounted side air bags as safety features.

By Kurt Gensheimer

Blings

• New boxed frame  design virtually eliminates flex
• Exceptional interior fit and finish for a work truck
• 10,000+ pound towing capacity even for the gasser V-8

Dings

• Kidney-jarring buckboard ride from the rear end
• Massive dimensions require a formal ‘plan of action’ every time you park
• 8,000+ lb GVWR exempts GMC from posting the atrocious MPG numbers on the window

Ruling: Unless you tow a trailer or haul thousands of pounds in concrete every day, you have no business owning a truck this big and manly.

GMC is trying to be like the Levi’s jeans of the truck world; rugged enough to handle any “Professional Grade” project, yet stylish enough to be cleaned up and taken out for a night on the town. While it’s true that the 2011 GMC Sierra 2500HD is more than ready for any herculean towing or hauling mission you bestow upon it, the whole night on the town thing is still up for debate.

To wit: does your wife possess the muscular fortitude to open the iron-reinforced door of an armored Brinks truck? Because it takes about the same amount of strength to open the door on a Sierra HD. So unless your wife can bench press you, she probably won’t be getting out of your truck without A) your gallantry B) a valet attendant or C) her pulling or straining something.

All hyperbole aside, the 2011 GMC line of trucks truly are designed for the dual purpose work site/country club lifestyle, as evidenced by the new Denali trim package which helps push the MSRP well over $60,000…for a pickup. Sure, it has navigation, leather seats, heated steering wheel, and every other accoutrement most often found on luxo-utes like the Escalade, but when the sun sets, it’s still a pickup truck meant to haul some major-league mass. And if you’re not using the truck most of the time for this purpose, you’re wasting money and gas while receiving a buckboard ride and an earful from your lady friend who can’t get out of the truck without debilitating herself.

Having typed that, if you’re still here reading, let’s get into the dirty details of all the improvements GMC has made for the 2011 Sierra 2500HD.

Performance

Now most folks who require the brawn of a full-size pickup truck for not only the payload capacity, but also for towing, tend to opt for the diesel. But our tester came with the recently revised and gasoline-powered 6.0 Liter VORTEC V-8, a motor  that offers as much power as any reasonable diesel of only a few years ago. Rated at 360 horsepower and 380 lb.-ft. of torque (with 90% of that torque available at 2,000 rpm), depending on the chosen configuration, the VORTEC can haul up to 13,000 pounds and carry a 3,700 lb payload. In addition, our 2500HD in the SLE trim was equipped with a six-speed automatic featuring manual shift and tow-setting buttons on the column shifter, along with a mechanical locking differential and integrated trailer brake controller.

Because of it’s GVWR that’s north of 8,000 pounds, it is exempt from displaying EPA fuel economy numbers. And because we didn’t have enough quality mileage behind the wheel to get long-term MPG numbers, your guess is as good as ours. Figure 12-15 mpg with an empty load on the freeway and maybe 10 mpg towing. It’s probably better the ratings aren’t published, because they surely aren’t good.

To help control the 6,000+ pound curb weight of the Sierra, in addition to whatever mass you’re hauling, GMC has stepped up the braking power for 2011 by increasing rotor diameter from 12.8 inches to 14. The Sierra’s front independent front suspension – the only full-size truck to offer IFS – has been upgraded to forged steel upper A-arms and cast iron lowers to give it a gross front axle weight rating of 6,000 pounds. But perhaps the most marketable upgrade is the fully-boxed, ladder frame chassis which has significantly increased torsional rigidity.

In addition to added torsional rigidity, the new chassis design also features a kidney-clattering ride. With an empty bed and the tow-rated tires at 75 psi, the behavior from the rear makes a 19th Century buckboard seem more agreeable. Get on a potholed stretch of pavement and hold on tight. Any items not already secured will surely be on the floor.

And when you try to take air out of the rear tires to soften up the ride, the tire pressure warning system comes on at anything below 70 psi. Although the independent front suspension does a terrific job of dampening the ride, it makes for a strange road feel dynamic like a horse that prances gracefully in the front and bucks like a bronco in heat out back.

