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2018 Chevrolet Tahoe RST Premier Review: The Best Tahoe, at the Worst Price

2018 Chevrolet Tahoe RST Premier Review: The Best Tahoe, at the Worst Price

  • Test Drives

Welcome to Critic’s Notebook, a quick and off-the-cuff car review consisting of impressions, jottings, and marginalia regarding whatever The Drive writers happen to be driving. Today’s edition: the 2018 Chevrolet Tahoe 4WD Premier RST.

It’s hard not to be a a little taken with the Chevy Tahoe RST Performance Package, at first glance. It’s a parts-bin special done right, as only General Motors could do it: a Tahoe outfitted with the bigger 6.2-liter V8, GM’s trick Magnetic Ride Control shocks, the sweet new 10-speed automatic transmission, and an aggressive body kit, among a few other lower-key goodies. (Note: For the sake of brevity, the «RST Performance Package» will be referred to as just «RST» for the rest of this review, even though GM also offers a separate «RST Edition» that’s basically just the cosmetic options on the SUV’s Premier and LT variants.)

But that was until I saw the big, bold price in the last column of the window sticker: $78,450, as tested.

That’s enough to buy a brand-new Chevy Camaro SS and a new Chevy Traverse, if you wanted to fill your garage with 6.2-liter V8 power and have an all-weather seven-passenger hauler. Or it’s enough to take home a nearly-loaded Cadillac CT6—one with the twin-turbo 400-horsepower engine and AWD, the bougie Rear Seat Package, and the groundbreaking SuperCruise autonomous driving assist system. Or, for less than $2,000 more—just 2.5 percent more cash—you could drive off in a new Corvette Z06 capable of blasting from 0 to 60 in less than three seconds and topping out above 200 miles per hour. And that’s all within the GM family.

More pointedly, however, $78,450 is also enough to take home a nicely equipped four-wheel-drive GMC Yukon Denali, or even a new 4WD Cadillac Escalade. (Granted, it’d be a stripper, but it’s not hard to make the argument that stripper Cadillac > loaded Chevy.) Both of those, incidentally, also come standard with the 6.2-liter V8, the 10-speed automatic, and Magnetic Ride Control.

Go outside General Motors to cross-shop SUVs, and the choice becomes even more outlandish. If you’re just looking for an ass-hauling seven-seat SUV with a mean V8 roar, you can grab a fully-loaded Dodge Durango SRT—a rig that runs a 12.9-second quarter-mile—for less than $75,000. If you want space, effortless power, and a nice interior above all else, the Lincoln Navigator’s nicely-equipped Select trim starts at a hair over $78,000 in 4×4 form. Hell, you can drive home in a well-optioned Mercedes-Benz GLS450—one with massaging heated leather seats, no less—for almost the exact same price as the Tahoe RST.

At that price, making the case for a Chevy SUV—even one with all the best parts of the corporate parts bin aboard—requires some Cirque du Soleil-level acts of mental contortion. Well, we only have room to park one car in the driveway. and I really want the big engine and the cool exhaust. but I don’t want Bob and Sally down the street to think we’re were «too good» for them because we got a Cadillac, they’re already pissed enough at us for not coming to Tommy’s fourth-grade graduation party. but seriously, who has a party for a fourth-grade graduation, there’s still another year of elementary school left, it’s not even actually a graduation for chrissakes.

But that doesn’t mean this Tahoe is a bad ride by any means. In fact, like the all-new Ford Expedition, it’s a testament to just how well American carmakers have mastered the full-sized SUV.

The Pros:

  • Damn it, but the Tahoe RST does drive well. Even with the truck riding on 22-inch wheels, the MagneRide smooths over bumps with ease; likewise, the 6.2-liter ladles out the power with such fluidity, you’d never suspect it was pushing around close to three tons. Even half-throttle is enough to launch an aggressive passing maneuver on the highway.
  • The new 10-speed automatic is a marked improvement over the old eight-speed slushbox still found in the likes of slushbox-equipped Corvettes (and much of the rest of the Chevy lineup). Much like the closely-related gearbox found in the 2018 Ford Mustang, it flips through its gears crisply and efficiently, often skipping over intermediate cogs as needed.
  • General Motors dropped the Tahoe off the day after Winter ShitStorm Grayson, a day with temperatures down in the teens and the better part of a foot of crunchy, dirty snow clogging up the curbs and sidewalks of Brooklyn. I’d debated having them cancel the loan, on the grounds that I’d likely wind up stranded like an upside-down turtle if I tried to crawl over the crud and into a parking space. But that was the part of me not used to spending time with giant, four-wheel-drive SUVs. With the 4WD system set to Auto, the RST easily clambered over the icy debris time after time, even with all-season tires in place of the winter rubber that really ought to be standard this time of year.
  • Great controls—simple, intuitive, and ideal for use while driving. Most of the important things you’ll adjust most often—volume, radio tuning, temperature—are controlled by big, rubbery dials whose location quickly becomes muscle memory.
  • Clad in black paint with matching black trim—the sort of look improperly-educated automotive journalists might have once described as «murdered out»—the Tahoe RST stood out in damned menacing fashion, even amongst the fleet of livery-driven TahoeBurbanScalades clogging up New York’s streets. So equipped, it looks like The Ultimate Cop Truck—the sort of hero car Jack Bauer would spend much of his time racing across Los Angeles in during one of those bad days of his.

The Cons:

  • For a truck with a Borla exhaust connected to 6.2 liters of smallblock, it doesn’t sound all that exciting. The noise that is there is pleasing to the ear—a seismic rumble that rips in pitch up every time the 10-speed shuffles down a few cogs to make a pass—but there’s not nearly enough of it for a truck that purports to be a factory-made badass.
  • For such a giant truck, the interior seems a might cramped. Smaller adults—especially those who are short of limb—will likely be satisfied with the second row captain’s chairs, and children young enough to still find the opposite sex icky will be fine in the third row’s bench. But someone of my NBA-like size will likely want to call shotgun every chance he or she gets. (Or, y’know, drive the thing.)
  • The slightly-offset steering wheel will send anyone with O.C.D. into fits.
  • Again, not to harp on this, but it’s a Chevy Tahoe that costs as much as Cadillac’s flagship.

Then I spent 20 minutes drifting around this building in the empty parking lot.

