Jalopnik Snap Judgment: This is a smart move by Chevy and GMC. If you give consumers some choice on fuel economy, more than likely they'll take it. Especially if it's at a low cost. That was the biggest problem we've got with the hybrid versions of GM's big SUVs — the added front end dollar figure destroys any possibility for recouping your monetary investment without driving the vehicle for tens of thousands of miles. But anyway, we're glad to see the General making any steps toward fuel economy gains at efficient prices — especially when mixed with the Tahoe's good looks — and without the garish stickering of the hybrid. Full press release below.

GM Full-Size Pickups And SUVs Deliver Better Fuel Economy And Same Great Capabilities With New 'XFE' Models

EPA-rated fuel economy increases to 15 city and 21 highway
Silverado and Sierra have the best aerodynamics in the class
Towing capacity on Silverado and Sierra increases to 7,000 lbs (3,175 kg)
2009 GMC Sierra Hybrid Delivers 25-Percent Improved Fuel Economy With All Of GMC's Professional Grade Capability
2009 Chevrolet Silverado Hybrid Delivers 25-Percent Improved Fuel Economy And Delivers Chevy's Rugged Capability

DETROIT - General Motors is building on the segment-leading fuel economy of its full-size pickups and SUVs with new XFE models of the 2009 Chevy Silverado, Chevy Tahoe, GMC Sierra and GMC Yukon. The vehicles use a combination of mechanical, aerodynamic and mass-reducing enhancements to deliver a 5-percent increase in EPA-estimated highway fuel economy and more than 7-percent improved mileage in city driving.

The aero enhancements make Silverado XFE and Sierra XFE models the most aerodynamic full-size pickups in the industry, with a "Best in Class" 0.412 coefficient of drag (cd). The pickups join the Tahoe Hybrid and Yukon Hybrid as the most aerodynamic full-size SUVs at 0.349 (cd).

The new XFE - Xtra Fuel Economy - models reflect GM's quick adaptation to an evolving market that remains a very important segment. They are available on 2WD vehicles equipped with the 5.3L V-8 and six-speed transmission. They achieve 15 city and 21 highway mileage ratings versus comparable non-XFE models' 14/20 ratings. Most importantly, the increased efficiency does not come at the expense of capability. Towing ratings for the Tahoe and Yukon are unchanged, while the Silverado and Sierra increase from 6,600 pounds (2,994 kg) to 7,000 pounds (3,175 kg) due to the new, six-speed transmission and high-capacity cooling package.

"We are pulling out all the stops to deliver a more efficient package for customers who need the capability of full-size pickups and SUVs and want the very best fuel economy," said Gary White, GM North America vice president and vehicle line executive for full-size trucks. "Our pickups and SUVs are already the fuel economy leaders of their respective segments, but our engineers knew greater efficiency was achievable. We fast-tracked the XFE models to get them into dealer showrooms as quickly as possible."

All models carry the XFE name badge and are offered in the LT trim for Silverado and LS and LT trims for Tahoe. Sierra XFE comes with SLE trim and Yukon XFE is offered with SLE and SLT trim. Most regular-production options for all models are available. Silverado XFE and Sierra XFE are offered in 2wd crew cab body styles only. Production begins this fall.

"In addition to the XFE models, GM already offers hybrid versions of the Tahoe and Yukon that achieve up to a 50-percent improvement in city fuel economy and coming in the first half of 2009 are the Silverado and Sierra Hybrids," said White. "These hybrid pickups offer up to 25 percent overall increased fuel economy and greater than 40-percent improved mileage in city driving."

XFE efficiencies

GM's more efficient full-size pickups and SUVs are powered by a 5.3L FlexFuel V-8 (LC9) engine that's built with a mass-reducing aluminum cylinder block and heads. It is rated at 320 horsepower (238 kW)* and 340 lb.-ft. of torque (461 Nm)* in Tahoe and Yukon and 315 hp/235 kW and 338 lb-ft/458 Nm in Silverado and Sierra. The engine is backed by a Hydra-Matic 6L80 six-speed automatic transmission (with high-capacity cooling on Silverado and Sierra).

A rear axle equipped with a fuel-saving 3.08 ratio is also standard on all XFE models. Lightweight aluminum wheels and low rolling resistance tires (with higher tire pressure) also are included on all models.

