15 gmc denali

15 gmc denali DEFAULT



383 lb.-ft. @ 4,100RPM




    • What’s Best: This is a vehicle that will last for 10-15 years and still be worth good money at time of sale.
    • What’s Worst: It’s not for those who worry about being fuel-efficient.
    • What’s Interesting: Full-size everything.

2015 GMC Yukon Denali XL

When it comes to full-size SUVs, GM goes to great lengths to please its consumers – literally.

At more than 18 feet long (224.3 in), 74.4 in height and 80.5 in width, the Denali XL is just about as big as it gets and is aimed at buyers who need big towing, big cargo, big utility, and in the case of the Denali — big luxury.

Based on GM’s full-size pickup trucks, the Denali XL is joined by the Chevrolet Tahoe and Cadillac Escalade ESV in covering all the price and option bases in this class.

2015 GMC Yukon Denali XL grills

In the GM premium luxury SUV price walk, the Yukon Denali fits nicely between the Chev and Caddy and the GMC comes in two models, the Yukon and the Yukon Denali. Both are available in short wheelbase and long wheelbase at 2,946 cm (116 in) and 3,302 cm (130.0 in) respectively, with the “XL” badge on both standing for the LWB. Denali indicates the top trim level.

The Denali is fitted with GM’s big V8 workhorse, the 6.2-litre overhead valve engine now with direct fuel injection for 420 hp and 460 lb/ft of torque.

2015 GMC Yukon Denali XL engine

Regular readers with long memories will recall I drove a similar Denali prior to Christmas 2014 which, like the rest of GM’s big SUVs, was equipped with the long-serving six-speed automatic.

Since that time, GM has introduced a new eight-speed automatic at the top end that is working its way down through its lineup.

RELATED: Preview: 2015 Chevrolet Silverado and GMC Sierra HD

With driver selectable engine grade braking and tow/haul mode, fuel consumption of the Denali eight-speed is 16.2/11.4L/100 km city/highway on the SWB and marginally higher on the LWB at 16.4/11.7L/100 km, as tested here. All Yukons use regular fuel.

2015 GMC Yukon Denali XL gauges

During a week of driving, my average was 15.0L/100 km, about right in the middle.

Maximum towing rate on the SWB Denali is 3,674 kg (8,100 lb) and on the LWB as tested it is lower, at 3,538 kg (7,800 lb) due to its greater overall weight.

RELATED: 2015 GMC Yukon Denali Review

As big as the towing numbers are, it’s the cargo/passenger volume that sets the Denali XL apart, with cargo volume behind the Denali third row seat at 1,102 litres. With the third row folded, volume is 2,171 litres with no less than 3,430 litres behind the first row.

As for passenger numbers, the Denali seats seven but on other Yukons there is a second row bench for eight, and on the base SLE, a front bench making seats for nine.

2015 GMC Yukon Denali XL seating

If you fold the second row forward, legroom for those in the third row is gargantuan, putting a Rolls-Royce Phantom to shame.

Driver safety aids are extensive, including forward collision alert and rear cross traffic alert.

With something as long as the XL, cross traffic alert is very handy for backing out of something such as a mall parking lot where some people zoom through lanes like their hair was on fire.

GMC makes a big thing about interior noise reduction using the tagline, “quietly whispers premium” and that starts with thick acoustic glass on the windshield and front doors.

RELATED: 2015 GMC Yukon/Chevy Tahoe Preview

Then GMC adds an engine bay noise barrier and sound deadening material in the floor sheet metal.

The interior, of course, is splendid, with Java Burl wood and burnished aluminum trim that complements the contrasting French stitching on the leather.

2015 GMC Yukon Denali XL interior

Literally at the centre of it all is the new 203 mm (8 in diagonal) Touch Audio System with IntelliLink with improved voice recognition that seamlessly integrates all mobile devices.

The instrument panel features a customizable driver display augmented by an optional four-colour heads-up display.

On the lower left of the instrument panel is a rotary knob for the four 4WD modes (2Hi, Auto, 4Hi and 4Lo), the trailer brake controller and rockers for the brake pedal adjust, lane keeping, traction control and obstacle detection sonar.

2015 GMC Yukon Denali XL mode

After you climb up, and I mean up, into the driver’s seat, the view ahead is commanding. Looking to the rear, the power tailgate seems a long, long way back.

The big 6.2-litre starts quietly, with a push button. Prod the gas and the Denali XL moves off serenely, but hit the pedal hard and all that torque comes in with a rush.

Because you are higher off the ground and there is so much sound deadening, one must really watch the speedo as this truck always seems to be going faster than you think.

And speaking about mall parking, the Denali, thanks to the moving grid backup camera, is surprisingly easy to tuck into any spot.

RELATED: 2015 GMC Canyon SLE 4WD Extended Cab Review

Pricing? Well, that’s big too starting at $77,130. The big ticket option at $3,555 was the Sun, Entertainment and Destination Package with power sunroof, nine-inch LCD movie screen, wireless headphone and on and on.

2015 GMC Yukon Denali XL wheels

Stick in a few standup options such as $985 for the special 22-inch polished alloy wheels and $1,650 shipping fee and the grand total was $83,675.

Strikingly handsome in ($995) White Diamond Tricoat paint, the GMC Denali XL 4WD is certainly not for everyone

But for those seeking the highest level of luxury, utility, towing and passenger capacity, it has few peers.