The Chevrolet Tahoe RST, Ranked:

Performance: 3.5/5

Comfort: 4/5

Luxury: 3/5

Hauling people: 4/5

Hauling stuff: 5/5

Curb appeal: 4/5

“Wow” factor: 2/5

Overall: 3.5/5

The Bottom Line:

This may be a bit of stereotyping, but I wouldn’t be shocked to see the Tahoe RST sitting in the driveway of every Chevy-sponsored NASCAR team driver by the end of this time next year. Its combination of an utter lack of pretension, high-performance features, dominating size, and legitimate four-wheel-drive capability seem perfect for folks with money who need a ride that can handle everything from towing to long road trips to shuttling people about town—yet wouldn’t be caught dead in a Lexus or a Lincoln.

But unless you happen to occupy the middle ground of that very specific Venn diagram of «People who can afford an $80,000 car» and «People who are desperately worried about looking conceited,» there are plenty of other SUVs and crossovers out there that offer greater capability, luxury, size, or style for the cash—many of them located within GM’s very lineup.

Now, if Chevy let us lob the $8,245 bundle of RST Performance Package parts onto the $47,000 Tahoe Custom. well, then we’d be talking.

Tested: 2018 Chevrolet Tahoe RST 6.2L 4WD

The quickest Tahoe, but not the Tahoe SS some people might be hoping for.

About a decade ago, Chevrolet got fast and frivolous with SS badges, gluing them on questionable machines like the Malibu Maxx SS, the Impala SS, and the naturally aspirated version of the Cobalt SS. Those cars weren’t worthy of the legendary letters, which first appeared on a high-performance Chevy Impala back in 1961, and their existence only corroded the meaning of Super Sport. The 2018 Chevrolet Tahoe RST proves the gang at Chevrolet has learned from their mistakes. Although this is the quickest and most powerful Tahoe ever, with a strapping 6.2-liter V-8 similar to the one in the Camaro SS and Corvette Stingray, General Motors says the team didn’t even consider slapping SS badges on this SUV. That is a good thing.

Not Every RST Gets the Good Stuff

RST stands for Rally Sport Truck, and it’s an optional package available on the Tahoe’s upper LT and Premier trim levels. The RST is essentially an appearance package that adds black bow-tie badges, gloss black 22-inch wheels (up from 20-inchers) with silver accents, a black grille, black mirrors, black roof rails, and black window trim. Chevy says the RST is inspired by aftermarket tuning trends and calls it a street performance look. The package costs $2630–$2640 (depending on trim level) and does nothing to improve the performance of the full-size SUV. Under the hood, the standard 355-hp 5.3-liter V-8 remains backed by a six-speed automatic transmission.

However, on Premier-level Tahoes like our test truck, buyers can also opt for the RST 6.2L Performance package for an additional $2720 (or $2820 on 4WD models), which is the only way to get GM’s larger 6.2-liter V-8 with 420 horsepower and 460 lb-ft of torque in the Tahoe. The bundle is available on both rear- and all-wheel-drive models, with the latter carrying a $3000 premium. It also includes GM’s new 10L80 10-speed automatic, a shorter 3.23:1 axle ratio (versus a 3.08:1), and adaptive Magnetic Ride Control dampers with a performance calibration. 4WD models also get a two-speed active transfer case. Chevy backs off on the suspension’s spring rates, softening the fronts from 610 to 560 pounds and switching the rears from a variable-rate spring (250/445 pounds) to fixed 245-pound units.

Our example also was equipped with the dealer-installed $2795 Performance Front Brake Kit, which adds upgraded 16.1-inch front rotors (up from 13.0 inches) clamped by red-painted Brembo six-piston calipers. With a few other options, notably the $2435 Sun, Entertainment, and Destinations package (power sunroof and a rear-seat entertainment system), the price of our all-wheel-drive 2018 Tahoe Premier jumped from $66,495 to $79,789.

At the Test Track

With its 26-gallon fuel tank full of 91 octane, our test truck weighed 5782 pounds, which is 135 pounds less than the last Ford Expedition 4×4 we tested. The Tahoe’s balance is impressive, with only 51.6 percent of its weight over its front tires. The big aluminum-block V-8 is set well back in the chassis, with the entire engine behind the SUV’s front axle line. Chevy also uses an aluminum hood to shave weight, for whatever it’s worth in a giant rig like this one.

At the test track, the Tahoe hustled from zero to 60 mph in 5.7 seconds. That’s 1.5 seconds quicker than a Tahoe with the standard 5.3-liter V-8, and it’s the same performance we recorded in the Ford Expedition Platinum 4×4 powered by a 400-hp 3.5-liter EcoBoost V-6. The last Cadillac Escalade we tested, a 2016 model, was 0.1 second slower, but its 6.2-liter was paired with an eight-speed automatic; for 2018 the Escalade gets the 10-speed, as does the GMC Yukon Denali. The Tahoe RST also was quick through the quarter-mile with a run of 14.1 seconds at 100 mph. That’s 1.4 seconds better than the standard Tahoe and a few tenths quicker (and 3 mph faster) than the Expedition. Keep your foot down and the RST continues to pull away from the Ford, hitting 110 mph 1.9 seconds quicker. Remember, these two SUVs use the same 10-speed automatic that was co-developed by GM and Ford.

The Tahoe RST generated 0.75 g of grip around the skidpad and showed moderate understeer. That’s exactly the same amount of grip available in a standard Tahoe, a disappointing performance considering the RST’s massive P285/45R-22 Bridgestone Duelers and its performance-tuned dampers. The Ford Expedition generated 0.79 g. With its upgraded brakes, the Tahoe stopped from 70 mph in just 188 feet. That’s eight feet shorter than the Ford, but only three feet shorter than a standard Tahoe on 20-inch wheels and tires. Despite the big Brembos, there’s still a slight amount of fade, with six repeated hard stops from 70 mph stretching the stopping distance to 203 feet.

In the Real World

Despite the RST’s softer springs, ride comfort is compromised by its larger, heavier wheels and low-profile tires. It isn’t uncomfortable, but the ride can be busy. While body roll is well controlled, there’s a fair amount of dive under braking, and the rear suspension squats under acceleration like an old-school muscle car.