Other unique content and features for Silverado XFE and Sierra XFE include:

Soft tonneau cover (improves aerodynamics)
Extended front lower air dam (improves aerodynamics)
Lowered suspension and revised chassis tuning (improve aerodynamics)
Aluminum lower control arms (reduce mass)
Aluminum spare wheel (reduces mass)
Seventeen-inch aluminum wheels (reduce mass)
Automatic locking rear differential
Trailering package
Low rolling resistance tires
Other unique content and features for Tahoe XFE and Yukon XFE include:

Lowered suspension and revised chassis tuning (improve aerodynamics)
Aluminum lower control arms (reduce mass)
Aluminum spare wheel (reduces mass)
Eighteen-inch aluminum wheels (reduce mass)
Automatic locking rear differential
Trailering package
Low rolling resistance tires
The new XFE models reinforce GM's commitment to full-size truck leadership, which continue to the industry's best and deliver the fuel economy, capability, quality and choice that are important to customers.

*SAE certified.

Also Consider:
• Non-Hybrid Chevy Tahoe
• Chrysler Aspen / Dodge Durango Hybrid
• Non-Hybrid Chevy Tahoe
• Cadillac Escalade Hybrid
• Non-Hybrid Chevy Tahoe
• Mercedes-Benz GL 320 CDI
• Did we mention the non-hybrid Chevy Tahoe?

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: No
· Technogeeks: Yes
· Poseurs: Yes
· Soccer Moms: No
· Nascar Dads: Yes
· Golfing Grandparents: Yes

Vitals:
· Manufacturer: Chevrolet
· Model tested: Tahoe Hybrid 2WD
· Model year: 2008
· Base Price: $49,590
· Price as Tested: $52,780
· Engine type: 6.0-liter Vortec V8 with two-mode gasoline/electric hybrid
· Horsepower: 332 hp @ 5100 rpm
· Torque: 367 ft.-lbs. @ 4100 rpm
· Wheels and Tires: P265/65R-18 all-seasons on 18-inch aluminum wheels
· Drive type: Rear-wheel drive
· 0 - 60: 8.8 seconds
· 1/4 mile: N/A
· Top speed: 118mph
· EPA Fuel economy city/highway: 21/22
· NHTSA crash test rating front/side/rollover: 5/5/Not Rated

Also See:
2008 Chevy Tahoe Hybrid, Part One
2008 Chevy Tahoe Hybrid, Part Two

Acceleration: ***
Six liters and electric assist be damned, this is a huge truck, and it's not in any hurry to get out of its own way. That said, it never felt dangerously slow, but stepping on the gas when decelerating in electric mode sometimes confused the software, resulting in a delay when you really didn't want one — such as while turning left with opposing traffic approaching. When all else fails, the big Vortec can jump when asked — just don't look at the real-time fuel economy indicator while you've got your foot in it. On the other side, it sure is fun trying to keep yourself in all-electric mode.

Braking: ***
The Tahoe Hybrid hauls itself down to a stop in impressive fashion, with four big discs combining with the hybrid system's regenerative assist. Our complaints weren't with stopping prowess, but rather the odd clunks and whirrs that occasionally accompanied it. Another editor noticed the gas engine/motor system does some sort of transfer of power during braking that makes it feel as though the vehicle has been rear-ended.

Ride: ***
You want smooth and floaty? You can't go wrong with body-on-frame. The Tahoe was designed to be a top-shelf SUV, and it rides like one, keeping passengers disconnected from the surface below through the use of soggy rubber bushings, stout shocks and springs, and a few hundred pounds of sound insulation.

Handling: ***
Read the part about ride above and you'll discover everything you need to know about the Tahoe Hybrid's handling. It's a huge, top-heavy truck. The handling is as good as one can hope to expect from this type of vehicle, with slow, overboosted steering and soggy suspension. It was kind of fun on dirt roads, though.

Gearbox: **
The two-mode hybrid autobox is the heart of GM's hybrid SUVs: Essentially, it integrates the automatic transmission and the electric motors needed for hybrid operation. As a pure automatic, the hybrid shifts imperceptibly. But as mentioned earlier the transitions into and out of gas-power and into purely electric mode aren't always subtle.