2015 GMC Yukon Denali XL 4WD at a glance

BODY STYLE: Full-size, body-on-frame SUV
DRIVE METHOD: front-engine, four-wheel-drive
 with eight-speed automatic transmission with driver select engine grade braking and tow/haul mode
ENGINE: 6.2-litre overhead valve V8 (420 hp, 460 lb/ft)
FUEL CONSUMPTION: (Regular) SWB, 16.2/11.4L/100 km city/highway; LWB, 16.4/11.7L/100 km
CARGO CAPACITY: LWB as tested, first/second/third row seats on the LWB as tested is 3,430/2,172/1,102 litres (121.1/76.7/38.9 cu ft); SWB, 2,682/1,631/433 litres (4.7/57.6/15.3 cu ft
PAYLOAD: 689 kg (1,519 lb)
TOW RATING: SWB, 3,674 kg (8,100 lb); LWB, 3,538 kg (7,800 lb)
PRICE: $77,130; as tested, $83,675 including $1,650 shipping fee

2015 GMC Yukon Denali XL rear

RELATED: Ford Raptor Desert Testing 

Sours: https://www.wheels.ca/car-reviews/2015-gmc-yukon-denali-xl-4wd-suv-review/

From the November 2015 issue of Car and Driver.

Deep inside, we’re no different than your average motorhead. We live to thrash sports cars on challenging roads. And for those occasions when two seats won’t cut it, we grab the keys to sports sedans. So what’s up with spending 40,000 miles in an XXXL SUV that’s bigger than many NYC apartments?

Fact is, our transportation needs run the gamut, just like yours. Boxsters and Miatas—vehicles of choice for two-person getaways—are misfits on family vacations. We occasionally move furniture, take camping trips, and shuttle visitors to and from the airport. Some of us avoid our families altogether by spending our weekends at racetracks. Which is to say, sometimes we need something big.


Meet Big Den, a 2015 GMC Yukon XL Denali 4WD that casts a shadow twice as large as a Fiat 500’s. Mashing the scales at just over 6000 pounds, this Lone Star limo hauls eight, tows 7900 pounds, and comfortably sleeps a parent and two adventurous kids. Full disclosure: When this 40,000-mile gantlet was complete, we negotiated an extra 8000 miles to accommodate pressing vacation and racing needs.

This is the flagship of GMC’s fleet. Starting with the longer 130-inch wheelbase (versus the regular Yukon’s 116), four-wheel drive, and sumptuous Denali trim, our order monger exercised restraint by adding but two options to the $69,375 base price: a $4160 Touring package (entertainment system with second- and third-row DVD screens, sunroof, theft-deterrent system with self-powered horn, and head-up display) and $495 22-inch wheels.

Most Yukons are sold with Denali trim for good reason: There’s substance behind the geographically disorienting badge. The $16,780 ($16,880 for 2016) upgrade from a base Yukon SLE 4x4 adds a 6.2-liter V-8, heated and cooled perforated-leather front seats, a heated second-row bench, a power-folding third row, magnetic-ride-control dampers, HID headlamps, active noise cancellation, a larger alternator, heated mirrors, a customizable driver’s display, and, last but not least, sparkling exterior body-side moldings.


The heart of the beast is a V-8 that’s closely related to the Chevy Corvette’s LT1 engine. Major features—direct fuel injection, variable intake- and exhaust-valve timing, and cylinder shutdown during light loads—are common to both. The GMC has milder valve timing to skip the Stingray’s nervous idle jitters, which means power is down a touch, but both engines deliver the same 460-lb-ft torque punch. Even though this is a naturally aspirated pushrod design in a world of boosted, multivalve, overhead-cam engines, it’s perfectly suited to the SUV mission, being smooth, reliable, and reasonably fuel efficient. One demerit is that premium fuel is recommended.

After break-in, Big Den clocked a 6.5-second run to 60 mph, 15.1 seconds at 96 mph in the quarter-mile, and a governed top speed of 113 mph. While that’s roughly a dead heat with the last Ford Expedition we tested, the Blue Oval easily beats the GMC’s 70-to-zero-mph stopping distance and 0.75-g (inhibited by stability control) cornering ability. At the 40,000-mile final test, we discovered that launching this rig in four-wheel-drive mode trimmed 0.6 second from both the zero-to-60-mph and quarter-mile-ET figures, moving it toward acceleration parity with the smaller and lighter Mercedes-Benz GL450 three-row transporter.

When it breaks free of parking maneuvers and the ol’ suburban cut-and-thrust, this GMC finds its comfort zone. The l­onger you drive it, the less its dwelling-sized dimensions annoy you. The V-8 is virtually silent in its work, even when half its cylinders go on furlough to save fuel. We were amazed to see the four-cylinder indicator light up with a loaded trailer in tow at 70 mph, at least on level ground. Our 16-mpg overall mileage tied the aforementioned Benz. Multiply that fuel economy by the 30.9-gallon tank capacity and you’ve got enough range to leap whole states in a single bound.


Unfortunately Big Den’s transfer case did not uphold the engine’s impeccable dependability record. One editor inadvertently cycled the ignition button while the driveline was in AUTO (on-demand four-wheel drive) mode, locking the transfer case in 4HI (locked 4WD). According to a service foreman at West Chevrolet in Alcoa, Tennessee, this was a glitch common to all 2015 GM four-wheel-drive pickups and large SUVs. To temporally mend the crow hop caused by turning on dry pavement with four-wheel drive fully engaged, the dealership reflashed an electronic control module.

We waited two months and 6300 miles until our local dealer installed a software fix issued by GM as a “service update.” ­During this period, we also noticed an intermittent whine that seemed to be coming from the driveline. In fact, this was an electrical noise generated by the transfer-case control module mounted near the accelerator pedal. Thankfully, that annoyance simply ­disappeared.

Other than that, though, only five other visits to the dealer were necessary over 40,000 miles for tire rotations, inspections, and oil and filter changes. This routine service cost us only $245, less than half the expense of replacing a windshield fractured by debris from Michigan’s war-torn roads. (Two trivial recall fixes—one for adding an A/C-system sticker, a second for correcting owner’s-manual language related to dinghy towing—were installed during the regular service stops.)