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However, nothing is more old school than the Tahoe’s column shifter. You can shift the 10-speed automatic manually, but to do so you must feel around on the shift lever for a +/- toggle switch that manages the gear selection. Not the best when you’re hustling the big SUV on a mountain road, although, to be fair, it’s really just intended for managing rpm during towing and hauling. The transmission matches revs well on downshifts, but the gearchanges are slow to come. Also, the Tahoe’s 6000-rpm tachometer does not show a redline (the engine hits a rev limiter at 5800 rpm), and the gear readout in the instrument cluster is minuscule. Ford offers a Sport setting for the transmission in the Expedition, but Chevy does not in the Tahoe.

Wide and well bolstered, the Tahoe’s seats feel comfortable both in the city and on the highway, where the big pushrod V-8 lumbers along at 1800 rpm at 80 mph. The steering has good feel, but it’s a bit heavier than it needs to be and a little slow when you decide to exploit roadholding abilities.

While few people will ever push a Tahoe on a twisty road, it’s our job, and this thing does have Sport in its name, doesn’t it? In rear-wheel-drive mode, the Tahoe RST understeers at the limit, will spin its inside rear tire if you exit a tight bend hard on the gas, and gets thrown off line by midcorner bumps. But this big beast is well balanced and actually somewhat tossable; it turns in well under braking, it takes a nice set, and Chevy even allows you to shut off the stability control if you dare. It’s surprisingly fun to drive the RST at seven-tenths, but push it harder and there just isn’t much grip in reserve, and you’re always aware of its sheer size and mass. Driving it hard is ultimately more work than fun, and it will understeer off the road if you charge into a corner with too much speed. It’s a little easier to drive quickly in the 4WD Auto setting, understeering less and powering out of turns better. But if you’re lunatic enough to drive close to three tons of truck this way, you’re better off buying something German, maybe with an AMG badge.

And then there’s the 6.2-liter V-8, which is arguably the only reason to pony up for the RST. The Tahoe is genuinely quick with this mill, and the rumble from our test truck’s optional $1249 Borla exhaust system is inebriating, yet it doesn’t drone on the highway. The EPA estimates the 6.2-liter RST’s fuel economy at 14 mpg city and 22 mpg highway; we averaged 14 mpg overall and matched the truck’s highway figure on our 75-mph highway fuel-economy test. Although we never hooked up a trailer, Chevy rates the all-wheel-drive Tahoe RST to tow 8100 pounds, which is 1100 pounds less than the Expedition 4×4.

Bring On the Blower

If you’re looking for a big-power, high-performance Tahoe to square off against your buddy’s Jeep Grand Cherokee Trackhawk or Mercedes-AMG GLS63, the Tahoe RST isn’t it. It isn’t even close. To fight those battles you’ll have to look to aftermarket tuners such as Callaway, Hennessey, and Specialty Vehicle Engineering, all of which will sell you a turbo- or supercharged Tahoe with absurd levels of horsepower.

Chevrolet, of course, could build its own using the supercharged LT4 V-8 from the Corvette Z06, Camaro ZL1, and Cadillac CTS-V. Dial in the suspension and put some serious tires on it, and Chevy could call it the Tahoe SS with a straight face. In the meantime, the 2018 Chevy Tahoe RST is a small step in the right direction.


VEHICLE TYPE: front-engine, rear/all-wheel-drive, 7-passenger, 4-door hatchback

PRICE AS TESTED: $79,789 (base price: $71,945)

ENGINE TYPE: pushrod 16-valve V-8, aluminum block and heads, direct fuel injection

Displacement: 376 cu in, 6162 cc
Power: 420 hp @ 5600 rpm
Torque: 460 lb-ft @ 4100 rpm

TRANSMISSION: 10-speed automatic with manual shifting mode

Suspension (F/R): control arms/live axle
Brakes (F/R): 16.1-in vented disc/13.6-in vented disc
Tires: Bridgestone Dueler H/L Alenza, P285/45R-22 110H M+S TPC SPEC 1427

Wheelbase: 116.0 in
Length: 203.9 in
Width: 80.5 in Height: 74.4 in
Passenger volume: 162 cu ft
Cargo volume: 15 cu ft
Curb weight: 5782 lb

Zero to 60 mph: 5.7 sec
Zero to 100 mph: 14.1 sec
Zero to 110 mph: 17.5 sec
Rolling start, 5-60 mph: 6.0 sec
Top gear, 30-50 mph: 3.0 sec
Top gear, 50-70 mph: 3.8 sec
Standing ¼-mile: 14.1 sec @ 100 mph
Top speed (governor limited): 113 mph
Braking, 70-0 mph: 188 ft
Roadholding, 300-ft-dia skidpad: 0.75 g

Observed: 14 mpg
75-mph highway driving: 22 mpg
Highway range: 570 miles

Combined/city/highway: 17/14/22 mpg

Роскошный интерьер

Комплектация Premiere – топовая, она предусматривает наличие обогреваемых и вентилируемых кожаных сидений, трехрядный трехмерный климат-контроль. Одним из основных преимуществ Tahoe RST является вместимость. Если сложить сиденья, то станет доступно почти 2,7 м3 свободного пространства. К примеру, конкурент внедорожника Durango может похвастаться только 1,55 м3.

Цветной дисплей помогает отслеживать скорость, и развлекательная система MyLink от Chevrolet под рукой, чтобы всех развлекать в дороге. Это относительно простой сенсорный интерфейс, поддержка Apple CarPlay и Android Auto. Кроме того, OnStar может помочь при попадании в аварию, а также включает в себя 4G LTE-точку доступа для всех, чтобы обеспечить связь между пассажирами и водителем. Кроме того, развлекательная система заднего сиденья поддерживает диски Blu-Ray, а также оборудована различными входами для подключения игровых платформ, чтобы коротать время в длительных поездках.

Активные функции безопасности включают систему предупреждения о выезде из полосы движения и предупреждение об опасности столкновения. Эти предупреждения могут быть либо звуковыми, либо вибрацией, передаваемой через сиденье водителя. Мониторинг слепых пятен помогает избегать затруднительных и аварийных ситуаций.
Камера заднего обзора помогает с маневренностью, но не дает возможности совладать с размером линкора. Водитель получает высокой уровень обратной видимости, что делает парковку удобной.