Audio: ****
As one would expect in a $50k ride, the Tahoe does tunes justice. Thanks to the Bose Premium Speaker System as standard equipment, including sub tucked into a rear-compartment cubby, we were able to kick Willie's Place sky-high on the XM for our entire drive north. Speaking of, like most GM vehicles, XM radio in the Tahoe is free for three months to get you good and hooked; it's hard not to fall in love with it.

Toys: ****
It's all here: The Tahoe Hybrid has OnStar, satnav, XM, heated seats, tri-zone automatic climate control, overhead DVD, a 120-volt outlet, and power everything. The radio system also has an addictive "hybrid power flow display" that graphically shows what the hybrid system is doing at all times, much like other hybrids on the market. In other words, you get most everything you'd get on an Escalade, including the price tag.

Value: *
The Tahoe Hybrid offers a lot of goodies and a powerful, uniquely efficient powertrain (for a full-size SUV). But at a list price of $52,250, we can think of so many better vehicles for the money that the Tahoe can't compete. When big SUVs were fashionable, folks would pay that kind of scratch just to have one in the driveway. Times have changed.

Overall: **
As far as novelties go, the Tahoe Hybrid is one. It's a nice luxury SUV, but no one buys those anymore. Don't get us wrong, it's much more efficient than a standard Tahoe. But if you need the space and towing capacity, buy a diesel Savana van if fuel efficiency is the priority. At the $50k plus price point where the Tahoe Hybrid sits, there's enough really good competition that this thing is a non-starter. On the other hand, viewed as a first application of the two-mode hybrid system and nothing more, the Tahoe Hybrid shows that GM can build a true hybrid with the best of them; we look forward to seeing the system in something more manageable and less expensive.

Also See:
2008 Chevy Tahoe Hybrid, Part One

A little history first. Back in '78, when the guzzler tax came into existence, it penalized vehicles that got fewer than a combined 22.5 MPG; however, trucks, vans and SUVs weren't included because they made up such as small percentage of personal vehicles. Fast forward 30 years, there's a Grand Cherokee in every garage and some folks say it's high time to revisit the gas-guzzler tax...and perhaps the hybrid tax credit. Let's just say we can see both sides of the argument.

It's probably evidence of how far we haven't come that 22.5 combined MPG doesn't seem all that low to us. Regardless, if we're going to have a tax, then a true gas-guzzler tax should apply to gas guzzlers — vehicles that can't top 18 MPG combined — and be made an across-the-board rule, regardless of vehicle type. Yeah, there'd have to be an out for contractors, and yeah, some folks would cheat. What's new?

What about the hybrid tax credit? The intention was to help folks afford hybrids until the costs have been amortized enough for automakers to lower the price. But guess what? Prices ain't coming down. Instead, it's nothing more than a cheap gimmick. A better alternative would be to apply a "gas-sipper credit," a sort of reverse gas-guzzler tax that would credit buyers of the most fuel-efficient vehicles.

In the end, Americans are going to buy what they want, burn what they want, and drive as fast as they like. It's what we do here, and that's all good by us. But a little cash under the table to "do the right thing" is apparently part of the American way too — especially when it's complete hypocrisy. [blogs.nytimes.com]

The report also mentioned cancellation of a future Hummer product and the potential shuttering of a brand, though no concrete evidence has emerged to clarify whether the Hummer product cancellation and brand closure were one in the same (Hummer) or whether Hummer might be allowed to die on the vine while another weak brand, such as Buick, was closed outright or moved off-shore. [Automotive News (Sub. Req.)]

• Chevrolet — Tahoe (nonhybrid) or Suburban: $2,000 customer cash + $4,000 owner loyalty bonus cash = $6,000 total cash.

Tahoe (hybrid): $0 customer cash + $4,000 owner loyalty bonus cash = $4,000 total cash.

Silverado or Avalanche: $2,000 customer cash + $3,000 owner loyalty bonus cash = $5,000 total cash.

• GMC — Yukon: $2,000 customer cash + $4,000 owner loyalty bonus cash = $6,000 total cash.

Yukon (hybrid): $0 customer cash + $4,000 owner loyalty bonus cash = $4,000 total cash.

Sierra: $2,000 customer cash + $3,000 owner loyalty bonus cash = $5,000 total cash.

• Cadillac — Escalade: $2,000 customer cash + $2,000 bonus cash + $2,000 owner loyalty bonus cash = $6,000 total cash.

[Automotive News (sub. req.)]

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.

