Yahoo Autos 2015 Chevrolet Tahoe
More Room Up Front
Front-seat space is improved over that in the previous model. Headroom is up over an inch and a half, so there’s now plenty of air, even if you opt for the sunroof. A large center console borrows some of the Silverado’s switchgear, but the design is entirely new. The instrument cluster features gauges swiped directly from the pickup, which we don’t mind, since they’re simple and easy to read. A 4.2-inch digital display between the instruments can be set to show trip-computer and infotainment data, adjust vehicle settings, or display speed. The vinyl-wrapped gauge pod looks elegant, but if you want real wood in your GM bus, you’ll have to shop at the GMC store, since Chevy only offers the fake stuff.
The 116.0-inch wheelbase is unchanged from that of the previous generation, and rear-seat space and legroom haven’t grown any. But the front-seat backrests are sculpted out to provide more kneeroom, and rear-seat occupants will notice that the rear door openings are larger. Chevy accomplished this by moving the B-pillar forward, making it easier to climb in and out with some semblance of grace. Way back in the third row, not much has changed from the last Tahoe. So the SUV still has the high floor necessary to clear space for the solid rear axle, not your legs. The third-row bench has a fixed seatback angle that won’t strike adults as very comfortable. The cargo floor is high, a result of tucking the spare tire underneath the Tahoe. The LTZ examples we drove at the press preview were equipped with a power auto-folding third row and flip-and-fold second-row captain’s chairs, and they’re definitely nice features to have.
Another Silverado hand-me-down is the 5.3-liter V-8. An offshoot of the new Gen V small-block family, it’s equipped with direct fuel injection, variable valve timing, and cylinder deactivation, and it makes 355 horsepower and 383 lb-ft of torque. It plies its trade through a six-speed automatic with manual shifting capability and a tow/haul mode. An LTZ we drove equipped with the 3.42 locking rear differential (an open 3.08 diff is standard) felt strong and will likely post a 0-to-60-mph time of just under seven seconds.
In the interest of fuel economy, Chevy claims its revised V-8 will operate in four-cylinder mode more often than before, and we did notice that if you’re easy on the throttle and cruising along, the engine will stay in V-4 longer than you expect. The EPA fuel-economy estimates come in at 16 mpg city and 22 highway for four-wheel-drive versions; the rear-drivers get the same city mileage and one additional mpg on the highway.
For the first time in the Tahoe’s history, the front doors aren’t shared with the Silverado’s, allowing designers the freedom to create a more distinctive look for the SUV. So the new doors tuck tight into the body, they’re triple sealed for noise suppression, and the windows have an acoustical laminate layer to further cut down on noise. Chevy’s sound-deadening efforts have paid off. There’s a bit of wind rush from around the A-pillars, but the Tahoe keeps the outside world out as effectively as does a luxury sedan. Tire and road noise are distant.
We like the new exterior styling. Right angles define the greenhouse and give the Tahoe an expensive and sharply tailored look. A sharp bone-line crease runs the length of the Tahoe from the front fender to the taillights, and it helps punctuate the upright, rectilinear design.
The Tahoe doesn’t just look expensive. Opt for a loaded LTZ, and you’ll be staring down a $70,000 window sticker. Prices begin at $45,595 for a rear-drive Tahoe LS, $50,995 for a mid-level LT, and $60,490 for the LTZ. Adding four-wheel drive to any trim level is an $3000. When we’re talking those kinds of dollars, it’s no surprise the Tahoe makes it rain for Chevy.
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