Технические характеристики Chevrolet Tahoe RST 2018

В подкапотном пространстве Chevrolet Tahoe RST располагается высокоэффективный бензиновый мотор линейки EcoTec3, представленный атмосферной V-образной «восьмёркой», имеющей объем 6,2 литра. Двигатель получил систему непосредственной подачи горючего, систему изменяемых фаз газораспределения, а также функцию автоматического отключения половины цилиндров, в случае отсутствия необходимости их использования. Все это позволяет мотору выжимать 426 «лошадок» и пиковый момент в 621 Нм.

«Напарником» силового агрегата выступает модернизированная 10-скоростная АКПП, которой также оснащается Chevrolet Camaro ZL1, с которой разгон от 0 до 100 занимает каких-то 5,9 сек., а максималка переваливает за отметку в 190 км/час (ограничено электронной удавкой).

Средний расход топлива составляет не менее 12,6 л/100 км, что учитывая габариты, общую массу и мощность внедорожника является очень неплохим показателем.

Двигатель6,2-литровый V8
Мощность, л.с. (максимальный момент, Нм)426 (621)
Разгон до 100, сек5,9
Максимальная скорость, км/час190
Расход топлива (смешанный/трасса/город), л/100 км12,6 / 11,3 / 16,2

Отдельного внимания заслуживает полноприводная система, позволяющая выбрать один из 4 режимов работы:

  • 2HI – используются только задние колеса;
  • Auto – в случае необходимости, система автоматически подключает передний привод;
  • 4HI – полный привод активен постоянно;
  • 4L0 – полный привод с активной понижающей передачей.

Правда, стоит быть откровенным — несмотря на наличие полного привода, автомобиль не обладает впечатляющей проходимостью на бездорожье, чему «способствуют» скромные углы съезда/въезда и внушительная колёсная база.

В основе Tahoe RST лежит фирменная тележка GMTK2XX, в основе которой лежит мощная рама лестничного типа. Корпус внедорожника более чем на 1/3 состоит из высокопрочных сортов стали, а капот и дверца багажного отсека, чтобы снизить общую массу авто, выполнены из алюминия.

Одной из главных «фишек» RST-версии являются адаптивные амортизаторы, внутри которых протекает магнитореологическая жидкость, реагирующая на магнитные поля, управляемые посредством компьютера. Таким образом пользователь может регулировать жёсткость как всех, так и каждого отдельного амортизатора, что положительно сказывается на уровне комфорта и управляемости машины.

Рулевое управление выполнено по типу «рейка-шестерня» и дополнено электроусилителем с изменяемыми характеристиками работы. Система торможения представлена вентилируемыми дисками всех колёс, помощниками которой выступает целый комплекс современных электронных ассистентов помощников.

“When the angel on your shoulder says SUV, but the devil says horsepower, you want the Tahoe RST.”

  • More Horsepower
  • More Torque
  • More Gears
  • More Suspension
  • More Brakes
  • More Money
  • Less Cargo Space

Half of all full-size SUVs sold in America are Chevy Tahoes or Suburbans. They’re the top two best-sellers in the admittedly limited segment. That goes to well over half when you throw in the closely related GMC Yukon and Cadillac Escalade. If you’re shopping for a full-size body-on-frame SUV, General Motors pretty much owns the market.

The RST is Chevrolet’s first true hot rod Tahoe. Two option packages turn a top-trim Tahoe Premier into an RST. But when you tick the right boxes, the ordinarily staid Tahoe turns into a mighty machine with Chevy’s best 6.2-liter V8 tuned for 420 horsepower, 460 pound-feet of torque, a 10-speed transmission, magnetic ride control suspension, Brembo brakes, and a Borla exhaust.

All that kind of leaves the other full-size SUVs in the dust. The Tahoe competes head-to-head with the Ford Expedition, Nissan Armada, and Toyota Sequioa. Let’s assume for the moment that the GMC/Cadillac, Lincoln, Infiniti, and Lexus editions aren’t really in competition with their economy brand cousins.

The 2018 Chevrolet Tahoe starts at a base price of $48,745, which gets you a 2WD Tahoe with the 5.3-liter V8, not the fire-breathing dragon you want. When you go Premier trim and add the two RST packages you can get into the RST for $68,775, but that’s still only spinning the rear wheels. Suitable for drifting, but still not the SUV you want. With all the goodies, you’re looking at a cool $78,155 to drive away in the baddest-ass Tahoe that ever was. That’s the one we tested.

Interior and tech

As the top of the line Tahoe, you get pretty much everything in the RST. Sitting in the capacious driver’s seat, you’ll find adjustable pedals so that any human adult from the 5 th to 95 th height percentile can drive this rig. All the driver assistance tech is there, too. You get forward collision alerts with automatic low-speed braking, lane keep assist with a helpful (or not) warning that the massive Tahoe is getting close to the Botts Dots again, blind spot warnings with lane change alert, rear cross traffic alerts, a rear-view camera, and GM’s Stabilitrak stability control – which will come in handy with the RST.

The infotainment system is nothing you haven’t seen before unless you’ve never been in a GM product for the past few years. You’re fondling the 8-inch version of Chevrolet’s MyLink navigation and audio system, with support for Apple CarPlay and Android Auto. Additionally, you’ve got the ability to get an AT&T 4G/LTE data plan for the Tahoe, with the ability to create a Wi-Fi hot spot in the vehicle. A single-screen rear entertainment system is part of the Sun and Entertainment package, along with a sunroof. As a rule, Chevrolet does a good job with MyLink. It’s easy to use and does the job. An extra $850 on the option sheet gets you a head-up display for driving and navigation data and an all-video 8-inch driver information center.

By the time you’re at the Premier trim level, the Tahoe is very luxurious. The RST we drove came with the Jet Black interior, with perforated leather upholstery in front and plain leather in back. The front seats are both heated and ventilated, and the outboard rears are heated. The third row is there if you want it, and adults can actually ride back there. The Tahoe configurator gives you the chance to choose between an eight-passenger configuration with a bench seat in the second row, or a seven-passenger setup with two bucket seats in the second row. This is really nice unless you just have to be able to carry eight people. This is pretty standard for full-size SUVs. All the competing brands offer eight passengers, and technically, you can put nine people in a Tahoe, but you have to order the front bench seat in the base trim.

