Suitability Parameters:
Speed Merchants: No
Fashion Victims: Yes
Treehuggers: No
Mack Daddies: No
Tuner Crowd: No
Hairdressers: No
Penny Pinchers: No
Euro Snobs: No
Working Stiffs: Yes
Technogeeks: No
Poseurs: No
Soccer Moms: No
Nascar Dads: No
Golfing Grandparents: No

Also Consider:
• Chevy Tahoe
• Toyota Sequoia
• Infiniti QX56
• Ford Expedition
• Lincoln Navigator
• Nissan Armada

Vitals:
• Manufacturer: GMC
• Model tested: Yukon Denali AWD
• Model year: 2008
• Base Price: $50,185
• Price as Tested: $55,750
• Engine type: 6.2-liter Vortec 6200 V8 SFI
• Horsepower: 380 @ 5,700rpm
• Torque: 417 lb/ft @ 4,400 RPM
• Red Line: 6,500 RPM
• Transmission: Hydra-Matic 6L80, 6-speed automatic
• Curb Weight: 5,838 lbs
• LxWxH: 222.4" x 79.1" x 77.1"
• Wheelbase: 116.0"
• Tires: P265/65R18
• Drive type: AWD
• 0 - 60 mph: 8.0 seconds
• 1/4-mile: N/A
• Top speed: 105 MPH
• EPA Fuel economy city/highway: 13/19 MPG
• NHTSA crash test rating: 5 Stars Driver/Passenger/Side Impact

Also see:

• 2008 GMC Yukon Denali, Part One
• 2008 GMC Yukon Denali, Part Two

Acceleration: ****
The big 6.2-liter Vortec V8 gives you as much power as you need, whenever you need it. While we didn't have the opportunity to try to mash the pedal to the floor while towing, the 380 horses let us dart through traffic better than we expected we should have been able to, given the sheer size of this beast.

Braking: ****
Given the size, you'd expect long stopping distances, but the four-wheel disc brakes worked with aplomb, even when encountering the pressures of coffee-spilling stops that scared the bejeezus out of even our stony-faced road test editor. Seriously, we've just gotten those pants back from the cleaners — you know how many times it took for them to get the coffee stain out?

Ride: *****
Like a pillow. What? You didn't know the Yukon is the new Serta mattress? OK, not really, but the Yukon Denali took a series of potholes on I-75 like they were sidewalk cracks. This Huge-UV has the ability to take just about any standard byway or highway, regardless of disrepair, and make you feel like you're on the latest re-surfaced MDOT road.

Handling: **
The GMC Yukon handles like a beached whale. But, despite the Gigantor-like proportions, the turning radius was better than we expected. Still had to do a turn-and-backup on the road outside the ol' apartment building, but at least we didn't have to do it twice. So we guess there's that.

Gearbox: ****
The six-speed auto tranny may be good at helping the General wring that extra mpg out of the GMT-900's, but it's hopeless for feeling what gear you're in. Feel free to use the "+" and "-" buttons on the shift column to move up and down the gears. We didn't.

Audio: ****
Bose surround sound, XM Satellite radio, six-disc CD changer and the premium acoustic package. Nothing more than what you'd expect on a uber-equipped SUV.

Toys: ***
The power tailgate may be nice for the not-so-tall, but we wish it didn't force us to use it. Just another extra 15 seconds before we were comfortable pulling out of our parking spot. The rear DVD system would be great if we had kids in the back seat every day. But we don't and neither should anyone else buying this Giant-UV. Let's re-cap people — do not buy the GMC Yukon Denali as a soccer mom-mobile. And when are we going to get Xenon's GMC?

Value: **
At $55,750.00 the 2008 GMC Yukon Denali is more than some people put down to buy a house. Most people who need the room and size will probably find a non-Denali trim version will work out just fine for them and fulfill all their needs. And do it for $10,000 cheaper. This Truck-UV is only a value proposition if you're hauling lots of people and all their equipment. Period.

