2011 Chevrolet Tahoe Review

2011 Chevrolet Tahoe

Roomy, strong and refined.

By New Car Test Drive

Overview

The Chevrolet Tahoe offers good towing capabilities and can haul up to
nine passengers or two passengers and a mountain of cargo or anything in
between.

Inside, the first two rows offer legroom and head room comparable to
most sedans but more shoulder and hip room because of Tahoe’s
six-and-a-half foot width. Fold the second row of seats and remove the
third row and the Tahoe offers nearly 109 cubic feet of cargo space.

Towing capacity is up to 8,500 pounds. Based on a platform similar to
the Suburban and Silverado models, the Tahoe makes a stable rig for
pulling trailers.

With its rigid chassis, the Tahoe feels taut for its size, steering is
precise and responsive, and the brakes are capable and smooth. The ride
quality is generally smooth, even with the available 20-inch wheels. At
highway speeds, we found the Tahoe quiet and comfortable.

Engine choices are a pair of 5.3-liter V8s that feature GM’s Active Fuel
Management to save gas; you can’t even feel the switch between four and
eight cylinders, which generally occurs with your foot off the gas or
steady-state cruising. The major difference between the two engines is
that one has a cast-iron block and the other an aluminum block; each
delivers 320 horsepower, is matched with a 6-speed automatic
transmission, and provides all the power and performance most customers
will need. The engines are also E85-compatible, which means they will
run on 85-percent ethanol fuel. EPA fuel economy ratings are 15/21 mpg
City/Highway.

The Tahoe Hybrid has a 6.0-liter V8 of 332 horsepower and a two-mode
hybrid system, and works seamlessly. It offers drastically improved
urban fuel economy and slightly more power compared to other models, but
tows less, weighs more and costs more. The Hybrid model provides an
answer for those who spend the week in city traffic but want to tow up
to 6,200 pounds and bring the family on the weekend. EPA ratings for the
Hybrid are 21/22 mpg City/Highway.

The available Autotrac four-wheel drive can be left engaged on dry
pavement and includes low-range gearing. It comes in handy for rugged
terrain and serious snow and ice, but it’s also handy for yanking a boat
up a slippery boat ramp or pulling a trailer out of a silty, sandy
parking area, those momentary needs that can be so crucial.

Changes for 2011 are limited to new colors and available 20-inch
chrome-clad wheels on the top-of-the-line LTZ model. And the trailering
package now includes an integrated trailer brake controller. The
mid-level 2011 Tahoe LT includes an available Bose premium nine-speaker
audio, plus standard power-adjustable pedals, remote start, rear park
assist, and heavy-duty locking rear differential. The Z71 Off-Road
Package is also available on the LT. A single-speed transfer case is
standard on four-wheel drive models, with a two-speed case optional.

Model Lineup

The 2011 Chevrolet Tahoe comes in LS, LT, LTZ, and Hybrid trim
levels. All those are available with rear-wheel drive (2WD) or Autotrac
four-wheel drive (4WD).

The Tahoe LS ($37,570) and LS 4WD ($41,630) come with cloth upholstery;
tri-zone manual climate control with rear controls; split front bench
seat; power driver’s seat; 60/40 split-folding second-row bench seat;
50/50 split-fold third row; tilt leather-wrapped steering wheel with
radio controls; cruise control; Bluetooth; intermittent wipers
front/rear; power locks, windows and heated mirrors; remote keyless
entry; side assist steps; AM/FM/CD stereo; XM satellite radio; automatic
headlights; theft-deterrent system; luggage rack side and center rails;
front recovery hooks (on 4WD); color-matched door handles; trailer
hitch platform with seven-wire harness; six months of OnStar Directions
and Connections service; and P265/70R17 tires on alloy wheels.

The Tahoe LT ($42,420) and LT 4WD ($45,270) get leather; rear headphone
jacks and audio controls, six-way power front bucket seats with console;
fog lamps; three-zone automatic climate control; adjustable pedals;
park assist; automatic locking rear differential; and remote start. A
Luxury package for LT ($1,825) adds auto-dimming inside and driver
mirrors, power folding and heated exterior mirrors with turn signals and
reverse-tilt, heated first- and second-row seats, HomeLink, and a power
liftgate.