With all three rows of seats in use, you’ll still get 15.3 cubic feet of cargo space behind the third row, or about what you get from a mid-size sedan. With all the seats folded flat – and they do fold very flat – you’ll have 94.7 cubic feet, otherwise known as “plenty.” This is one area where the Tahoe doesn’t lead, and in fact it’s the smallest of the competitive set. The Armada gives you 97.1 cubes, the Expedition is in at 104.6, and the Sequioa offers a cavernous 120.1 cubic feet, which is about what the longer Chevy Suburban or the Expedition Max will give you.

Driving experience

The main thing you need to know about the Tahoe RST is that it comes with GM’s direct-injected 6.2-liter small block V8 engine, tuned for 420 horsepower and 460 pound-feet of torque. By itself, that’s not such a big deal. The Expedition offers 480 pound-feet and 400 horsepower in its top trim, and that’s from the EcoBoost 3.5-liter V6. All the vehicles in this class have 380-420 horsepower, but only the Ford and the Chevy have the torque.

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The new 10-speed automatic transmission, first released on the ZL-1 hot rod Camaro, is critical for performance. Chevy’s truck engineers have reworked the gearbox, fitting the Tahoe with gear ratios appropriate to the task of moving the big iron. With 10 speeds to use, the Tahoe gets great acceleration in the lower gears, and low-RPM highway cruising at the top. The best thing about the 10-speed box, however, is how smoothly and effortlessly it shifts. You can ignore it and simply concentrate on enjoying the ride.

Your 0 to 60 time is 5.7 seconds, or roughly comparable to a Maserati Levante

The Tahoe RST is fun off the line. Your 0 to 60 time is 5.7 seconds, or roughly comparable to a Maserati Levante or a ’63 Corvette Stingray. While that’s good, it’s not outside the envelope for the competition. The Ford Expedition offers a comparable package with a 10-speed box and 5.7 seconds to 60 MPH, and the Nissan will do 5.9 seconds. Only the Toyota is a full second slower at 6.7 seconds. Top speed is not known outside GM, but it’s surely faster than you really want to be driving on public roads.

There’s more to performance than the drivetrain, and Chevy has not disappointed. The Tahoe RST gets the magnetic ride suspension first developed for the Corvette, and it’s nothing short of wonderful. There are no driver-adjustable settings in the Tahoe – it’s all automatic, but the suspension responds to weight and conditions to keep the Tahoe level and smooth-firm at all times. This feature is unique to the Tahoe and other GM products. The active suspension is nice at all times, but really makes towing much more comfortable. The Tahoe RST can tow up to 8,400 pounds, which will handle most people’s needs.

You also have the option (for $2,795) to select the optional Brembo big brake kit, which gets you a pair of bright red six-pot fixed front calipers grabbing massive 16.1-inch rotors. That kit offers an 84-percent increase in swept area and the kind of confident brake performance you expect in a performance vehicle. None of the competing vehicles offer this kind of option from the factory.

As a modern top trim vehicle, the Tahoe RST includes all the safety gear you can think of. It’s got automatic this and adaptive that – the Tahoe will do its best to keep you out of trouble. You can read all about it at the Chevrolet site. The safety feature I want to call to your attention is the four-wheel-drive system. If you live anywhere there’s winter weather, this is a big advantage. Chevrolet offers a traditional dual-range 4X4 system on the Tahoe, but with an additional Automatic setting that emulates the AWD systems you find on crossovers. You can set the Tahoe to Automatic and it will mainly be a rear-wheel-drive vehicle, but if wheel slip is detected it will engage the front wheels for additional traction. The best part is that you can set the system to Automatic and leave it there without worrying about wearing out your 4WD on dry roads.

Fuel economy on the Tahoe RST is better than you might expect – 14 MPG in the city and 22 MPG on the highway with an aggregate expected economy of about 17. That matches the real-world results we got around Dallas, Texas on flat roads. For comparison, the Sequoia returns 13/17, the Armada is rated at 14/19, and the Expedition with the V6 leads with 17/24 MPG.


The 2018 Chevrolet Tahoe RST carries a basic factory warranty of three years or 36,000 miles plus a powertrain warranty of five years or 60,000 miles. This is identical among all competing vehicles. Overall quality on the Tahoe has been highly rated in recent years, with the 2017 Tahoe getting five out of five for performance and design and predicted reliability from J.D. Power, and four out of five for overall quality. Among all full-size SUVs, only the Expedition is ranked higher than the Tahoe by J.D. Power.

How DT would configure this car

There aren’t a lot of choices to make when you’re building out an RST. Those choices have already been made by the time you get to this trim level. So here’s the thing. If you’re already north of $70,000 with the Premier trim and RST special packages, there’s no sense getting all stingy with the rest of the options.

With that in mind, we would definitely spring for the big brake kit, and for the optional Borla cat-back exhaust, which increases flow by 28 percent. Chevy doesn’t claim a power boost from that option, but it should be good for a couple foot-pounds. $850 for the all-video digital gauge cluster with head-up display is a good purchase, too. That’s tech that will keep your Tahoe current for years.

The only option package we might leave on the table is the Sun & Entertainment package, which is $2,885 for a sunroof and rear seat DVD player. If you don’t have kids and you don’t care about the sunroof, why bother?

If you omit the DVD player and sunroof package, you’ll drive your Tahoe RST away for right around $75,000, which is about on par with the top tier of the competition. The Sequoia Platinum comes in at $68,530, or the Land Cruiser starts at $84,960. The Nissan Armada Platinum Reserve is only a little lower than the Toyota at $66,835. The Ford Expedition will set you back $78,620 without the rear seat entertainment system, and $80,615 with it.


The 2018 Chevrolet Tahoe RST is a credible contender among performance full-size SUVs. Fully configured, the price of this Chevy is bumping up against the GMC Yukon Denali with the same engine, transmission, and suspension package, so you can choose the brand you want without a big price difference.

The driving experience in the Tahoe RST is enjoyable, and it’s got every bell and whistle you can get in a modern car. About the only thing you really can’t get is a real color. The RST will be available in black, white, silver and gray, with blackout trim and wheels. If you really want to stand out, that’s why they invented vinyl wrap jobs.

The bottom line on the Tahoe RST is that if you’re looking for a performance-oriented full-size SUV with towing capacity, this is a great choice. Really, the Ford Expedition is the only truly competitive vehicle on all points. Give both of them a test drive and you’ll know which one you prefer.

