2007 Chevrolet Tahoe Review

The current generation Chevy Tahoe is so much better than the vehicle it replaces, it’s hard to believe they both came from the same company. Improved dynamically, stylistically, and in virtually every subjective and objective measure, Chevy’s full-size sport ute leaps to the head of the class, outdone only by its GMC and Cadillac stablemates. It’s not perfect, and the faults it has can be glaring, but overall, if you’re a boat-towing, motorcycle-hauling, big family-having, don’t-give-a-damn-about-gas-prices type, it’s hard to find a better overall choice. The biggest shame, of course, is that this best Tahoe ever may be something of a swan song, as the popularity of full-size SUVs is fading in light of politics and gas prices.

Our test vehicle was a loaded 2007 Chevrolet Tahoe LTZ, with few if any options left unchecked. The basic LT costs $39,320 (including a $900 destination charge), for which you get air conditioning, power everything, tilt steering, a 5.3-liter flex-fuel V8 engine connected to a four-speed automatic, and a towing package. The $8,860 LTZ package adds a power rear liftgate, leather upholstery, three-zone automatic climate control, 20-inch wheels and chrome grille and exterior trim among many other features. Our test vehicle also featured the $2,250 navigation system, the $1,295 rear seat DVD entertainment system, a $995 sunroof and the exceptionally helpful $250 rear view camera system. The total came to an eye-popping $52,970.

The 5.3-liter flex-fuel engine in our test Tahoe musters a respectable 320 horsepower and 340 lb.-ft. of torque. Floor it and you get acceptable acceleration, and there’s enough grunt down low to keep you pretty satisfied, but the problem is the old-school four-speed automatic. Though once four speeds were plenty, today Chevy’s lagging behind the five and six speeds of other manufacturers; a six-speed is coming, and it can’t happen too soon. The transmission is slow to downshift, and when it does, it’s with more lurching than today’s standards allow. Although this V8 features GM’s active cylinder management, which shuts down half the cylinders under light throttle and deceleration, we still recorded lousy economy of only 13.3 mpg.

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Oh, c’mon. You don’t expect a 5,537-lb. body-on-frame sport utility to actually handle, do you? It’s not a backroad brawler, but its freeway and around town ride is excellent, and its relatively small turning circle helps with maneuverability. There’s very little body-on-frame jitter. We took the Tahoe on our favorite fire roads, a death-defying cakewalk for this four-wheel drive truck. Aside from the low-hanging chin spoiler and runningboards, it’s obvious the Tahoe is otherwise equipped for much more ambitious terrain. It easily absorbed the washboards and ruts on our trail, and was so untaxed that it wasn’t until the end of the drive that we realized we had somehow accidentally switched the drivetrain to two-wheel drive.

Driving the Tahoe at speed on anything twisty isn’t fun, and losing drag races to grannies in Buick Roadmasters isn’t much fun, either. However, if you’re cruising on your way to your favorite camping spot and have to bomb around off the beaten path to get there, or if you’re towing your boat out to the river for a weekend of splashtastic bliss, the Tahoe is fun by extension. And we’ll admit, the big ugly American in us kinda digs the guilty pleasure of driving something this big and thirsty. Then again, we get to expense our fuel bill.

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Something this big had better be comfortable, and the Tahoe doesn’t disappoint. Both front seats offer 12-way power adjustments, and with the adjustable pedals it’s easy to find a good position. Obviously, there’s plenty of head, shoulder, knee and leg room for the driver and front passenger. The primary drawback is the steering column adjustments: The tilt is GM’s anachronistic old-school design, which locks into only a handful of positions. If you don’t like them, you’re out of luck. The Tahoe should offer a modern tilt mechanism, and the lack of a telescope feature is ridiculous. Otherwise, there’s plenty of space for Big Mac butts to spread out and get comfy, even with tall hats on.

Despite its size, second row seating in the Tahoe is tight. Head room is limited, and so is knee room, exacerbated by the low seating position. You do get your own set of air conditioning controls, though. Third row comfort isn’t any better; you’re virtually sitting on a floor-mounted padded cushion, knees in the air, but there’s good head and shoulder room. Our test vehicle had two captain’s chairs in the second row, which made getting in back a snap, even without using the power folding feature on the center row seats. Second and third row passengers do benefit from the DVD player, which will hopefully distract them from their otherwise uncomfortable digs.

Wind doesn’t go quietly around big, square objects, and you hear it in the big, square Tahoe, but not as much as you might expect. The outside mirrors and windshield header are the biggest culprits, but in all fairness the Tahoe is subdued considering its brick-like aerodynamics. The engine only makes itself known when you’re standing on the throttle, where it makes good V8 rumbles. There’s also a good amount of road rumble from the 20-inch tires, but surprisingly little tread slap on small bumps. The interior is gratefully free of rattles and squeaks, even over rough roads.

The view out the front of the Tahoe is commanding, and clearly one of the reasons people buy these kinds of vehicles in the first place. The big side mirrors aid in lane changes, although it’s a truck like this where a blind spot indicator like Volvo’s BLIS system would be most helpful. A quick over-the-shoulder gives you a view of thick pillars and headrests blocking the rear view; add people into the mix and you’re suddenly really glad those mirrors are so big. Watching a movie on the ceiling-mounted DVD screen renders the rearview mirror useless. The reverse camera and parking assist sensors simplify reversing, with the rear view duplicated in the navigation screen.