2022 Chevrolet Tahoe

2022 is the second model year of the fifth generation (launched for 2021) and a carry-over year for the powertrain. The volume LT uses the 5.3L L84 V8 at 355 hp. The 6.2L L87 V8 makes 420 hp and the 3.0L LM2 Duramax diesel 277 hp.

The 5.3L V8 peaks at 383 lb-ft. The 6.2L V8 and the LM2 Duramax both make 460 lb-ft, the diesel from 1,500 rpm. The Duramax was not raised to 495 lb-ft until the 2025 refresh.

Instrumented tests of 5.3L fifth-generation Tahoes run about 6.6–7.0 s, and the powertrain is unchanged for 2022. The 6.2L cuts that to about 6 s, and the diesel is the slowest. That is mid-pack for a full-size SUV.

The naturally aspirated V8s deliver lag-free low-end torque, and the Duramax is quiet for a diesel. They get coarse at high revs. Some chip-shortage 2022 5.3L builds also lost Dynamic Fuel Management and auto stop-start, so this edges the 2023 score (73) down slightly.

The 10L80 10-speed automatic shifts smoothly, kicks down willingly and has sensible tow/haul logic. It hunts occasionally at part throttle, and the push/pull button gear selector draws mixed reactions.

When properly equipped with the Max Trailering Package, the 2WD 5.3L is rated for 8,400 lb conventional towing, and 4WD versions are roughly 200 lb lower. That is above the SUV band ceiling.

4WD is optional on every trim and standard on the Z71, with a two-speed transfer case (4-Lo) and Autotrac automatic 4WD on upper trims. No locking differential is offered.

The Z71 adds a high-approach front fascia, skid plates, all-terrain tires, hill descent control and an off-road mode. Air Ride Adaptive Suspension is available. That gives credible light-to-moderate trail ability, but there are no lockers and the long wheelbase limits breakover.

There are three distinct engines: the 5.3L V8, the 6.2L V8 and the 3.0L Duramax turbodiesel I6. That is broader than most rivals, but there is no hybrid, PHEV or EV option.

The volume 5.3L V8 returns 17 MPG combined, which is below the SUV band floor. 2022 4WD 5.3L builds without stop-start, including chip-shortage DFM-delete units, are rated 1 MPG lower. Only the Duramax diesel clears the floor meaningfully.

More than 5,500 lb of body-on-frame SUV keeps the 5.3L's city figure below the SUV band floor.

At 20 MPG, the 5.3L's highway figure sits exactly on the SUV band floor. Mass and frontal area cap it despite the 10-speed automatic.

The 24-gallon tank offsets poor economy and gives mid-pack range. The diesel exceeds 500 miles per fill.

EPA's current-price estimate for the volume 5.3L is $3,950 a year at 15,000 miles on regular, which is above the SUV band ceiling.

The volume 5.3L runs on regular and the Duramax on ordinary diesel. Only the 6.2L V8 calls for premium, so requirements are mixed across trims.

NHTSA tested the 2022 Tahoe in both 2WD and 4WD form and gave each a 4-star overall rating. Side impact is 5 stars across the board, but frontal is 4 stars (passenger side 4) and rollover is 3 stars, as expected for a tall body-on-frame SUV.

IIHS has not crash-tested the fifth-generation Tahoe (2021 onward), so the 2022 model has no Top Safety Pick award and no individual crashworthiness ratings. With nothing published it cannot score above the bottom of the middle band; most full-size body-on-frame rivals are also untested.

Chevy Safety Assist is standard on every 2022 trim: AEB, Front Pedestrian Braking, Forward Collision Alert, Lane Keep Assist with Lane Departure Warning, Following Distance Indicator and IntelliBeam, plus front and rear park assist. Blind-zone alert, rear cross-traffic alert and adaptive cruise are not standard on the volume LT; they come in the optional Driver Alert package or on upper trims.

Low-speed AEB and Front Pedestrian Braking are standard, but IIHS has published no front crash prevention rating for the 2022 Tahoe. Night-time pedestrian performance is therefore unverified, so this is a mid-band estimate for GM's camera-based system of the era.

