The GMT900 GMC Yukon in rear-wheel drive is a “big SUV done the traditional way”: body-on-frame strength, a small-block V8 up front, and a truck-grade 6-speed automatic sending torque to a solid rear axle. In LMG form, the 5.3L adds cylinder deactivation (GM’s Active Fuel Management) and, in many builds, FlexFuel capability—both designed to reduce fuel use without giving up towing and highway composure. Ownership is largely defined by two themes: how well the prior owner stayed on top of fluids and cooling, and whether the engine has developed AFM-related valvetrain wear as mileage climbs. The good news is that most service work is straightforward, parts availability is strong, and a well-kept Yukon can still feel tight and dependable at high miles.
Core Points
- Strong towing manners and stable highway tracking for a full-size, body-on-frame SUV.
- Simple RWD driveline usually means fewer 4×4-specific wear items and slightly better fuel use.
- Watch for AFM lifter and cam wear signs, especially after 160,000–240,000 km (100,000–150,000 mi).
- Change engine oil at least every 8,000–10,000 km (5,000–6,000 mi) or 6 months if you do short trips or tow.
- Budget for brake fluid every 2 years and transmission fluid service around 80,000–100,000 km (50,000–60,000 mi) under heavy use.
Explore the sections
- Yukon RWD LMG in context
- LMG 5.3 specifications tables
- Trims packages and safety tech
- Reliability hot spots and recalls
- Keeping the 5.3 healthy
- Driving feel and real mpg
- RWD Yukon versus competitors
Yukon RWD LMG in context
If you want the GMT900 Yukon experience in its cleanest form, RWD is it. You still get the full-size packaging—three rows available, a tall seating position, and a long wheelbase that calms broken pavement—without the added complexity of a transfer case, front differential, front half-shafts, and the extra seals and fluids that come with 4×4. That matters in two practical ways: routine maintenance is simpler, and used examples are less likely to have been abused in deep mud or constant low-range-style torque shock (even if most owners never actually used low traction environments).
The platform itself is classic GM truck engineering: a hydroformed frame, independent front suspension for steering precision, and a solid rear axle designed to carry load without drama. In daily driving, that translates to a Yukon that feels more “heavy-duty” than many crossovers—doors close with a truck-like thunk, the chassis stays composed over expansion joints, and the vehicle prefers smooth, deliberate inputs over quick flicks.
The LMG 5.3L V8 is a key part of the story. It’s part of GM’s Gen IV small-block family, with a timing chain (not a belt) and a long history of parts interchange. LMG commonly pairs with Active Fuel Management (AFM), which can deactivate cylinders during light-load cruising. When it’s working as intended, AFM helps highway fuel use and keeps cabin noise low. When it’s not, it becomes the first thing experienced buyers ask about—because lifter wear can be expensive if it progresses to camshaft damage.
One more nuance for 2007–2014: “LMG” is what you want to see on the RPO sticker for this specific variant, but not every early GMT900 Yukon uses the same 5.3 code, and power outputs vary by calibration and year. Treat the badge as a starting point and verify by VIN build data, not just by seller description. Do that, and the Yukon RWD LMG can be a genuinely satisfying long-haul family and tow vehicle—especially if you value ride stability and serviceability over cutting-edge tech.
LMG 5.3 specifications tables
The tables below focus on the Yukon RWD (GMT900) with the LMG 5.3L V8 and 6-speed automatic. Numbers can vary slightly by model year, emissions calibration, wheelbase (standard vs XL), towing package, and axle ratio. Use them as a practical reference, then confirm exact values by VIN and service literature for your truck.
