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5.0

GMC Yukon Hybrid

Starts at:
$51,185
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2WD 4dr 4WD 4dr 2WD 4dr Denali 4WD 4dr Denali Shop options
New 2010 GMC Yukon Hybrid
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Key specifications

Highlights
1,471 lbs
Cargo Capacity
Gas/Electric V8
Engine Type
21 / 22
MPGe
332 hp
Horsepower
Engine
367 @ 4100
SAE Net Torque @ RPM
332 @ 5100
SAE Net Horsepower @ RPM
6.0L/366
Displacement
Gas/Electric V8
Engine Type
Suspension
Semi-floating
Axle Type - Rear
Independent
Axle Type - Front
Coil springs
Suspension Type - Rear
Coil springs
Suspension Type - Front
Weight & Capacity
7,100 lbs
Gross Vehicle Weight Rating
0 lbs
Total Option Weight
5,629 lbs
Curb Weight
7,500 lbs
Gross Axle Weight Rating
Safety
Standard
Stability Control
Standard
Navigation System
Standard
Backup Camera
Standard
Third Row Seating
Entertainment
Standard
Bluetooth®
Electrical
N/A
Maximum Alternator Capacity (amps)
730
Cold Cranking Amps @ 0° F (Primary)
Brakes
Not Available
Drum - Rear (Yes or )
13.6 x 0.8 in
Rear Brake Rotor Diam x Thickness
13 x 1.2 in
Front Brake Rotor Diam x Thickness
Yes
Disc - Rear (Yes or )

Notable features

Denali trim now available
USB port
Combines electric motors with 332-hp V-8
Can cruise on electric power up to 27 mph
Up to 6,200-pound towing capacity
Seats up to eight

Engine

367 @ 4100 SAE Net Torque @ RPM
332 @ 5100 SAE Net Horsepower @ RPM
6.0L/366 Displacement
Gas/Electric V8 Engine Type

Suspension

Semi-floating Axle Type - Rear
Independent Axle Type - Front
Coil springs Suspension Type - Rear
Coil springs Suspension Type - Front

Weight & Capacity

7,100 lbs Gross Vehicle Weight Rating
0 lbs Total Option Weight
5,629 lbs Curb Weight
7,500 lbs Gross Axle Weight Rating
Not Available gal Aux Fuel Tank Capacity, Approx
25 gal Fuel Tank Capacity, Approx
N/A Maximum Trailering Capacity
Not Available lbs Fifth Wheel Hitch - Max Tongue Wt.
Not Available lbs Fifth Wheel Hitch - Max Trailer Wt.
930 lbs Wt Distributing Hitch - Max Tongue Wt.
6,200 lbs Wt Distributing Hitch - Max Trailer Wt.
500 lbs Dead Weight Hitch - Max Tongue Wt.
5,000 lbs Dead Weight Hitch - Max Trailer Wt.
12,000 lbs Gross Combined Wt Rating
1,471 lbs Maximum Payload Capacity
1,471 lbs As Spec'd Payload
5,629 lbs As Spec'd Curb Weight
0 lbs Option Weight - Rear
0 lbs Option Weight - Front
2,743 lbs Curb Weight - Rear
2,886 lbs Curb Weight - Front
N/A Base Curb Weight

Safety

Standard Stability Control
Standard Navigation System
Standard Backup Camera
Standard Third Row Seating

Entertainment

Standard Bluetooth®

Electrical

N/A Maximum Alternator Capacity (amps)
730 Cold Cranking Amps @ 0° F (Primary)

Brakes

Not Available Drum - Rear (Yes or )
13.6 x 0.8 in Rear Brake Rotor Diam x Thickness
13 x 1.2 in Front Brake Rotor Diam x Thickness
Yes Disc - Rear (Yes or )
Yes Disc - Front (Yes or )
Not Available Brake ABS System (Second Line)
4-Wheel Brake ABS System
Pwr Brake Type

Photo & video gallery

2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid 2010 GMC Yukon Hybrid

Factory warranties

New car program benefits

Basic
3 years / 36,000 miles
Corrosion
3 years / 36,000 miles
Powertrain
5 years / 100,000 miles
Roadside Assistance
5 years / 100,000 miles

Certified Pre-Owned program benefits

Age / mileage
5 model years or newer / up to 75,000 miles
Basic
12 months / 12,000 miles bumper-to-bumper original warranty, then may continue to 6 years / 100,000 miles limited (depending on variables)
Dealer certification
172-point inspection