The Tahoe LTZ ($51,055) and LTZ 4WD ($54,160) upgrade to 12-way power
perforated leather front seats, heated and cooled; heated second-row
seats; driver memory system; Autoride suspension; power liftgate;
power-folding reverse-tilt mirrors; auto-dimming inside and driver’s
side mirrors; chrome trim; Bose Centerpoint audio system; navigation;
rear-view camera; XM NavTraffic; and 20-inch polished aluminum wheels
with 275/55R20 tires.

The Hybrid ($50,735) and Hybrid 4WD ($53,540) are equipped between the
LT and LTZ. The Hybrid does not have roof rails, fog lamps, tow hooks,
or a separate glass-opening on the liftgate. Hybrid mechanicals are
warranted for eight years or 100,000 miles. Hybrid models come with a
navigation system with rearview camera, locking rear differential, and
P265/65R18 low-rolling resistance tires on alloy wheels. The Hybrid uses
a 6.0-liter V8 gas engine, rated at 332 horsepower and 367 pound-feet
of torque, and an electric drive system contained within the
transmission.

Options include Navigation ($2,500), polished aluminum 20-inch wheels
($1,795); audio system upgrades; moonroof ($995); retractable side steps
($1,095); trailer brake controller ($200); rear-seat DVD entertainment
($1,295); second-row bucket seats ($590); skid plate package ($150); and
engine block heater ($75). Tahoes that come with second-row buckets can
be ordered with a 60/40 second-row bench at no charge, and larger
wheels can often be downsized to standard 17-inch at no cost for bad
roads, tire chains, and so on.

Safety features include dual-stage front airbags; full-coverage
head-protecting curtain side airbags with rollover sensors; four-wheel
antilock brakes; StabiliTrak electronic stability control with rollover
mitigation; LATCH child safety seat anchors; OnStar; and a tire pressure
monitor. Optional safety features include rearview cameras and rear
park assist, both of which we highly recommend to help the driver spot
small children and people when backing up. We recommend wearing your
seat belts.

Walkaround

The Chevrolet Tahoe features a crisp design with curved edges, fully
wrapped front fascia that eliminates air-grabbing gaps, doors that wrap
over the rocker panels, and a steeply raked windshield.

One result of the streamlined body is optimal fuel economy, according to
GM. Automotive engineers judge wind-cheating aerodynamics by a factor
known as the coefficient of drag: The lower the number, the easier air
flows over it. The Tahoe has a Cd of 0.36. The Hybrid is even more
slippery, with a Cd of 0.34. However, total drag also includes frontal
area, and the Tahoe’s substantial frontal profile means it isn’t as
low-drag as a much smaller vehicle with a slightly higher Cd.

Up front, the Tahoe features a clean interpretation of Chevrolet’s
two-tier front grille with a central bowtie logo. Tow hook openings
flank the license plate frame and they are, on cars so equipped, flanked
by fog lights. The sides of the Tahoe have little ornamentation,
yielding a smooth design. Windows aren’t shrunk in the name of style and
offer a decent view; unlike the Suburban the rear side windows do not
roll all the way down. And at the rear, the liftgate has separate
opening glass to offer easier loading of small items and the bumper top
is ribbed for safer roof loading.

The smooth appearance doesn’t mean the Tahoe looks soft. Built on a wide
frame, this is a commanding vehicle with a strong stance. A bulging
hood enhances its visual strength. Further boosting the muscular look
are standard 17-inch wheels, with 18s and 20s available.

The LTZ model can be distinguished by its standard chrome accents on the door handles and grille inserts.

