GMC Yukon Hybrid: Best of both modes, best of both worlds!
Fresh out of a Chevrolet Malibu Hybrid that left me greatly disappointed due to the inefficiency of its system, I stepped right into the new Yukon Hybrid 2-mode. I knew that this utility vehicle’s integrated technology was much more impressive, but the proof is in the pudding. Let’s end the suspense right now and say that after criss-crossing the city, fuel consumption was 11.43 litres per 100 kilometres.
Sure, the Yukon Hybrid consumes more than a little Yaris, but considering its weight, its towing capacity (6,200 pounds) and the power of its V8, the result is exceptional. In fact, this technology offers all of the benefits of a regular Yukon, and fuel consumption that is no more than that of a compact utility vehicle like the Chevrolet Equinox.
2-mode magic
To accomplish this, GM uses 2-mode technology, which is very much akin to what Toyota and Ford are offering. In other words, it has an electric motor assisted by a gas engine. At the start, only the electric motor is used, and the gas engine kicks in almost instantly if you press quickly on the accelerator, or at about 25 km/h is you are going very smoothly. Personally, I was able to hit 37 or 38 km/h without turning to the gas engine, but that is not a feat that you can accomplish in the flow of traffic without your slow pace pushing the drivers behind you to the brink of road rage. GM, for its part, claims that it is possible to hit 48 km/h without the help of the gas engine. Hmm…I’d like to see that!
The Yukon hybrid is also equipped with an Auto-Stop mode that immobilizes the gas engine when the vehicle is stopped. Thus, you won’t use any gas at a red light or in a traffic jam. In the case where the batteries (which recharge themselves using energy harnessed when braking) are drained of energy, the gas engine would then start up again, even if you are stationary. It is also possible that the gas engine would restart it meet the demands of the automatic climate control system, but this only happens occasionally.
A 364-hp V8!
The 6.0-litre V8 engine offers impressive performances, better than those of the Yukon with a 5.3-litre V8 engine. In fact, this Hybrid features 320 horsepower and 360 lbs-ft of torque. Naturally, it proves very discrete and smooth. Given that power is shared between electricity and gas, there is a slight delay when you accelerate quickly from a stop. However, this is only a small inconvenience compared to the fuel economy offered. The engine comes with systems that help delay the intake valves from closing as well as Active Fuel Management, also known as variable displacement. In other words, when power is not needed, the engine uses only four of its eight cylinders. When this happens, a light with the word ECO appears in the middle of the instrument panel to indicate reduced fuel consumption. Another light in the screen of the Driver Information Centre indicates fuel consumption in real time as well as whether the engine is operating as a V4 or a V8.
Another attractive feature is that the GMC Yukon Hybrid uses a two-mode continuous electric ratio hybrid transmission with four fixed gears. As a result, you can maximize the vehicle’s energy output in normal circumstances while helping the vehicle work, especially tow, with more gusto.
Obviously, with this vehicle, the environmentally-conscious buyer can dominate the road with a clear conscience. This Yukon drives and handles like it’s less environmentally-friendly twins, while commanding the same respect. Sure, its small tires create a slightly more pronounced roll in turns, but their comfort makes uneven surfaces more bearable.
Waving the flag!
There is no question that GM wanted its commitment to the environment to be widely known, or at least that is what the number of ‘HYBRID’ logos found on the body of the Yukon would lead you to believe. All in all, we counted nine holograms, both in the form of stickers and insignias. Okay, okay, we get it…I’ve seen Christmas trees with less decorations! In addition to the numerous logos that decorate the body, GM has made a number of aesthetic changes to the hybrid version that, in many cases, help improve aerodynamics, and thus, fuel economy. There is a modified front end with a bulkier grille, a prominent front skirt, 18-inch multi-spoke rims and flashier rear spoiler.
It is more or less unchanged on board. Yes, the instrumentation includes a load assistance indicator, but the rest is pretty much identical and the dashboard has a traditional, ergonomically-sound design. Sure, there will be a certain period of adjustment for the optional touch-screen navigation system, but it is intuitive. By playing with the menu, you will find a feature that indicates the operation of the vehicle’s hybrid system in real time. The space used by the battery block does not encroach at all on that of the passengers, much to their delight. Of course, the first and second row seats are more comfortable, but the rear bench does an admirable job just the same. However, it is a crying shame that the two benches cannot be folded flat in order to take advantage of higher loading capacity.
Denali-style price tag!
Granted, this technology is not cheap. The all-wheel drive Yukon Hybrid base model hovers around $70,000 and easily surpasses it once you start adding options. Like the 6.2-litre Yukon Denali, our test vehicle came with a price tag of $73,320, before transport and preparation. Naturally, considering the equipment, a Yukon SLT loaded with options turns out to be more of a financial temptation, especially considering the rebates that GM gives to those who buy these vehicles. However, that is the price you pay to be environmentally-conscious. You must also consider that with a fuel economy of about 30% less, the Yukon Hybrid becomes more economical over time.
GM definitely pulled out all the stops when it designed this hybrid system, helping it continue to produce large utility vehicles without having to endure as many insults from environmentalists. Also offered in the Chevrolet Tahoe and the Cadillac Escalade, this technology will be applied to the Silverado and Sierra pickups in a few months. GM will then have to install this technology in many other large vehicles. But in the meantime, GM is certainly on the right track.