The good & the bad

The good

Burly acceleration when needed
Gas mileage, especially in city driving
Smooth brakes for a hybrid
Interior quality
Towing capacity

The bad

Steep price
Third row hard to access
Seats don't fold flat
Over-the-top hybrid decals
Not crash-tested by IIHS

Consumer reviews

5.0 / 5
Based on 2 reviews
Write a review
Comfort 5.0
Interior 4.0
Performance 5.0
Value 4.5
Exterior 5.0
Reliability 5.0

Most recent

Very Good Mileage In A Large, Comfortable SUV

We bought this vehicle to replace a much smaller import car which we used for travel. Our fifty-something year old bodies were just not as comfortable in the car as they used to be. The Yukon Hybrid has proven thus far to be a great solution for us. Comfortable, but reasonably affordable to use for travel.
  • Purchased a Used car
  • Used for Having fun
  • Does recommend this car
Comfort 5.0
Interior 4.0
Performance 5.0
Value 5.0
Exterior 5.0
Reliability 5.0
0 people out of 0 found this review helpful. Did you?
Yes No

Best car yet

I chose the Hybrid Yukon Denali, and I love it. I wish there were more storage compartments, but it's got everything I would ever want in a powerful SUV and looks great! The average fuel MPG is less than what is advertised, but still much better than the non-hybrid version. Very happy so far, but I've only had it for 2 months.
  • Purchased a Used car
  • Does recommend this car
Comfort 5.0
Interior 4.0
Performance 5.0
Value 4.0
Exterior 5.0
Reliability 5.0
0 people out of 0 found this review helpful. Did you?
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Photo of Kelsey Mays

2010 GMC Yukon Hybrid review: Our expert's take

By Kelsey Mays

Editor’s note: This review was written in March 2009 about the 2009 GMC Yukon Hybrid. Limited reliability data have since emerged, rendering a predicted reliability score of Average from Consumer Reports for a new Yukon Hybrid. To see other changes for 2010, click here, or check out a side-by-side comparison of the two model years.

There I was, throwing a laptop bag into my GMC Yukon Hybrid test car, when a guy pulled up next to me. He lowered his window and peevishly hollered: “Why don’t you invest in some hybrid technology that actually gets you better gas mileage, huh, buddy?” (Yep: “some hybrid technology.” I’m not making this up.)

We might have had quite an instructive debate had the traffic light not changed, but he drove home an important point: The Yukon Hybrid has an image problem. It’s a rolling billboard of hybridness, complete with aerodynamic bumper extensions and absurd decals. Yet its overall EPA mileage ratings are just 20 to 21 mpg — hardly the figures Prius & Co. have conditioned consumers to expect.

The difference, of course, is that the Yukon is a full-size SUV with big-league towing capabilities, ample power and seating for eight. The fact, buddy, is that the Yukon Hybrid does get better mileage — some 25 percent better than the non-hybrid Yukon overall, and up to 50 percent better in city driving. That’s nothing to scoff at, especially considering how few compromises it requires. Presuming you really need the capabilities of a full-size SUV, the Yukon Hybrid deserves a look. I only wish it weren’t so expensive.

Introduced for the 2008 model year, the Yukon Hybrid comes in two- or four-wheel drive; little has changed this year, but you can compare the 2009 model with the 2008 one here. This review focuses on elements specific to the hybrid. For details on the Yukon lineup overall, check out our coverage of it here. The extended-length Yukon XL, which doesn’t come as a hybrid, is covered separately.

Smooth Operator
As hybrids go, the Yukon Hybrid and its GM siblings — the Chevy Tahoe Hybrid and Cadillac Escalade Hybrid — are impressive. There’s lusty V-8 thrust when you need it, and the transition between electric and gas power is almost seamless. The regenerative brakes impart a more linear, less bricklike feel than in many hybrids. Last year, Cars.com editors drove the ’08 Yukon Hybrid back-to-back with a Ford Escape Hybrid, Honda Civic Hybrid and Toyota Prius (all 2008s) as part of a hybrid mileage challenge, and we readily agreed: The Yukon Hybrid felt the most refined.

Of course, that’s not to say its hybrid workings are invisible. The brake pedal still feels stiffer than a normal car’s, and if you need to accelerate quickly from a stop — say, a left turn with oncoming traffic — there can be a moment’s delay as the drivetrain first tries electric power, then kicks in with the engine. That’s to be expected in a hybrid, and the lag isn’t excessive; Chrysler’s now-retired Aspen Hybrid lagged so much I found myself devising ways to keep the engine from shutting off.

