2022 GMC Yukon

A close relative of the Chevrolet Tahoe since the 1990s, the GMC Yukon has since developed more of its own personality. With its own scaled-down Kenworth styling and posher interiors, the Yukon is meant to bridge the gap between the proletarian Tahoe and the fanciest of GM’s big SUVs, the Cadillac Escalade. All three vehicles evolved into their best-ever incarnations in 2021, with comprehensive redesigns. As before, the Yukon comes in two varieties, the 210-inch long standard model and the giant 225.2-inch Yukon XL, a sibling to Chevy’s Suburban. 

Like earlier versions, all three are big body-on-frame SUVs based on GM’s full-size pickups. But the new versions tossed the trucks’ 19th-century rear leaf springs and live axle for a fully independent rear suspension. This freed up lots of cabin space and made the Yukon a much better handler and a smoother driver. GM’s engineers also added an optional turbodiesel six-cylinder engine with class-leading fuel economy. None of these barges are cheap to fuel, but the diesel offers big torque and 23 mpg combined fuel economy.

For 2022 the Yukon gets a major infotainment upgrade and a few additional features, but it also has hot new competitors in the form of Jeep’s Wagoneer and Grand Wagoneer. These new SUVs have a little more room in their third rows and superior off-road ability but guzzle gas. In 2023, stretched Wagoneer Ls will take on the Yukon XL.  Ford has also launched an off-road Expedition aimed at the Yukon’s off-road themed AT4. Other alternatives include the Nissan Armada and Toyota Sequoia, but a new Sequoia is due later this year.

The turbodiesel six is a sedate performer on the road, but its fuel economy greatly improves the ownership experience. For those who really need more power, the aging-but-potent 5.3 and 6.2-liter (AT4 and Denali only) V8s offer much more speed and up to 8,400 pounds of towing capacity. With its redesigned suspension and optional adaptive dampers, the Yukon handles and rides better than ever, but it’s still a giant, heavy vehicle. For tight maneuvering, the optional surround-view system is hugely helpful.

Speaking of huge, the sheer size of the Yukon and how efficiently it uses its footprint means nobody will be uncomfortable inside. Even the third row is adult-friendly, and it ties its GM siblings for offering the most cargo volume of any large SUV, with the regular version offering more cargo room than even the stretched Ford Expedition Max. If you need more cargo room than the Yukon offers, only a full-sized van will suit. The Denali’s interior is quite luxurious, too, but it doesn’t come cheap. The SLT and AT4 offer better value, but six in 10 Yukon buyers prefer Denalis.

2022’s infotainment upgrade makes the Yukon’s systems more comprehensive and easier to use, and they weren’t bad to begin with. It’s a leader in connectivity and tech usability, but the base model lacks active-safety features and adaptive cruise control is absent. Its safety scores are also a mixed bag, but with this much metal protecting you, it feels very secure. The Yukon costs more than its Chevy sister, but it also offers more. Just peruse the option sheet carefully.

Performance: 13/15

GMC offers a trio of powertrain choices on the Yukon, but not are available in all models. SLE, SLT and AT4 trims come standard with a 5.3-liter V8 making 335 horsepower and 383 pound-feet of torque. A 3.0-liter turbodiesel inline six-cylinder engine that returns 277 horsepower and a beefy 460 pound-feet of torque is optional on the SLE (for $945) and SLT ($895).

A 6.2-liter V8 making 420 horsepower and 460 pound-feet of torque is a $2,515 option on the AT4 (a new addition for 2022) and standard on the Denali. In the latter, the diesel shaves $1,500 off the bill. All use a 10-speed automatic transmission driving the rear wheels. Four-wheel drive is a $3,000 option, and standard on the AT4.

The 5.3 is an old engine but still a potent one, and it’s appreciably faster than the turbodiesel, as is the very quick 6.2. But when it comes to long-term life with the Yukon, the added cost of the diesel will probably pay for itself in fuel savings as it is far superior in that regard with little performance tradeoff. The 5.3 gives the Yukon its highest tow ratings, 8,400 pounds in the Yukon and 8,300 in the Yukon XL with rear-drive, but the diesel can manage 7,800 and 7,700-pound ratings in equivalent 4WD versions. 

For a really big vehicle, the Yukon handles quite well and its brakes are more than up to the task of hauling it down from speed pretty quickly. The independent rear suspension makes it a much smoother riding machine than older Yukons, particularly in stretched XL. It’s not easy to maneuver in tight spaces, however, and we recommend the surround-view camera option if you can swing it. Off-road, the one to have is the AT4, with its different face and better approach and departure angles. It’s capable, but Jeep’s Wagoneer is a bit better.

Fuel Economy: 13/15

Even with cylinder deactivation, a stop/start system, and a 10-speed transmission, the Yukon and Yukon XL are enormous vehicles, and that heft blunts fuel economy on the gas-powered versions, which return 16-18 mpg combined depending on configuration. The Ford Expedition (and Yukon XL-like Expedition Max) do slightly better, and Toyota’s upcoming 2023 Sequoia hybrid will be much better, but at the very least the GMCs leave the Nissan Armada and 2022 Sequoia well behind.

We’d rate the Yukon a little lower, however, if it wasn’t for the fuel-sipping turbodiesel. In 4WD  form, the largest, heaviest diesel Yukon XL gets 20 mpg city, 26 highway and 22 combined. The regular size model gets about 1 mpg better in most measures, and rear-drive versions about 1 to 2 mpg better. In our drives of GM SUVs equipped with this engine, we’ve actually seen better than advertised MPG. These are close to best in class among these huge vehicles, and there aren’t yet any plug-in hybrids available in this group of huge utes.