Overall: ***
It all comes down to what you're looking for. Frankly, although it works for us, there's very few folks it'll do the same for. And the Chevy Tahoe looks better, does the same thing, and costs much less money.

Also see:

• 2008 GMC Yukon Denali, Part One

I think I'm now one of those people who "knows" I need one — at least some of the time. Since January, I've now spent so much time in the 2008 GMC Yukon Denali, I almost feel like GM should just hand over the keys. But I can't help it. The Yukon just seems to be a convenient choice whenever we've got the team in the Detroit area and we need a heavy hauler to lug our portly auto-writing frames around. Not to mention seemingly having more equipment in tow than is needed to put together a Top Gear segment.

Case in point. My most recent time spent behind the wheel of the new up-optioned Yukon was the end of last month — for a quick photo shoot with an upcoming vehicle being revealed at the New York Auto Show. With an extra two guys in town and their assorted video and camera equipment, that standard CUV's just going to end up getting stuffed to the gills. Not the Yukon.

As if hoisting myself into the driver's seat isn't enough, all it takes is a quick look out the front windshield (or into the rear-view mirror, across the cavernous double rear rows of seats and out the rear window) and you notice your vision falling well above the roofs of most cars in your line of sight. That's all you really need to remind you this ain't no pansy crossover you're rumbling down the road in.

Or you could just look at your gas gauge. Yeah, it's no 20 miles-plus per gallon CUV, that's for sure. Close to 20, maybe — we saw 17.8 MPG in mixed city/highway driving (EPA 13/19) — but definitely not 20-plus. But you're also not going to find any crossover on the market with a 6.2-liter V8 under the hood giving you 380 horses to play with and max torque of 417 lb-ft. But you'll need an engine that big with an animal packing 5800+ pounds unladen, like the Yukon truck-UV. Anything less would be pokey given this elephant of a vehicle's pack animal purpose.

It kills me when I see a MILF driving a Yukon or it's Chevy brother, the Tahoe, through the suburbs of Metro Detroit. That's because the Yukon, like any pack animal, isn't designed to pick the kids up from soccer practice or bring the groceries to your suburban home. Save those suburban tasks for something smaller, more pedestrian and definitely more pocketbook friendly at the pump. No, this camel of a cargo-carrier should only be used when you've got seven souls in the seats and all 45.8 cubic feet of cargo area behind the third row packed to the gills with equipment. Soccer moms need not apply.

I, on the other hand, feel like I need a vehicle like this. Well, at least I do when I'm not paying for it.

Depending upon which automotive deity you worship before, you may have called it "Ranchero," "Caballero," "Sprint," "El Camino" or even the Flying Spaghetti Monster of truck-cars, "Justy." But whatever the name, they all hold a very special place in our heart. But until now our feverish hunger for a return to glory for this most unique automotive form factor was fed only by rumors and the occasional Honda Ridgeline. But while the U.S. market has seen a low tide of V8-powered, rear-wheel-dive, pickup-cars since the '60s, it's only because Australia has had wave upon wave holding the high tide of hoonage down under. While not wearing the proud badges of "El Camino" or "Ranchero," the Aussie truck-cars have still held fast to their roots, merging the fuel efficiencies and ride characteristics of a car platform with the utility of a truck bed — and then providing a high-powered V8 version just for the hoons.

But the history is just that — history. To start with, the Denali XT's design includes a new take on the standard GMC grille, adding a prominent, four-bar element to the large, red GMC logo and the Denali black-mesh background. Flared fenders accentuate a wide road stance, enhanced when the Denali XT is lowered on its air-adjustable suspension to improve aerodynamics. The 123.4-inch frame is accentuated by the ginormous 23-inch wheels and custom Kuhmo tires. But this concept isn't just a Commodore with fender flares, a pickup bed, and a new grille; it's a totally new shape, unlike anything else on the road — in Australia, this country or anywhere else in the world. True, when you first glance at it, you swear you're looking at something straight from the trash basket of Ralph Gilles. And yes, there's some styling in the head- and taillights that appears stolen directly from the R8 design studio. But would you complain if your girlfriend had eyes that looked like Natalie Portman's?