Lane Change Alert with Side Blind Zone Alert and Rear Cross Traffic Alert are optional on the volume LT (Driver Alert package) and standard on the upper trims. They only warn, with no active braking or steering, and trailer-aware coverage needs upper-trim trailering equipment.

The standard Lane Keep Assist only nudges the truck back when it nears a line; it does not center. Super Cruise did not reach the Tahoe until MY2023, so the 2022 model has no sustained lane-centering option on any trim.

Full-speed adaptive cruise is available and handles stop-and-go traffic competently. It is optional rather than standard on the volume trims, and in 2022 there is no integrated highway assist with lane centering to pair it with.

No hands-free driving system was offered on the 2022 Tahoe. GM's Super Cruise came to the Tahoe and Suburban only from the 2023 model year, on Premier and High Country.

LED headlamps and IntelliBeam automatic high beams are standard on all trims. IIHS has not rated this generation's headlights, so actual beam performance is unconfirmed.

The high seating position and large glass give a commanding forward view, but the tall hood and wide rear pillars leave real blind zones around the large body. HD Surround Vision and the Rear Camera Mirror help, though only on the trims that have them; standard front and rear park assist helps a little.

Wide rear doors, a tall roof and easy-to-reach second-row anchors make car-seat installation straightforward. The available second-row bench fits three across, and the independent rear suspension gives a roomy third row with more seating positions.

2022 is the second model year of the fifth-generation Tahoe (launched for 2021) and the body is carried over. Volume trims seat eight with the 2nd-row bench, or seven with captain's chairs.

The upright cabin gives front headroom above the top of the SUV band. The optional sunroof takes away about 1.9 in.

Front legroom reaches the top of the SUV band, so tall drivers have room to spare.

2nd-row headroom is solid and sits mid-band for an SUV. The sunroof often ordered on upper trims trims it by about 1.4 in.

The independent rear suspension adopted for the 2021 redesign lowered the floor and freed up 2nd-row legroom that tops the SUV band.

With about 34.9 in of legroom and 38.2 in of headroom, the 3rd row is usable for teens and average-size adults on short-to-medium trips, and the 2nd row folds and slides for access. It is less roomy than the Suburban or Expedition MAX, so it scores mid-band.

Cargo space behind the 2nd row is near the top of the SUV band, and 25.5 cu ft remains with all three rows up, enough for real luggage.

With both rear rows folded, cargo space is above the top of the SUV band.

The deep center console, large door pockets, sliding console tray on upper trims and available power-fold 3rd row make storage practical. The wireless charging pad that the LT should carry was deleted from many 2022 builds during the chip shortage, and there is no standout idea such as onboard power for tools, so it scores a little below the 2023.

The broad, well-padded front seats and roomy 2nd row suit long trips, and the LT adds driver memory. The volume LT's power seats are fairly basic, there are no massage seats on any trim, and many 2022 builds shipped without seat heating, so it trails the luxury twins.

The independent rear suspension, new for this generation, makes the ride far more settled than solid-axle body-on-frame rivals. The volume LT uses passive steel springs and is composed rather than plush; Magnetic Ride Control and Air Ride come only on upper trims.

Thick insulation and the hushed small-block V8 keep the cabin quiet at highway speed. The big mirrors add some wind noise, and the passive-suspension LT lets in more road noise than a Yukon Denali.

Tri-zone automatic climate and remote start are widely standard, but 2022 was hit hard by the chip shortage: the heated steering wheel was removed from November 2021 production, and heated and ventilated front seats were deleted on LT, RST, Z71 and Premier builds until April 18, 2022. Many volume-trim 2022s therefore lack features the trim normally carries.

The 2022 entry LS 2WD opened at $53,795 including destination, $500 below the 2023 price. That is near the top of the SUV price band, though it is still the cheapest way into GM's full-size T1 SUV family.

LT is the Tahoe volume trim. The 2022 LT 4WD listed at $60,500 before destination (about $62.3K with it), and typical option packages bring a typically equipped LT 4WD to around $63.5K.

The common 5.3L V8 and 10-speed automatic shared with Silverado, Suburban and Yukon keep parts and labor cheap. Big-SUV consumables and the known AFM/DFM lifter exposure on this generation's 5.3L push costs above the segment midpoint.

