2017 Chevrolet Tahoe

2017 sits in the fourth-generation (GMTK2UC) Tahoe that began in 2015 and is a mechanical carry-over year. Every trim uses the 5.3L L83 V8 at 355 hp. The 420 hp 6.2L did not reach the Tahoe until the 2018 RST Performance Package, so output is mid-pack for the full-size class.

The 5.3L makes 383 lb-ft, which is adequate for a ~5,400 lb body-on-frame SUV but peaks fairly high in the rev range. No higher-torque engine was offered for 2017.

Instrumented tests of the 5.3L fourth-generation Tahoe fall between 6.7 and 7.3 s. The 2017-specific test result of 7.1 s is used. There was no quicker 6.2L option this year.

The naturally aspirated direct-injection small-block responds immediately, has no turbo lag and pulls cleanly from low rpm. Active Fuel Management's V8-to-V4 transitions can be heard and sometimes felt at light throttle, and the engine sounds busy when worked hard.

Every 2017 Tahoe uses GM's 6L80 six-speed automatic. It shifts smoothly, but its wide ratios make it slow to kick down compared with the newer 8- and 10-speed automatics in rival SUVs.

A 2WD 5.3L Tahoe with the Max Trailering Package is rated to tow 8,600 lbs, which is above the 8,000 lb ceiling of the SUV band. The 4WD version with the package is rated at 8,400 lbs.

Four-wheel drive is available on every trim (LS, LT and Premier) and uses a two-speed transfer case with low range, plus an Autotrac automatic mode. It misses the top tier because no locking differential or torque vectoring is offered.

The LT Z71 package gives light-duty off-road ability: off-road suspension, all-terrain tires, skid plates, hill descent control and a two-speed active transfer case. With about 8 in of ground clearance, no locker and Z71 sold as a package rather than a dedicated trim, it stays mid-band.

The 2017 lineup is a single take-it-or-leave-it 5.3L V8 with a six-speed automatic; only the drivetrain and an E85 flex-fuel calibration vary. There is no 6.2L (added for 2018), no diesel (added for 2021) and no electrified option.

EPA rates the volume 4WD 5.3L Tahoe at 18 MPG combined, near the bottom of the gas-SUV band. Cylinder deactivation is its only efficiency aid; it has no stop/start and only six gears.

City driving is the weakest case at 16 MPG, two points above the band floor. With no automatic stop/start, the V8 keeps idling at every stop.

Cylinder deactivation helps most on the highway, but the 4WD Tahoe still manages only 22 MPG, low in the SUV band.

With a 26-gallon tank and 18 MPG combined, the volume 4WD Tahoe covers about 468 miles per fill, a little above the middle of the band.

On EPA's current fuel-price basis, the volume 4WD Tahoe costs more to fuel than the top of the SUV cost band, even though it runs on regular.

The only 2017 engine, the 5.3L V8, runs on 87-octane regular, and E85 flex-fuel versions are offered. No trim needs premium, unlike later years once the 6.2L arrived.

NHTSA rated the 2017 Tahoe 4 stars overall in both drivelines. Frontal and side crash both earned 5 stars, but the 3-star rollover rating (22.2–22.9% risk) pulls the overall down, which is typical of a tall body-on-frame SUV.

IIHS never published small-overlap, moderate-overlap, side or roof-strength ratings for the 2015–2020 fourth-generation Tahoe, and it never received a TSP award. None of its crash protection is independently confirmed in the tests where large body-on-frame SUVs of this era tended to struggle.

On the base LS, forward collision alert, low-speed AEB and lane keep assist come only in the $695 Enhanced Driver Alert Package. That content is standard on the volume LT. Blind-spot alert and rear cross-traffic alert are standard only on upper trims, and adaptive cruise is a Premier-only option.

Low-speed AEB was new for 2017, has no pedestrian detection, and IIHS never tested it. Full-speed braking came only bundled with adaptive cruise on the Premier.

Side Blind Zone Alert with Lane Change Alert and Rear Cross Traffic Alert are available, and standard from LT upward. They warn only, with no active intervention and no trailer-aware coverage.

Lane Keep Assist with Lane Departure Warning gives a corrective nudge at the lane edge. It comes in the Enhanced Driver Alert content and is standard from LT, but no lane centering was offered on any 2017 trim.

Adaptive cruise was optional only on the top Premier trim. The volume LS/LT trims got conventional cruise, and no trim offered integrated steering assist.

No hands-free driving was offered. Super Cruise didn't reach the Tahoe until the 2023 model year of the next generation.