And the interior — meh — who cares about the interior, what about the truck bed? The Denali XT has a 4 1/2 foot long by 4 foot wide bed that can be extended to 6 feet with the Midgate dropped, and we're pretty sure makes it all the way to 8 feet with the dropped rear liftgate. As long as there's room for a thin twin-size mattress and a tattered Zarape blanket, we're happy.

Matching the tailgate "party" potential in back, and befitting the "professional grade" GMC moniker, the Denali XT is meant to be all business in the front — It has a two-mode Hybrid drivetrain with a direct-injection 4.9-liter V8 rated at 326 HP. It'll run on E85 and it has the neat little cylinder-deactivating Active Fuel Management doohickey found on the new GMT-900's. All of which is making GM claim this concept gets 50% greater fuel economy than any other small pickup trucks. This then, is not a reincarnation of the Caballero of old. This new concept can appeal to a slightly more cultured hoon; one who grills not just burgers 'n dogs, but fine seafood as well. Which overall, makes the Denail XT less Billy-Ray in a jean jacket and more Paul Hogan— in a tuxedo. We're thinking it's GM's way of putting the "business" of the truck-car out front first as a stark contrast to the production Pontiac G8 ST we're expecting next month at the New York Auto Show. Yeah, you know — the one that's currently excitingly driving the party in our pants. You knew we'd have to try to get that mullet joke in twice. Full press release below and then head on over to PickupTruck.com for the full ins-and-outs from a professional lover of trucks on the GMC Denali XT.

GMC DENALI XT HYBRID CONCEPT TRUCK DELIVERS 50-PERCENT FUEL ECONOMY IMPROVEMENT

* New, robust design form serves as a test well for GMC's future design direction
* First combination of GM's two-mode hybrid system with E85 ethanol-capable engine
* Height-adjustable suspension and cargo space-enhancing Midgate®

CHICAGO - GMC unveiled the Denali XT concept at the 2008 Chicago Auto Show. It offers a 50-percent increase in combined fuel economy over comparable small pickup trucks when running on gasoline, and it incorporates a new, muscular form in a performance-styled, hybrid sport-utility truck (SUT).

The Denali XT has a unibody architecture and rear-wheel drive, enabling its distinctive design and efficient performance. It builds on the equity of the Denali line and its reputation for advanced engineering and refinement, including the first combination of GM's two-mode hybrid system with an E85 ethanol-capable engine. Denali XT's new, more efficient 4.9L version of GM's small-block V-8 features fuel-saving technologies such as direct-injection technology and Active Fuel Management.

The engine is matched with GM's unique two-mode hybrid propulsion system, giving the powerful SUT exceptional fuel economy and uncompromising capability - including all-electric drive at low speeds. It is a powertrain combination that makes the Denali XT perfectly suited to a variety of active lifestyle activities, such as hauling skis and snowboards to the mountain or towing a sport jet boat to the lake.

"Like all GMCs, the Denali XT is functional and capable, but it blends those traits with a more efficient, sporty driving experience," said Jim Bunnell, GMC general manager. "It is a vehicle that exemplifies GMC's engineering excellence, as well as GM's commitment to hybrid and advanced technologies."

With its unibody structure, the Denali XT is lighter than conventional body-on-frame trucks, with great ride-and-handling characteristics. This design enhances fuel economy while giving the vehicle a sporty driving experience. True to its GMC Professional Grade heritage, the Denali XT is filled with technologies and features that maximize its flexibility, including a cargo space-enhancing Midgate® and height-adjustable suspension.

The Denali XT's proportions are framed around a high cowl and 123.4-inch (3,134 mm) wheelbase. This enhances the vehicle's truck functionality, but packages it in an efficient, unibody architecture.

Design and construction were spearheaded by Holden Design, within the Australian arm of GM's global design and engineering network.

"Denali XT is about working hard, playing hard and enjoying an active lifestyle," said Bunnell. "It is the same philosophy that has helped make the GMC Acadia crossover a huge hit with consumers."