Beyond that, the Yukon Hybrid operates much like a regular Yukon, and that’s a good thing. Its 18-inch wheels create little road noise, and wind noise is also low. Ride quality, a strong suit for GM’s full-size SUVs, is equally impressive. Bumpy roads rarely intrude on cabin comfort, though they can create a moment or two of vague steering response. On the highway, the wheel has a more secure, well-weighted feel. Naturally, the Yukon Hybrid is no athlete: Take a turn aggressively, and there’s plenty of body roll.

Maximum towing capacity is 6,200 pounds — that’s big-league capability and impressive for a hybrid. The non-hybrid Yukon tows up to 8,500 pounds.

The Inside
Browse the photos to see the Yukon Hybrid’s unique displays; suffice to say they give you an idea of where the power is going — among the electric motors, engine and battery — and how efficiently you’re driving. Beyond that, the Yukon Hybrid looks like its non-hybrid siblings. Cabin materials are well-fitted and generally attractive, and the navigation system that comes standard with the Yukon Hybrid is immediately intuitive. It’s a $2,500 option on non-hybrid Yukons.

Leather seats are standard, and the front two rows offer enough room for adults to stretch out. The third row is too cramped for anyone but kids; if you need an adult-friendly third row, the Ford Expedition’s is more generous.

Though the Yukon hasn’t been crash-tested, it offers the expected safety features for a modern SUV, including three-row curtain airbags, antilock brakes and an electronic stability system. Click here for a full list. Reliability data for the Yukon Hybrid is still pending, but Consumer Reports surveys for the non-hybrid Yukon have returned average scores.

Worth the Money?
Being a so-called “full” hybrid capable of low-speed electric cruising, the Yukon Hybrid sees its highest mileage gains in city driving. Highway gains, in comparison, are slight. Here’s the rub: The SUV starts at $50,920, minus a $2,200 hybrid credit that you can claim on your taxes. That’s $465 more than an identically equipped Tahoe Hybrid.

EPA Gas Mileage Compared
  Base price City mpg Highway mpg Combined mpg
GMC Yukon Hybrid (6.0L V-8) $48,720* 20-21 20-22 20-21
GMC Yukon (4.8L V-8) $37,705 14 19 16
GMC Yukon (5.3L V-8) $39,970 14-15 20-21 16-17
GMC Yukon (6.2L V-8) $50,135 12 19 14-15
Ford Expedition (5.4L V-8)** $34,150 14 20 16
Nissan Armada (5.6L V-8) $37,210 12 18 14
Toyota Sequoia (5.7L V-8) $35,275 13-14 18-19 15
*After $2,200 tax credit.
**Expedition mileage ratings for 2WD only; 4WD version is exempt from EPA tests due to its higher weight.
Source: Automaker and EPA data for 2009 models, except 2008 Toyota Sequoia. Mileage ranges due to driveline variations (2WD, 4WD, etc.). Note that the 6.2-liter Yukon recommends premium fuel, but it can run on regular. All other engines listed, including competitors’, recommend regular.

If the bottom line is your top priority, get a base Yukon — or, better yet, get the less-expensive Tahoe — with either the 4.8-liter or 5.3-liter V-8. The initial savings far outweigh either engine’s lower gas mileage. (Conversely, if luxury features are more important to you, the 403-horsepower, 6.2-liter Yukon Denali is the best-equipped option.)

In an apples-to-apples comparison, loading up a 5.3-liter Yukon — whose 310-hp V-8 provides something closer to the hybrid’s 6.0-liter gas/electric output — with features similar to the well-equipped Yukon Hybrid’s puts its cost around $45,645 with two-wheel drive. That’s about $3,000 less than the hybrid.

Factor in your potential savings at the pump — using the EPA’s combined mileage rating for both SUVs, $2 per gallon gas and the assumption you’ll drive 15,000 miles a year — and it would take seven to nine years to recover that $3,000, depending on whether you’re comparing two- or four-wheel drive. If you drive mostly city miles, the Yukon Hybrid makes more sense: You’d likely recover the difference in a reasonable four to five years. With highway miles, it makes the least: Recovering the difference could take decades, if it ever happened at all. Dramatically higher gas prices, of course, would help the Yukon Hybrid’s case — but as gas prices rise, generally so do dealer asking prices for hybrids.