Lower trims use halogen projector headlamps, with HID on upper trims. IntelliBeam auto high beams come with the Enhanced Driver Alert content. IIHS never published a headlight rating for this generation, so the lighting isn't independently verified.

The commanding seating position and upright glass give a good forward view, but thick rear pillars and the vehicle's length leave large blind zones. A rear camera is standard; front/rear park assist and Surround Vision are limited to upper trims.

IIHS rated this generation's LATCH hardware Acceptable. There are three full LATCH positions plus additional tether-only positions, and the roomy second row and wide rear doors make installs practical, though the anchors take some digging.

The volume LT seats eight with the standard second-row bench. The LS front-bench option allows nine, and the Premier's standard second-row buckets drop it to seven.

Generous front headroom on the K2XX body. 2017 is a mid-cycle carry-over year of the 2015–2020 generation, so the dimensions are unchanged.

Front legroom sits at the top of the SUV band.

Second-row headroom is good, though slightly behind the longer Suburban.

Second-row legroom is adequate for a full-size SUV, but the solid-rear-axle K2XX packaging gives less room than the 2018-on Expedition or the 2021 independent-rear Tahoe.

The third row has only 24.8 in of legroom and a high floor forced by the solid rear axle, so knees sit high and even kids are cramped on long trips. Getting in means tumbling a heavy second-row seat (powered only with the LT Luxury Package or on the Premier).

Cargo space behind the second row is only mid-band for an SUV. The third row folds onto a raised floor rather than into a well, and just 15.3 cu ft remains with all rows up.

Maximum cargo volume is large, though well short of the Suburban's 121.7 cu ft. CarsDirect notes it is about 20 cu ft less than the Traverse crossover.

Everyday storage is competitive: a large center console, a hidden compartment behind the touchscreen on most trims, door pockets, plus multiple power outlets and a 120V household plug. The raised load floor and fold-on-top third row eat cargo depth, and there is no underfloor storage.

The wide front buckets (leather, heated, power on the LT) and the second row are comfortable over long stints. The knees-up, thinly padded third row drags the overall rating down.

It soaks up big bumps well, but the solid rear axle lets small ripples and patches shake the cabin. Magnetic Ride Control, which smooths that out, is standard only on the Premier, not the volume LT.

Acoustic laminated glass, inlaid triple-sealed doors and an unstressed V8 keep the cabin quiet at highway speed for a body-on-frame SUV.

Tri-zone automatic climate with rear vents is standard, and the LT adds heated front seats. Heated second-row seats and a heated wheel need the LT Luxury Package, while ventilated front seats are Premier-only.

The 2017 Tahoe, the third model year of the fourth generation, opened with the LS 2WD at $47,215 before destination. Destination for MY2017 GM full-size SUVs was about $1,195.

LT 4WD is the volume configuration; $55,455 plus ~$1,195 destination is about $56,650, and common packages (Luxury, Z71, Texas, 20-in wheels) put a typically equipped example near $59–60K.

The 5.3L V8 and the parts it shares with Silverado/Suburban/Yukon keep parts and labor cheap. But big-SUV consumables, AFM lifter exposure and transmission service push projected costs above the SUV midpoint. Sources diverge widely, so a midpoint is used, consistent with the same-generation 2020 scorecard.

The Tahoe is among the slowest-depreciating full-size SUVs; for a mid-cycle 2017 a residual near 52% is consistent with industry data.

GM's standard 3/36 basic coverage, the segment floor.

Standard GM 5/60 powertrain coverage, the bottom of the band.

MY2017 Chevrolet Complete Care included scheduled maintenance (oil changes, tire rotations, multi-point inspections) for 2 years/24,000 miles. It also covered 5yr/60k roadside assistance and courtesy transportation, plus OnStar and 4G LTE Wi-Fi trials. That beats the later 1-visit plan but falls short of multi-year premium coverage.

$59,500 volume-trim price minus its estimated resale value after 5 years (52% retained, or about $30,940) leaves about $28,560 in depreciation. Add the projected $7,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $35,560 in total.

The two main sources disagree. J.D. Power gives the 2017 Tahoe a strong reliability rating (about 4.5/5), but Consumer Reports' owner-survey data calls it less reliable than other 2017 vehicles. 2017 is a mechanical carry-over year in the 2015–2020 fourth generation. Mixed signals put it in the lower half of the middle band, level with the 2020 scorecard.

In the 2016–2018 period, Chevrolet ranked in the lower half to bottom third of Consumer Reports' brand reliability rankings, and close to the industry average in J.D. Power's VDS. That is lower mid-pack, slightly below the 2020 scorecard because the brand improved later in the generation.

