2023 Chevrolet Tahoe

The 2023 model year is a carry-over within the fifth generation (launched for 2021); the volume LT uses the 5.3L L84 V8 at 355 hp. The 6.2L L87 V8 (RST, Z71 option, Premier, High Country) makes 420 hp and the pre-refresh 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 just 1,500 rpm. The Duramax was raised to 495 lb-ft only at the 2025 refresh, so that figure does not apply to 2023.

Instrumented tests of 5.3L fifth-generation Tahoes fall roughly between 6.6 and 7.0 s. The 6.2L cuts that to about 6 s, and the diesel is the slowest. That is mid-pack for a full-size SUV of about 5,600 lb.

The naturally aspirated pushrod V8s give lag-free, effortless low-end torque, and Dynamic Fuel Management is mostly seamless. The Duramax is quiet for a diesel. The score stays below 80 because the V8s get coarse at high revs and cylinder-deactivation transitions are occasionally noticeable at light throttle.

The 10L80 10-speed automatic shifts smoothly and kicks down willingly, and it has sensible tow/haul logic. Reviewers note some part-throttle hunting among the closely spaced upper gears, and the column-mounted push/pull gear selector draws mixed reactions.

When properly equipped with the Max Trailering Package, the 2WD 5.3L is rated for a maximum of 8,400 lb conventional towing. 4WD versions are roughly 200 lb lower. That is near the top of the full-size SUV field and 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, which keeps it out of the top band.

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 and can raise the body. That gives the Tahoe credible light-to-moderate trail ability. There is no locker or dedicated hard-core trim, 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 in both 2WD and 4WD form, which is below the SUV band floor. Only the Duramax diesel clears it meaningfully, at 22 MPG.

Cylinder deactivation cannot offset more than 5,500 lb of body-on-frame SUV, so the 5.3L's city figure sits 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 5.3L is $3,950 a year at 15,000 miles on regular, which is above the SUV band ceiling. The 6.2L on premium costs more again.

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 2023 Tahoe in both drivelines and gave each a 4-star overall rating. The side result is a strong 5 stars, but frontal is 4 and rollover is 3, which is typical for a tall body-on-frame SUV.

IIHS has not crash-tested the fifth-generation Tahoe, so it has no Top Safety Pick or TSP+ award and no individual crashworthiness ratings. With no published results it can't score above the bottom of the middle band. Its full-size body-on-frame rivals are likewise mostly untested.

Chevy Safety Assist is standard on every 2023 trim. It includes AEB, Front Pedestrian Braking, Forward Collision Alert, Lane Keep Assist with Lane Departure Warning, Following Distance Indicator and IntelliBeam. Blind-zone alerts, rear cross-traffic alert and adaptive cruise are not standard on the volume LS/LT trims; they are bundled into packages or come on upper trims.

Low-speed AEB and front pedestrian braking are standard. However, IIHS has published no front crash prevention rating for the 2023 Tahoe, so nighttime pedestrian performance is unverified. The score is a mid-band estimate based on GM's system of that era.

Side Blind Zone Alert with Lane Change Alert and Rear Cross Traffic Alert are standard from RST/Z71 up and optional below. They only warn; there is no active braking or steering intervention. Trailer-aware blind-zone coverage requires upper-trim trailering content.

The standard Lane Keep Assist is a corrective nudge rather than lane centering. Sustained centering is available only through Super Cruise on mapped highways, and in 2023 that was limited to the top trims.

Camera-based full-speed adaptive cruise is available and works well in stop-and-go traffic. It is optional rather than standard on the volume trims, and the polished integrated highway assist comes only with Super Cruise on Premier/High Country.

2023 is the first Tahoe model year with Super Cruise, which is mature hands-free highway driving with automatic lane changes. Coverage was GM's roughly 400,000-mile mapped network at the time. However, the system came only in the Advanced Technology Package on Premier and High Country, so most buyers never got it.

LED headlamps and IntelliBeam auto high beams are standard. IIHS has published no headlight rating for this generation, so the beam performance across trims is unconfirmed.

The high driving position and large glass give a good forward view. The tall hood and wide D-pillars leave real blind zones, though. HD Surround Vision and the Rear Camera Mirror make up for them, but only on the trims that offer them.