(Continued on page 2)

By Greg Gaillard and the CarReview editorial team

In the 1990s when the practical minivan began to seem passé, consumers turned their heads and wallets to the fledgling Sport Utility Vehicle (SUV) market for some excitement to suit their new active lifestyles. The watchful eye of corporate marketing caught the emerging trend and aggressively promoted the ready-for-anything aura of the new Ford Explorer and instantly identifiable Jeep Cherokee. It worked.

Over the next 20 years manufacturers have refined the SUV from an inefficient 4 door truck glazed with rugged styling into some of the more sophisticated vehicles on the market. The crossover refinements have spawned a dizzying array of choices all called SUV or some variation if SUV (Think BMW’s sports activity vehicle designation for its X-series). While today’s models are much better than their forbearers, picking the best SUV/crossover is not as easy as it once was.

CarReview believes the current market has some great SUVs that do something better than the rest. To select the top 5, contributors used criteria that align with the original vision for the segment.

1) A standout SUV must have a strong element of sport, however that is interpreted, to distinguish it from its more practical minivan and wagon cousins.

2) It must also have real-world utility. Consumers should not have to pay more for less functionality just to get big tires and rugged styling. SUV’s can be practical daily drivers.

3) A top SUV must also include state-of-the art comfort, convenience and safety features. For many households the SUV has become the primary or sole vehicle. It needs to do everything well.

4) Efficiency was not in the original SUV vision statement, but it is now. The days of flagrant gas guzzling and inefficient packaging are behind us. There is a place for large SUVs. They simply need to be as well designed and executed as their midsize and compact brethren.

5) Passion. Modern SUVs were meant to be emotional, passionate purchases. Dramatic styling continues to be a notable feature of the segment and manufacturers have always banked on SUVs appealing to the adventurer in all of us. A standout SUV has to be exciting.

The crossovers listed below represent the best for 2010. Click on any of the names below to learn why they are winners.

The final selection methodology was an unsophisticated blog battle where an argument for a given model had to fight its way to the top. We felt that this approach was somehow in keeping with the SUV ideal. Naturally the discussions were structured within the size and pricing framework that most shoppers expect. Trim levels were considered as a way to capture the essence of each choice. As always, CarReview welcome your comments on the selections.

By Mary Ellen Ash

Yays:

• 7″ touch-screen center console
• Great MPG for an SUV
• Ample and rugged in the rear for people and cargo
• Entertainment system
• Excellent reverse visibility

Nays:

• Finicky touch-screen console system
• Weak 2.4L I4 engine
• Heavy movable rear passenger seats
• No remote start included

Verdict: a great family SUV that is rugged and strong, and yet, very stylish and attractive for everyday use

The 2010 Terrain is GMC’s a leap forward into the crossover market. Built on a unibody frame, the Terrain’s styling is synonymous with GMC’s history of vehicles: big and bold. And with the all-new Terrain, GMC has also moved in the direction of a more fuel-conscious SUV – unheard of when most SUVs are associated with America’s appetite for over-consumption. With its Ecotec engine, the GMC Terrain acheives MPG ratings (22 city/32 hwy) which are closer to a Honda Accord than most of its SUV competitors. We observed 23 mpg overall after a week of driving around the San Francisco bay area.

Performance and Handling

Usually when describing something with words like SUV, big and black, most people equate that driving experience with a boat – sloppy handling and slow accelerations. Not the case with the Terrain; it gracefully traversed all roads and conditions. At times, dare I say, it even felt a little like a sports-car on the tight and twisty roads. And even with its sharp curves and menacing size, the Terrain gives as sense of security which can be felt (and seen) out on the road. GM has really made a step in the right direction with this more fuel-conscious SUV/crossover. The Terrain is a great addition to the very competitive SUV market and GM is definitely on the right track.”