With all that, my Tahoe would sticker for $71,945, which includes $1,295 for destination. That’s a little more reasonable than my tester’s $78,450 as-tested price with the upgraded brakes, sunroof and rear entertainment system, but still not an inexpensive truck.

Американский исполин: Chevrolet Tahoe

Chevrolet Tahoe – задне- или полноприводный рамный внедорожник полноразмерного сегмента, объединяющий в себе монументальную внешность, «премиальный» салон с семи- или восьмиместной компоновкой и высокопроизводительную техническую «начинку», которые еще и подкреплены неплохими дорожными характеристиками и внедорожным потенциалом… Этот автомобиль ориентирован, в первую очередь, на состоятельных семейных мужчин, ведущих активный образ жизни, для которых особенно важно самовыражение и демонстрация своих достатка и финансовой независимости…

Американский исполин очередного, пятого по счету, поколения во всей красе предстал перед широкой аудиторией 10 декабря 2019 года в рамках специального мероприятия, проведенного на спортивной арене Литтл Сисазрс-арена в Детройте, и его премьера стала действительно значимым событием, причем не только для авторынка США.

По сравнению с предшественником «пятый» Chevrolet Tahoe заметно изменился практически по всем аспектам – внедорожник перебрался на новую платформу, получив более прочную раму и полностью независимые подвески, стал привлекательнее внешне, раздался в размерах, ощутимо прибавив во внутреннем просторе, «вооружился» дизельным двигателем и обзавелся современной электроникой.

«Тахо» пятой генерации, экстерьер которого оформлен в актуальной итерации фирменного стиля Chevrolet, выглядит действительно брутально и величественно, но при этом еще и привлекательно, гармонично и, что удивительно, совсем не тяжеловесно, даже несмотря на свои исполинские размеры.

Монументальная «физиономия» автомобиля несет на себе узкие фары, образующие единое целое со светодиодными «скобами» ходовых огней, огромную решетку радиатора и скульптурный бампер, а его основательная корма «щеголяет» внушительной крышкой багажника, стильными вертикальными фонарями и весьма простеньким бампером.

В профиль внедорожник впечатляет своим размахом и отличается по-настоящему «богатырским телосложением» – длинный капот, практически горизонтальная крыша, «опирающаяся» в задней части на затемненную стойку, выразительные борта и огромные скруглено-квадратные арки колеса, вмещающие «катки» размерностью от 18 до 22 дюймов.

Это – внедорожник полноразмерного класса с соответствующими наружными габаритами: его длина распространяется на 5351 мм, ширина насчитывает 2058 мм, а высота достигает 1927 мм. Расстояние между колесными парами передней и задней осей составляет у пятидверки 3071 мм.


Внутри Chevrolet Tahoe пятого поколения выглядит также как и снаружи: красиво, современно и достаточно презентабельно – увесистый четырехспицевый мульти-руль с «пухлым» ободом, классическая комбинация приборов с аж шестью аналоговыми шкалами и цветным табло борткомпьютера (диагональю 4.2 или 8 дюймов) между ними, строгая центральная консоль с торчащим 10-дюймовым тачскрином информационно-развлекательной системы и обилием кнопок и регуляторов, отвечающих за управление «микроклиматом» и другими второстепенными функциями. Внутри внедорожника преобладают качественные материалы отделки – добротные пластики, натуральная кожа и т.д.

По умолчанию салон автомобиля имеет семи/восьмиместную раскладку (в зависимости от рынка сбыта), причем вне зависимости от варианта исполнения на первом ряду здесь устанавливаются эргономично спрофилированные кресла с широко расставленными валиками боковой поддержки, огромными диапазонами регулировок и подогревом, а на третьем – диванчик, способный принять до троих пассажиров. А вот второй ряд может быть представлен либо полноценным трехместным диваном с откидным подлокотником и возможностью перемещения «назад-вперед» в интервале 254 мм, либо парой «капитанских» сидений, имеющих все необходимые элементы комфорта и настройки сразу в нескольких направлениях.

Багажник полноразмерного внедорожника отличается правильной формой и внушительным размахом – даже в обычном состоянии (то есть с семью/восемью седоками на борту) его объем насчитывает 722 литра.

Сиденья третьего и второго рядов укладываются в совершенно ровную площадку, увеличивая потенциал грузового отсека до 2058 и 3479 литров соответственно. Запасное колесо у пятидверки подвешено на улице, под днищем.

Технические характеристики

Для Chevrolet Tahoe 2021 модельного года предлагаются три двигателя на выбор, каждый из которых оснащается системой «старт/стоп»:

  • Бензиновым версиям внедорожника полагаются V-образные атмосферные «восьмерки» с непосредственным впрыском горючего, изменяемыми фазами газораспределения, 16-клапанным ГРМ и системой отключения части цилиндров при низких нагрузках:
    • по умолчанию автомобиль оснащается 5.3-литровым агрегатом, генерирующим 360 лошадиных сил при 5600 об/минуту и 519 Нм крутящего момента при 4100 об/минуту;
    • «топовые» же варианты «вооружаются» мотором на 6.2 литра, который развивает 425 л.с. при 5600 об/минуту и 623 Нм пиковой тяги при 4100 об/минуту.
  • Альтернатива бензиновым «атмосферникам» – рядный шестицилиндровый дизель Duramax объемом 3.0 литра с турбокомпрессором, аккумуляторным впрыском Common Rail и 24-клапанным ГРМ, производящий 281 л.с. при 3750 об/минуту и 623 Нм крутящего момента при 1500 об/минуту.

Стандартно на полноразмерный SUV устанавливаются 10-диапазонный гидромеханический «автомат» Hydra-Matic 10L80 с кнопочным селектором переключения передач и заднеприводная трансмиссия, а за доплату ему полагается система полного привода с многодисковой муфтой, подключающей передние колеса, и понижающей передачей.

Конструктивные особенности

Пятый «релиз» Chevrolet Tahoe построен на платформе GMT-T1XX с рамной конструкцией кузова, на широкую долю состоящей из высокопрочных марок стали. Автомобиль снабжен полностью независимыми подвесками: на передней оси установлена двухрычажная архитектура, а на задней – многорычажная (с каждой стороны есть по три поперечных рычага и один крупный продольный).