Fifth-generation Tahoes have held value among the best of full-size SUVs, helped by the 2022 shortage-era pricing. Mid-50s percent retention at five years is the consensus projection.

GM's segment-floor 3/36 basic coverage, the same as Expedition and Yukon.

Standard GM 5/60 powertrain coverage, the bottom of the band and half of Hyundai/Kia's 10/100.

Standard GM owner benefits: one complimentary scheduled maintenance visit in the first year, 5yr/60k roadside assistance and courtesy transportation, plus short OnStar/Connected Services trials. These are real benefits but thin next to ToyotaCare's two years.

$63,500 volume-trim price minus its estimated resale value after 5 years (55% retained, or about $34,925) leaves about $28,575 in depreciation. Add the projected $6,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $35,375 in total.

2022 is the second year of the fifth generation, which launched for 2021, and is a carry-over year with no refresh. Consumer Reports rates it less reliable than other vehicles of its model year, with engine trouble (lifters), electronics and transmission complaints. J.D. Power's Quality & Reliability score is only 'Average' at 78/100. Both sources lean negative, so it sits just under the mixed-signals band, and below the 2023 model year, which J.D. Power scored higher.

Chevrolet's multi-year dependability record is split. In J.D. Power's Vehicle Dependability Study it lands near the industry-average PP100, but Consumer Reports' brand rankings put it in the lower third of mainstream brands. Together that is mid-pack.

NHTSA lists four recalls for the 2022 Tahoe, and two are serious. One is specific to the 2022 model year: the 10-speed's transmission control valve can fail and lock the rear wheels while driving. The other covers 6.2L L87 connecting-rod/crankshaft defects that can cause engine failure. The rest are a third-row seat-belt buckle rivet and a DRL software non-compliance. The volume 5.3L is outside the L87 campaign, but with a powertrain lockup recall on its own transmission plus long-running DFM lifter and 10L80 shudder TSBs, it falls just below 'typical activity'.

The small-block V8 family has a long high-mileage history and is easy to service. But the Dynamic Fuel Management 5.3L L84 (the volume engine) has well-documented lifter and camshaft failures that owners report on the 2022 model year. The 6.2L L87 is under an engine-failure recall, and the 10L80 10-speed has both persistent shudder bulletins and a 2022-specific rear-wheel lockup recall. The 3.0L LM2 Duramax is the best-regarded option. Mixed history, at the bottom of the middle band.

This is the pre-refresh fifth-generation cabin, the generation's acknowledged weak point: a 10.2-inch center screen in a dash with plenty of hard plastic, with nicer leather and wood saved for the Premier and High Country. Some 2022 builds also lost features to chip-shortage deletions. Acceptable for the segment, but below the Yukon Denali and Escalade.

It is built in Arlington, Texas alongside the Suburban, Yukon and Escalade, and exterior assembly is competitive for the segment. Owners of the 2022 model year report persistent rattles and squeaks, camera and electronics faults, and battery-drain/no-start events tied to the hands-free liftgate module. J.D. Power's 'Average' quality score fits that picture. Generally solid, with scattered complaints.

Chevrolet's US franchised dealer network, at roughly 2,900–3,000 stores, is one of the two largest in the country. That gives dense coverage, including in rural markets where full-size SUVs sell heavily. Brand-level service satisfaction is about the mainstream average, which keeps it out of the top band.

The Tahoe shares the T1XX architecture, small-block V8s and 10L80 transmission with the Suburban, Yukon, Escalade, Silverado and Sierra, so OEM parts supply and the aftermarket are both very large and independent shops know the hardware well. Big tires and brakes, plus the optional Magnetic Ride and air-suspension hardware, make consumables and some repairs expensive.

The 2022 Tahoe uses a 10.2-inch diagonal touchscreen. The 17.7-inch screen did not arrive until the 2025 refresh, so it is mid-pack for the class.

The new-for-2022 Infotainment 3 Premium is quick and logically laid out, and the Tahoe keeps physical climate and volume controls. The screen is smallish for the class and the graphics are plain next to Ford's SYNC 4.

