The Tahoe delivers on the promise of its impressive specifications. On bumpy rural byways that make some SUVs feel like pogo sticks, the Tahoe rides with impressive, sedan-like smoothness. And on smooth highways, the Tahoe cruises effortlessly.Car-based SUV's such as the Lexus RX300 use independent rear suspension to provide the ride and handling customers expect, but the Chevrolet has managed to give the Tahoe those benefits without compromising its cargo-carrying utility. A new five-link independent rear suspension contributes to better ride and handling than any vehicle in this class. The front suspension is conventional in design, except for the springs. To save space, the Tahoe uses torsion bars instead of coil springs. The Tahoe's conventional ladder frame is fully boxed in the mid-section for maximum rigidity, while the front and rear portions are shaped by the same hydro-forming technique used to make Corvette frames. This design is a key to the Tahoe's excellent ride and handling. At the very front of the frame is a section that is designed to crush and absorb impacts in a crash.
The premium ride suspension helps keep the Tahoe level over bumps. This effect is especially pronounced when towing; a trailer tends to cause the towing vehicle to rock back and forth when driving over bumps, but the premium ride system keeps the Tahoe amazingly smooth.
The recirculating-ball steering provides good control and feedback, even if it falls short of the rack-and-pinion steering found on the Ford Explorer and in many sports cars. Tahoe's power steering system is designed for durability by operating at a lower temperature range. A much-tighter 38.3-foot turning diameter makes the Tahoe easier to park than before.
The rear axle now carries dual-piston brake calipers for its disk brakes. Along with bigger front disks, the new Tahoe enjoys a much-needed upgrade in the stopping department. The upgraded brakes perform nicely. As a test, we towed a heavily laden horse trailer without trailer brakes connected and were impressed with its braking ability. A dynamic proportioning system continuously balances the front and rear brakes for maximum braking without activating the ABS.
Under the hood, the Tahoe employs the latest version of Chevy's small-block V8 engine family. These Generation III overhead-valve engines are the best yet and rival competitors' overhead-cam engines for smoothness and efficiency. The new 4.8-liter version cranks out 275 horsepower, which is 20 more than the old 5.7-liter motor. At the same time, it is quite efficient; the 2WD, 4.8-liter version, for example, earns 20 mpg on the EPA's highway mileage test. The tested 5.3-liter engine is rated at 285 horsepower and its acceleration performance is impressive. Like the 4.8-liter engine, the 5.3 burns regular unleaded fuel, making pit stops a little more affordable.
Two-wheel-drive Tahoes offer a limited-slip rear differential to give drivers better traction in slippery conditions. More clutch disks than before mean smoother engagement of the differential lock. An available traction assist (not quite true traction control) cuts engine power as needed to help maintain traction to the rear tires. A second-gear winter start feature in the automatic transmission also helps get the Tahoe rolling without wheel spin under slippery conditions. These two systems should make the 4x2 Tahoe sufficient for all but those who live at the end of long driveways in snowy climates.
All Tahoes are equipped to accept a lighting plug for trailer towing, and have provisions for connecting a trailer brake controller very easily. They also have a deeper oil pan on the transmission to provide a better supply of cool transmission fluid while towing. Our Tahoe LT equipped with the towing package included a receiver hitch and an external oil-to-air transmission cooler. Chevy says the cooler is unnecessary, but that customers who tow with the Tahoe install them universally. Cool transmission fluid is vital to transmission life, so better safe than sorry.
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