Safety & Driver Assistance Tech: 8/15

The 2022 GMC Yukon hasn’t been evaluated by the Insurance Institute for Highway Safety (IIHS), but earns a four-star overall rating from the National Highway Traffic Safety Administration (NHTSA), earning only three stars for its rollover rating. GMC offers a pretty healthy slate of active-safety features on the Yukon, but they’re not technically standard (they add $495 to the base model SLE but are included on all other trims), which costs it some points in our evaluation.

This suite, which GMC labels Pro Safety Plus, includes lane change alert with blind-spot alerts, lane departure warning with lane keep assist, rear cross-traffic alerts, forward automatic emergency braking with pedestrian detection, rear parking assist, a following distance indicator and automatic high beams. The Yukon’s score would rise by a couple of points if Pro Safety Plus were standard. There are also good trailering safety systems, inherited from the Sierra 1500 pickup.

Adaptive cruise control isn’t available, but if you can wait until 2023, GM’s Super Cruise system is likely to be offered on the new Denali Ultimate trim arriving this fall.

Comfort & Room: 14/15

Almost nobody will feel confined in this big machine, particularly if you opt for the Yukon XL. LeBron James would have enough room to feel comfy in these confines, and there’s acres of room up front and in the second row for drivers large and small. Jeep’s new Wagoneer and Grand Wagoneer have a slight edge in second-row legroom, but it’s small. 

The Jeep’s third-row, however, has room equal to the Yukon XL and seems slightly more comfortable. The difference is going to depend on the individual passenger. Either way, the Yukon has more room back there than the Sequoia or Armada and nearly all smaller three-rows, including the Chevy Traverse and Volkswagen Atlas. The only issue is that getting back there, particularly in the power-seat Denali, can be an awkward dance.

Infotainment: 13/15

Every Yukon gets a 10.2-inch infotainment screen and, new for 2022, a 12.0-inch digital gauge display. Also new this year is the operating system that runs on that screen. While the colorful icons and interface will look familiar to returning General Motors customers, the system is now powered by Google-created software that integrates many functions Google users will find familiar like Maps, Assistant and Play. On lower trims, Google Built-In only comes with a one-month trial, but on AT4 and Denali models a three-year subscription is included.

The new system is as easy to use as GM’s old one, but more extensive. For those who don’t like it, wireless Apple CarPlay and Android Auto are standard. Wireless charging, a Wi-Fi hotspot, a head up display and surround-view monitoring are all optional.

Cargo Space & Storage: 15/15

The GMC has a little less room in the third row than its Ford competitors, but cargo room is best in class. The regular-wheelbase model has 25.5 cubic-feet of space behind the third row, 76.2 cubic-feet with the third row folded, and 122.9 cubic-feet with all seats folded, which is more than the Expedition Max. The Yukon XL, the Max’s opposite number, has a van-like 144.7 cubic-feet with the seats folded. 

If you want more cargo volume than this you’ll have to buy a full-size van or wait until next year’s Jeep Grand Wagoneer L, which may be slightly larger. Beyond sheer volume, the Yukon also has pretty good small item storage capacity, including the clever power-sliding console in the Denali.

Style & Design: 6/10

Considering that the Yukon shares its basic shape with three other popular models, the Chevy Tahoe and Suburban as well as Cadillac’s Escalade, GMC does a good job of differentiating it. Out in front there’s a massive chrome grille that would look at home on a Freightliner while the GMC treatment is more subtle from behind. The Yukon looks brick-like in most trims, but the AT4 gets a unique face to help improve its approach angle. This version actually looks lighter and sportier than the regular one, and is probably the most attractive variation. 

Interior materials are enhanced in this latest Yukon generation, particularly in the high-end Denali. In that version there’s hand-stitched leather, real wood trim, and knurled chrome switches, but some cheap plastics remain. Lower-end models are more functional and less frilly but still look good, and the AT4 again comes with its own sporty-looking seating treatments.

Is the 2022 GMC Yukon Worth it? Which Yukon is the Best Value?

Except for the AT4, all Yukons start out with rear-wheel drive, with 4WD optional for $3,000. Opting for the stretched Yukon XL adds $2,700 to the bill. GMC offers four variations of Yukon starting with the base-model SLE ($54,195 including a $1,695 destination fee), but that model is pretty basic and, unfortunately, all of the safety equipment costs extra. 

The most versatile and best value pick is the SLT, which starts at $60,895 and packs many more standard features than the base model, including the safety suite. Our pick would be a 4WD SLE with the diesel six, the towing package and the SLT luxury group (which adds HD surround vision and other niceties) for $67,335. That’s a big number but the diesel will help salve the pain at the pump.

At $68,695 the AT4 is also a good value, with its standard 4WD, special interior, styling tweaks and added off-road ability, but sadly the diesel is not available in this model.

The luxurious Denali gets most of the headlines when the Yukon is mentioned in the media, and it is a more luxurious vehicle than any other Yukon, and a more powerful one too with its standard 6.2 liter V8. But while it starts at $72,295, adding options quickly inflates the price and it’s pretty easy for a 4WD Denali to top out in the mid-$80,000 range, which is Cadillac Escalade territory.

How Much Does it Cost to Insure the GMC Yukon?

The Yukon’s Insurance costs are comparable to other large SUVs. According to our data, a typical 30-year-old female driver with a clean record can expect an average annual premium of $2,118 for a Yukon AT4 and $2,186 for a Yukon XL AT4, though this averages all 50 states. That compares to $2,123 for a Ford Expedition King Ranch, $1,887 for the Chevrolet Suburban and $2,160 for the Nissan Armada. To get a more accurate picture of your potential insurance expenses, visit our car insurance calculator.