Chevrolet Tahoe
(GMT1YC) 5.3 V8 (355 HP) Automatic
49 600 - 72 700 usd
Lease price: $1 015 - $759
15 offers

Specifications of Chevrolet Tahoe (GMT1YC) 5.3 V8 (355 HP) Automatic

General characteristics of Chevrolet Tahoe (GMT1YC) 5.3 V8 (355 HP) Automatic

Compared with the outgoing Tahoe SUV, the new model's dimensions have ballooned considerably. It's 6.7 inches longer and has a 4.9-inch longer wheelbase. This equates to a length of 210.7 inches, a wheelbase measuring 120.9 inches, a width (excluding the side mirrors) of 81 inches, and a height of 75.8 inches.

Riding on its standard coil springs, the ground clearance is eight inches, but this goes up to 10 inches on models equipped with air springs. With four-wheel drive, the height increases marginally to 75.9 inches. The Tahoe has maximum approach/breakover/departure angles of 34.5/22/22.5 respectively - these numbers all apply to the Z71 trim with the Air Ride suspension.

The curb weight starts at 5,473 pounds when equipped with 2WD and the 5.3-liter V8, increasing to a heavy 5,904 lbs for the 4WD paired with the turbodiesel engine.

Three powerplants offer varying degrees of efficiency and performance. The base 5.3-liter naturally-aspirated V8 has 355 hp and 383 lb-ft of torque and, like the other engine choices, it is paired with a 10-speed automatic transmission. Last year, this engine used an older six-speeder. A new 3.0-liter Duramax turbodiesel inline-six engine offers up 277 hp and a healthy 460 lb-ft. Finally, the 6.2-liter V8 has the same torque output as the diesel but far more power at 420 hp. Both V8 engines have cylinder deactivation technology to improve efficiency.

The base V8 engine does a decent enough job of moving the new Tahoe's body around town, but it has a lazy demeanor that rewards a more relaxed driving approach, rather than blasting from point to point at top speed. In our tester, we found this engine to feel pretty sluggish, and we would suggest upgrading to one of the other engines if your budget allows. To make overtaking effortless, you'll want to go for the strong 6.2-liter V8, though we think the diesel could be an interesting choice for high-mileage drivers. We tested the larger V8 in the Cadillac Escalade and found it to be more appropriate to motivate a vehicle of this size and weight. In all cases, the 10-speed automatic scores high marks for its quick shifts and refined operation.

The Tahoe isn't a vehicle that will ever be known for being a fuel-sipper, but the new diesel model is far more efficient than either of the gas versions. With 2WD, it will return 21/28/24 mpg city/highway/combined. Those numbers drop to 20/26/22 mpg with the heavier 4WD system equipped. When the 5.3 V8 is fitted, the Tahoe returns up to 16/20/18 mpg in a best-case scenario whether or not 4WD is equipped. In our testing, we observed 16.3 mpg with mostly around-town driving. As expected, the 6.2 V8 is the thirstiest, returning 15/20/17 mpg with 2WD or 14/19/16 mpg with 4WD; last year's 6.2 V8 with 4WD was about one mpg more efficient.

All models have a large 24-gallon gas tank, which means that the range is between 384 and 576 miles depending on the engine and drivetrain choice.

Any way you want it, that's the way Chevy will sell it with regards to seats. Depending on how it's equipped, the Tahoe can seat seven, eight, or nine passengers with varying levels of comfort. Only the base LS trim offers nine seats with three-person benches in all three rows. Sitting in the middle of the front seat isn't exactly comfortable, which is why most Tahoes will ship with a center console up front. The eight-seater Tahoe features a bench in the second and third rows, while the seven-seat variant offers captain's chairs in the second row. The latter is the most comfortable configuration but lacks the ability to carry an eighth passenger in a pinch.

Legroom in the second row is a generous 42 inches, a three-inch increase over the previous generation. But legroom in the third row sees the most noticeable improvement to 34.9 inches, a gain of 10.1 inches. Buyers who want their rear occupants to have even more space will want to opt for the Tahoe's stretched sibling, the Suburban. We will note that hopping into the third row requires the second row to fold and lift forward, which would be impossible with a car seat installed; an ergonomic oversight in our eyes.

Chevy has worked hard to free up more cargo space, and the difference between this model and what we found in prior Tahoe reviews is striking. Behind the second row, trunk space has increased by 19 percent and behind the third row, there is a notable 66 percent gain in packing space. With all seats upright, there is a roomy 25.5 cubic feet of space, which is enough to accommodate six carry-on suitcases. With the third row folded, cargo space swells to a spacious 72.6 cubes and, with both the rear rows folded flat, there is a giant 122.9 cubes. The base model has a manually-folding second and third row, both of which have a 60/40 split. Further up in the range, a power release for the second row and a power-folding third row make it easier to free up space for larger items. Most derivatives enjoy a power-liftgate with hands-free access. In terms of load-lugging, the Tahoe has more space behind its third row than the Ford Expedition which only offers 20.3 cubes.

Both the driver and front-seat passenger have access to their own cupholders, along with a center console bin that is large and includes a removable tray. There are well-sized door pockets in the first two rows and those in front are tiered for even more versatility. There are more cupholders at the back along with seatback pockets on the front seats. If you must, you can spec a power-sliding center console. Although we feel the armrest could just slide manually, we found plenty of utility in this feature, including the ability to place a large bag next to the seat. In its rearmost position, the center console becomes more useful for rear occupants.

Chevrolet Tahoe
(GMT1YC) 5.3 V8 (355 HP) Automatic
49 600 - 72 700 USD
15 offers
General information
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