The Hybrid model has several distinct characteristics. To offset the
added weight of the hybrid system (the Hybrid Tahoe weighs about 250
pounds more than a standard Tahoe) and reduce drag, the front end
features an aluminum hood and front bumper beam, a lowered air dam, and a
slightly larger grille opening to offset the blocked off fog light and
tow hook openings and smaller lower air inlets. Along the sides, the
running boards are tapered front and rear for improved aerodynamics and
the wheel flares are slightly reshaped. At the back, the rear side
pillars, roof spoiler and center high-mounted stoplight have a unique
shape, the tailgate is made of aluminum and has fixed glass, and LED
tail lights. The wheels are more aero efficient and the tires have lower
rolling resistance. The spare tire and jack have been replaced by a
tire inflation kit. Hybrids also carry H logos with a printed-circuit
board-like center and substantial Hybrid wallpaper along the door sides.

Interior Features

The Chevrolet Tahoe instrument panel and center stack are cleanly
designed and easy to use. The gauge cluster is attractive and
informative, dominated by the large, easy-to-read tachometer and
speedometer in black with blue-green numbers; the tachometer scale ends
where redline would otherwise be marked. Oil pressure, voltage and water
temperature gauges are standard, providing data many other vehicles
leave to warning lights.

While largely plastic, the cabin materials are finished well and fit
together with tight tolerances. With the available leather upholstery,
the look is upscale; we find the lighter colors look more luxurious, the
black very businesslike. Small items storage space is abundant, with a
large center console, map pockets in the doors, a big glovebox and a
handy tray below the center stack.

The Hybrid gets a modified instrument panel. The tachometer has an
AutoStop position between 0 and 1000 rpm to show when the gasoline
engine is off but the car is still on, the oil pressure gauge moves to
the voltmeter position, and an Economy gauge goes top left. In theory
this gauge is to give a quick-glance indication of how efficiently
you’re driving, but unlike the others that swing right to show more the
Economy gauge swings right when you’re using the most fuel, not getting
the best economy. It also doesn’t always agree with the screen.

Hybrids have navigation as standard, in part so you can use the screen
(if desired) to watch power flow amongst the gas engine, battery pack
and electric motors. When you lift off the gas to coast or slow the
center screen shows the battery being charged but the Economy gauge
stays planted in its default center position. Only when the brake pedal
is pressed does the Economy gauge needle move left and the screen shows
battery charge. The screen display could be distracting, so just keep
the Economy gauge from swinging right and you’ll be efficient.

The touch-screen navigation/audio systems work well and easily; we never
had to consult the owner’s manual to get what we wanted. If you’re
subscribed you get XM radio and real-time traffic data as well, and
non-navi cars have options with OnStar. The switchgear is clearly
labeled and arranged, the rotary light and drive switches both default
to automatic, and the rear wiper switch is cleanly integrated onto the
turn signal stalk.

The spacious interior of the Tahoe can be enjoyed from any of the three
rows of seats. The driver sits up high with a good view of the road;
steering wheel/seat/pedal/instrument placement is such that the eye is
drawn to right of center. With tilt wheel, power seat (with manual
backrest adjustment on some) and available adjustable pedals most
drivers should find a proper, safe driving position. Roof pillars are
narrower than on a Hummer but they are still substantial; taller drivers
mentioned the top of the left windshield pillar and shorter drivers the
pillar behind the right side door and the third-row seat which should
be left folded when not occupied.

Front and second row seats have leg and headroom just slightly larger
than Chevrolet’s shorter outside Malibu and Impala sedans, but many
inches more in hip and shoulder room that makes three-across in the
second row a realistic proposition. It’s worth noting that the Hybrid’s
lighter-weight front seats are also thinner; they don’t feel any less
comfortable than the standard seats but they add more than an inch to
rear seat knee room and we’d like to see them standard everywhere.

A yank on the second-row seat lever (or push on the optional button)
flips the seat up for access to the third row. We sat in the third-row
seats and found that short-to-average adults fit, though they will
likely feel insulted if kept back there more than 10 or 15 minutes. The
Tahoe’s rear suspension design means there is no foot well behind the
second row; the seats sit on the cargo deck like very well upholstered
beach chairs.