Wireless Apple CarPlay and Android Auto are standard on every 2022 Tahoe trim, and they work alongside Google built-in on LT and above.

New for 2022, Google built-in is standard on LT and above, adding Google Assistant voice control of navigation, media and HVAC plus Google Maps on the center screen. The services need a plan after the trial, and the base LS keeps the older system.

A nine-speaker Bose system is standard from the volume LT up and suits the big cabin. There is no higher-end branded system to step up to, and HD Radio was dropped from some 2022 builds during the chip shortage.

New for 2022, a 12.3-inch configurable digital cluster with four layouts is standard on LT and above. The base LS keeps a smaller display with analog gauges.

The fifth-generation Tahoe uses GM's Vehicle Intelligence Platform, which supports over-the-air updates, and GM says the Google built-in integration 'will continue to evolve over time'. In 2022 OTA was used mainly for infotainment, without Super Cruise or regular feature drops.

The myChevrolet app handles remote start, lock and unlock, vehicle locate and diagnostics, but remote commands need a paid plan after the trial and there is no phone-as-key.

Six USB ports, including USB-C, reach all rows and a 120V outlet is available. But wireless charging, normally an LT feature, was deleted from many 2022 builds during the chip shortage, so it scores below the 2023.

Keyless Open and push-button start, remote start, and a hands-free power liftgate are standard on the volume LT. There is no phone-as-key option.

Front and rear park assist and an HD rear camera are standard, and 2022 brought up to 13 camera views including a transparent-trailer view. HD Surround Vision and the Rear Camera Mirror come on upper trims or in packages, and there is no automated parking.

A large 15-inch diagonal multi-color head-up display is offered, but only optional on Premier and standard on High Country, so volume-trim buyers do not get it.

Large rear door openings and 42.0 in of 2nd-row legroom make it easy to fit car seats and load kids, and the standard bench on volume trims seats three across. 25.5 cu ft behind the 3rd row takes a stroller without folding anything. The high step-in height keeps it out of the 80s.

Chevy Safety Assist is standard on every trim, and 2022 adds standard front and rear park assist and Buckle to Drive. Blind-spot, rear cross-traffic alert and adaptive cruise cost extra on the LT, the crash record is a modest 4-star NHTSA overall, and IIHS has not rated it.

A usable 3rd row, 72.6 cu ft behind the 2nd row, tri-zone climate, USB ports in every row and available rear-seat media make it a strong family tourer. Chip-shortage deletions of heated seats and wheel on many 2022 builds, and the LT's passive suspension, hold it back.

The 5.3L V8 and 10-speed are smooth from a stop, the independent rear suspension soaks up potholes, and the light steering helps in town. At about 210.7 in long it always needs deliberate handling in traffic, and the 2022 has no Super Cruise or lane centering to ease the drive.

The volume 5.3L V8 is rated 17 MPG combined by the EPA, or 16 MPG for chip-shortage 4WD builds without stop-start, about $3,950–4,200 a year in fuel. Regular fuel, cheap Silverado-shared parts and the 22 MPG Duramax option help, but big tires, brakes and insurance keep the cost per mile high.

At about 210.7 in long with a 38–40 ft turning circle, the Tahoe is awkward in garages and tight urban spots. Standard front and rear park assist plus a rear camera help, and the surround camera comes on upper trims or in packages.

It tows up to 8,400 lbs when properly equipped (about 8,200 in 4WD), enough for most travel trailers and boats, and the 2022 trailering cameras add a transparent-trailer view. 122.9 cu ft of enclosed, lockable cargo space works well for tools.

The Tahoe is the default fleet full-size SUV, with Police Pursuit and Special Service variants putting this body-on-frame chassis and V8/10-speed drivetrain through severe-duty use. Lifter failures on 2021–2022 DFM V8s and 10-speed complaints are the known weak spots.

The fleet PPV/SSV ecosystem supports a deep aftermarket of consoles, partitions and lighting, and buyers get roof rails, a factory hitch with 7-pin connector, cargo tie-downs and an available 120V outlet. The passenger-car interior is not built for hose-out work use.