Стандартно внедорожнику положены пассивные амортизаторы, спиральные пружины и стабилизаторы поперечной устойчивости, но в виде опции он может быть оснащен либо адаптивным шасси Magnetic Ride Control, либо пневмоподвеской Air Ride Adaptive с регулировкой клиренса в диапазоне 101 мм и выравниванием уровня кузова в зависимости от нагрузки индивидуально на каждом из колес.

Пятидверка имеет в своем активе рулевой механизм реечного типа с активным электрическим усилителем управления. На всех колесах полноразмерного SUV применены вентилируемые дисковые тормоза, работающие вскладчину с ABS, EBD, BA и другой ассистирующей электроникой.

Комплектации и цены

В США продажи Chevrolet Tahoe пятого поколения начнутся в середине 2020 года, причем там внедорожник предложат в шести вариантах оснащения на выбор: стандартные LS и LT, «спортивный» RST, внедорожный Z71 и «премиальные» Premier и High Country. Цены пока не оглашаются, но ожидается, что за автомобиль в «базе» попросят

50 тысяч долларов (

3.1 млн. рублей). Появится машина и на российском рынке, но точные сроки не сообщаются.

В стандартную комплектацию SUV входят: десять подушек безопасности, полностью светодиодная оптика, ABS, EBD, ESP, 18-дюймовые легкосплавные колеса, зональный климат-контроль, медиацентр с 10-дюймовым экраном, электропривод и обогрев зеркал, электростеклоподъемники всех дверей, качественная аудиосистема, передние кресла с электрорегулировками и подогревом, система «старт/стоп» и другое современное оборудование.

People are willing to spend tens of thousands of extra dollars on a 2018 Chevrolet Tahoe because they think they need one. The reality, however, is that they simply want one.

Don’t try to rationalize the purchase of a 2018 Chevrolet Tahoe. The less expensive Chevy Traverse is better at hauling people and cargo than a Tahoe, and other full-size SUVs can tow more trailer weight than a Tahoe. That means you’re most likely buying this heavy Chevy for its styling and V8 engine burble. In that case, may I recommend the upgrade to the Tahoe RST with the RST 6.2L Performance Package?

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Look and Feel

When Chevrolet last redesigned the Tahoe for the 2015 model year, it wanted its full-size, body-on-frame SUV to look completely different from the Silverado pickup truck on which it was based.

But in the process of giving the Tahoe a clean, tailored appearance, Chevrolet effectively downsized the big sport-ute’s interior.

In fact, the 2015 Tahoe was smaller inside than the much less expensive Chevrolet Traverse, let alone many of its direct competitors.

That hasn’t stopped people from buying the Tahoe, though. It is the best-selling vehicle in its class. With the Tahoe, its long-wheelbase sibling the Suburban, the cousins at GMC known as Yukon and Yukon XL, and an affluent relative named Cadillac Escalade, General Motors utterly dominates full-size SUV sales in America.

Attractive styling is one reason for that. All of ‘em are good looking, inside and out, and show no traces of the pickup trucks with which they share their platforms and powertrains.

My test Tahoe was especially appealing, thanks to its Premier trim and optional RST (Rally Sport Truck) Package. Equipped with giant 22-inch wheels, black Chevy bowtie badges, and Tungsten Metallic paint, it had a look that shouted, «Don’t mess with this truck.»

Chevy also decked the sample vehicle out with the RST 6.2L Performance Package, which shoves a 420-horsepower, 6.2-liter V8 engine under the hood, along with a 10-speed automatic transmission, a sport-tuned adaptive damping suspension, and other performance upgrades. In addition to this, the company installed a performance front braking system and a sport exhaust system.

In short, my test SUV was equipped to go as fast as a Tahoe can. These upgrades, plus a Sun, Entertainment and Destinations Package, a head-up display, and a handful of other options brought the price tag to $79,524, including a destination charge of $1,245.


Fire up the Tahoe RST’s available 6.2-liter V8, and a delightful rumble emanates from the optional Borla exhaust system’s dual outlets. The sound is undeniably addictive, as is the bigger 6.2-liter’s power and performance. This is a quick SUV when you want it to be, but dipping deep into the throttle comes with a cost.

Thanks in part to the engine’s cylinder deactivation system, which allows it to run in 4-cylinder mode when you’re cruising and coasting, I averaged 17 mpg on my test loop. And that’s exactly what the EPA thinks I should have gotten. But Chevrolet recommends premium fuel for this engine. Considering its 26-gallon tank, this takes a big bite out of the family budget.

There is a 5.3-liter V8 that makes 355 hp and 383 lb-ft of torque, paired with a 6-speed automatic transmission, but the bigger 6.2-liter V8 is paired with a brilliant 10-speed automatic transmission. Often times, transmissions with this many speeds demonstrate irritatingly fast upshifts, delayed downshifts, and occasional confusion about how best to respond to throttle input. Not this one. In fact, it shifts so perfectly, so intuitively, and so transparently, that I didn’t even notice it.

The RST sport-tuned suspension and 45-series tires take a significant toll on ride quality, and despite the adaptive damping suspension included in the RST 6.2L Performance Package, driving this Tahoe on some sections of my test loop was like riding a bucking bronco.

Of course, the benefit to this suspension is remarkably good handling. Something this big and heavy shouldn’t rip around corners like the Tahoe RST can. Steering is heavy, though, and in my opinion, unnecessarily so. It contributes to fatigue.

Braking is stout, as might be expected given the performance braking system upgrade. It was sunny on testing day, but temperatures were in the low 70s, which might be one reason why the RST’s brakes withstood abuse so well, executing a panic stop with no trouble at all.

Another upgrade with the RST 6.2L Performance Package is a trailer brake controller, which underscores one of the Tahoe’s primary reasons for existence. As equipped, my test SUV could handle up to 8,100 pounds of trailer, if I decided I needed that capability.

Form and Function

The other primary reason for the Tahoe’s existence is to carry lots of people or lots of cargo.

Up front, my test vehicle had exceptionally comfortable seats. They offered 12-way power adjustment and were heated, ventilated, and wrapped in supple leather. Additionally, the spots where I wanted to rest my arms and elbows were soft.

