- Price: NIS 780,000
- Competitors: Cadillac Escalade, Land Rover Defender 130
- Likes: Size, interior space, V8 engine, equipment, towing capacity
- Dislikes: Size, price, fuel consumption, limited off-road capability
- Rating: 8.5/10
The Chevrolet Tahoe is one of the most prominent off-road vehicles in the U.S. Together with its twin sibling, the Suburban, they account for a third of sales in the full-size luxury SUV segment. Alongside them stand other platform siblings like the GMC Yukon, Cadillac Escalade, and other relatives. Every year, a few Tahoe models arrive here through parallel import, but recently General Motors brands importer UMI took up the challenge and started organized marketing of the big Chevy.
The only version imported to Israel is the luxurious High Country, armed with a 6.2-liter V8 engine delivering 420 horsepower. The package price is NIS 780,000, and for now, cheaper trim levels will not arrive here. The economical diesel engine won’t arrive either, which is a shame.
NIS 780,000 is a lot of money, but hey, compared to the Cadillac Escalade, it’s quite cheap! In return, you get 5.37 meters of steel and plastic, a huge interior with 7 spacious seats, an arrival effect worthy of Donald Trump (or the FBI agents accompanying him), and a commanding viewpoint towering above your fellow drivers in Ayalon traffic. The sixth generation Tahoe was introduced in 2021 and received a facelift this year. It is packed with equipment and modern technology, with towing capacity comparable to that of large American pickups.
Design: The photos don’t convey the monumental size of the Chevrolet Tahoe. The squared body rises to a height of 1.94 meters, offering passengers a flight controller’s view from atop a control tower. The Tahoe has no green pretensions and does not try to be aerodynamic, politically correct, or modest; it screams “MAGA” in a hoarse Texan voice. I’m big, I’m huge, watch out! Gentle slopes at the front and rear prevent it from looking too boxy, and giant 275/50R22 tires are planted at the corners. In the U.S., there’s an option (unnecessary, in my opinion) for 24-inch rims, and an off-road Z71 version with 18-inch wheels.
The High Country version decorates the Tahoe with plenty of chrome finishes and four square exhaust tips. It also has electrically retractable side steps — good for kids trying to climb aboard and offering some protection to the chassis underside. The front lighting units are designed with diagonal strips that reminded me a bit of a Korean crossover, but the golden Chevrolet logo takes us back to Texas cattle ranches where it’s king. The design perfectly represents what you get: A bulky and powerful off-road vehicle. Many Israelis will like this show.
Interior: Climbing into the driver’s seat brings you to dimensions unknown in regular cars — the interior space is huge, suitable for dusty cowboys or Beverly Hills housewives alike. The leather seats are spacious and electric, the center console is enormous, adjustable electrically, and has three levels containing everything you want to bring along. I would have liked a cooled compartment for drinks, but you can’t have everything.
A 17.7-inch multimedia screen offers large, easy-to-use menus, alongside physical controls: A large volume knob, air conditioning switches. On the left knee area is a bank of small switches controlling off-road systems, lighting, trailer control, and more; these switches are placed rather low, somewhat challenging to operate while driving. Upholstery and trim materials are quite high quality, but there’s no true premium feel. In some hidden spots (glove compartment, door storage) we found inferior plastic, not what I expect at this price. I was happy to find a rearview mirror with an option for a rear video camera. Remote start and a BOSE 10-speaker sound system let you enjoy quality country music. In front of the driver is an 11-inch instrument cluster and a good heads-up display.
The front seating position is excellent and commanding, and the second row features two captain’s chairs with a central aisle to the third row — a total of 7 passengers. There is also excellent rear space, cold air flows from the vents, and there are many storage compartments and charging points. The rear seats fold at the push of a button, allowing the Tahoe to become a spacious cargo vehicle. The folded seats create a flat floor that allows carrying large items or taking a midday siesta. The panoramic sunroof opens partially. Under the trunk, we were glad to find a real spare wheel — a bit smaller than the regular wheels but not really miniature.
Engine, Performance, Safety: Some competitors (Ford Expedition, Jeep Grand Wagoneer, Toyota Sequoia) have already moved to turbocharged six-cylinder engines, but Chevrolet continues to market the Tahoe with an atmospheric gasoline V8, a descendant of the 1954 Chevrolet small-block featured in classics like the Bel Air or Corvette. The 6.2-liter engine we have here is a vastly improved version of the original V8, offering abundant available power: 420 hp at 5,600 rpm and 63.6 kg·m torque at 4,100 rpm. The 10-speed transmission keeps it at relatively low RPMs where it makes a great sound. This is not the rough, vibrating, coughing 8-cylinder from many years ago; this is a very refined, improved version. I enjoyed hearing the engine roar during acceleration segments though I would have liked an even more present sound. In America, there is also a 5.3-liter V8 with 355 hp and a diesel version that’s said to be excellent.
Chevrolet doesn’t publish performance data, but insiders measured the Tahoe at 6.3 seconds from 0 to 100 km/h, up to about 200 km/h. These are excellent numbers for a mechanical leviathan weighing 2.8 tons. The throttle response is excellent, as is the 10-speed gearbox. Beyond the numbers, I really liked the engine sound and the always-available power; it invites you to press the gas pedal often, destroying any chance of good fuel economy.