Showing no favoritism to any point of the compass, we enjoyed trips to New York, Texas, and Arizona. Our logbook lists six visits to the Bluegrass State as well as multiple runs to Michigan’s enchanting Upper Peninsula. Driver commentary was, for the most part, complimentary. The 15 beverage holders and six power receptacles were deemed adequate for today’s hard-gamin’, hard-juice-boxin’ kids. The luxury of three separate climate-control thermostats avoided lots of whining. Several did grouse about the offset between the steering wheel and the center of the driver’s seat, but added that this quirk is soon forgotten while driving. The hinge-down entertainment screens obliterate the inside mirror’s view, a problem other makers avoid by offsetting these screens to the side. Third-row headrests also scuttle cop sightlines, but fortunately they can be removed or compressed out of the way. Satellite-radio reception was occasionally missing in action, and the navigation system drove many straight to their smartphones for needed route info. Considering its $74,030 sticker, we found the leather, stitching, plastic, and wood trim underwhelming. Some thought that all the seats were too firm for long-haul comfort, while others rated the front buckets’ thigh support too soft to sustain the Denali’s cornering ability. It takes a village.

Big Den understands the concept of dead-straight-ahead, and its steering held us there with minimal correction. The brake pedal is firm and commendably linear in its delivery of more deceleration for each increment of additional pressure. More amazing: The brake pads took their licking while towing without wearing out; our measurements predict that they will last more than 100,000 miles. The magnetic-ride-control dampers keep the body on an even keel without spanking occupants over bumps and expansion joints. The original set of Bridgestone Dueler H/L Alenza tires powered us safely through the snow season, in part because 22-inch winter tires weren’t readily available.

This truck’s trailer-sway-control programming works in total transparency. Air bladders integrated with the rear dampers level the Denali when towing heavy loads, but we wouldn’t mind a knob on the dash to drop the vehicle for trailer hookup.


The six switches that operate the power-folding rear seats got a serious workout. Two raise and lower the 60/40-split rear row. Four fold and pivot the middle row forward, though erecting that bench is a manual operation. One parent longed for a means of sliding the middle row rearward to stop his kids from kicking the driver’s seat in time with whatever horrid Taylor Swift song was playing.

As part of the 2015 redesign, GMC had added a three-inch spacer to make the rear load floor reasonably flat, if not perfectly level. The result is that every bicycle, suitcase, or anvil you pack into this ute must be lifted three feet off the ground. Also, the new compartment under the cargo floor is largely useless except for transporting ­pizzas. That said, there’s ample room between the wheelhouses to haul four-foot-wide sheets of building materials like a pro.

Is there a better way to configure the hardworking back half of this vehicle? Nine years ago, GMC ditched a traditional ladder frame to improve the efficiency and flexibility (if not towing ability) of its front/four-wheel-drive Acadia. Ford enhanced the full-size Expedition/Navigator duo by interlacing husky frame members around an independent rear suspension, thereby lowering the cargo floor. We hear from the GM grapevine that an IRS is under consideration for the next generation of mega SUVs, a long-overdue move in our opinion, especially for the luxury-oriented Cadillac and GMC brands.

The wood-paneled wagons that cruised suburbia decades ago evolved into today’s vast selection of haulers ranging in size from Mazda’s CX-3 to our Big Den. Let this be your guide to working your way through the two-box fleet: Buying just enough is always smarter than picking way too much.


Rants and Raves

Ron Sessions: The 15 mpg we got while towing 5000 pounds at the speed limit is impressive; so is more than 20 mpg cruising unloaded.

Daniel Pund: Looks grotesque to me, like a beady-eyed brute. Was bothered by the steering wheel’s offset to the left of the driver’s seat only in theory but not in practice.

Jared Gall: Third-row bench seat is like riding on a crate in the bed of a pickup, except for outward visibility, which is blocked by the fattest C-pillar in the business. No wonder rear-most kids plant their faces in tablets, laptops, or the DVD screens.

Rusty Blackwell: Cubbies, bins, and power points abundantly served our four-person household on a trip to Tennessee. At Tail of the Dragon, handling and body control were decent for such an immense beast. Unless the highest allowable gear was manually selected, the transmission tended to be searching on mountain roads.

Jeff Sabatini: Parking poses a problem, prompting me to conclude that this vehicle has crossed the line into too-bigness. Relative to its exterior dimensions, the cargo hold provides little room versus the packaging provided by a Chrysler minivan.

Nathan Schroeder: On long trips, this SUV devours miles in huge chunks, like Kobayashi consuming hot dogs. It’s so large that driving it around town scares the hell out of me.

WHAT WE LIKE: Our Yukon XL, which we’ve dubbed Big Den, proved unstoppable during the harsh Michigan winter. The combination of remote starting, effective seat heaters, and excellent climate control provided a capable base of operations for forging through snow, ice, slush, and frigid temperatures. Even without winter tires or even full tread depth on the original-equipment all-season rubber (Bridgestone Dueler H/L Alenza M+S, size 285/45R-22), our four-by-four driveline kept us rolling when others headed for the ditch or for garage protection from the elements. (While we prefer winter rubber over all-season tires for the colder months of our long-term tests, none with sufficient load-carrying capacity were readily available in the GMC’s 22-inch wheel size.)

Even though the cold weather cut our efficiency by 1 mpg, this GMC’s large fuel tank still provides 500 miles of range. Although our overall average is only 16 mpg, reaching 20 when cruising at or above the speed limit is possible on the highway.


WHAT WE DON’T LIKE: Prodigious weight works for you at times, against you at other times. Startup traction is excellent, but braking and cornering performance on slippery surfaces suffers with so much mass to manipulate. In addition, parking in tight spaces is always a chore, even with the backup camera and corner sensors helping out. This is a big rig with a large turning radius and severely challenged up-close outward visibility. The obvious message: If you don’t really need and use seats for eight and their luggage, shop smaller. Also, the ratio of interior space versus exterior volume pales in comparison to more efficiently packaged SUVs and minivans.

