2024 Chevrolet Tahoe

The 2024 Tahoe is a carry-over year of the fifth generation (2021–) and the last year before the 2025 refresh. The volume LT carries the 5.3L V8 at 355 hp, with the 6.2L V8 at 420 hp and the pre-refresh LM2 Duramax diesel at 277 hp.

The 5.3L V8 makes 383 lb-ft. For 2024 the 6.2L V8 and the LM2 Duramax diesel both make 460 lb-ft; the diesel only rose to 495 lb-ft with the 2025 LZ0 update.

Published tests of the 5.3L V8 4WD Tahoe range widely, from about 6.6 s up to Edmunds' 7.7 s, so about 7.0 s is a fair figure for the volume configuration. The 6.2L RST runs in the high 5s.

GM's naturally aspirated small-block V8s deliver torque smoothly with no turbo lag, and Dynamic Fuel Management cylinder deactivation is mostly unnoticeable. The engines sound coarse under hard throttle, and DFM transitions can occasionally be felt at light load. The pre-refresh LM2 diesel is smooth but a little less muscular than the 2025 engine.

The 10L80 10-speed automatic shifts smoothly, kicks down decisively and has good tow/haul logic. It sometimes hunts between the closely spaced upper gears at part throttle on the highway.

When properly equipped, the 5.3L 2WD with the Max Trailering Package is rated to tow 8,400 lbs. That is near the top of the full-size SUV class and above the 8,000-lb SUV band ceiling.

4WD is available on every trim and standard on the Z71. It uses a two-speed transfer case with 4-Lo, and upper trims get the Autotrac automatic 4WD mode. No locking differentials are offered, which keeps it out of the top band.

The Z71 adds standard 4WD with 4-Lo, skid plates, all-terrain tires, hill descent control and a high-approach front fascia, and Air Ride adaptive suspension is available. It is still a long-wheelbase SUV with no lockers, and there is no dedicated off-road trim of the kind the Yukon AT4 Ultimate or Expedition Tremor offers.

There are three distinct powertrains: the 5.3L V8, the 6.2L V8 and the 3.0L Duramax diesel. That covers mainstream, high-power and long-range buyers, but there is no hybrid, PHEV or EV version.

The volume 5.3L V8 returns 17 MPG combined in both 2WD and 4WD. That is below the SUV gas band floor for a body-on-frame V8 with no hybrid assist. Only the Duramax diesel does meaningfully better.

City economy is the weakest figure. Cylinder deactivation cannot make up for roughly 5,600 lb of curb weight when there is no electrified assist.

Highway economy sits exactly at the SUV band floor. The 10-speed gearbox and DFM help, but the Tahoe's mass and frontal area hold it there.

The 24-gallon tank makes up for the poor economy and gives a mid-pack cruising range. The diesel can go well over 500 miles between fills.

fueleconomy.gov currently lists $3,950 a year for the 5.3L V8 at its 15k-mile assumption, which is past the expensive end of the SUV band. The 6.2L on premium costs well over $5,000.

The volume 5.3L V8 runs on 87-octane regular and the Duramax uses ordinary diesel. Only the 6.2L V8 requires premium, so fuel requirements are mixed across the lineup.

NHTSA rates the 2024 Tahoe 4 stars overall in both RWD and 4WD form: 4-star frontal (5 driver / 4 passenger), 5-star side, and the 3-star rollover typical of tall body-on-frame SUVs.

The 2024 Tahoe earns no IIHS award. It is Good in the updated side test and the original moderate-overlap test, but only Acceptable in small overlap and Poor in the updated moderate-overlap test, which measures rear-seat protection. A Poor result in a key current test puts it in the bottom band.

Chevy Safety Assist is standard on every 2024 trim: AEB, front pedestrian braking, forward collision alert, lane keep assist with lane departure warning, following distance indicator and IntelliBeam. Blind-zone alert and rear cross-traffic alert are not standard on the base LS, and adaptive cruise is optional on LT/RST and standard only from Premier up.

IIHS lists a vehicle-to-vehicle front crash prevention evaluation (updated 2.0 protocol) and a pedestrian evaluation for the 2024 Tahoe, but the grades did not come through in what I could retrieve. GM's camera-based AEB generally rates as adequate in the daytime, and night pedestrian performance is unconfirmed.