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 third row adds more seating positions.

The standard-wheelbase fifth-generation Tahoe seats up to eight with the 2nd-row bench offered on the volume trims; captain's chairs reduce that to seven.

The tall, upright cabin gives front headroom above the top of the SUV band. An optional sunroof takes away roughly 1.8 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 nearly 2 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 34.9 in of legroom and 38.2 in of headroom, the 3rd row is genuinely usable for teens and average-size adults on short-to-medium trips, and fold/slide 2nd-row seats make it easier to get in. It is still less roomy back there than the Expedition MAX or the Suburban, so it scores mid-band.

Cargo space behind the 2nd row is near the top of the SUV band. Even with the 3rd row up there are 25.5 cu ft, enough for real luggage.

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

Storage is practical: a deep center console, large door pockets, a sliding center-console tray on upper trims, an available power-fold 3rd row and a wireless charging pad from LT up. There is no headline storage idea such as onboard AC power for tools or a front trunk, so it scores as competitive, not standout.

Reviewers praise the broad, well-padded front seats and the comfortable 2nd row for long trips. The power seats on the volume LT are fairly basic, and no Tahoe offers massage seats, so it stays below the luxury twins.

The independent rear suspension makes the ride much more settled than solid-axle body-on-frame rivals. The volume LT uses passive steel springs, though, and is composed rather than plush; Magnetic Ride Control and Air Ride, which do the real smoothing, come only on upper trims.

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

Tri-zone automatic climate control and remote start are widely standard, and heated front seats arrive on the LT. The heated steering wheel, ventilated front seats and heated 2nd-row seats come only on Premier and High Country or in packages, which leaves the volume trim a little behind the 2025-refresh Tahoe and the luxury twins.

The 2023 entry LS 2WD opened at $54,295 with destination, a $500 rise over 2022 across all trims. That is near the top of the SUV price band, though it is the cheapest way into GM's full-size T1 family.

LT is the Tahoe volume trim; LT 2WD listed at $59,795 and LT 4WD at $62,795 with destination, and typical option packages put a typically equipped LT 4WD around $64K.

The common 5.3L V8 and 10-speed shared with Silverado/Suburban/Yukon keep parts and labor cheap, but big-SUV consumables and the known AFM/DFM lifter exposure push costs above the segment midpoint. Source estimates diverge widely, so a midpoint is used.

The 2023 Tahoe has held value well — roughly 27% lost in its first three years — putting it on track for mid-50s percent retention at five years, among the stronger full-size SUVs.

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, roadside assistance and courtesy transportation for 5yr/60k, plus short OnStar/Connected Services trials. Real but thin versus ToyotaCare's two years.

$64,000 volume-trim price minus its estimated resale value after 5 years (55% retained, or about $35,200) leaves about $28,800 in depreciation. Add the projected $6,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $35,600 in total.

The two main sources point in opposite directions for the 2023 model year. Consumer Reports' owner-survey data gives it a poor 22/100 and calls it less reliable than other 2023 vehicles, with in-car electronics, engine, fuel system and brakes as trouble spots. J.D. Power gives it a 'Great' 81/100 Quality & Reliability score, tied for #1 among large SUVs. 2023 is a carry-over third year of the fifth generation, which launched for 2021, and it predates the 2025 refresh. The split puts it at the bottom of the mixed-signals band.

Chevrolet's multi-year dependability record is split. In J.D. Power's Vehicle Dependability Study it lands at or slightly better than 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 five recalls for the 2023 Tahoe. Two are serious: the 6.2L L87 V8 connecting-rod/crankshaft defect that can cause engine failure, and a brake-system FMVSS 135 non-compliance. The rest cover rear suspension control-arm bolts that may break, diesel fuel-system parts and exterior lighting. The volume 5.3L LT is outside the L87 campaign, so this is not a failing score. Still, with an engine-failure recall plus long-running TSBs for 10-speed shudder and DFM lifters, this sits at the floor of 'typical activity'.