Other annoyances: The steering wheel and driver’s seat are not perfectly aligned, necessitating a slight lateral lean at the helm. Many complained about less seating comfort than we’d expect in a $74,000 vehicle.

WHAT WENT WRONG: We’ve had repeated problems with the transfer case—it became stuck in 4HI mode, flashed “service 4WD” messages, and emitted occasional whining sounds. Dealers have reprogrammed the controller’s software three times using the latest available GM calibrations. While we haven’t been left dead on the road, our confidence in this important part of the driveline is fading. Also, the blind-spot warning system shut down a few times, then rejuvenated itself without tripping a warning light. Our suspicion: GMC shipped new Yukons before they earned their Professional Grade diplomas.


WHERE WE WENT: We had no occasion to cross the Michigan border over the past several months but have ventured deep into every mitten finger. Big Den’s cargo hold swallows skis, jackets, and other winter essentials like a bear savoring his last meal before hibernation. On separate occasions, copy editor Jennifer Harrington and features editor Jeff Sabatini both made excellent use of the 121 cubic feet of cargo space available with the second- and third-row seats folded to move household paraphernalia to new residences. We also filled every seat on a couple of winter occasions for manly outings.

Months in Fleet: 9 months
Current Mileage: 28,970 miles Average Fuel Economy: 16 mpg
Fuel Tank Size: 31.0 gal Fuel Range: 500 miles
Service: $189.76 Normal Wear: $0 Repair: $580.26
Damage and Destruction: $0

WHAT WE LIKE: Initial intimidation regarding Big Den’s massive size fades with each day and mile as we realize the beauty of bountiful dimensions put to fruitful use. This truck is quick on its feet, roomy inside, and capable of hauling or towing nearly everything that isn’t bolted down. Not to mention some things that are secure. As a race- or project-car mover, it’s superb. As a family carrier, it’s a favorite. And what the 6.2-liter V-8 lacks in camshaft and multivalve sophistication, it more than makes up in smoothness and cruising fuel efficiency.


WHAT WE DON’T LIKE: With winter setting in, we were nervous about obtaining a permanent fix for the transfer case’s reluctance to shift out of four-wheel-drive high-range mode into ordinary rear-wheel drive. But in early November, GM finally issued revised transfer-case control software and our local dealer downloaded and installed the fix during a regular service stop (oil change, tire rotation). We’re hopeful that the issue is finally behind us.

WHAT WENT WRONG: Nothing new, and now that the four-wheel-drive system has been addressed, hopefully nothing old. We have spent $580.26 thus far to fix a cracked windshield at roughly 15,000 miles.


WHERE WE WENT: With the beginning of the school year, family trips hither and yon came to an end and Big Den has been stuck with daily commuting and weekend mall-crawling service. The one exception was a trip to Michigan’s Upper Peninsula for an early November hunting expedition. The final tally: a duck population reduced by 36 fowl and all hunters returned home unscathed.

Months in Fleet: 7 months
Current Mileage: 20,596 miles Average Fuel Economy: 17 mpg
Fuel Tank Size: 31.0 gal Fuel Range: 530 miles
Service: $140.77 Repair: $580.26

WHAT WE LIKE: Big Den or The Bus, nicknames our long-term testers have bestowed on the Yukon XL Denali, is every family’s best friend for weekend journeys. Never having to pack tight, leave a kidlet behind, or hang bikes out the back are stress relievers. Not to mention that this cruiser is smoother than a sailplane on the open road. The 17-mpg overall fuel economy is impressive, especially considering the 1100-mile trip pulling a trailered 1979 Alfa Romeo that’s included in this average. Chalk up the commendable efficiency to the V-8 engine’s ability to run contentedly on four cylinders during light-load conditions. We topped 20 mpg on some long interstate stretches. Also, breezes through the ventilated front seat cushions were deeply appreciated during a 104-degree day in Texas.


WHAT WE DON’T LIKE: Finding the cockpit button that commands the rear liftgate was a challenge, requiring a visit to the owner’s manual because it’s located on the overhead console instead of the left side of the instrument panel. Once found, this became a favorite control because it not only opens and closes the lid, it also offers a 3/4-open option for use in constricted garages. A minor annoyance: The view of where you’ve been (and who’s in pursuit) is restricted by rear headrests and the video entertainment screen; fortunately, both fold out of the way. Also, navigation maps are often slow to load, ride motions are jittery over imperfect pavement, and the front seats are too stiff for long stints in the saddle. One father pined for a middle row capable of sliding fore and aft, both to keep youngsters from kicking the parents’ backrests and to offer easier access to the third row.

WHAT WENT WRONG: At 14,000 miles, the transfer case refused to exit its 4HI (four-wheel-drive high range) mode. A Tennessee dealership reflashed the transfer-case control module for the trip home in 2HI. While a recall and/or technical service bulletin are expected, General Motors is still striving to engineer a straightforward fix for this problem. We hope it arrives before winter weather sets into the frigid North. We also sustained a cracked windshield at 15,000 miles.


WHERE WE WENT: So far, Car and Driver staffers have mounted expeditions to the northern peninsula of Michigan, New York state, Texas, and Kentucky/Tennessee tourist destinations. It seems the engine never has a chance to cool off because this beast of burden has also been in high demand for local towing and hauling assignments.

Months in Fleet: 4 months
Current Mileage: 16,102 miles Average Fuel Economy: 17 mpg
Fuel Tank Size: 31.0 gal Fuel Range: 530 miles
Service: $46.96 Repair: $580.26

Astute marketing by GM has split the fraternal truck twins Chevrolet and GMC into different market segments, at least in the typical consumer’s mind. In the full-size-SUV category, an invisible wall stands between the value-conscious Chevy Tahoe and Suburban and the better-dressed GMC Yukon and Yukon XL.