Dramatic design statement

A muscular form and wide, firmly planted stance give the Denali XT a confidently capable road presence. Minimal overhangs, large wheels, sleek headlamps and a low roof profile deliver an aggressive, performance-oriented appearance.

"It is a robust yet tailored design statement that is unlike anything else on the road," said Ed Welburn, vice president, Global Design. "It has the youthful look of a custom automobile that incorporates the capability customers expect from a truck."

The Denali XT's design includes a new take on GMC's iconic grille, with a prominent, four-bar element in addition to the large, red GMC logo and signature Denali background. Flared fenders accentuate the wide road stance. The stance is also enhanced when the Denali XT is lowered on its air-adjustable suspension, which creates a sleeker appearance that simultaneously improves aerodynamics. Large, bold 23-inch wheels and custom Kuhmo tires complement the Denali XT's stance.

Inside, the Denali XT blends mechanical functionality with leather-trimmed comfort.

Billet-metal surrounds, controls and instruments convey the cold precision of an aircraft cockpit. This is balanced by the warmth of bespoke saddle-leather trimmed seats and other contact surfaces.

"The form language is smooth and structured to characterize GMC's power. The details have a deliberately contrasting mechanical aesthetic to mark GMC's engineering sophistication," said Warrack Leach, lead designer.

The interior features innovative instrumentation with "floating" red-illuminated numerals backed by surface chaplets in the clusters and a large integrated vehicle interface screen. The interior illumination was supplied by Osram.

The Denali XT seats four. The high-cowl vehicle architecture enables higher seating positions, allowing the couple distance between front and rear occupants to be reduced without compromising knee room. This packaging efficiency creates generous interior and cargo bed dimensions within a more compact package.

Truck capability

With stiffness that is greater than most conventional, body-on-frame trucks, the Denali XT's unibody structure supports a very capable truck platform. It also serves as the mounting point for a four-wheel independent suspension that gives the vehicle its performance feel on the road. The multilink front suspension features a forward-mounted steering rack and dual lower links with ball joints at the outer ends, providing sharp responses to driver input. At the rear, a four-link suspension design uses coil-over shocks and a decoupled stabilizer bar to enhance cornering control, reduce body roll and optimize longitudinal compliance. In short, it's a truck that hauls more than cargo on twisting roads.

The rear cargo area is wide, deep and flat, with no suspension or wheelhouse protrusions; the cargo floor measures 55 inches long (1,397 mm) by 47.5 inches wide (1,206 mm). It all adds up to the space to haul a wide variety of lifestyle accessories.

The easy-to-operate Midgate can be lowered to extend the cargo-carrying capacity inside the vehicle. The rear seats fold flat to provide a longer floor for carrying items such as skis, surfboards or wood from the home improvement store. A fixed rear window allowed engineers to retain the vehicle's structure, reducing mass and complexity.

The Denali XT has an estimated payload capacity of 1,100 pounds (499 kg) and a towing capacity of an estimated 3,500 pounds (1,587 kg). This capability is delivered through unique vehicle and powertrain integration, where the multiple modes of GM's two-mode hybrid system provide towing capability.

New 4.9L SIDI V-8 and two-mode hybrid system

For the first time, GM's rear-wheel-drive two-mode hybrid transmission is paired with a smaller-displacement version of the small-block engine. The new V-8 4.9L E85-capable engine powers the Denali XT with an estimated 326 horsepower (243 kW). It uses direct-injection technology to produce the power of a larger engine, but consumes less fuel and produces lower emissions.

Also, the functionality of GM's Active Fuel Management system has been expanded through the use of hybrid technologies, enhancing the cylinder-deactivating feature to further improve fuel efficiency.

The Denali XT's two-mode hybrid system is partnered with the 4.9L engine and uses an electrically variable transmission to enhance fuel efficiency in city and highway driving. In city driving, all-electric propulsion is used at low speeds; on the highway, fixed-gear operation enables efficient performance even when towing a trailer.