Yukon Hybrid in the Market
Hybrid or not, the fact that the Yukon comes from a company that says it’s at bankruptcy’s doorstep can’t help its case. The Yukon Hybrid, however, is not one of the products that brought the General to Waterloo. Quite the contrary; it’s evidence that when GM invests in product development, it can build first-rate fuel-efficient cars and trucks. The Yukon Hybrid may not be the right vehicle for many shoppers, but it’s a compelling choice for a few. As underwhelming as 20 mpg sounds, it’s a rather dramatic percentage increase for SUV owners who rack up miles in stop-and-go commutes and weekend errands. Need three rows of seats and occasional trailer-hauling capacity, too? The Yukon Hybrid ought to make your short list.

Send Kelsey an email  
Read more

Editor’s note: This review was written in March 2009 about the 2009 GMC Yukon Hybrid. Limited reliability data have since emerged, rendering a predicted reliability score of Average from Consumer Reports for a new Yukon Hybrid. To see other changes for 2010, click here, or check out a side-by-side comparison of the two model years.

There I was, throwing a laptop bag into my GMC Yukon Hybrid test car, when a guy pulled up next to me. He lowered his window and peevishly hollered: “Why don’t you invest in some hybrid technology that actually gets you better gas mileage, huh, buddy?” (Yep: “some hybrid technology.” I’m not making this up.)

We might have had quite an instructive debate had the traffic light not changed, but he drove home an important point: The Yukon Hybrid has an image problem. It’s a rolling billboard of hybridness, complete with aerodynamic bumper extensions and absurd decals. Yet its overall EPA mileage ratings are just 20 to 21 mpg — hardly the figures Prius & Co. have conditioned consumers to expect.

The difference, of course, is that the Yukon is a full-size SUV with big-league towing capabilities, ample power and seating for eight. The fact, buddy, is that the Yukon Hybrid does get better mileage — some 25 percent better than the non-hybrid Yukon overall, and up to 50 percent better in city driving. That’s nothing to scoff at, especially considering how few compromises it requires. Presuming you really need the capabilities of a full-size SUV, the Yukon Hybrid deserves a look. I only wish it weren’t so expensive.

Introduced for the 2008 model year, the Yukon Hybrid comes in two- or four-wheel drive; little has changed this year, but you can compare the 2009 model with the 2008 one here. This review focuses on elements specific to the hybrid. For details on the Yukon lineup overall, check out our coverage of it here. The extended-length Yukon XL, which doesn’t come as a hybrid, is covered separately.

Smooth Operator
As hybrids go, the Yukon Hybrid and its GM siblings — the Chevy Tahoe Hybrid and Cadillac Escalade Hybrid — are impressive. There’s lusty V-8 thrust when you need it, and the transition between electric and gas power is almost seamless. The regenerative brakes impart a more linear, less bricklike feel than in many hybrids. Last year, Cars.com editors drove the ’08 Yukon Hybrid back-to-back with a Ford Escape Hybrid, Honda Civic Hybrid and Toyota Prius (all 2008s) as part of a hybrid mileage challenge, and we readily agreed: The Yukon Hybrid felt the most refined.

Of course, that’s not to say its hybrid workings are invisible. The brake pedal still feels stiffer than a normal car’s, and if you need to accelerate quickly from a stop — say, a left turn with oncoming traffic — there can be a moment’s delay as the drivetrain first tries electric power, then kicks in with the engine. That’s to be expected in a hybrid, and the lag isn’t excessive; Chrysler’s now-retired Aspen Hybrid lagged so much I found myself devising ways to keep the engine from shutting off.

Beyond that, the Yukon Hybrid operates much like a regular Yukon, and that’s a good thing. Its 18-inch wheels create little road noise, and wind noise is also low. Ride quality, a strong suit for GM’s full-size SUVs, is equally impressive. Bumpy roads rarely intrude on cabin comfort, though they can create a moment or two of vague steering response. On the highway, the wheel has a more secure, well-weighted feel. Naturally, the Yukon Hybrid is no athlete: Take a turn aggressively, and there’s plenty of body roll.

Maximum towing capacity is 6,200 pounds — that’s big-league capability and impressive for a hybrid. The non-hybrid Yukon tows up to 8,500 pounds.

The Inside
Browse the photos to see the Yukon Hybrid’s unique displays; suffice to say they give you an idea of where the power is going — among the electric motors, engine and battery — and how efficiently you’re driving. Beyond that, the Yukon Hybrid looks like its non-hybrid siblings. Cabin materials are well-fitted and generally attractive, and the navigation system that comes standard with the Yukon Hybrid is immediately intuitive. It’s a $2,500 option on non-hybrid Yukons.