Tack on a Denali badge—which, for a tidy $16,345 surcharge above the cost of a base Yukon or Yukon XL, adds Cadillac Escalade–worthy trim and equipment—and you’ve got a GMC welcome alongside the pricey imports at swish watering holes. There’s so much cachet associated with this trim level that most of the Yukons sold are now Denali editions.


The rise of any domestic product into premium import havens is cause for celebration. Factor in a redesign for the 2015 model year and our perpetually high demand for comfortable vehicles capable of hard work and you’ve got a Car and Driver long-term test in the making.

Not a Minivan

As usual, we checked every expensive box: Denali trim with its standard 6.2-liter V-8, 4WD with a dual-range transfer case, a $4160 Touring package (including rear-seat entertainment, a sunroof, a head-up display, and enough theft-deterrence equipment to thwart a government operative), and 22-inch aluminum wheels. The net result is a $74,030 three-row, leather-trimmed, electronics-steeped, purple-ish Iridium Metallic, all-weather, tow-ready family transport that will never be confused with a minivan.

Or, for that matter, anything mini. First observation: The dark paint doesn’t help this Yukon XL look any smaller. We’re talking more than three tons of curb weight, a 10-foot-plus wheelbase, and the need for a parking space large enough to host a pair of Smart ForTwos. Completing a U-turn in one sweep requires a 43-foot stretch of pavement.

Long rear doors provide good access to second- and third-row locations, although there’s always a climb up to get in. Because the fold-flat seats align with a cargo floor raised three inches, there’s a 100-inch-long level surface and 121.1 cubic feet of space between the tailgate and the front seatbacks. Four-by-eight sheets of building material fit nicely. The stitched and perforated leather, brushed metal, and burl-wood trim are attractive, and there are enough cup holders and cubbies to host a scout troop.


Out on Maneuvers

A trip to the track revealed decent performance for such a big rig. The run to 60 mph took 6.5 seconds, and we clocked a 96-mph quarter-mile in 15.1 seconds. The 22-inch all-season Bridgestone Dueler tires hung on for 0.75 g of grip on the skidpad, and pizza-sized brake discs stopped our Denali from 70 mph in 189 feet with moderate fade.

The more time we spend behind the wheel, the smaller this grand van feels. What seems large and cumbersome in your driveway shrinks around you as the miles of interstate disappear behind you. The husky V-8 cruises silently even while running on four cylinders, and the magnetic adjustable dampers and all-coil-spring suspension provide a placid ride. We can’t wait to put the 7900-pound tow rating and the eight-passenger interior to vacation use.

Sure, we love sports cars and nimble hatchbacks for our daily commutes. But when there are swimming holes to visit, collector cars to retrieve, and road trips with family and friends, this Yukon XL Denali is the first to be reserved, often weeks in advance. Watch this space to see how a classic American pickup-based luxury wagon fares over the long haul.

Months in Fleet: 3 months
Current Mileage: 12,750 miles Average Fuel Economy: 17 mpg
Fuel Tank Size: 31 gal Fuel Range: 530 miles
Service: $94 Normal Wear: $0 Repair: $0


VEHICLE TYPE: front-engine, rear-/4-wheel-drive, 8-passenger, 5-door wagon

PRICE AS TESTED: $74,030 (base price: $69,375)

ENGINE TYPE: pushrod 16-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 376 cu in, 6162 cc
Power: 420 hp @ 5600 rpm
Torque: 460 lb-ft @ 4100 rpm

TRANSMISSION: 6-speed automatic with manual shifting mode

Wheelbase: 130.0 in
Length: 224.3 in
Width: 80.5 in Height: 74.4 in
Curb weight: 6060 lb

Zero to 60 mph: 6.5 sec
Zero to 100 mph: 16.2 sec
Zero to 110 mph: 20.3 sec
Rolling start, 5-60 mph: 6.8 sec
Top gear, 30-50 mph: 3.5 sec
Top gear, 50-70 mph: 4.2 sec
Standing ¼-mile: 15.1 sec @ 96 mph
Top speed (governor limited): 113 mph
Braking, 70-0 mph: 189 ft
Roadholding, 300-ft-dia skidpad: 0.75 g*

Zero to 60 mph: 5.9 sec
Zero to 100 mph: 15.4 sec
Zero to 110 mph: 19.4 sec
Rolling start, 5-60 mph: 6.6 sec
Top gear, 30-50 mph: 3.5 sec
Top gear, 50-70 mph: 4.2 sec
Standing ¼-mile: 14.5 sec @ 97 mph
Top speed (governor limited): 113 mph
Braking, 70-0 mph: 181 ft
Roadholding, 300-ft-dia skidpad: 0.75 g*

EPA city/highway: 14/20 mpg
C/D observed: 16 mpg
Unscheduled oil additions: 0 qt

3 years/36,000 miles bumper to bumper;
5 years/100,000 miles powertrain;
3 years/36,000 miles corrosion protection;
6 years/100,000 miles rust-through protection
5 years/60,000 miles roadside assistance;
*Stability-control inhibited


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Sours: https://www.caranddriver.com/reviews/a15107087/2015-gmc-yukon-xl-denali-4wd-long-term-wrap-review/
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Denali 4x4
2015 GMC Yukon Pricing