Engine and performance (ICE)
| Item | Specification |
|---|---|
| Code | LMG |
| Engine layout and cylinders | V8, OHV (pushrod), 16 valves (2 valves/cyl) |
| Bore × stroke | 96.0 × 92.0 mm (3.78 × 3.62 in) |
| Displacement | 5.3 L (5,328 cc) |
| Induction | Naturally aspirated |
| Fuel system | Sequential port injection (PFI) |
| Compression ratio | ~9.9:1 (varies by calibration) |
| Max power | 320 hp (239 kW) @ ~5,200 rpm |
| Max torque | ~454 Nm (335 lb-ft) @ ~4,000 rpm |
| Timing drive | Chain |
| Emissions and efficiency standard | EPA (US market focus) |
| Rated efficiency (typical 2WD) | ~13.8 L/100 km (17 mpg US / 20 mpg UK) combined (varies by year) |
| Real-world highway @ 120 km/h (75 mph) | ~14–16 L/100 km (15–17 mpg US / 18–20 mpg UK) depending on tyres and load |
Transmission and driveline
| Item | Specification |
|---|---|
| Transmission | 6-speed automatic (commonly 6L80 family) |
| Gear ratios (typical) | 1st 4.03 / 2nd 2.36 / 3rd 1.53 / 4th 1.15 / 5th 0.85 / 6th 0.67 / Rev 3.06 |
| Final drive ratio | Commonly 3.08; towing-focused packages may use shorter gearing (varies) |
| Drive type | RWD |
| Differential | Rear open differential (G80 locker availability depends on build and market) |
Chassis and dimensions (standard-wheelbase reference)
| Item | Specification |
|---|---|
| Suspension (front/rear) | Independent front; solid rear axle with coils and links (typical GMT900 SUV layout) |
| Brakes | 4-wheel discs with ABS and stability control |
| Wheels and tyres | Often 17–20 in depending on trim and options |
| Length / width / height | ~5,130 / 2,007 / 1,951 mm (~202.0 / 79.0 / 76.8 in) |
| Wheelbase | ~2,946 mm (~116.0 in) |
| Turning circle | ~12.4 m (~40.7 ft), varies by wheels and tyres |
| Kerb weight | ~2,400–2,650 kg (~5,290–5,840 lb) depending on equipment |
| GVWR | Commonly around 3,265 kg (7,200 lb), varies by label |
| Fuel tank | ~98 L (26 US gal / 22 UK gal) typical |
| Cargo volume | Market-measured; varies by seats and wheelbase—verify by model year and interior configuration |
Performance and capability (realistic owner expectations)
| Item | Typical result |
|---|---|
| 0–100 km/h (0–62 mph) | ~8.5–9.5 s depending on wheels, load, and conditions |
| Top speed | Electronically limited; varies by calibration and tyres |
| Towing capacity (braked) | Commonly ~3,400–3,900 kg (~7,500–8,600 lb) with proper tow equipment (verify label) |
| Payload | Often ~600–800 kg (~1,320–1,760 lb), varies greatly by trim and options |
Fluids and key service capacities (decision-useful)
| Item | Specification (typical) |
|---|---|
| Engine oil | dexos-approved 5W-30 (commonly used); ~5.7 L (6.0 US qt) with filter |
| Coolant | Dex-Cool type; 50/50 mix; capacity varies (often ~15 L / ~15.9 US qt system total) |
| Transmission fluid | GM-spec ATF for 6-speed; total fill varies; service drain-and-fill is typically partial |
| Rear differential | Gear oil spec per axle; often ~2.0–2.5 L range depending on housing |
| A/C refrigerant | R-134a; charge varies by wheelbase and rear A/C presence |
Electrical (typical)
| Item | Specification |
|---|---|
| Alternator output | Often 160 A class (varies by options) |
| 12V battery | Commonly 70–80 Ah class; CCA depends on brand and climate package |
| Spark plugs | Long-life plugs; typical gap ~1.52 mm (0.060 in) |
Trims packages and safety tech
For 2007–2014, most RWD Yukons you’ll see are SLE or SLT, with Denali sitting above them (usually paired with a different engine). Within SLE and SLT, equipment differences matter because they change not only comfort but also running costs—tyres, brake wear, and suspension complexity can shift with wheel size and load-leveling options.
Trim and option patterns you’ll actually notice:
- SLE typically targets value: durable interior materials, fewer power features, and smaller wheels that ride better and cost less to replace.