Like the second-row bench, the third-row seats have three seatbelts but
no center headrests. They are split 50/50; the backrests fold down, the
whole seat can be folded up against the second row, or they can be
pulled back and lifted out. Unlike most of the competition big loads in
the Tahoe require leaving the third row out of the truck somewhere.

With the third row out and second row folded Tahoe has full-size cargo
space of 108.9 cubic feet, 60.3 cubic feet behind the second row and
16.9 cubic feet behind the third row. The load height is about the same
height as a typical pickup bed.

Driving Impressions

The Tahoe rides quite well for a big, heavy utility and drives
much less like a truck than its predecessor. We won’t say it drives like
a car, at least any car less than 10 years old because those have also
advanced.

The Tahoe uses independent front suspension and five-link rear
suspension with coil springs at both ends. There is noticeable body
roll, some pitching on frost heaved interstates and nose-dive under
heavy braking, but these characteristics are expected in a truck and do a
good job of communicating how hard you’re pushing it while maintaining
stability. Multiple suspension tuning choices are offered, with a smooth
ride setup standard on most, Autoride providing real-time damping and
self-leveling rear on the LTZ, and the Z71 package for off-road use. The
Z71 is firm and set-up more towards speed over rough terrain than
softness for ultimate articulation, and the Autoride proves useful on
variable road surfaces or towing; do remember automatic leveling on the
truck is not a substitute for a proper weight-distributing hitch.

We prefer the smaller-diameter wheels over the 20-inch wheels. The ride
was comfortable but not at all soft or spongy with the taller tires on
the 17-inch wheels, and a truck with 20s got us along a winding road
only slightly faster than 18s and that difference is easily attributed
to the 20-inch tire being more performance oriented. The 20-inch wheels
might look nice, but they come with tires with nearly three inches less
sidewall area and thus provide much less cushion for absorbing bumps
along the way. We recommend you try the 20s before you buy.

The Tahoe’s steering is among the best in big, truck-based utilities,
nicely weighted and void of free play and any wander. Three-ton trucks
more than six feet tall don’t change direction like cars and if you
approach a corner too fast the Tahoe understeers and scrubs off speed;
the predictability and consistency are ideal for the average Tahoe
driver.

The 5.3-liter V8 and its 6-speed automatic are plenty for the Tahoe, and
the 6-speed lets the engine use its four-cylinder mode to best
advantage; it takes fuel to make power and move the Tahoe down the road,
regardless of the number of cylinders being used.

The transmission will make the right gear decisions, and it has a
tow-/haul mode for use pulling a substantial trailer. It also offers a
manual mode via a shift button on the stalk but you must first move the
lever to the M position. Engaging tow/haul mode changes the one-touch
lane-change signal from three blinks to six, a useful feature.

Maximum tow capacity is listed at 8,500 pounds, but that’s assuming you
go alone in an empty truck. If you plan on bringing friends, gear and
any trailer more than 6,500 pounds, we recommend checking into a
Suburban.

It sounds oxymoronic but driving the Tahoe Hybrid is both different and
the same. You don’t do anything different to drive it, and the
gas-electric drive system controls everything automatically. Turning the
key always switches it on but doesn’t always start the gas engine like
you’re used to; that happens more often at temperature extremes and ours
more when we chose Reverse than when we went to Drive.

At very low speeds in the Hybrid propulsion is by electric power only,
and you have to watch for people walking out in front of you in parking
lots since there is only tire noise. The system will do 30 mph on
electric power alone in ideal circumstances but in most cases the gas
engine is on by 10 mph. The system usually shuts off the gas engine when
the vehicle is stationary and the majority of the time your foot is on
the accelerator pedal it is a combination of the gas engine and electric
motors powering you.

If you step on the pedal hard as you might to get across a busy street
there is a moment, some fraction of a second, before the gas engine
starts and the system delivers its full 367 pound-feet of torque, so you
should try that in the open a couple of times to know exactly how the
truck will respond. There’s enough power to get the Hybrid (and a
4,000-6,000 pound trailer) going easily, though it may sound odd at
first as the gas engine goes to a certain rpm and stays there while the
truck catches up with it.