Retail Price

$67,520MSRP / Window Sticker Price

Smart Buy Program is powered by powered by TrueCar®
Additional or Replacing Features:
  • 6.2L V-8 Engine
  • 8-spd auto w/OD Transmission
  • 420 @ 5,600 rpm Horsepower
  • 460 @ 4,100 rpm Torque
  • four-wheel Drive type
  • 20" machined aluminum Wheels
  • driver and front passenger heated-cushion, heated-seatback Heated front seats
  • leather Seat trim
  • driver and passenger Lumbar support
  • Navigation system
Standard Features:
  • 5.3L V-8 Engine
  • 6-spd auto w/OD Transmission
  • 355 @ 5,600 rpm Horsepower
  • 383 @ 4,100 rpm Torque
  • rear-wheel Drive type
  • 18" machined aluminum Wheels
  • premium cloth Seat trim
  • driver Lumbar support
  • ABS and driveline Traction control
  • front air conditioning, dual zone automatic
  • rear air conditioning, with separate controls
  • SiriusXM AM/FM/HD/Satellite, seek-scan Radio
  • 2 - 1st row LCD monitor
  • keyfob (all doors) Remote keyless entry
  • front Fog/driving lights
  • Heated mirrors
  • Windshield wipers - rain sensing
  • 60-40 split-bench Third row seats
  • Rear Park Assist Parking assist
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Denali 4x4

Exterior Colors

  • Champagne Silver Metallic

  • Crystal Red Tintcoat

  • Iridium Metallic

  • Midnight Amethyst Metallic

  • Onyx Black

  • Summit White

  • White Diamond Tricoat

  • Quicksilver Metallic

  • Bronze Alloy Metallic

  • Light Steel Gray Metallic

Interior Colors

  • Jet Black w/Perforated Leather-Appointed Seat Trim

  • Cocoa/Shale w/Perforated Leather-Appointed Seat Trim

  • Cocoa/Dark Atmosphere w/Perforated Leather-Appointed Seat Trim


Standard Options

Additional Options



Year 1$14,189

Year 2$8,500

Year 3$7,100

Year 4$3,775

Year 5$3,250

Fees & Taxes

Year 1$3,642

Year 2$180

Year 3$182

Year 4$160

Year 5$163


Year 1$1,538

Year 2$1,593

Year 3$1,649

Year 4$1,708

Year 5$1,769


Year 1$1,245

Year 2$1,239

Year 3$1,233

Year 4$1,227

Year 5$1,220


Year 1$1,522

Year 2$1,205

Year 3$878

Year 4$541

Year 5$193


Year 1$69

Year 2$370

Year 3$4,355

Year 4$670

Year 5$1,272


Year 1$85

Year 2$108

Year 3$149

Year 4$175

Year 5$204


Year 1$0

Year 2$0

Year 3$0

Year 4$878

Year 5$1,088

Total Cost to Own

Year 1$22,291

Year 2$13,195

Year 3$15,547

Year 4$9,134

Year 5$9,160

See the cheapest SUVs to Own

Data provided byCost to Own Data Provided by Vincentric
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Sours: https://www.autoblog.com/buy/2015-GMC-Yukon-Denali__4x4/pricing/
2015 GMC Sierra 1500 Denali - Walkaround, Review

Be Smart, Check in Advance. CARFAX — Your Vehicle History.

CARFAX — Your Vehicle History Expert

Sometimes what you don't know can't hurt you, but that's not the case when buying a used car. As an independent vehicle history provider, at CARFAX we've made it our mission to tell you everything you need to know by uncovering as many events as possible from the previous life of a used car. Our primary goal is to help you get to know your next car from the inside out before deciding to make an investment that will be part of you and your family's everyday life. We believe your next car shouldn't be hiding anything from you.

CARFAX Vehicle History Reports contain over 28 billion historical records from 20 European countries, the US and Canada, which are updated daily with new information.

Even if you live in a country we don't collect vehicle data from, it's still always worth checking the Vehicle Identification Number without obligation. The used car import and export market is booming and many owners would be surprised to find out exactly what happened to their vehicle during its previous life abroad.

Privacy for Customers — Transparency over Vehicles

Let's be clear: Although we strive to find every detail of a vehicle's life so far, we are focused only on the vehicle's history, and do not collect any information on previous owners. The information we provide relates solely to the vehicle, its odometer reading, any accidents that have been covered up, where the vehicle comes from and much more — it never gets personal. We've uncovered irreparable damage several times in the past, but other times our vehicle history checks draw a blank — and sometimes that's actually a good thing.

Second Hand — Not Second Best

Did you know that considerably more used cars are sold than new cars? We think this second-hand system is nothing short of fantastic. However, it goes without saying that it gives rise to different methods and tactics: Some sellers will disguise a car that's been in an accident under a fresh coat of paint, tamper with the odometer or conceal theft. This is one of the less appealing aspects of buying second hand. Our goal is to establish trusting relationships between buyers and sellers, since this is the best way to help customers make the right decision. Your new car should be reliable and make you feel safe, as well as make you feel like you haven't paid too much.

But more than anything else, we don't want you or your family unknowingly sitting behind the wheel of a vehicle that isn't 100% safe. This is why we strive to take these vehicles off the road, which not only makes the used car market safer but our streets safer too.

CARFAX — 35+ Years of Experience in Vehicle Histories

CARFAX was founded in the US in 1984 and expanded into Europe in 2007. Around 100 team members spread across six European offices process vehicle information from 22 countries.

Fostering strategic partnerships with registration authorities, law enforcement agencies, government departments, insurance companies, inspection centers and numerous other leading companies around the world has enabled us to compile a unique international database for vehicle histories. We use this database to help make the used car market more transparent. We give everyone in the process of buying a used car access to what is currently the world's most comprehensive source for vehicle history reports, and is growing day by day.

We remain neutral and independent despite our partnerships — our sole purpose is help customers make an informed choice and ensure their safety and the safety of their family. This includes never collecting any personal details — we do not accept any PII from data sources amongst the information we provide about a vehicle. We ensure that data protection laws are observed at all times. Furthermore, we always collect our data in compliance with legal and regulatory frameworks — in all the countries in which we are active. We expressly distance ourselves from illegal activities such as data theft, scraping and hacking.