Side blind zone alert with lane change alert and rear cross-traffic alert are standard from LT up and optional on LS. They warn but do not intervene; active Blind Zone Steering Assist and trailer-length-aware blind-zone coverage were limited to upper trims and packages for 2024.

The standard lane keep assist is a corrective nudge rather than continuous centering. Smooth, sustained centering comes only from Super Cruise on mapped highways, which most 2024 buyers did not have.

GM's camera/radar adaptive cruise works across the full speed range, including stop-and-go, and reviewers find it well behaved. It is standard only on Premier/High Country and optional below, so the volume LT often goes without it.

Super Cruise is available on the 2024 Premier and High Country, with automatic lane change and trailering support, on GM's 400,000+ miles of mapped North American roads. It is mature and broadly mapped but limited to the top trims.

IIHS rates the 2024 Tahoe's headlights Poor. The LED reflector low beams light the right side of the road inadequately, though IntelliBeam auto high beams are standard and curve-adaptive lighting is not offered.

The high seating position and large glass give a commanding forward view, but the tall hood and thick D-pillars create real blind zones. HD Surround Vision and the Rear Camera Mirror help, but only on the trims that carry them.

IIHS rates the Tahoe's child-seat anchors G+ with extra LATCH positions. Wide rear doors, a tall roof and a large second row (with a bench option for three across) make fitting several car seats easy.

The 2024 Tahoe is a carry-over year of the fifth generation (2021–), the last before the 2025 refresh. The volume LT seats eight with the 2nd-row 60/40 bench. Captain's chairs bring it to seven, and a front bench on the LS allows nine.

The tall, upright greenhouse of the T1XX full-size SUV puts front headroom at the top of the SUV band. The optional panoramic roof costs about 1.8 in.

Front legroom is at the very top of the SUV band, so very tall drivers fit easily.

Second-row headroom is solid, mid-band for an SUV. The panoramic roof, common on Premier and High Country, takes it down to 37.1 in.

The independent rear suspension introduced with the 2021 redesign frees up limousine-grade second-row legroom that tops the SUV band.

With 34.9 in of legroom and 38.2 in of headroom, the third row is genuinely usable by teens and average-size adults on short-to-medium trips. A power-release/fold 2nd row eases access, and a power-folding 3rd row is part of the LT Luxury Package. It still trails Expedition MAX and Wagoneer for adult comfort back there.

Volume behind the 2nd row is near the top of the SUV band, and the 25.5 cu ft behind a raised third row still takes a family's luggage.

Maximum cargo exceeds the top of the SUV band, well ahead of the standard-length Expedition's 104.6 cu ft.

The deep center console, large door bins, an under-floor bin behind the third row and USB ports in every row make for a very practical cabin. The push-button shifter frees up console space, and the LT adds wireless charging. Nothing in it reaches the onboard-power or front-trunk level of storage innovation.

Reviewers consistently praise the broad, well-cushioned front buckets and roomy, comfortable 2nd-row seats for long trips. The base LS's cloth seats are flatter, and no Tahoe trim offers massaging seats, so it sits below the Escalade and Yukon Denali.

The standard independent rear suspension gives the Tahoe a far more settled ride than solid-axle body-on-frame rivals. KBB's reviewer called the suspension 'good' and refined. The volume LT runs passive steel springs, though; adaptive dampers and Air Ride are Premier/High Country or Z71-package content.

Heavy insulation and active noise cancellation keep highway drone suppressed and the V8 distant at a cruise. Some wind rustle around the big mirrors and more road roar than the plusher Yukon Denali or Escalade keep it just short of the class best.

Tri-zone automatic climate and remote start are standard on every trim. On the volume LT, heated front seats and a heated steering wheel come through the Luxury Package, while ventilated fronts and heated 2nd-row seats wait for Premier/High Country. No massage is offered.

The 2024 Tahoe LS 2WD opens at $56,200 plus $1,995 destination. That price puts it near the top of the SUV band, and it is the last pre-refresh price point before the 2025 update pushed the LS past $60K.

LT is the volume trim. A typical 2024 LT, with a mix of 2WD and 4WD and a few options, lands in the mid-$60Ks with destination, which is at the top of the SUV band.

The 5.3L V8 and 10-speed are shared with the Silverado, so parts are cheap and widely available. Large-SUV consumables and known AFM/DFM lifter exposure still push projected costs above the segment midpoint.

The Tahoe holds its value better than the average large SUV: it loses about 45–47% over five years against a category average of 51%. A 2024 is also the final pre-refresh year, so it trades a little resale against the updated 2025.