MY2017 is covered by several large, safety-relevant GM campaigns. One is an airbag-module (SDM) software fault that could stop the front airbags and pretensioners from deploying. Another is a loss of brake assist as the vacuum pump weakens, and a third is EBCM driveline-protection software. All three were fixed by reprogramming, but two involve core safety systems, and the 6L80 torque-converter shudder bulletins add to the record. That is heavier than typical activity, so the score sits just below the middle band.

The only 2017 powertrain is the 5.3L L83 V8 with the mature 6L80 six-speed automatic. It belongs to a small-block family with a long high-mileage record. However, the L83's Active Fuel Management lifter failures and related oil consumption are widely reported for this generation, and owners also report 6L80 torque-converter shudder. That is a mixed history.

The fourth-generation cabin brought stitched soft-touch dash trim on LT and above. In 2017 it was still among the more upscale mainstream full-size cabins, since the redesigned 2018 Expedition had not yet arrived. The volume LT keeps hard plastics in lower areas. It is competitive but not class-leading.

The Tahoe was built in Arlington, Texas alongside the Suburban, Yukon and Escalade. Assembly was generally solid by the third year of the generation, but owners reported scattered trim, electronics and rattle complaints. Generally solid with scattered complaints.

Chevrolet's roughly 3,000 US dealers are one of the two largest networks in the country, giving dense coverage that includes the rural markets where the Tahoe sells heavily. Brand-level service satisfaction was only around the mass-market average, which keeps it out of the top of the band.

The Tahoe shares the K2 platform, 5.3L V8 and 6L80 with the Silverado, Suburban, Yukon and Escalade. Parts are therefore cheap and abundant, the aftermarket is huge, and independent shops know the hardware. Average annual repair cost is above the all-vehicle mean, and AFM lifter jobs are expensive, so the score sits in the normal band.

Every 2017 Tahoe, including the base LS, has the same 8-inch Chevrolet MyLink touchscreen.

MyLink was praised in its day for quick responses, big graphics and physical knobs below the screen. But the small screen and dated menus trail the 2018 Expedition's SYNC 3, and the system predates GM's later Infotainment 3 refresh.

Apple CarPlay and Android Auto are standard on every trim, but wired only. GM did not offer wireless projection until MY2021.

Voice recognition handles basic phone, audio and navigation commands but is not natural-language. Embedded navigation with real-time traffic is standard only on the Premier (optional on the LT), so most owners rely on phone projection.

The LS's six-speaker system is adequate. The volume LT's nine-speaker Bose and the Premier's ten-speaker Bose are a well-regarded step up for the segment.

Analog gauges with a small driver information center on the volume trims. The Premier gets a larger reconfigurable color display between the gauges, which is partial digital at most.

There is no whole-vehicle OTA program. Connectivity is OnStar telematics with a 4G LTE hotspot, and software and map updates go through the dealer or USB. GM's OTA-capable architecture arrived with the 2021 redesign.

The OnStar RemoteLink / myChevrolet app covers remote start, lock/unlock, vehicle locate and diagnostics. Remote features depend on a paid OnStar plan after the trial, and there is no digital key.

Up to seven USB-A ports and five or six power outlets, including a 120V plug, are generous for 2017. Wireless charging comes only with the LT Luxury Package or on the Premier, and there is no USB-C.

Remote keyless entry and remote start are widely fitted, and the LT has a power liftgate. Keyless open and push-button start plus the hands-free liftgate need the LT Luxury Package or the Premier, and there is no phone-as-key.

A rear camera and rear park assist are standard. Front sensors come with the LT Luxury Package, and Surround Vision is Premier content. No automated parking is offered.

A head-up display is an option on the top Premier trim only, so it is out of reach on the volume LT.

Tall doors and a roomy second row make car-seat installation easy, and IIHS rates the LATCH Acceptable, with three full LATCH positions. With kids in all three rows, the cramped third row and 15.3 cu ft of cargo behind it make a stroller a squeeze, and the seats fold manually unless you add the LT Luxury Package.

NHTSA gives it 4 stars overall but only 3 for rollover, and IIHS never crash-tested this generation. Low-speed automatic braking was new for 2017 and lane-keep assist is in the Enhanced Driver Alert content, but adaptive cruise is Premier-only and there is no full-speed AEB.

Quiet, comfortable front rows, tri-zone climate and an available rear-seat DVD entertainment system suit four or five passengers well. With the third row in use, luggage space drops to 15.3 cu ft and rear riders get 24.8 in of legroom.