GM Premieres First Ever Fuel Cell, Hybrid SUV Fleet At The Oscars

LOS ANGELES - The red-carpet arrivals at the 80th Annual Academy Awards® on Feb. 24, will be transformed with advanced technology vehicles from GMC and Chevrolet. This fuel-friendly fleet - larger than any other assembled for a major awards show before - will enable Hollywood's hottest talent to enjoy stylish and environmentally friendly rides in one of more than 75 vehicles, including the GMC Yukon Hybrid, the zero-gas and zero-emissions Chevy Equinox Fuel Cell and the FlexFuel E85 ethanol-compatible GMC Yukon.

As the only ABC Network automotive sponsor of the 2008 Oscar® telecast, GMC and Chevrolet will bring hybrid and fuel cell technology to the forefront at the red carpet, and other Oscar Week events. The fleet continues GM's major strategic effort to provide "fuel-friendly" vehicles to the entertainment industry and spread the word about GM's environmentally-conscious cars, trucks and SUVs.

"GM's longstanding relationship with Hollywood and our strong commitment to bringing advanced technologies to market that will help diversify fuel sources and reduce vehicle emissions makes this the perfect time for GM to drive 'green' to the Oscars," said Dino Bernacchi, GM Director of Marketing Alliances and Branded Entertainment. "Our outreach to showcase GM's 'fuel-friendly' products will be increasingly evident in the entertainment industry in 2008 with presence at awards shows, film festivals and special events, as well as a heightened product placement effort in movies and television."

GM's ramped-up efforts to drive Hollywood "green" began with "fuel-friendly" vehicles at the 50th Annual GRAMMY Awards and 39th NAACP Image Awards. Chevrolet is also reaching out to the next generation of tomorrow's influencers with the first-ever "Chevy Rocks The Future" event on Feb. 19. GM already provides the largest "fuel-friendly" product placement fleet to Hollywood producers and directors with nearly 20 different vehicle types.

Later this quarter, Chevrolet will hand over the keys to Chevy Equinox Fuel Cell vehicles to major entertainment celebrities for everyday use as part of its Project Driveway program - an effort by Chevrolet to move fuel cell technology from the laboratory into consumers' driveways.

The GMC Yukon Hybrid is the industry's first full-size SUV hybrid. No other hybrid can offer the fuel efficiency and full-size SUV performance including seating for up to 8 passengers and 6,200 lbs. maximum towing.

The 2008 Yukon Hybrid boasts vastly improved fuel economy over its gasoline-only sibling. Two-wheel drive models, for example, deliver 21 mpg in the city, a 50-percent improvement over its 5.3L non-hybrid sibling and comparable to the much-smaller 2.4L-equipped Toyota Camry sedan, according to figures obtained from www.fueleconomy.gov.

This year's Oscars will be the first major awards show where a fleet of fuel cell vehicles will provide transportation for celebrities. The Chevy Equinox Fuel Cell electric vehicle is a zero-gas, zero-emissions vehicle that makes no compromises, achieving 0 to 60 mph in 12 seconds, 236-lb.-ft. of instant torque and top speed of about 100 miles per hour. It seats four, sports 32 cubic feet of cargo volume for everybody's gear, and has a range of approximately 150 miles per fill-up based on the new 2008 EPA adjusted measurement. The Equinox Fuel Cell also features full four-wheel ABS for controlled, confident stopping.

Aside from its dramatically different propulsion system, the Equinox Fuel Cell looks and drives much like a production Chevy Equinox (a small SUV).

In addition to the GMC Yukon Hybrid and Chevy Fuel Cell Equinox, a select number of FlexFuel E85 ethanol-compatible Yukon SUVs will drive to the red carpet. Biofuels such as E85 ethanol have tremendous potential to help offset the world's growing energy demands, and General Motors offers more FlexFuel E85 ethanol-capable models than any other brand, with 2.5 million FlexFuel E85 ethanol vehicles currently on the road. FlexFuel E85 ethanol vehicles can run on either gasoline or E85 ethanol - a blend of 85 percent ethanol and 15 percent gasoline - or a combination of both.

The Academy of Motion Picture Arts and Sciences (AMPAS) will present the 80th Annual Academy Awards for outstanding film achievements of 2007, on Sunday, Feb. 24, at the Kodak Theatre at Hollywood & Highland Center®, televised live at 5 p.m. PST/8 p.m. EST by the ABC Television Network.