For a vehicle of its stature, the Terrain handled surprisingly well. It was at home on the city streets and highways. It got up to speed at a good pace, although nowhere near what I would describe as “sporty” acceleration. And once at speed, the Terrain has a very comfortable ride – smooth and steady. Underpinning the Terrain’s ride characteristics are front and rear independent suspension systems that meet the pavement via a set of 18-inch wheels. Even when driven on twisty mountain roads, it was pleasingly spry for it size. Weaving through the tight turns seemed to come naturally thanks to the wide wheelbase and length. In tandem with the more rigid suspension which helps it stick to the road, the Terrain was able to hug the corners and sling-shot out the other side.

Even with the great handling incongruous with its size, the engine just couldn’t keep up. The Terrain was sluggish exiting out of the corners and chugged along as you depressed the pedal. Our test model came spec’d with a new, 2.4L four-cylinder Ecotec engine, featuring direct injection and variable valve timing, mated to a 6-speed automatic transmission. Power output checks in at 182 hp, and 172 lb-ft of torque. Unfortunately, it was just not enough oomph for a vehicle of this size. But the Terrain was not meant to be fast, it was meant to be fuel efficient; it was designed to change the perception of what a big SUV could be. With listed numbers of 22 city/32 hwy, GMC was aiming at efficiencies usually reserved for small Japanese sedans, not a compact American SUV. It all sounds too good to be true but after a week of city and highway driving, even my heavy foot managed a combined 23 mpg. Numbers after driving solely on the highway were even more impressive. I achieved 33.1 mpg using “ECO” mode and 29.8 mpg without. The engineers at GM are not joking around. Bravo.

Build and Styling

The Terrain is built with strength. When looking upon the Terrain for the first time, you immediately are taken by its size and look of strength; it’s almost menacing. And it’s not just a façade – words like sturdy and thick immediately comes to mind at first glace. There is nothing flimsy about this car; it exudes confidence out on the road.

On the inside, you’ll discover the Terrain’s gentler side. The front and rear seats are decked out in an attractive two-toned leather upholstery. Sometimes leather can be a bad choice – easily damaged and sometimes cheap looking. But the Terrain makes leather look good again. It’s nice to see GMC outfitting their vehicles with higher quality materials which have a more robust lifetime.

The more upscale material choice is also apparent when we move to the rear cargo space. Sometimes the rugged plastics can be thought of as ‘cheap’ looking. Moving beyond this shallow interpretation, it is perfect for a family vehicle that will see lots of tough-love over the years. The material is practically indestructible and will stand the test of time. If this is something you look for in a family vehicle, you will be pleased with the Terrain. GMC also added a feature that will prevent any wayward toys, food or miscellaneous items from falling between the seats and the rear cargo area – a large and long flap “minds the gap”, so to say.

With this rugged build, the Terrain is equipped with the ‘multi-flex’ sliding rear seat. The whole unit moves which means the rear leg space can be customized to suit the rider or the cargo in the back. Not many vehicles give one foot of fore/aft movement to the rear seats. It is absolutely fabulous to customize the rear for maximal cargo storage. The only flaw – it’s really heavy! It takes a lot of strength and brawn to move the 60/40 split/folding rear bench seat: safest when performed in tandem. Hopefully GMC will upgrade this feature to an automated system in the future to save the backs of petite parents and small children.

Aside from the heavy rear seat, there were only a few other minor quibbles about the build. First up, for most people, the concealed storage under the center arm rest is a bottomless pit – it was so deep and disorganized. Another dislike was the limited number of cup-holders in both the front and the rear. For a vehicle geared towards a family market, a few more would be gladly accepted in the future. And finally, the ‘Premium Interior’ paneling sounded good on paper, but in reality, it was as little disappointing – it was similar to the hard plastic found in the rear cargo area. With the excellent quality leather seats, it would have been nice to upgrade to some better quality interior paneling. The quibbles aside, GMC has built a solid crossover overall and in the future, I’m sure their team will address any minor issues.