The Hybrid system uses an Atkinson-cycle 6.0-liter V8 engine and dual
electric motor/generators inside a transmission with four conventional
gears because in certain high-load conditions those are the most
efficient; the 300-volt battery pack is beneath the second-row seat so
it uses no cargo space.

That battery pack is charged by the motor/generators when the gas engine
runs and when you are moving with your foot off the pedal, such as
descents and approaching stop signs. Energy that would normally be
turned into heat by the brakes is used to recharge the battery pack
which is why the Hybrid’s fuel economy advantage is primarily in the
city.

Although the nav-screen display shows the battery being charged when
your foot is off the accelerator pedal, the Economy gauge does swing to
the charge side until the brake pedal is pressed, and it doesn’t go far
right until the pedal is pressed hard. This makes the brake pedal a bit
touchy in maneuvering and makes most drivers stop with more lurch
because energy being recaptured for charging decreases with speed so the
brakes have to take over. This is typical behavior of hybrids and
practice will eventually smooth things but it’s difficult to match a
non-hybrid Tahoe for braking smoothness.

We found that manually downshifting to control speed on long descents
did not appreciably increase the charge rate like we expected it to; gas
engine compression helped but needing the brakes at all surprised us.
The battery could have been at full charge (unlikely after the climb up
the hill) but we never noticed battery charge level on the screen. We
also found that if you got on the brakes hard there was a momentary
delay before the needle-swing to heavy charge rate so the brakes would
smell at the bottom of a tight, winding hill. In comparison, a standard
gas-engine Tahoe where we could use the tap shifter and extra gears for
ideal control didn’t have smelly brakes at the bottom of the hill.

We don’t think the standard Tahoe’s 250-pound weight advantage over the
Hybrid made the difference there, but it probably played some part in
the Hybrid feeling a bit more ponderous than the standard Tahoe. The
Hybrid’s low rolling resistance tires didn’t handle any less competently
than other same-size all-purpose tires, although they feel like
20-inchers on some sharp, small impacts (like lane-divider dots) and we
suspect they run higher pressure than the standard Tahoe. The Hybrid
uses a 42-volt motor to drive the steering pump and while steering feel
is as good as a regular Tahoe we like that this keeps up better in
repeated maneuvering, like trail rides or backing a trailer, and that
the Hybrid’s engine compartment is very clean and uncluttered.

On level urban highways our 4WD Hybrid’s trip computer showed 20.3 mpg;
around town without any gridlock or jams, it showed 16.5; and in a
mixed, relaxed drive it recorded 19.8 mpg (the gas pump and GPS backed
up these numbers). When we drove a similarly-equipped non-hybrid
5.3-liter with the 6-speed automatic in the same places, conditions,
speeds and times, it bettered the Hybrid on the highway at 21.2 mpg, did
13.3 around town and the mixed route at 17.7.

The Hybrid is ideal for people who spend all week plodding around in a
city but take the family and a 4,500-pound trailer out on a weekend.
Without the city use the standard Tahoe will serve as well, and if you
don’t tow a trailer a minivan or larger crossover will have more room,
drive more comfortably, offer the higher seating position, be just as
safe, and get better mileage. Given our test results and the fact that
the Hybrid has a slightly smaller fuel tank, long-distance cruising
range might be better on a non-Hybrid.

Since our nearest E85 station needs most of a fuel tank to make a round
trip to we did not have an opportunity to test on E85. We’ve found no
reason to doubt the 25-percent decrease in mileage reflected in EPA
figures and expect performance to be at least as good as the gasoline
engines.

Summary

The Chevrolet Tahoe offers cargo space, passenger accommodations,
and towing capacity. It’s a full-size truck and handles like one,
offers the versatility of real low-range four-wheel drive, while
delivering a good ride and a pleasant interior. The Hybrid model gets
decent mileage in the city and the standard version is a better
highway-cruiser value.

NewCarTestDrive.com correspondent G.R. Whale reported from Los Angeles, with Kirk Bell in Chicago and Larry Edsall in Phoenix.