- SLT adds comfort and convenience: upgraded seating surfaces, more power functions, premium audio options, and commonly larger wheels.
- Seating varies: many have second-row captain’s chairs; some have a bench. Third-row usability depends heavily on how the vehicle was optioned (and how much cargo you expect behind it).
- Tow equipment is the big functional divider. A factory tow package can add hitch hardware, wiring, cooling upgrades, and sometimes different axle gearing. For buyers who tow, these details matter more than leather vs cloth.
Quick identifiers before you buy:
- Check the RPO codes (build codes) in the glovebox or service records. This is where you verify LMG for the engine and identify tow and axle equipment.
- Look at the tyre size and wheel diameter. Moving from 17-inch to 20-inch wheels often sharpens steering response but increases impact harshness and tyre cost.
- Inspect for rear load-leveling components if equipped. They improve stance under load but add parts that can leak, rust, or fail with age.
Safety systems you can expect:
- Stability control and ABS are core to how these trucks behave in emergency maneuvers. A well-sorted Yukon feels planted, but it is still a tall, heavy vehicle—tyres and brakes are doing a lot of work.
- Airbags typically include front airbags plus side-impact and curtain coverage (exact count and coverage depend on year and configuration).
- Child-seat provisions: LATCH anchors are commonly present, but access can be easier in captain-chair layouts than with certain bench designs.
Driver assistance reality check:
This generation predates the modern wave of standard automatic emergency braking and lane-centering. You may find parking sensors and a reverse camera on later builds or optioned trucks, but do not assume you’re getting today’s ADAS behavior. Treat it like a traditional SUV: good mirrors, good tyres, properly serviced brakes, and a driver who respects mass and stopping distance.
Reliability hot spots and recalls
A Yukon RWD with the LMG 5.3 can be a long-life vehicle, but reliability is very mileage- and maintenance-dependent. Think in systems, not in single “good year/bad year” myths. The same truck can feel rock-solid at 250,000 km (155,000 mi) or feel tired at 160,000 km (100,000 mi) depending on oil change discipline, towing heat, and how quickly small leaks were handled.
Common issues (most owners should be aware of)
- AFM lifter and cam wear (medium to high cost)
Symptoms: ticking that persists when warm, misfire under load, rough idle, loss of power, or recurring cylinder misfire codes.
Likely root cause: lifter collapse or abnormal wear linked to the cylinder-deactivation hardware and oil quality/intervals.
Remedy: diagnosis with scan data and inspection; repairs range from lifters to camshaft and related components. Early detection matters. - Oil consumption and PCV-related mess (low to medium cost)
Symptoms: dropping oil level between services, oily intake tract, smoke on start-up in severe cases.
Root cause: a mix of age, ring and valve-seal wear patterns, and ventilation design sensitivity.
Remedy: shorten oil intervals, monitor level rigorously, address leaks, and confirm the engine is not simply underfilled at service. - Cooling system wear (low to medium cost)
Symptoms: slow coolant loss, overheating in traffic, weak cabin heat, or a sweet smell after shutdown.
Root cause: water pump seepage, radiator end-tank aging, thermostat issues, or hose deterioration.
Remedy: pressure test, replace worn components proactively—especially if you tow. - 6-speed automatic behavior under heat (medium cost)
Symptoms: delayed engagement, shudder at steady speed, harsh downshifts, or fluid darkening quickly.
Root cause: heat and fluid shear, torque converter clutch wear, or neglected service.
Remedy: correct-spec fluid service, adaptation relearn where appropriate, and deeper repair if shudder persists.
Occasional issues (worth checking on a test drive)
- Fuel pump module aging: long crank, stumble on hot restarts.
- EVAP purge faults: rough idle after refueling, check-engine light.
- A/C blend door actuators: clicking behind dash, temperature mismatch left-to-right.
- Suspension and steering wear: clunks over bumps, wandering, inner tyre wear—often alignment plus worn links or bushings.
Recalls and service actions (what to verify by VIN)
Two recall families are especially worth understanding because they are safety-critical and VIN-dependent:
- Takata passenger airbag inflator recall campaigns affected certain GMT900 vehicles in defined priority groups and build ranges; the remedy is replacement of the passenger-side inflator where applicable.