A 24-gal tank gives about 400 miles on the V8 and more than 520 on the diesel, and the cabin is quiet with comfortable seats. But the 2022 offers no Super Cruise or lane centering, and adaptive cruise is optional on the volume trims.

The Z71 adds a two-speed transfer case, skid plates, all-terrain tires, hill descent control and a higher-clearance front fascia, with Air Ride optional. Add the 8,400-lb tow rating and roof rails. There are no locking differentials, and the long wheelbase limits it on real trails.

There are 122.9 cu ft with both rows folded flat, 72.6 behind the 2nd row and 25.5 behind the 3rd, plus a wide square load floor, an available power-fold 3rd row, roof rails and a factory hitch.

The independent rear suspension controls body motion far better than the solid-axle generation before it, so the Tahoe is secure and predictable. The volume LT has passive dampers (Magnetic Ride is upper-trim only) and weighs about 5,600 lb, so it is composed rather than agile.

The electric power steering is light and easy in town, but reviewers call it vague, especially at higher speed, with little on-center feedback.

Large four-wheel discs handle the weight smoothly. Edmunds' only complaint was a somewhat soft pedal, and stopping distances for this generation are mid-pack for full-size body-on-frame SUVs.

The volume 5.3L V8 (355 hp) and 10-speed are smooth and linear with mostly seamless shifts. Occasional gear hunting and cylinder-deactivation transitions show through, and Edmunds' 7.7 s 0–60 run in a 4WD 5.3L shows it is unhurried.

The small-block V8 has a muted, pleasant burble under load and goes quiet at a cruise. Some low-frequency drone comes through when cylinders deactivate, and the LT lacks the extra sound insulation of the Denali-grade twins.

GM lists 38.1 ft on 18-in wheels and 39.7 ft on 20-in wheels. The 20-in figure is used for the volume LT/RST/Z71 mix, which puts it in the lower part of the SUV band, though still tighter than the Expedition.

The Tahoe offers a commanding view ahead, a high seat that is easy to get into, physical climate and volume controls, and a new 12.3-inch configurable cluster on LT and above. The push-button and pull-toggle gear selector takes getting used to, and thick rear pillars block rearward vision.

The V8 rumble and relaxed cruising make it pleasant, but it is a 5,600-lb body-on-frame family hauler with vague steering. Nobody buys it for the drive.

The 2022 LS comes standard with a 10.2-in touchscreen, tri-zone climate and Chevy Safety Assist (AEB, lane keep assist, auto high beams). Cloth seats and a basic cluster push most buyers up to LT for leather, Bose audio and digital gauges.

This is the cheapest entry into GM's T1 full-size SUV family, with independent rear suspension, a usable third row and 8,000+ lb towing for several thousand dollars less than an equivalent Yukon. Volume-trim interior materials and the 355-hp base V8 against Expedition's 400-hp EcoBoost keep it out of the standout band.

There are six trims from LS to High Country, three engines (5.3L V8, 6.2L V8, 3.0L Duramax diesel) and 2WD/4WD on every trim except the 4WD-only Z71. That makes it one of the widest ladders in the segment, priced from roughly $54K to $77K.

The Tahoe remained the best-selling traditional full-size SUV in the US through 2022 despite chip-shortage production constraints. It ran well ahead of Expedition and roughly double the Yukon or Sequoia, though fleet and police demand inflate the figure.

Chevrolet is a neutral mainstream brand with a middling reliability reputation. The Tahoe nameplate carries strong individual equity and resale demand, which lifts it above the brand baseline.

MY2022 sold at the peak of the chip-shortage inventory crunch. GM full-size SUVs commonly transacted at or above MSRP with market adjustments and only token incentive spend, so buyers had little room to negotiate.

MY2022 is the second year of the fifth generation launched for 2021, a current platform with independent rear suspension and modern architecture. The mid-cycle refresh did not arrive until 2025, so redesign risk for a 2022 buyer was low.

Reviewers praised the fifth-gen Tahoe's space, ride and versatility, and it collected resale-value recognition. It was rarely the outright comparison winner against the Expedition and new Wagoneer, with interior materials and fuel economy the recurring knocks.