Turbocharged six-cylinder engines might be faster and more economical, but come on, those who buy a full-size American SUV aren’t looking to shave tenths of a second off 0-100 km/h or save a few liters of fuel. During the test, fuel consumption ranged from 7.5-8.0 km/l in relaxed intercity driving, 4.0-5.0 km/l in mountainous segments where we enjoyed the engine sound. The average consumption was 6.1 liters, but every liter was worth it.
The Tahoe is equipped with abundant safety systems: Emergency braking in various situations, lane keeping, blind-spot detection, adaptive cruise control, and 7 airbags. Safety alerts send a gentle vibration to the driver’s seat, which is nicer than annoying sounds. The cruise control is a bit nervous for my taste; I would prefer softer acceleration and braking.
Comfort and Handling: The current generation was introduced in 2021 and included replacement of the live rear axle with independent suspension. This is a significant change, and the test High Country version is also equipped with magnetic shock absorbers and air springs for adjustable ride height. This sophisticated setup improved ride comfort on road and trail compared to the previous conservative setup. Despite the improvement, you never forget that this is an off-road vehicle with a sturdy ladder frame. On intercity roads, the Tahoe was very comfortable, but when the asphalt stopped being well-ironed American-style, the body felt the jolts. I would have liked an option for smaller wheels than the oversized 22-inch ones, maybe in a future cheaper version?
With the size and weight of the Tahoe, you can’t expect nimble or sporty road handling. You can choose between driving modes: ‘Normal,’ ‘Sport,’ ‘Tow,’ and ‘Off-road.’ The differences between modes aren’t significant, and most of the time we stayed in ‘Normal.’ In mountainous sections, we chose ‘Sport,’ which mainly changes the transmission behavior. In tight turns, the body leans to the side and the steering isn’t sharp — what else could you expect aboard such a mechanical leviathan? The brakes performed well, biting firmly and not overheating. The tires provided plenty of grip, inspiring confidence and control. The Tahoe is a large, relaxed cruiser capable of maintaining a relatively high speed, but it’s not meant for burning rubber up Mount Gilboa.
The Tahoe is built for the wide boulevards of Los Angeles and Walmart parking lots, but on the narrow streets of Tel Aviv, it felt less comfortable. The lanes are narrow for its size, entering alleys is a bit of a nightmare, and good luck finding parking in the city center. Even if you find a spot, you won’t always be able to fully open the wide doors. The 360-degree cameras help control the surroundings, and there’s also automatic parking — it works at a snail’s pace, but it gets you where you can fit.
Off-road: The Tahoe is equipped with off-road specs including a ladder frame, transfer case with low-range gear, air springs for lift, limited-slip rear differential, traction control, a muscular engine, and large tires. That’s on paper, but off-road it’s less impressive. It handles easy trails fine, but once you face even a minimal technical obstacle, the Tahoe meets the limits of its size. The standard ground clearance is 20.3 cm, less than a Subaru Forester.
The air springs allow ground clearance to rise to 23 or even 25 cm, but that still doesn’t provide good body angles — not to mention that in lifted mode, the Tahoe is uncomfortable on rough trails. Traction control isn’t among the best, and the limited-slip rear differential helps in cross-axle situations.
With the 18-inch wheels of the Z71 version, we would have lowered tire pressure to improve ride comfort and grip, but with 275/50R22 tires, that’s out of the question. On paved trails, it was pleasant to drive the Tahoe, but once the terrain became rocky or included channel crossings and other minor obstacles, I started to sweat. The Tahoe has better off-road capability than ordinary passenger vehicles, but its off-road skills are fairly limited — unless you’re willing to risk some plastic damage.
Bottom line: I liked the Chevrolet Tahoe — it’s a special bird. It’s not a true off-road vehicle, and certainly not a sporty or refined product at the level of European premium SUVs. But it offers a classic American package, mainly giant dimensions and excellent interior space for seven passengers, high safety and technology levels, and an impressive arrival effect, especially in the black FBI color of the test vehicle. In days of politically correct electric cars, the V8 engine rewards you with a great sound and very enjoyable, satisfying throttle response. A towing capacity of 3,400 kilograms will please towing consumers who aren’t enthusiastic about driving a bulky pickup.
UMI expects to sell several dozen Tahoes in the coming year — a very reasonable target. Its power and size will appeal to customers less concerned about purchase price, fuel consumption, or parking difficulties. If UMI decides to bring a cheaper version (an LS model might cost around NIS 590,000 here, and the Z71 off-road around 680,000), it will reach many more customers.
Technical specifications: Chevrolet Tahoe High Country
- Engine: Naturally aspirated 6.2-liter V8 gasoline
- Maximum power (hp): 420/5,600 rpm
- Maximum torque (kg·m): 63.6/4,100 rpm
- Drive: 2x4, 4x4 for road and off-road, ‘Low’ gear
- Off-road aids: Traction control, limited-slip rear differential
Performance:
- 0-100 km/h acceleration (seconds): 6.2 (estimated)
- Top speed (km/h): 200 (estimated)
- Fuel consumption (manufacturer) km/l: 7.0
- Fuel consumption (test) km/l: 6.1
Dimensions:
- Length (m): 5.37
- Width (m): 2.057
- Height (m): 1.941
- Wheelbase (m): 3.07
- Ground clearance (cm): 20.3 up to ~25
- Curb weight (kg): 2,795
- Towing capacity (kg): 3,402
Safety: Not tested in European crash tests; rated “Good” in most IIHS tests in the U.S., but poor in the small overlap front crash test. Autonomous emergency braking, lane departure correction, blind-spot alert, adaptive cruise control.
Warranty: 3 years or 100,000 km