- Ignition lock actuator recall actions applied to certain model years and addressed binding or key-stuck behavior that could lead to unexpected ignition position changes.
Because recall applicability varies by production date and region, the right move is simple: run the VIN through official recall lookup tools and ask the seller for repair documentation. On a vehicle this age, “it’s probably done” is not good enough—verify it.
Keeping the 5.3 healthy
A high-mile GMT900 Yukon rewards boring maintenance. If you do the basics on time—oil, fluids, cooling, brakes—you dramatically reduce the odds of the expensive problems that give these trucks a bad reputation online. Below is a practical schedule that errs on the safe side for mixed driving and occasional towing.
Practical maintenance schedule (distance or time, whichever comes first)
- Engine oil and filter: every 8,000–10,000 km (5,000–6,000 mi) or 6 months for short trips, towing, or lots of idling; extend only if your usage is mostly steady highway and oil level stays stable. Use the correct dexos-approved viscosity for your climate.
- Tyre rotation and brake inspection: every 10,000–12,000 km (6,000–7,500 mi). Tall, heavy SUVs can hide front brake wear until it is severe.
- Engine air filter: inspect every 20,000 km (12,000 mi); replace as needed (sooner in dust).
- Cabin air filter: every 20,000–30,000 km (12,000–18,000 mi) or yearly if you want consistent HVAC airflow.
- Transmission fluid service: around 80,000–100,000 km (50,000–60,000 mi) for towing or heavy city driving; up to ~120,000 km (75,000 mi) for easy highway use. Heat is the enemy—consider a transmission temperature check on long grades.
- Rear differential fluid: every 80,000–120,000 km (50,000–75,000 mi), sooner if you tow frequently.
- Coolant service: about every 5 years, or earlier if testing shows contamination or if components were replaced.
- Brake fluid: every 2 years. It protects ABS components and keeps pedal feel consistent.
- Spark plugs: typically 160,000 km (100,000 mi) class, but inspect earlier if you suspect misfires or poor fuel quality.
- Serpentine belt and hoses: inspect yearly; replace at the first signs of cracking, glazing, or swelling.
Owner habits that prevent big bills
- Check oil level monthly. Many long-term issues start with “it was low once or twice,” then become “it’s always a little noisy.”
- Treat overheating as urgent. A single serious overheat can turn a healthy engine into a chronic problem.
- Keep tyres matched. Even on RWD, inconsistent tyre sizing and cheap rubber can worsen stability and braking distances.
Buyer inspection checklist (fast but effective)
- Cold start: listen for persistent ticking beyond the first minute; note idle smoothness.
- Test drive at steady cruise: feel for shudder or flare during light throttle and gentle grade changes.
- Full-lock parking lot turns: listen for clunks; check steering effort consistency.
- Look underneath: inspect for coolant traces, oil seepage, and rear axle dampness.
- Confirm recalls by VIN: do not rely on verbal assurances.
A Yukon that passes these checks and has proof of fluid services is usually a better bet than a “lower-mile” truck with vague maintenance history.
Driving feel and real mpg
On the road, the Yukon RWD feels like what it is: a tall, heavy SUV built from truck hardware, tuned for stability and comfort more than sharp responses. The steering is typically light-to-moderate in effort, and the front end tracks confidently on the highway. Where you notice the body-on-frame layout is over quick, uneven impacts—potholes and sharp edges can send a firm thump through the structure—yet on longer-wave bumps the Yukon settles quickly and stays composed. This “big, steady platform” character is why so many owners keep them for long road trips.
Powertrain character (LMG 5.3 + 6-speed):
- Acceleration: Strong enough to feel relaxed in traffic, especially once rolling. It is not quick by modern turbo standards, but it’s predictable and linear.
- Transmission behavior: The 6-speed generally keeps revs low at cruise and downshifts decisively for passing. Hunting can happen on rolling hills if you’re right on the edge of torque converter lock-up; manual mode or a small throttle change often stabilizes it.