Sours: https://www.carfax.com/Used-2015-GMC-Yukon-Denali_x18011

Denali 15 gmc

Pre-Owned 2015 GMC Yukon 4WD 4dr Denali Four Wheel Drive SUV - Offsite Location


Pre-Owned vehicle pricing includes all offers. Tax, Title and Tags not included in vehicle prices shown and must be paid by the purchaser. While great effort is made to ensure the accuracy of the information on this site, errors do occur so please verify information with a customer service rep. This is easily done by calling us at (281) 554-9100 or by visiting us at the dealership.

**With approved credit. Terms may vary. Monthly payments are only estimates derived from the vehicle price with a 72 month term, 5.9% interest and 20% downpayment.

^All vehicle prices are plus tax, title, plate and dealer fees. The advertised price does not include sales tax, vehicle registration fees, finance charges, documentation charges, and any other fees required by law. We attempt to update this inventory on a regular basis. However, there can be a delay between the sale of a vehicle and the update of the inventory. Pricing and availability of vehicles not currently in dealer inventory may vary based on a variety of factors, including but not limited to options, specials, and fees. You may not qualify for the offers, incentives, discounts, or financing. Mercedes-Benz of Clear Lake offers, incentives, discounts, or financing are subject to expiration and other restrictions. See dealer for qualifications and complete details. All advertised vehicles are subject to actual dealer availability. Certain vehicles listed may not be available. Prices exclude state tax, title, license, and document preparation fee. Vehicle option and pricing are subject to change. Prices include all dealer rebates and dealer incentives. Please check with your dealer for more information. Images displayed may not be representative of the actual trim level of a vehicle. Colors shown are the most accurate representations available. However, due to the limitations of web and monitor color display, we cannot guarantee that the colors depicted will exactly match the color of the car. Information provided is believed accurate but all specifications, pricing, and availability must be confirmed in writing (directly) with the dealer to be binding. Neither the Dealer nor Dealer Inspire is responsible for any inaccuracies contained herein and by using this application you the customer acknowledge the foregoing and accept such terms. All vehicles priced as currently equipped. Price does not include any dealer added options that are installed after sale.

The EPA/DOE Fuel Economy Guide can be downloaded from the government’s fuel economy website at www.fueleconomy.gov.

Sours: https://www.mercedesbenzclearlake.com/inventory/used-2015-gmc-yukon-denali-four-wheel-drive-suv-1gks2ckj8fr295674
Tail light FIX 2015 + Yukon, Tahoe, Suburban Denali, XL GM, Chevrolet

TopSpeed Garage


Here is where the Yukon begins to separate itself from the previous generation. Crisp angles, sharp lines, and rounded edges all play into a completely new look. With the Denali trim comes that big chrome, cheese-grater/electric shaver grille with large headlight fixtures flanking either side. HID low beams and LED daytime running lights make for an upscale look. Chrome rings around the lower fog lights continue the trend.

The massive 22-inch wheels look perfectly sized for the Yukon

The chrome continues around the Yukon’s side, running along the folding running boards, door trim, and Denali lettering. The massive 22-inch chrome and satin chrome wheels look fantastic, though they add an extra $495 to the Denali’s bottom line. A strong shoulder line now runs from the headlights to taillights, giving the side windows some extra definition.

Speaking of those side windows, the roof has a slight rearward slope to it, making the rear side glass shapelier than other GM SUVs of the past. And though some folks complain about the chrome window accent ring stopping at the C-Pillar, I found it to look rather handsome.

Around back, new clear lens taillights offer some 3D accenting and the GMC logo is finally back in the center of the tailgate, unlike the last generation. A short overhang above the rear glass provides a home or the rear windshield wiper and the third brake light. Lastly, a body-colored hitch cover keeps the clean looks flowing while still hinting at the Yukon’s towing abilities.


Like any luxury vehicle, the Yukon Denali is packed to the gills with swanky features and proper leather seats. The newly redesigned dashboard is different than the one found in the GMC Sierra pickup, though it does share several switchgear components and the steering wheel, shifter, and column. Unlike the Sierra, push-button starting is present. Design cues like the toggle switches carry over, though these control the rear HVAC system.

Heated and cooled seats and dual-zone climate controls ensure the front passengers are kept comfortable. Heated seats are also found in the second row captains chairs. The second row passengers have independent control of their HVAC settings with separate controls located in the back of the center console.

By the way, this HVAC system is perhaps one of the most intuitive ones I’ve seen in a while. The driver is able to control the rear passengers’ air, say for kids too young to do it, while the second row seats have access to control the system themselves, say for more mature passengers. No clicking through menus or hitting extra buttons to control the system for the driver; just a separate, easy to read control panel.

Second row comfort is fantastic with plenty of leg and headroom. The third row isn’t quite as fortunate. Legroom is very limited and knees meet chins on taller passengers. Kids should be the primary users of the back three seats. If more passenger room is needed, just opt for the longer Yukon XL.

The Yukon also offers loads of storage space.

Driver comfort is very good. Controls are easy to reach and the adjustable steering wheel and pedals make keeping the infotainment screen within reach a simple task. The center gauge cluster is informative and easy to read. The large TFT display is customizable with various information and display settings. What’s more, engaging tow/haul mode swaps out the voltage meter for the transmission temperature gauge. Clever.

The Yukon also offers loads of storage space. The center console is equipped to handle standard hanging file folders, while small plastic bins are a clever place for odds and ends. Two cup holders and a small storage cubby hide behind folding covers in the main section of the console. Two USB ports and a 12-volt charging port are present.


Powering the GMC Yukon Denali down the road is GM’s most powerful truck engine, the 6.2-liter, EcoTec3 V-8. Save for the air intake system, oil delivery system, and its computer’s programming, the V-8 is essentially the same LT1 found in the Corvette Stingray. In the truck application, the small block makes 420 horsepower and 460 pound-feet of torque. It comes mated to a six-speed automatic transmission that drives the rear tires. My tester didn’t come with the optional four-wheel-drive.