[Source: GM]

On Monday, we got a call from our friend Nick, who - thanks to a Blackberry and a spirit of adventure - is the first U.S. customer to take delivery of his very own Smart. The company even gave him a plaque to commemorate the occasion. It credits him in part with, "Initiating a revolutionary change in the way Americans think about transportation."

We do need to change the way we think about the Smart. It is safe. Mercedes developed the original version with the goal of making it as safe as their E-class. Bookended by crumple zones, a steel roll cage surrounds the occupants. Not only does that cage resist deformation in even the most severe impacts, in a crash it will actually activate the crumple zones on larger cars, using their in-built protection to cushion the Smart's occupants, too. It also comes with the full retinue of airbags.

It feels safe, too. The size defines the driving experience, but not in the way you might expect. Rather than feeling intimidated in traffic, you feel empowered. Gone is the need to take responsibility for an acre of SUV on a crowded road. Present is the freedom to move down that crowded road as you see fit. Congested urban streets and crowded highways stop feeling claustrophobic and start feeling easy. It's quick to turn, yet feels more stable than most vehicles twice its size.

It's not too small inside. I'm 6'2" and I couldn't reach the steering wheel with the driver's seat all the way back. Compare it to the front cabin of big SUVs like, say, GM's Yukon / Escalade / Tahoe and the Smart is positively spacious, thanks to it's airy design and upright seats.

It's not Green. The problem is, the Smart isn't that smart. The 1-liter, 70bhp engine has to work hard, so it only averages about 38mpg. Less if you drive fast. In Detroit, Mercedes showed off something they called the Micro Hybrid. It wasn't a hybrid at all, but switched itself off below 5mph, resulting in urban fuel consumption of 58mpg. The Smart desperately needs that technology, or a least a diesel engine.

It's not gay either. Sure, if you live in a doublewide and think Budweiser is the height of sophistication, then the Smart probably doesn't fit your Trans-Am ideal of what a manly car should be. But neither does it carry the level of campness of say, a Volkswagen Beetle. Rather, in traffic, the Smart's driver looks, well, smart.

So the Smart is a more complete, practical car than most people assume it to be - but that's also its biggest problem. Most people who stop to ask what it is think it's electric or at least a hybrid. It isn't. Neither is it cheap. The Fortwo Passion Cabriolet pictured here costs $18,500. It'll still get caught in traffic jams. Look at the Smart as a practical car that's easier to use in an urban environment than anything else, and you'll be happy. Look at it as fundamentally altering the way Americans think about transportation though, and you'll be disappointed.

Installing the hybrid powertrain meant giving the Tahoe a distinctive look. Since the system adds on around 400 pounds of curb weight, GM engineers set about removing mass from other places. Aluminum replaces steel at the rear lift-gate, hood and bumper. An all-new stamping of the hood ties into modified front-end features to increase aerodynamic slip. Even the running boards have been redesigned to help the Tahoe slide thorough the air with less effort. Further mass was extracted from the seats, wheels and tires.

Starting the Tahoe was standard turning-the-key type business. As in Toyota's Hybrid Synergy Drive system, the screen normally occupied by the navigation system now features animated graphics displaying what percentage of which mode is powering the vehicle. There's also a simpler economy gauge with a needle left of the speedometer to prevent driving mishaps while gazing at the fancy display.

Also as in full hybrid systems like Toyota's and Ford's, a feather foot will keep the Tahoe in full electric mode. A leaden foot brought on the familiar Chevrolet V8 kick, which scooted the monster into motion as expected. Some quick regenerative braking brought the Tahoe to a stop, and full autostop mode silenced the behemoth in standstill Santa Monica, California traffic.

The usual engine-driven accessories have been replaced by all-electric versions, so power steering and AC work while the Tahoe is running in both electric-only and autostop mode. Besides hanging out in California, the Tahoe and GMC cousin Yukon have both been run up to the cold of the Great White North for frigidity tests and down to Death Valley for a scorched-earth exam. As GM staff pointed out, the core hybrid technology behind the two-mode transmission had also been torture tested in the running gear of GM-Allison public transit buses before being incorporated into the larger GM hybrid plan, of which the two-mode Tahoe is just one part. The other part is the Volt plug-in dealy.