Leather seats are standard, and the front two rows offer enough room for adults to stretch out. The third row is too cramped for anyone but kids; if you need an adult-friendly third row, the Ford Expedition’s is more generous.

Though the Yukon hasn’t been crash-tested, it offers the expected safety features for a modern SUV, including three-row curtain airbags, antilock brakes and an electronic stability system. Click here for a full list. Reliability data for the Yukon Hybrid is still pending, but Consumer Reports surveys for the non-hybrid Yukon have returned average scores.

Worth the Money?
Being a so-called “full” hybrid capable of low-speed electric cruising, the Yukon Hybrid sees its highest mileage gains in city driving. Highway gains, in comparison, are slight. Here’s the rub: The SUV starts at $50,920, minus a $2,200 hybrid credit that you can claim on your taxes. That’s $465 more than an identically equipped Tahoe Hybrid.

EPA Gas Mileage Compared
  Base price City mpg Highway mpg Combined mpg
GMC Yukon Hybrid (6.0L V-8) $48,720* 20-21 20-22 20-21
GMC Yukon (4.8L V-8) $37,705 14 19 16
GMC Yukon (5.3L V-8) $39,970 14-15 20-21 16-17
GMC Yukon (6.2L V-8) $50,135 12 19 14-15
Ford Expedition (5.4L V-8)** $34,150 14 20 16
Nissan Armada (5.6L V-8) $37,210 12 18 14
Toyota Sequoia (5.7L V-8) $35,275 13-14 18-19 15
*After $2,200 tax credit.
**Expedition mileage ratings for 2WD only; 4WD version is exempt from EPA tests due to its higher weight.
Source: Automaker and EPA data for 2009 models, except 2008 Toyota Sequoia. Mileage ranges due to driveline variations (2WD, 4WD, etc.). Note that the 6.2-liter Yukon recommends premium fuel, but it can run on regular. All other engines listed, including competitors’, recommend regular.

If the bottom line is your top priority, get a base Yukon — or, better yet, get the less-expensive Tahoe — with either the 4.8-liter or 5.3-liter V-8. The initial savings far outweigh either engine’s lower gas mileage. (Conversely, if luxury features are more important to you, the 403-horsepower, 6.2-liter Yukon Denali is the best-equipped option.)

In an apples-to-apples comparison, loading up a 5.3-liter Yukon — whose 310-hp V-8 provides something closer to the hybrid’s 6.0-liter gas/electric output — with features similar to the well-equipped Yukon Hybrid’s puts its cost around $45,645 with two-wheel drive. That’s about $3,000 less than the hybrid.

Factor in your potential savings at the pump — using the EPA’s combined mileage rating for both SUVs, $2 per gallon gas and the assumption you’ll drive 15,000 miles a year — and it would take seven to nine years to recover that $3,000, depending on whether you’re comparing two- or four-wheel drive. If you drive mostly city miles, the Yukon Hybrid makes more sense: You’d likely recover the difference in a reasonable four to five years. With highway miles, it makes the least: Recovering the difference could take decades, if it ever happened at all. Dramatically higher gas prices, of course, would help the Yukon Hybrid’s case — but as gas prices rise, generally so do dealer asking prices for hybrids.

Yukon Hybrid in the Market
Hybrid or not, the fact that the Yukon comes from a company that says it’s at bankruptcy’s doorstep can’t help its case. The Yukon Hybrid, however, is not one of the products that brought the General to Waterloo. Quite the contrary; it’s evidence that when GM invests in product development, it can build first-rate fuel-efficient cars and trucks. The Yukon Hybrid may not be the right vehicle for many shoppers, but it’s a compelling choice for a few. As underwhelming as 20 mpg sounds, it’s a rather dramatic percentage increase for SUV owners who rack up miles in stop-and-go commutes and weekend errands. Need three rows of seats and occasional trailer-hauling capacity, too? The Yukon Hybrid ought to make your short list.

Send Kelsey an email  
Read more

Safety review

Based on the 2010 GMC Yukon Hybrid base trim
NHTSA crash test and rollover ratings, scored out of 5.
Frontal driver
5/5
Frontal passenger
5/5
Nhtsa rollover rating
3/5
Side driver
5/5
Side rear passenger
5/5

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