The small-block V8 family has a long high-mileage history and is easy to service. But the Dynamic Fuel Management versions of the 5.3L L84 (the volume engine) and the 6.2L L87 have well-documented lifter and camshaft failures, and the L87 is under a crankshaft/connecting-rod recall that covers 2023. The pre-refresh 3.0L LM2 Duramax is otherwise well regarded but has its own 2025 fuel-system recall. The 10L80 10-speed has persistent shudder bulletins. Consumer Reports owners flag engine and fuel-system trouble on this model year.

This is the pre-refresh fifth-generation cabin, the generation's acknowledged weak point. It has a 10.2-inch center screen in a dash with a lot of hard plastic, and volume LT door tops and lower surfaces are hard plastic too. Better leather and wood are reserved for the Premier and High Country. In J.D. Power's survey, owners named interior material quality among their complaints. Acceptable for the segment, but below the Yukon Denali, Escalade and the 2025 refresh.

It is built in Arlington, Texas alongside the Suburban, Yukon and Escalade. Panel gaps and exterior assembly are competitive for the segment, and J.D. Power's owner-reported quality score is strong. Against that, Consumer Reports owners report electronics faults, and owners across the generation report cabin rattles and interior trim misalignment. 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. J.D. Power owners rate the dealership experience well, but brand-level service satisfaction overall is about 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 volume LT has the 10.2-inch diagonal HD touchscreen of the pre-refresh fifth-generation Tahoe. The 17.7-inch screen did not arrive until the 2025 refresh, so the 2023 is mid-pack for the class.

Chevrolet Infotainment 3 Premium is quick and logically laid out, and it keeps physical climate and volume controls that reviewers like. The screen is smallish for the class and the graphics are simple next to Ford's SYNC 4 and the 2025 refresh, so it scores usable and good rather than a benchmark.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2023 Tahoe trim.

The LT and above get embedded navigation, and 2023 trim guides list Google built-in capability (Google Assistant and Google Maps) on the 10.2-inch system. That is a real step up from the older GM voice and nav, but the cloud features depend on a connected-services subscription, and the base LS has neither.

A 9-speaker Bose premium system is standard from the volume LT up and suits the large cabin well. There is no higher-end branded system to step up to on the 2023 Tahoe, so it lands at good rather than excellent.

A 12-inch reconfigurable digital driver display is standard on the volume LT and above. The base LS keeps a smaller 8-inch display with analog gauges, which keeps this short of near-universal standard.

The fifth-generation Tahoe is built on GM's Vehicle Intelligence Platform electrical architecture, which supports over-the-air updates beyond maps. In 2023 GM used it mainly for infotainment and Super Cruise updates rather than frequent feature drops.

The myChevrolet app handles remote start, lock and unlock, vehicle locate and diagnostics. Remote commands need a paid plan after the trial, and there is no phone-as-key on the 2023 model.

USB ports, including USB-C, reach all three rows, a wireless charging pad is standard from LT, and a 120V outlet is available. That is sound provisioning for an 8-passenger family hauler.

Keyless Open and push-button start, remote start, and a hands-free power liftgate are all standard on the volume LT. There is no phone-as-key option in 2023, which keeps it under 80.

An HD rear camera and rear park assist are standard. HD Surround Vision, the Rear Camera Mirror and front park assist are standard on High Country and offered in packages lower down, which is genuinely useful in a vehicle this large.

A large 15-inch diagonal multi-color head-up display is offered, but only as an option on Premier and as 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: automatic emergency braking with pedestrian detection, lane keep assist, forward collision alert and IntelliBeam. Blind-spot and rear cross-traffic alerts and adaptive cruise cost extra on the trims families actually buy, and the crash record is modest: 4-star NHTSA overall and no IIHS rating.

A 3rd row adults can use (34.9 in legroom), 72.6 cu ft behind the 2nd row, tri-zone climate, USB ports in every row and an available rear-seat media system make it a strong family tourer. Heated rear seats and ventilation only on Premier and up, plus the LT's passive suspension, keep it just below the Yukon Denali.

The 5.3L V8 and 10-speed are smooth from a stop, and the independent rear suspension soaks up city potholes. At about 210.7 in long with a tall, blunt hood, though, it always takes deliberate handling in traffic, and Super Cruise is limited to Premier and High Country.