(Continued on page 2)

By Greg Gaillard

Hybrids Come of Age

Just 10 years ago Honda released the Insight as the first US mass market hybrid combustion/electric car.  Its two seat aerodynamic teardrop shape, light weight and focused engineering delivered spectacular fuel economy that generated quite a bit of media attention.  In the real world however, the Insight represented significant compromises in terms of utility, performance and perceived safety.  Launched at the height of the SUV boom alongside inexpensive gasoline, sales weren’t significant and to many people the Insight was another Honda engineering experiment; a car that Honda’s Asimo robot might drive, but not something American families would put in their garage.

What a difference a decade makes.  Last week the EPA released its annual Fuel Economy Guide for 2010 and hybrids swept the podium with 9 out of the top 10 MPG scores.  At least in terms of EPA ratings, hybrids are the drivetrain technology of the moment.  Perhaps more important than MPG is how the technology has evolved into a variety of solutions that can be used across a range of body styles without many of the original Insight’s compromises.

Thus, many car shoppers are now faced with yet another question to consider — ‘Should I get the hybrid?’  It looms large amongst the usual shopping factors of size, price, performance and features.  The information below should help demystify at least part of the hybrid question. We provide general information about the technology and list the hybrids currently available with direct links to manufacturer information. Once you read beyond the technical details there are harder questions that deserve consideration.  Finally, no guide to hybrids is complete without attempting to identify some ‘best’ choices and then posing the more important question of whether hybrids are in fact good choices at all.

Technology First

When setting out to buy a car, recognize that the hybrid powertrain option is just one choice among many and it shouldn’t be perceived as magical or a starting point.  In simple terms it is a technology that helps reduce fuel consumption and exhaust emissions.  That said, the technology is not simple, nor is it cheap.  Knowing a bit about the different types of hybrid technologies may help explain the cost/value difference of one particular hybrid over its combustion counterpart or competitor.

Currently the two major types of hybrid solutions are referred to as mild and full.  True electric vehicles (EVs) are beyond the scope of this article, but deserve mention because they are a natural evolution of hybrid technologies.  There are a couple of true EVs on the market today such as the Hollywood darling Tesla and many refer to the next generation of ‘plug-in’ hybrids as EVs, but the lithium ion battery technology underneath them isn’t quite ready for the mass market.  That will change very soon, but buyers should feel comfortable knowing that today’s hybrids are based on mature, cost effective, nickel-metal hydride battery packs.

Mild hybrids are combustion/electric motor combinations with a relatively small electric motor/battery pack which provides assistance to a gasoline engine in a way that helps the combustion motor be as fuel efficient as possible and still provide acceptable performance.  Currently Honda and GM are the major purveyors of this solution and its major advantage over full hybrids is relative simplicity and cost.  Mild hybrids may not provide the spectacular fuel economy numbers of full hybrids, but with careful engineering they can come close with much more manageable manufacturing costs.  They also tend to offer more flexibility in packaging which allows mild solutions to be easily fitted to a broader range of vehicles.  Finally, the weight of a mild hybrid tends to be less than a full hybrid because of the smaller battery packs.  Lower weight improves drivability and makes the experience more transparent.

Full hybrids have a larger electric motor/battery back combination which enables them to run solely on battery power at urban stop-and-go speeds.  They only engage the combustion motor when more performance is needed or the batteries need recharging.  Full hybrids are more complex than their mild counterparts and there are a variety of interpretations of what ‘full’ means; from the classic Toyota blend in the Prius, to the combustion motor as ‘range extender’ working in series with the electric motor that we will see in the upcoming Chevrolet Volt.  Regardless of the subtype, full hybrids still combine combustion and electric motors with more emphasis on the electric side of the equation to maximize efficiency.  The upside is typically class leading mileage with the downside being complexity, weight and cost.