The smooth V8 and commanding view make it easy to drive for its size, and at 204 in it is far wieldier than the Suburban. The 6-speed, the shudder from the solid rear axle and Premier-only adaptive cruise add daily friction.

16 MPG city and 18 combined with no stop/start make it an expensive commuter at about $3,700 a year in fuel. Regular fuel and cheap GM parts soften that only slightly.

At 204 in long and 80.5 in wide it is big for urban garages, but its 39.0 ft turning circle is much tighter than the Suburban's. A rear camera and rear park assist are standard, while front sensors and surround view cost extra.

Up to 8,600 lbs of towing with the Max Trailering Package and standard trailering hardware cover most campers and boats, and the body-on-frame V8 does it comfortably. The carpeted cargo area is no substitute for a pickup bed.

The proven body-on-frame platform and small-block V8 have extensive police (Tahoe PPV) and fleet service behind them and the biggest service network in the segment. Documented AFM lifter and transmission complaints on this generation keep it out of the top band.

Standard trailering hardware, a 120V outlet and a huge police/fleet upfit ecosystem give a usable work base. The interior is carpeted, and the onboard power and tie-downs are basic.

It is quiet at speed with comfortable front seats, and the 26-gallon tank gives about 468 miles. Adaptive cruise only on the Premier and the busy solid-axle ride keep it out of the top band.

The Z71 package (two-speed transfer case, skid plates, all-terrain tires, hill descent) and the 116-in wheelbase make it a credible trail tool, and it tows campers and boats with ease. There is no locking differential, and most Tahoes are not built as Z71s.

94.7 cu ft maximum, roof rails and a standard hitch receiver handle bulky gear. But the third row folds onto a high floor and leaves only 15.3 cu ft with all seats up.

The 2017 K2XX Tahoe feels planted and secure but ponderous. Its 116-in wheelbase makes it wieldier than the Suburban, and Magnetic Ride Control, which sharpens emergency handling, is standard only on the Premier.

The electric power steering is light and numb, but accurate enough to place a big SUV, which puts it at the floor of the 'precise but numb' band.

Four-wheel discs stop the roughly 5,400-lb Tahoe strongly and stably, though the pedal feel is unremarkable. No instrumented 2017 stopping distance was located.

The 5.3L V8 (355 hp, the only 2017 engine) is smooth and unstressed, but the 6-speed automatic is slow to kick down and Active Fuel Management transitions are occasionally noticeable.

The V8 is quiet and pleasant under load in a well-isolated cabin. Highway-speed driveline vibration complaints on the 2015–2020 trucks and occasional AFM drone take a little off.

The 116-in wheelbase gives a much tighter circle than the Suburban (43 ft), but it is still large against the all-SUV band.

A commanding seating position, good seat and wheel adjustment (the LT adds a telescoping wheel and driver memory) and well-placed physical controls. The tall hood limits close-in visibility.

The V8 rumble and the shorter body give it some character, but 2017 offered only the 5.3L (the 6.2L RST arrived for 2018), so it is a pleasant hauler rather than an enthusiast pick.

The LS came with the 355 hp 5.3L V8, three rows (9-seat with front bench), 4G LTE Wi-Fi, rear camera and, new for 2017, Apple CarPlay/Android Auto. Upholstery was cloth, and active safety (forward collision alert, lane keep assist, low-speed AEB) was reserved for upper trims and packages.

Strong V8 capability, low ownership cost and strong resale earn fair value. Against that, the solid rear axle, cramped third row and small cargo area give less space per dollar than the Expedition, and the 2018 Expedition redesign was imminent.

Three trims (LS, LT, Premier) with 2WD/4WD and a broad package menu (Z71, Midnight, Texas, Luxury, Custom Edition). The 6.2L V8 was Premier-only in 2017 and the RST arrived only for 2018, so engine choice was narrower than later years. The range spans about $47K–$65K.

In 2017 the Tahoe was America's best-selling full-size SUV, well ahead of Expedition and Suburban.

The Tahoe nameplate has a loyal, durable following and a strong resale halo, though Chevrolet is a mainstream rather than aspirational brand.

GM ran regular customer cash and GM Financial bonus offers on the Tahoe throughout this generation. These were typically a few thousand dollars, smaller than the run-out discounts of 2019–2020.

2017 was the third model year of the fourth generation (2015–2020), mid-cycle, with 2017 updates adding CarPlay/Android Auto, Teen Driver and Lane Keep Assist. The platform still carried a solid rear axle and a 6-speed on the 5.3L.

Reviewers praised the refined V8, towing, quiet cabin and build quality. They criticized the third-row space, ride on large wheels and price, and the Tahoe rarely won comparisons outright.