The volume 5.3L V8 is rated 17 MPG combined by the EPA, about $3,950 a year in fuel. It does run on regular gas, Silverado-shared parts are cheap, and the 22 MPG Duramax diesel is an option, but big tires, brakes and insurance keep the cost per mile high.

Roughly 210.7 in long on a 120.9 in wheelbase with a ~39 ft turning circle, the Tahoe is awkward in parking garages and tight urban spots. A rear camera and rear park assist are standard, but the surround camera is mostly an upper-trim or package feature on the 2023.

It tows up to 8,400 lbs when properly equipped (about 8,200 in 4WD), enough for most travel trailers and boats, and the Max Trailering Package adds an integrated brake controller and hitch-guidance cameras. 122.9 cu ft of enclosed, lockable cargo space works well for tools.

The Tahoe is the default fleet full-size SUV. Police Pursuit and Special Service variants put this body-on-frame chassis and the V8/10-speed drivetrain through severe-duty use, and the drivetrain is shared with the Silverado. Known lifter failures on cylinder-deactivation (DFM) V8s and torque-converter complaints in this era are the weak spots.

The fleet PPV/SSV ecosystem supports a deep aftermarket of consoles, partitions and lighting, and buyers get standard roof rails, a factory trailering hitch and 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 400–480 miles on the V8 and more than 520 on the diesel, and the cabin is quiet with comfortable seats. Hands-free Super Cruise and adaptive cruise, however, are limited to upper trims or options in 2023, and the volume LT rides on passive springs.

The Z71 adds a two-speed transfer case, skid plates, all-terrain tires, hill descent control and a higher-clearance front fascia, and Air Ride is optional. Add the 8,400-lb tow rating and standard 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, standard roof rails and a factory hitch. That is about as much gear capacity as you get without a van.

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 accurate and suitably weighted for the size, but reviewers consistently note it gives almost no on-center feedback.

Large four-wheel disc brakes with a firm pedal handle the weight adequately. Instrumented 60–0 stops in the mid-130s ft are mid-pack for full-size body-on-frame SUVs, and the brakes can fade under long downhill towing.

The volume 5.3L V8 (355 hp) and 10-speed are smooth and linear, with mostly seamless shifts. Cylinder deactivation and occasional gear hunting are noticeable at times, and the 6.2L and Duramax diesel feel more effortless.

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 publishes a turning diameter of about 39 ft for the standard-wheelbase Tahoe. That is mid-band for SUVs and tighter than the Expedition, though still a large vehicle to maneuver.

The Tahoe offers a commanding view ahead, a high seat that is easy to get into, and physical climate and volume controls. The push-button and pull-toggle gear selector takes getting used to, the volume LT lacks power-adjustable pedals and a power column, 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 numb steering. Nobody buys it for the drive.

The 2023 LS includes a 10.2-in touchscreen, wireless Apple CarPlay/Android Auto, tri-zone climate, and Chevy Safety Assist (AEB, lane keep, auto high beams) standard, but cloth seats and a basic cluster mean most buyers step up to LT for leather, Bose and the digital gauges. Pre-refresh it lacks the later 17.7-in screen.

The cheapest entry into GM's T1 full-size SUV family, with independent rear suspension, real third-row space and 8,000+ lb towing for roughly $5K less than an equivalent Yukon. Volume-trim interior materials and the base 355-hp V8 versus Expedition's 400-hp EcoBoost keep it out of the standout band.

Six trims from LS to High Country, three engines (5.3L V8, 6.2L V8, 3.0L Duramax diesel) and 2WD/4WD on nearly every trim — one of the widest ladders in the segment, with 26 trim/drivetrain/engine combinations priced from $54K to $78K.

The Tahoe was the best-selling traditional full-size SUV in the US in 2023, running roughly 100K+ units, well ahead of Expedition and roughly double the Yukon or Sequoia, though fleet/police demand inflates the figure.

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

MY2023 sold into a tight, post-chip-shortage market where full-size GM SUVs transacted at or above MSRP for much of 2022–early 2023; incentives only returned in modest form (GM Financial APR/lease offers) late in the model year.

MY2023 is the third year of the fifth generation launched for 2021 — a current platform with IRS and modern architecture, but the mid-cycle refresh (17.7-in screen, new interior) arrived for 2025, making the 2023 cabin tech date quickly.

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