]]> http://reviews.carreview.com/carreviews-2009-2010-hybrid-buyers-guide/feed 0 http://reviews.carreview.com/2008-gmc-yukon-hybrid-4x4-review-the-most-intimidating-hybrid-on-the-road-today http://reviews.carreview.com/2008-gmc-yukon-hybrid-4x4-review-the-most-intimidating-hybrid-on-the-road-today#comments Mon, 14 Apr 2008 16:00:44 +0000 2008 gmc yukon hybrid tahoe 2 mode http://reviews.carreview.com/blog/2008-gmc-yukon-hybrid-4x4-review-the-most-intimidating-hybrid-on-the-road-today/

GMC Yukon Hybrid Consumer Reviews

GMC Yukon Hybrid Overview

GMC Yukon Hybrid Tow Test

GMC Yukon Hybrid Photo Gallery

By Twain Mein

Pros:

• Very smooth ride
• Plenty of power
• Yep-18 miles per gallon

Cons:

• Expensive
• Susceptible to winds
• WIDE

Introduction
This is GM’s bold entry into the Hybrid SUV market. At first glance, the all black beast was intimidating yet “friendly” with its hybrid decals plastered about. What would it be like?

Driving Impressions
There is pretty much nothing as intimidating as GM’s class of SUVs, the Yukon/Tahoe and Suburban. They’re huge and stereo-typed for being gas-guzzlers, but also luxurious. What about one that says “HYBRID”? How would people react? I have to say, I was driving around with a grin, wondering what people would think of this nearly 3 ton dichotomy. I did notice puzzled looks from other people on the roads. I even accosted a Prius driver in the company parking lot who concluded that a hybrid version was a better choice—if you chose an SUV in the first place. I even showed it to my sister and her equally Eco-minded friends who, like her, have 2 kids and a dog; they were fascinated and seemed almost guilty that they really like the concept of a huge SUV with hybrid efficiency. It was as if they’d been conditioned to dislike these beasts though secretly liking the utility.

Build
GM has really perfected this platform. Very solid—at 5,840 pounds according to Car and Driver, it better be. The Yukon has great fit and finish with luxurious materials throughout the cabin. Overall, it’s very impressive.

Interior Comfort and Ergonomics
I was impressed by the gorgeous interior of the Yukon Hybrid. The dash is well laid out; controls are easy to understand and use (much better than the Acura MDX). And there is the awesome back-up camera. Very useful when maneuvering a vehicle that has the dimensions of a water buffalo.

Unfortunately, the headphones for the DVD player did not work (the massively thick owner’s manual suggested low batteries but I did not try replacing them). Regardless, I ran the DVD audio through the car speaker system to the absolute delight of my 5 year old.

The driver’s seat never felt truly comfortable to me; for some reason, my pants kept riding up and I couldn’t find a position to alleviate that.

There is also no “dead pedal”—and because the interior is so wide, you sort of feel lost without that additional thing to brace against.

The biggest drawback, though, is the 2^nd row seat. For such a massive auto, there is less knee and leg room than the Toyota Hybrid. This seems inexcusable. Further, the pillar that separates the front row from the second row is huge; this creates a narrow opening that is awkward to climb in to and negotiate between the front seats and the rear.

This vehicle did not have the 3^rd row seats installed, though I have driven others with them. The third row is very difficult to get in to with a bench second row. It is also cramped and not suitable for adults. Cargo room is impinged upon in the rear by massive side bolsters. Yukon/Tahoe have large interior space not because of length but because of width and depth. This is not always useful when hauling long items.

Performance
The 2-mode hybrid system of the Yukon/Tahoe combines a 6.0 liter V-8 with 332hp/367lb-ft of torque gas motor with two 80 hp/118 lb/torque electric engines. On paper, that’s over 500 pounds of torque! In practice, there was plenty of pep. However, when merging onto freeways at full throttle, there seems to be a lag at 4200 rpm as it looks for the next gear. This is odd because the Yukon employs a dual transmission; CVT under normal circumstance with a manual transmission for towing. Around town, there was plenty of torque and it was easy to, ahem, get it sideways, with aggressive acceleration.

Most importantly, I got 17.5 – 19 MPG during the test period with an 18 MPG average. That is absolutely impressive.