The specific characteristics of the Denali XT allowed the synergistic evolution of GM's small-block V-8 and two-mode hybrid beyond the recently introduced in GM two-mode hybrid products, such as the GMC Yukon Hybrid and Sierra Hybrid. During this optimization process, additional powertrain technologies have been integrated, including Active Thermal Management, which transfers thermal energy from one driveline component to another to improve efficiency; and a high-efficiency axle configuration, which fundamentally reduces the losses normally associated with conventional axle configurations.

The integration of the advanced internal combustion engine technologies and two-mode hybrid system on the Denali XT reinforces GMC's Professional Grade position as a brand that continues to exceed customer expectations.

# # #

There's a new member of the 2007 GMC Sierra family released amidst the hoopla yesterday, and it's named after the great Mastodon from the 1980s television series Gumby the highest award given in Varsity Scouting a mountain in Alaska, officially called Mount McKinley continuing the unique line of high-performance, luxury edition of GMC SUVs and trucks. This years incarnation of the luxury professional grade truck retains the Denali-specific signature chrome grille and is powered by an exclusive, 400-horsepower 6.2L V8 engine with a six-speed automatic transmission. It comes in either 2WD or all-wheel drive and big 18" polished aluminum wheels standard and even bigger 20" chromes as an option. Although lux, the Mercury Mark LT it ain't, but...at least it'll get higher gas mileage. Also no word on whether the Generall will be slating the Denali version for hybrid status. Check out our photo gallery below for more on GMC's new lux hauler.

Related:
GM's New Truck Hotness, Part II: The 2007 GMC Sierra Extended Cab; GM's New Truck Hotness, Part I: The 2007 Chevrolet Silverado Extended Cab [internal]

Why you shouldn't buy this car:
The Tahoe looks better, and the Escalade has more cachet. 13 miles per gallon in the city. Fifty-two grand is a whole heap of change for a glorified family car - if you really want to haul the kids, buy a Sprinter Van.

Suitability Parameters:
Speed Merchants: Yes
Fashion Victims: No
Treehuggers: No
Mack Daddies: Yes
Tuner Crowd: No
Hairdressers: No
Penny Pinchers: No
Euro Snobs: No
Working Stiffs: Yes
Technogeeks: No
Poseurs: No
Soccer Moms: Yes
Nascar Dads: Yes
Golfing Grandparents: Yes

Also Consider:
Lincoln Navigator
Chevrolet Tahoe
Infiniti QX56

Vitals:
Manufacturer: GMC
Model tested: Yukon Denali AWD
Model year: 2007
Base Price: $47,115
Price as Tested: $52,275
Engine type: 6.2-liter OHV 16-valve V-8
Horsepower: 380 hp @ 5500 rpm
Torque: 417 ft.-lbs. @ 4400 rpm
Redline: 6000 rpm
Transmission: 6-speed manumatic
Curb Weight: 5835 lbs
LxWxH: 202.0 x 79.0 x 75.9 in
Wheelbase: 116.0 in
Tires: P275/55R20 Bridgestone Dueler H/L Alenza
Drive type: all-wheel-drive
0 - 60 mph: 6.2 sec. (Car and Driver, April 2006)
1/4-mile: 15.0 sec. @ 94 mph (Car and Driver, April 2006)
Fuel economy city/highway: 13 / 19
NHTSA crash test rating: front: 5/5 (driver/passenger); side: not tested; rollover: 3

[by Mike Austin]

Related:
Jalopnik Reviews: 2007 GMC Yukon Denali, Part 1, Part 2 [internal]

Exterior Design: **
Two out of three ain't bad, but Denali fails where the Tahoe and Escalade succeed. It's just plain funny-looking up front. As for the clear lenses over the tail lamps: Just because a design element shows up on the Lexus RX doesn't mean it's a good idea. Unfortunately this trend is not about to die, as the upcoming Lincoln Aviator will have the same treatment, but for my part I'm going to beat this issue like redheaded stepchild on a dead horse. Apologies to any redheaded stepchildren who are easily offended.

