Following the untimely departure of our Jeep Commander from the long-term fleet, we felt obligated to choose another full-size SUV as a replacement. A new platform, redesigned exterior and improved interior made the 2007 Chevrolet Tahoe LT a suitable choice. It only seemed appropriate that it was also equipped with 4WD.
Tahoe's 4WD package includes a standard E85-capable 5.3-liter V8 backed by a four-speed automatic transmission. The engine is the largest engine available for this model and generates 320 hp and 340 lb-ft of torque. GM boasts that this small-block, in combination with its Active Fuel Management technology, gives it segment-leading fuel-efficiency. That's fuel economy to the tune of 15 mpg city and 21 mpg highway. Time will tell the tale, but as of 3,032 miles we're averaging 15.2 mpg.
Those 3,000 miles have already included a haul across the California desert, from Los Angeles to Pahrump, Nevada, home of the cleanest Sonic drive-in we've ever seen. On that drive we concluded that the Tahoe's air-conditioning is among the best and its driver seat is shaped for such interstate runs. It was also on that trip that we recorded our best fuel economy, which included a tank that averaged 21.2 mpg.
The options don't stop with 4WD. We chose to equip our Greystone Metallic Tahoe with another $11,645 worth of comfort and utility-based options. In addition to the LT3 Equipment Group, some of the most notable extras are satellite navigation, rearview camera system (makes parallel parking a breeze), rear-seat entertainment system (a must-have when traveling with kids), locking rear differential, second-row seat heaters and, the most lumbar-friendly feature of all, a second-row power seat release. Yes, press a button and the second-row seat folds to allow easy third-row access. Lower backs everywhere rejoice.
We're also taken by the Tahoe's rich appointments. "After decades of lackluster GM interiors, the new Tahoe's is astonishing," says contributor John Pearley Huffman. "The dashboard looks like it was lifted out of a 1998 BMW 740iL (a great dash), scaled up 10 percent, and shoved into this truck. The switchgear operates elegantly and the materials feel high-quality. It's hard to imagine better-looking real wood than the faux burl forest inside this truck."
At the test track the truck accelerated from zero to 60 mph in 8.8 seconds (the last Tahoe we tested hit 60 mph in 8.6 seconds) and covered the standing quarter-mile in 16.5 seconds at 84.3 mph. Senior Road Test Editor Josh Jacquot noted, "The engine does not come alive until one-third of the way through the tach — odd for an American V8. Below that, the engine speed is very slow." While loading up the options on our LT lightened the pocketbook, it did little to compensate for its 5,770-pound as-tested weight. Nowhere was this more apparent than its 150-foot stopping distance from 60-0 mph.
With its soft Bridgestone Dueller tires squealing along the way, our Tahoe also produced 0.70g on the skid pad before we moved along to the slalom course. The big SUV looked and felt awkward recording its fastest speed here at 55.8 mph. In the midst of its first pass through the slalom we heard the phone ringing. It was OnStar calling to confirm everything was OK. We're awaiting a reply from GM with an explanation of this (to be reported at a later date); however, putting two and two together we presume the call had to do with the car's stability control sensors being pushed to their limits. Whether it's a factor of steering angle versus wheel speed or high lateral-g readings we cannot say, but the computer is apparently predicting impact and notifying OnStar proactively. In our case this incident was a false alarm, but in real-world driving this is a reassuring feature in the event of an emergency.
We haven't yet taken the Tahoe on any off-road adventures to test the capability of its 4WD and 3.73 rear axle; although the truck did just square off in a comparison test, complete with a tow-test, with the Ford Expedition. Not to mention we'll begin posting our experiences on the long-term blog page soon. With the holiday season upon us it's only a matter of time before the tales of long drives and family vacations start rolling in.
Current Odometer: 3,032
Best Fuel Economy: 21.2 mpg
Worst Fuel Economy: 14.0 mpg
Average Fuel Economy (over the life of the vehicle): 15.2 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
Tahoe's 4WD package includes a standard E85-capable 5.3-liter V8 backed by a four-speed automatic transmission. The engine is the largest engine available for this model and generates 320 hp and 340 lb-ft of torque. GM boasts that this small-block, in combination with its Active Fuel Management technology, gives it segment-leading fuel-efficiency. That's fuel economy to the tune of 15 mpg city and 21 mpg highway. Time will tell the tale, but as of 3,032 miles we're averaging 15.2 mpg.
Those 3,000 miles have already included a haul across the California desert, from Los Angeles to Pahrump, Nevada, home of the cleanest Sonic drive-in we've ever seen. On that drive we concluded that the Tahoe's air-conditioning is among the best and its driver seat is shaped for such interstate runs. It was also on that trip that we recorded our best fuel economy, which included a tank that averaged 21.2 mpg.
The options don't stop with 4WD. We chose to equip our Greystone Metallic Tahoe with another $11,645 worth of comfort and utility-based options. In addition to the LT3 Equipment Group, some of the most notable extras are satellite navigation, rearview camera system (makes parallel parking a breeze), rear-seat entertainment system (a must-have when traveling with kids), locking rear differential, second-row seat heaters and, the most lumbar-friendly feature of all, a second-row power seat release. Yes, press a button and the second-row seat folds to allow easy third-row access. Lower backs everywhere rejoice.
We're also taken by the Tahoe's rich appointments. "After decades of lackluster GM interiors, the new Tahoe's is astonishing," says contributor John Pearley Huffman. "The dashboard looks like it was lifted out of a 1998 BMW 740iL (a great dash), scaled up 10 percent, and shoved into this truck. The switchgear operates elegantly and the materials feel high-quality. It's hard to imagine better-looking real wood than the faux burl forest inside this truck."
At the test track the truck accelerated from zero to 60 mph in 8.8 seconds (the last Tahoe we tested hit 60 mph in 8.6 seconds) and covered the standing quarter-mile in 16.5 seconds at 84.3 mph. Senior Road Test Editor Josh Jacquot noted, "The engine does not come alive until one-third of the way through the tach — odd for an American V8. Below that, the engine speed is very slow." While loading up the options on our LT lightened the pocketbook, it did little to compensate for its 5,770-pound as-tested weight. Nowhere was this more apparent than its 150-foot stopping distance from 60-0 mph.
With its soft Bridgestone Dueller tires squealing along the way, our Tahoe also produced 0.70g on the skid pad before we moved along to the slalom course. The big SUV looked and felt awkward recording its fastest speed here at 55.8 mph. In the midst of its first pass through the slalom we heard the phone ringing. It was OnStar calling to confirm everything was OK. We're awaiting a reply from GM with an explanation of this (to be reported at a later date); however, putting two and two together we presume the call had to do with the car's stability control sensors being pushed to their limits. Whether it's a factor of steering angle versus wheel speed or high lateral-g readings we cannot say, but the computer is apparently predicting impact and notifying OnStar proactively. In our case this incident was a false alarm, but in real-world driving this is a reassuring feature in the event of an emergency.
We haven't yet taken the Tahoe on any off-road adventures to test the capability of its 4WD and 3.73 rear axle; although the truck did just square off in a comparison test, complete with a tow-test, with the Ford Expedition. Not to mention we'll begin posting our experiences on the long-term blog page soon. With the holiday season upon us it's only a matter of time before the tales of long drives and family vacations start rolling in.
Current Odometer: 3,032
Best Fuel Economy: 21.2 mpg
Worst Fuel Economy: 14.0 mpg
Average Fuel Economy (over the life of the vehicle): 15.2 mpg
Body Repair Costs: None
Maintenance Costs: None
Problems: None.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
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