The side profile of the Yukon has as much surface area as a billboard advertising the next truck stop, such that it is annoyingly susceptibility to cross-winds. When waiting for turn lights and traffic whizzing past, the boat, uh Yukon, would move from side to side. I didn’t notice it too much while driving but I wouldn’t want to be on a windy freeway with semis passing by. I’ve never felt this much movement from any car, ever.

The Yukon is also a very wide vehicle. Parking requires extreme accuracy to fit between the white lines. And be careful opening the huge doors to avoid dinging your neighbors.

Handling
For a huge SUV, that, to reiterate, weighs 3 tons with driver on board, the handling and ride quality is miraculous. The dampening is good; body roll is minimal, while the ride is still incredibly smooth. The only hints of its largess are going over “whoops” in the road where it takes a while to settle back down. Overall, very, very impressive.

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What is on Farley’s mind other than thinking about his next bag of oats? Parked next to Farley’s corral is the new GMC Yukon Hybrid featuring GM’s 2-mode hybrid system. The 2008 Yukon Hybrid boasts a 332 hp, 6.0L Vortec V8, a NiMH 300V battery, two 60KW motors in the transmission, and nifty software that controls the whole caboodle. Not only can you pack in 8 passengers utilizing the 3rd row seating, but this 4×4 hybrid has the capacity to tow 6,000 pounds. Translation: mom can take the team to soccer practice during the week and dad can tow the family boat to the lake on the weekend.

I called upon Tony to perform an informal tow test just to see how well the 2-mode hybrid system works while pulling a big load up and down some hills. So, we hitched up his trailer and track car which adds up to over 4,000 lbs. The trailer weighs approximately 1,100 pounds and the track car weighs in close to 3,000 pounds. Our designated hill for the test had an 8 – 11% grade. Because the Yukon did not have a brake bias switch, the trailer brakes could not be connected and were not active for our test.

During our short test the Yukon Hybrid came through with flying colors. Uphill grunt was smooth and almost effortless. Controlling our speed going downhill produced no drama and the Yukon’s brakes had more than enough braking power to slow our rig heading downhill at 40 MPH.

This was only a brief test, so we couldn’t judge how hot things might get while towing a load on a longer trip. There is a quick information display incorporated in the gauge cluster. Along with the trip mileage and average/instant fuel economy numbers, the transmission temperature can be found. Since the Engineering folks at GM put in a huge effort to program and optimize the multiple transmission modes (EVT versus four fixed gears), it makes sense to have the ability to keep a watchful eye on the transmission before it melts down.

For those that appreciate a complex piece of machinery, the new transmission is an engineering work of art. The 2-mode hybrid transmission fits into the same space as a standard six-speed automatic. It contains two 60-kilowatt motors, and has four fixed gears, three planetary gear sets and four clutches.

In my opinion, General Motors’ game plan to create fuel efficiency where fuel efficiency is needed most was a great move. Especially, with today’s weak dollar and fuel prices reaching for the stratosphere. GM has plans to propagate the 2-mode hybrid system to the Cadillac Escalade, Chevy Silverado and GMC Sierra (crew cab versions of the pickup trucks) in the very near future.

And what were our fuel economy results for the Yukon Hybrid? GM claims the Yukon (aka Chevrolet Tahoe) Hybrid gets 20 in the city and 20 on the highway. After 500 miles of testing, and a couple of trips to the gas-n-go, we recorded an overall fuel economy of 17.8 mpg. Driving mostly on the highway without the trailer/race car gave us 20 -22 mpg. Our tow test was too short to get any real fuel economy numbers while pulling a heavy load.

Click on the link to read Twain’s full review of the Yukon Hybrid and its family-friendly features.

“I even showed it to my sister and her equally Eco-minded friends who, like her, have 2 kids and a dog; they were fascinated and seemed almost guilty that they really like the concept of a huge SUV with hybrid efficiency. It was as if they’d been conditioned to dislike these beasts though secretly liking the utility.”

GMC Yukon Hybrid Photo Gallery	GMC Yukon Hybrid Specs
Official website for GMC trucks and SUVs – www.gmc.com

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