Interior Design: ***
I was about to suggest this is a four-star interior in a sub-$40,000 Yukon or Tahoe, but the four-wheel-drive Tahoe starts at $38,000, so it's less of a difference than I imagined. At any rate, fit and finish is excellent, and the wood looks good. The Denali's steering wheel is particularly nice - it has a ring of wood around the entire front of the rim for your greasy palms, but leather surrounds the rest of the yoke so your sticky fingers can still turn the wheel. Unfortunately the steering wheel isn't centered with the dash cluster, a carryover from the previous generation. The plastic is all hard-touch. Particularly troublesome is the stiff leather covering the seats. GMC calls it "Nuance" leather, I call it close to really good vinyl.

Acceleration: ****
Only overly sporty trucks like the Porsche Cayenne can beat the Denali in the SUV acceleration race. The Escalade technically has more power, but I figure it's a dead heat in the real world.

Braking ****
The Denali doesn't stop with the urgency of a sports car, or even that of a good sedan, but General Motors does an admirable job on most of their recent vehicles and this is no exception. The pedal feels solid and linear, and the brakes won't fade unless you really plan on abusing them.

Ride *****
The large SUV is the new town car, and the Denali rides like a rolling barcalounger without being too bouncy. It's ideal for highway cruising, but it's also plush on any road in need of repair.

Handling ***
Fifty-eight-thousand hundred pounds does not change direction easily, but the steering is precise and the on-center dead zone from previous generations is gone. Parking is also a cinch due to a more than respectable turning radius.

Gearbox *****
It's got six-speeds, and chances are you won't have any idea what gear you're in. A change in engine tone is the only indication of any shifting going on. The Denali also has a "tap up/tap down" manumatic feature on the shift column that seems like a gimmick, especially when the tow/haul mode already does a fine job of adjusting the shift points for heavier loads.

Audio/Video ****
Bose surround, six-disc in-dash CD changer, and an auxiliary input will keep anybody but an audio snob happy. There's also a rear-seat DVD system with wireless headphones, but second road passengers can also use plug-in headphone and use any of the audio sources the main cabin isn't using.

Toys ****
First off, the Denali does not have high-intensity Xenon headlamps, a feature no $50,000 vehicle should be without. But there are plenty of other gadgets, including the much-loved power tailgate. Remote start is another one of my favorite features. The Denali also comes with rain-sensing wipers, heated seats, heated windshield-washer fluid, and power-fold second-row seats.

Trunk ***
The Denali's large cargo area suffers from a lack of functionality. The third-row seats fold down and flip up behind the second-row, but to gain any appreciable amount of space without obstructing rearward vision, the seats need to be removed - a heavy and cumbersome task. Where do you store the seats, and what do you do if you need them at your destination? A flat-folding solution is needed.

Value ***
The Denali, as tested, costs over $52,000. There are lots of other very attractive vehicles at that price. Those vehicles might not have all the space of the Denali, but they are probably nicer places to be in. Moreover, lesser Tahoes and Yukons can be found for ten grand less.

Overall ***
It all comes back to the clone's dilemma. How is the Denali different from its brethren? In this case, the differences don't wash, as the Denali - and the standard Yukon for that matter - is uglier both the Escalade and Tahoe, and it's not any faster than the Escalade or more affordable than the Tahoe. Let me put it this way: If you could get the 6.2-liter engine in a Tahoe, would there be any reason to get a Denali?

[by Mike Austin]

Related:
Jalopnik Reviews: 2007 GMC Yukon Denali, Part 1 [internal]

This is almost Jalopnik Reviews: Mercury Mountaineer Part 2: Attack of the Clones. Okay, this time it's a GMC Yukon Denali, clone to the Chevrolet Tahoe and Cadillac Escalade. Lest you think this is a Tahoe with a badge slapped on it instead of the "professional grade" product you've come to expect from GMC, know that all of the sheet metal in front of the windshield is unique to the Yukon. The upgrade from everyday Yukon to the chrometastic Denali (even the headlights are shinier) comes with a 380-horsepower 6.2-liter V8 that is unavailable in the Tahoe. This is the same engine found on the Escalade, although the 'Slade has an output of 403 hp to keep it on top of the corporate pecking order. How's that for brand strategy?