And on that four-wheel-drive, it’s basically the same system found in the GM pickups rather than the all-wheel-drive system employed in previous Yukon Denalis and Cadillac Escalades. Even in the standard two-wheel-drive configuration, my tester came fitted with the Eaton G-80 automatic locking rear differential for an extra push in low-traction situations.

Save for a few parts, it's the same V-8 that powers the Corvette Stingray

Like the other EcoTec3 engines in GM’s lineup, the 6.2-liter features three fuel-sipping tricks to save money at the pump. It’s got variable valve timing, active fuel management, and direct fuel injection. Like in years past, active fuel management automatically and seamlessly shuts off four of the V-8’s cylinders when their power isn’t needed. Step on the gas and it’s firing on all eight. With only 1,200 miles on the clock and things not fully broken in, and I was still able to shoot off a 0-to-60 mph run of 6.5 seconds.

Around town, the Yukon has a very calm demeanor about it. The throttle is makes it easy to drive conservatively, helping the EcoTec3’s fuel-saving technologies work even better. Once past a quarter throttle, the power pours on. The exhaust note is a kick in the pants. On the highway, the Yukon settles in nicely and provides a great long-distance cruiser. Set the Adaptive Cruise Control and the Yukon nearly drives itself.

During my time with the Yukon, I averaged just under 16 mpg. I drove fairly leisurely on the nearly even city/highway mix my usual week consists of. On the open road, my average would generally break the 20 mpg mark, so I don’t doubt the EPA’s 21 mpg highway rating.


I had the chance to drop a trailer onto the Yukon’s standard-equipment receiver hitch during my week. I could barely feel the trailer behind the Yukon, even though it was a lightweight rental trailer with maybe 400 pounds of cargo. The 6.2-liter V-8, the six-speed transmission, and the 3.42 rear axle ratio made light work of towing. The standard trailer sway control kept things from swinging out of hand. The transmission’s tow/haul mode really made a difference, especially while braking. The tranny would automatically downshift early, letting the engine help slow the roll, while the large disc brakes did the rest of the work. My tester came prepped to tow 8,400 pounds and I wouldn’t hesitate to pull it. What’s more, even with roughly 1,300 pounds of trailer and cargo hitch up, I still averaged over 14 mpg on the highway.


Pricing for the 2015 GMC Yukon runs a wide gambit depending upon which model you get. Looking at a base Yukon, the sticker price starts at $46,335. Opt for the Denali trim and the price jumps to $62,680. My tester came with several options that bumped its price even further north. The Touring package costs $4,110 and includes the sunroof, theft deterrent system, 20-inch wheels, and rear seat entertainment system. The stand-alone options were the Heads Up Display and power running boards ($1,745), the Adaptive Cruise Control ($1,695), and optional 22-inch wheels ($495) made the options total $8,045.

That, plus a $995 destination charge brought the total cost to $71,720.


2015 Lincoln Navigator

Also brand new for 2015 is the Lincoln Navigator. With a new look and new interior digs, the Navigator is an accommodating place with three available rows. Ford has dropped the V-8 offerings this year in favor of the 3.5-liter EcoBoost V-6. Rated at 370 horsepower and 430 pound-feet of torque, the EcoBoost V-6 does an excellent job of motivating the large SUV.

Available in two- or four-wheel-drive, the Navigator offers the same body-on-frame capabilities as the Yukon. It’s luxurious interior is nicely appointed and comparable to the Denali’s.

Pricing for the Navigator starts at $62,475 and grows to over $72,000 with four-wheel drive and the Reserve package.

2014 Toyota Sequoia

The Sequoia is another body-on-frame SUV that has survived the unibody crossover onslaught, though it is the oldest here. It has three rows with optional second row captain’s chairs like the other two, but the Sequoia only comes in one length. It does, however, provide adequate room behind the third row for cargo, though not as much as either the Yukon XL or extended Navigator.

Power comes from Toyota’s 5.7-liter V-8 making 381 horsepower and 401 pound-feet of torque. Interior accoutrements are well-suited for family duty or hitting the mountains for the weekend. Four-wheel-drive is an option, of course.

Prices for the Sequoia start at $44,095 and rise upwards of $65,000 when selecting the limited trim. I imagine the Sequoia is due for a refresh soon, with the Tundra having just undergone one itself. If you’re in the market and want the latest thing from Japan, you’d better wait a year for any news coming from Toyota.


Overall, the Yukon Denali is a sweet SUV to both drive and live with. It drove much smaller than it appears and is rather easy to maneuver around town. Blind spots are very small and the large windshield, high seating position, and sloping hood keep forward visibility at a maximum. With plenty of room for four people and available room for seven, the Yukon Denali proves to be a competent family hauler.

I did experience trouble getting the voice controls to take commands. A passenger and myself found ourselves battling the system to take an address for a destination. Luckily it was a short trip and we knew where we were going. We arrived before the navigation figured out where we wanted to go.

We also made a quick call to OnStar for help figuring out how to play audio from the rear DVD system over the Yukon’s Bose stereo. After 35 minutes and at least four transfers later, we hung up and dug out the manual. OnStar shortly called back to find us having the solution in hand.

Other than those two snags with the infotainment system, I found the Yukon Denali to be well sorted and exciting to drive. The combination of good people- and cargo-hauling capacity, high marks in trailer towing, and decent fuel economy for a large SUV makes it a solid choice for those looking for high-end luxury mixed with a heaping helping of utility.

  • Love it

    • Classy looks inside and out
    • Powerful V-8 engine
    • Smooth ride with Magnetic Ride Control
    • Strong towing abilities
    • Loads of storage space
  • Leave it

    • Thirsty for premium fuel
    • Third row is for the kids only
    • Pricy with all the options
Sours: https://www.topspeed.com/cars/gmc/2015-gmc-yukon-denali-driven-ar164211.html

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