- NVH (noise, vibration, harshness): At steady speeds, the cabin can be impressively quiet for a truck-based SUV, but tyre choice makes a huge difference. Aggressive all-terrain tyres raise noise and reduce fuel economy.
Real-world efficiency expectations:
A well-running Yukon RWD 5.3 typically lives in the “low-to-mid teens” mpg (US) around town, and can touch the low 20s mpg (US) on gentle highway runs. At 120 km/h (75 mph), expect consumption to rise notably due to frontal area and mass—often in the mid-to-high teens mpg (US) at best, and worse with roof racks, big wheels, winter fuel, or a heavy load.
Cold weather and short-trip penalty:
Short trips are hard on both economy and reliability. The engine spends more time in warm-up enrichment, condensation builds in oil, and AFM may behave differently depending on temperature and load. If your usage is mostly urban and short-hop, plan shorter oil intervals and consider that fuel use will look more like a full-size pickup than a modern crossover.
Towing behavior (what owners care about):
With the right hitch setup and cooling, the Yukon tows with a calm, planted feel. The long wheelbase and weight help stability, but you still need to respect tongue weight, tyre pressures, and brake condition. Expect a substantial fuel penalty under tow—often a 25–45% increase depending on trailer shape, speed, and terrain.
RWD Yukon versus competitors
The GMT900 Yukon RWD sits in a very specific niche: full-size, body-on-frame, V8-powered, and designed to tow while carrying people in real comfort. Many newer crossovers can match interior tech and fuel economy, but few feel as unbothered by load, bad roads, and long distances.
Versus Ford Expedition (same era):
- Yukon strengths: Parts availability is excellent, the small-block V8 ecosystem is deep, and the driving feel is steady and predictable.
- Expedition strengths: Depending on year and powertrain, Ford can offer different torque delivery and packaging choices.
- Decision point: Choose based on maintenance history first. Either can be a great buy or a money pit.
Versus Toyota Sequoia (5.7 era):
- Yukon strengths: Often cheaper to buy used, widely supported by independent shops, and usually easier to source affordable parts.
- Sequoia strengths: Strong reputation for long-term durability and a very robust powertrain feel.
- Decision point: If you prioritize “keep it forever” durability and accept higher entry prices, Sequoia is compelling. If you want value and serviceability, Yukon is hard to beat.
Versus Nissan Armada (older 5.6 era):
- Yukon strengths: More familiar truck service network and commonly better towing-package availability in the used market.
- Armada strengths: Often priced attractively and can feel strong in straight-line performance.
- Decision point: Buy the cleanest, best-documented example; avoid neglected vehicles in this category.
Versus GM siblings (Tahoe and Suburban):
Mechanically, these are close relatives. That can be an advantage: you can shop across all three and choose the best-maintained truck, then focus on the exact seating and cargo layout you need. For many buyers, the smartest “rival” to a Yukon is simply another GMT900 in better condition.
Who the Yukon RWD is best for:
- Families who road-trip often and want a stable, comfortable platform.
- Owners who tow moderate loads and want truck-grade cooling and brakes.
- Buyers who value straightforward service and broad parts support over the latest driver-assistance tech.
If you accept the fuel costs and commit to maintenance discipline, the Yukon RWD LMG remains one of the more practical full-size SUV buys in the used market.
References
- Manuals and Guides | Vehicle Support | GMC 2025 (Owner’s Manual Portal)
- Gas Mileage of 2014 GMC Yukon 2014 (Official Fuel Economy Data)
- Vehicle Detail Search – 2014 GMC YUKON SUV RWD | NHTSA 2014 (Recall Database)
- Part 573 Safety Recall Report 21V-053 2021 (Safety Recall Report)
- Part 573 Safety Recall Report 14V-827 2014 (Safety Recall Report)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, or safety inspection. Specifications, torque values, service intervals, and procedures can vary by VIN, market, model year, and installed equipment. Always verify details using your vehicle’s official service documentation and labeling, and consult a qualified technician when needed.
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