In the second row, my test vehicle had captain’s chairs. These, on the other hand, were not particularly comfortable. I found them to be mounted a little low, and their bottom cushions felt a little mushy. Space for legs and feet was nothing to brag about, either, and the seats didn’t slide back for extra room.

That brings me to the third-row seat, which is uncomfortable for any adult. It offers no thigh support. It offers nowhere to put your feet. Raising the head restraints is a pain in the you-know-what. This location is useful for children only, and even then, they’re going to complain that they can’t see anything.

Here’s the problem: The Tahoe is built on a Silverado pickup truck platform and uses what is called a solid rear axle suspension design, which forces the floor to be higher than it is in, say, a Ford Expedition or Toyota Sequoia, each of which use independent rear suspension designs.

That higher floor compromises third-row space and comfort, as well as cargo space. In fact, I think the Chevy Traverse is far more comfortable when it comes to the third row of seats, and—by the numbers—it is definitely more commodious. Pop the Tahoe Premier’s power liftgate, and you’ll see what I mean.

Older Tahoes used to have removable third-row seats. But that’s a hassle, and they proved popular with thieves. That’s why newer Tahoes have folding third-row seats. But because of that solid rear axle suspension design, when the seats are folded, the only way to create a level load floor is to raise it.

The result is a disappointing 15.3 cubic feet of space behind the third-row seat, 51.7 cubic feet behind the second-row seats, and 94.7 cubic feet behind the front seats.

The more affordable and efficient Traverse easily bests the Tahoe when it comes to carrying cargo. And that means the only reason to pay so much more money for a Tahoe is for its extra 3,600 pounds of trailer towing capacity. Or simply because you think it looks cool and sounds great with its powerful V8.

Not that there’s anything wrong with that.

Tech Level

The Chevy Tahoe is not a high-tech vehicle. And I like it like that. With this SUV, you get useful technology that you can actually use, but none of the junk that lots of modern vehicles are loaded with as car companies prepare themselves for the future.

For example, the MyLink infotainment system may be on the way out, as Chevrolet switches to an improved next-generation setup, but it’s one of my favorites in terms of features and the user experience, and it’s still present here in the Tahoe. It’s got Apple CarPlay and Android Auto. It’s got OnStar subscription services with a Wi-Fi hotspot. It’s got knobs and buttons for accessing primary functions. And it’s got colorful graphics, large menu tiles, and smartphone-style screen functionality.

In the Tahoe, MyLink performs a neat trick. You can power the display up to reveal a hidden cubby bin complete with a USB port. That way, you can hide smaller valuables behind the screen when you’re away from the SUV.

My test vehicle also had a comprehensive 8-inch driver information center within the gauge cluster and a head-up display that conveyed all kinds of useful information. My kids enjoyed the rear-seat entertainment system, but when the screen is deployed from the headliner, it completely blocks visibility through the rear-view mirror to the rear of the vehicle. You can also get powered tablet holders for this SUV, a nod to modern entertainment requirements.

I will say that the Tahoe RST deserves better than a 10-speaker Bose surround sound system. Something that looks this good and sounds this aggressive ought to deliver a high-fidelity audio experience.


Lots of Tahoes are purchased by people who really need a minivan, but who just can’t bring themselves to drive one. What this means is that Tahoes are used to transport families. And if you’re like me, making sure you protect your family to the best of your ability is at the top of your to-do list.

For starters, the Tahoe weighs a minimum of 5,356 pounds, with a 4-wheel-drive system adding almost 300 more pounds. That’ll crush any Corolla that gets in the way.

I’ve already noted how the RST Package helps the Tahoe corner, but you still don’t want to swerve hard in this thing. That’s because the Tahoe gets a mediocre 3-star rating for rollover resistance from the National Highway Traffic Safety Administration (NHTSA). In other NHTSA crash tests, the Tahoe gets 5-star ratings all around. The Insurance Institute for Highway Safety (IIHS) has not tested a Tahoe.

If you want to avoid an accident in the first place, Chevrolet provides all Tahoe buyers with access to blind-spot monitoring, forward-collision warning, low-speed automatic emergency braking, and lane-keeping assist systems, to name a few. Chevy reserves adaptive cruise control with high-speed automatic emergency braking for Premier trim, but you can’t get it with the bigger 6.2-liter V8.

Teen Driver technology is also available through Chevy’s impressive MyLink infotainment system. It spits out driving report cards after your kid has borrowed the SUV. MyLink’s OnStar subscription services, when active, supply automatic collision notification, SOS emergency calling, and other appealing extra-cost features.

If you’ve got a baby, you’ll love the Rear Seat Reminder system. If you open one of the rear doors before driving the Tahoe, when you arrive at your destination, it will remind you that someone important might be in the back seat.

The funny thing about the Rear Seat Reminder is that, even after a moment of irritation because the Tahoe is sounding an alarm as you prepare to exit the SUV, you’ll realize this system is for the best—even if you’re not carrying a child or pet with you. The fuzzies are warm with this one.


The base price for a 2018 Chevrolet Tahoe LS with rear-wheel drive is $47,500 (not including the $1,295 destination charge). Based on CarGurus data as this review is written, the dealer discount in my region is $7,250 for the base trim and $8,500 for a top-trim Premier with 4WD.

That certainly helps to take the edge off the Tahoe’s inflated price tag, but a fully loaded Chevy Traverse High Country with all the option boxes checked is still more affordable than a discounted Tahoe Premier.

And that means there isn’t much value to be found here, unless you’re going to tow a lot of weight.

I get asked about the Tahoe on a regular basis. From family friends to parents at my daughters’ school, I’m asked if a Tahoe or a Suburban is a smart choice.

When I ask why they want one, they tell me it’s to carry their kids, their kids’ friends, and all their stuff.

When I suggest a minivan, they wrinkle their noses.

When I suggest a big crossover, like a Chevy Traverse or a Volkswagen Atlas, they tell me they need more space.

When I explain that the only reason to get a Tahoe or Suburban is for towing lots of weight, they look at me in utter disbelief.

The thing is, this car has a very specific image, and many shoppers want a Chevy Tahoe because of how it looks, how it makes them look, and how the V8 engine sounds. And for many, these things are worth thousands of extra dollars in both purchase price and fuel costs.

Тест драйв Шевроле Тахо 2020 модельного года в новом кузове

Автор материала: Думченков Михаил

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