Inside, the Yukon is almost exactly like the Tahoe. The main difference is a Denali badge on the steering wheel, and wood-covered doors on the center console bins. Not to say that it's not a decent interior, but is it too much to ask for a different gauge cluster, radio, and HVAC controls?

Driving the Denali is an eye-opening experience into the world of suburban life. This thing is huge. But it would be wrong to condemn the Denali for being in a stupid segment. Whether or not this is the best solution to hauling six or seven passengers is not the matter. And in some regards, excess is a deep-rooted American cultural tradition that goes all the way back to Manifest Destiny. So the real question is, does the Yukon succeed in what it sets out to do?

The answer is a solid yes. The engine is amazingly powerful, never mind the bollocks or the fuel economy. Steering, ride, and refinement are all best in class, although the upcoming Ford Expedition and Lincoln Navigator might challenge that superlative. And it's not to say the Yukon is without faults. The third row seats, for example, are heavy to remove and take up too much space when folded. But the biggest fault with the Denali is the problem with every corporate clone. A standard Yukon or Tahoe starts around $35,000, and while each has fewer niceties and a less-powerful engine than the Denali, they offer the same level of functionality. Is the upgrade worth the price? Previous sales, and GMC continued use of the Denali nameplate suggests that customers say yes. And the Denali has a standard power liftgate that makes this reviewer weak in the knees, but that will all be covered in Part 2. [by Mike Austin]

Related:
GM Reveals New GMC Yukon / Yukon Denali [internal]

GM picked the Los Angeles show today to launch its redesigned GMC Yukon XL and Chevrolet Suburban SUVs — the latest of its GMT-900 full-sized trucks for 2007 to break cover. If the press releases give any indication, the Yukon is the slick, powerful one and the Suburban is its safer than milk counterpart, with a "360-degree perimeter safety system" that includes roof-mounted head curtain side air bags with rollover protection, front-seat safety belt pretensioners and traction control. We love marketing. Click through for more pics.

Press release excerpts:

Yukon XL
Yukon XL and Yukon XL Denali become available in the second quarter of 2006. The XL models have exterior dimensions similar to the regular models, but are about 14 inches (355.6 mm) longer in wheelbase and 20 inches (508 mm) longer in overall length. Yukon XL is available in SLE (cloth trim) and SLT trim (leather appointments), as well as 2WD and 4WD configurations and a heavy-duty model. A third-row seat is standard. A 5.3L V-8 with Active Fuel Management displacement on demand fuel-saving technology is standard. Later in the model year, a new 6.0L all-aluminum V-8 with Active Fuel Management and variable valve timing (VVT) becomes available; a 6.0L V-8 with VVT is offered in heavy-duty models.

Suburban
The 2007 Suburban is available in the second quarter of 2006. It is offered in LS, LT and LTZ models, with 2WD and 4WD (a Z71 off-road package will be offered later in the model year), as well as 1500 and heavy-duty 2500 series. At the start of production, Suburban 1500 models will come with an efficient 5.3L V-8 with Active Fuel Management displacement on demand fuel-saving technology. Later, a new, all-aluminum 6.0L V-8 with Active Fuel Management displacement on demand and variable valve timing (VVT) will be available. A 6.0L engine with VVT and an iron cylinder block is offered on 2500 models.

More at American Car Fans

Related:
Spy Photos: 2007 Chevrolet Suburban [internal]

GM introduced the next suspect in its new GMT900 line of large SUVs, the 2007 GMC Yukon and swankier Yukon Denali. It's added an element of GMC-ness to the trucks, with a more distinctive front-end design compared to the Chevy Tahoe. The Denali's interior also looks pretty good from afar. We'll hold our opinion until we get a-near.

Anaheim: 2007 GMC Yukon/Yukon Denali Photos [GM Inside News]

Related:
GM Reveals New Chevrolet Tahoe [internal]