First Drive Review
The Tahoe is one of Chevrolet’s primary rainmakers, a truck packed with greenbacks that still rules a segment competitors have let languish. The Tahoe and its larger Suburban sibling alone account for nearly 50 percent of full-size-SUV sales; mix in the numbers generated by the GMC Yukon models, and the market dominance becomes a smackdown. Because of course it did, Chevy launched the new Tahoe in Lake Tahoe, California, and Chevy’s rainmaker even brought some much-needed precipitation to the drought-ridden area. (It was in the form of snow, but the region will take it.)
Similar Utility Vehicle
Much of the Tahoe’s newness carries over from the new-for-2014 Silverado pickup, which is already on sale. Although the frames are different between pickup and SUV, much of the same engineering enhancements apply to the Tahoe. The frame is fully boxed, and 75 percent of it is rendered in high-strength steel. In front, hydroformed rails and new front-axle mounts help increase structural rigidity, Chevy claims, from 16 Hz to 21 Hz. (This, as you might surmise, is a good amount, and also a good thing.) The body structure has been similarly stiffened through an increased use of high-strength steel. On certain suspension impacts, you can still feel small quivers coming through the structure, but they dissipate faster than before.
The independent front suspension is bolted to the frame, and a solid rear axle with coil springs benefits from a slightly wider track. This generation’s big leap forward is the availability of constantly adjusting magnetorheological shocks. Now in its third generation, magnetic ride control is standard and exclusive to the top-level LTZ trim. These shocks seem to round off bumps and keep the Tahoe from wallowing. Even with the optional 22-inch wheels (18s are standard and 20s are available), the Tahoe maintains its luxury-car ride.
Electric power steering, chosen for its simplicity and fuel-economy benefits, is also new. Very little information transfers from the road to a driver’s fingertips, but the steering is accurate and responsive enough for a vehicle this size. Its light effort is welcome, as it imparts some deftness to the 5683-pound Tahoe. In what is becoming a GM-truck hallmark, the steering wheel is not centered with the driver’s seat. It is set slightly inboard, but once you adjust to it, you don’t notice it. Your passenger might notice that much of the HVAC system still lives beneath the glove box and impinges a bit on foot space.
According to Chevy, the new Tahoe’s structure and extra equipment have raised curb weight by just over 100 pounds for four-wheel-drive models and only 18 pounds for two-wheel-drive versions.