Cramming hybrid technology into the existing Tahoe body without having to tear up the base platform or the Arlington, Texas plant where the Tahoe will be built has helped streamline production. GM expects to have the two-mode system installed in showroom Tahoes and Yukons available this this Fall as 2008 models. GM says the system improves city mileage by 40 percent. GM's has yet to reveal highway improvement figures, though had said the composite highway target was 25 percent. Engineers say they're hoping to best that highway figure when the official numbers are released.

Channeling the power according to driver demand is the HOS, or Hybrid Operating System. By joining the HOS and two-mode transmission with existing engines, GM plans to make hybrid technology across the entire model lineup. Theoretically there are no limitations as to which engines can bolt up to the two-mode transmission, from full size trucks to smaller Saturns. A turbodiesel or even flex-fuel engine could married to the transmission, with the HOS sorting it all out. Such modularity could give GM an edge when it comes to hybrid line expansion. Pricing has yet to be announced, but we were assured the Tahoe and Yukon Hybrids would not be the most expensive models on the showroom floor. Still, we're saving our change for the Hoss Cartwright Bonanza Edition Yukon.

GM may eat hybrid cost (sub. req.) [Automotive News]

Related:
Tahoe Hybrid to be Produced In Texas; LA Auto Show: 2008 GMC Yukon Hybrid Unveiled [internal]

GMC Yukon Hybrid Website [GMC.com]

Related:
LA Auto Show: 2008 GMC Yukon Hybrid Unveiled; Spy Photos: Cadillac Escalade Hybrid ?; DCX, GM Finally Sign Hybrid Pact; Chrysler Reveals Dual-Mode Hybrid Dodge Durango And Chrysler Aspen, We Drive [internal]

1996 GMC Yukon Custom 2 Door 2002 + Escalade Look [Craigslist]

Related:
Bullrun 2007: What Will Wert Drive? [internal]

GM's Week of the Hybrid may have been punctuated by the plug-in announcement ("we're working on it"), but the most significant hybrid in the General's stable over the short term is the GMC Yukon, which it unveiled at the LA Auto Show earlier this week. The 2008 model, whose release date is still a year away, will feature the GM/DaimlerChrysler/BMW two-mode hybrid-drive system, supporting a Vortec V8 (FYI: the two modes are slow and fast). The system allows electric-only power at low speeds — comparable to Toyota's hybrids — as well as cylinder deactivation and various cam and valve tweaks to increase the small-block's efficiency. Some body pieces have been redesigned to reduce weight. All told, the General is expecting a 25% improvement in fuel economy over a comparable gas-only model. In a pinch, it can also tow 6,000 pounds worth of solar panels back to the underground eco-shack in Taos. That's what we call win-win-sort-of-win. – Mike Spinelli

Related:
Tahoe Hybrid to be Produced In Texas [internal]

Update: Sources tell us it's the Z71 package. We were only kidding calling it the SS...we swear — all for comedic effect.

GM Readying Racier GMT900 SUVs! [Winding Road]

Related:
GM Debuts Largest GMC, Chevrolet SUVs in Los Angeles [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]

The trek up from Pedro to the Convention Center took a tad longer than we expected this morning, and missed arriving in time to catch Jay Leno's arrival onstage in a Z06 Daytona pace car, which he'll pilot during the next running of the 500. The paint job was stupid. Mark LaNeve played straight man to Leno's goofball, and after saying that he thought bi-fuel vehicles would go over well in California because he has a lot of friends that're bi, he went for the biggie in the run-up to the launch of the new-and-ugly Suburban and Yukon XL.

"So, what do you have if I want to take seven or eight guys up to Brokeback Mountain? They're big guys." We personally thought this was totally, completely rad. It obviously took LaNeve by surprise, which we liked. Jay Leno! Onstage in front of the auto industry, insinuating episodes of flannel-ripping man-on-man-on-man-on-man-on-man action would occur if LaNeve hooked him up with a Suburban! LaNeve looked like the heel he seems to be to us. If only we'd had the presence of mind to walk up to him and said, "Hey Marky. Dave from Jalopnik here. Wanna go try out the back of that Hummer over there?" Then again, even if we were gay, we wouldn't touch LaNeve with a forty-foot driveshaft.

Carlist's got a summary of the whole presentation if you're so inclined.

Jay Leno Makes Mark LaNeve Squirm [Carlist]

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]