GM's 3/36 basic coverage is the segment floor. It matches the Expedition, Yukon and Wagoneer.

Standard GM 5/60 powertrain coverage sits at the bottom of the band. Hyundai/Kia rivals offer 10/100.

Chevrolet's 2024 owner benefits are the standard GM set: one complimentary maintenance visit in the first year, 5-yr/60k roadside assistance, courtesy transportation and short OnStar/Connected Services trials. That is real but thin next to multi-year included-maintenance programs. It matches the 2026 Tahoe and Yukon.

$65,500 volume-trim price minus its estimated resale value after 5 years (54% retained, or about $35,370) leaves about $30,130 in depreciation. Add the projected $7,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $37,130 in total.

The two sources disagree. J.D. Power gives the 2024 Tahoe a Quality & Reliability score of 82/100 ('Great') and its top large-SUV rating. Consumer Reports rates it less reliable than other 2024 vehicles, with owner-reported trouble clustered in the brakes (premature pad/rotor wear, pulsation, ABS, parking brake, master cylinder, calipers). 2024 is a carry-over year of the 2021-launched fifth generation, before the 2025 refresh. That mixed picture puts it mid-band: ahead of the Expedition and behind the Sequoia.

Chevrolet's record is split by source. It ranked well in J.D. Power's 2024 Vehicle Dependability Study but low in Consumer Reports' 2024 brand reliability rankings. That makes it a mid-pack brand overall.

There are three recalls for the 2024 model year, and one is serious. The 6.2L L87 V8 connecting-rod/crankshaft defect (25V-274) can cause engine failure and loss of propulsion. Its oil-viscosity remedy is now under an NHTSA engineering analysis after hundreds of failures following the fix. The other two are the eBCM low-brake-fluid warning software and an incorrect fuel tank on Duramax diesels. The volume 5.3L is not in the engine campaign, but a powertrain-failure recall with a remedy now under investigation lands this in the low band.

The small-block V8 family is long-proven and easy to service, and the 3.0L Duramax inline-six has a good record. But the volume 5.3L L84 uses Dynamic Fuel Management, which has well-documented lifter and camshaft failures. The 6.2L L87 in 2024 builds sits inside the crankshaft/connecting-rod defect population, and the remedy for that is itself failing. The 10L80 10-speed carries torque-converter shudder service bulletins. Overall the powertrain record is mixed, leaning toward problems.

The 2024 Tahoe has the pre-refresh cabin, with a 10.2-inch center screen and a dashboard design that reviewers called the generation's weak point before the 2025 redesign. The volume LT has a lot of hard plastic on the door tops, lower dash and second row. High Country trims are better, but premium materials are kept for the Yukon Denali and Escalade. Adequate for the price but below class-leading.

The Tahoe is built in Arlington, Texas, alongside the Suburban, Yukon and Escalade, and 2024 is a mature fourth production year for the generation. J.D. Power's strong quality score points to good initial build quality. Owners still report scattered cabin rattles, trim misalignment and infotainment glitches. Solid overall, but short of Toyota's benchmark.

Chevrolet has one of the two largest franchised dealer networks in the US, at roughly 2,900-3,000 locations, so coverage is excellent even in rural markets. J.D. Power service-satisfaction data puts Chevrolet near the mainstream average, which keeps it out of the top of the band.

The Tahoe shares its T1XX platform, small-block V8s and 10L80 transmission with the Suburban, Yukon, Escalade and the Silverado/Sierra pickups. That means deep OEM parts supply, a huge aftermarket, and an engine every independent shop knows. Large tires, big brakes and the optional Magnetic Ride and air suspension raise consumable costs above pickup levels.

The 2024 Tahoe predates the 2025 refresh and its 17.7-in screen. The volume LT and every trim above it use a 10.2-in touchscreen, while the base LS has an 8-in unit.

Chevrolet Infotainment 3 is quick enough, logically laid out and backed by a full row of physical climate and audio controls. It looks dated next to the Expedition's 15.5-in Sync 4A and the refreshed 2025 Tahoe's Google built-in, and the push-button gear selector draws some usability complaints.

Wireless Apple CarPlay and Android Auto are standard on every 2024 Tahoe trim, including the base LS.

Embedded navigation comes on the LT and above, and the system has workable built-in voice recognition. It lacks the Google Assistant/Google Maps integration the 2025 refresh brought, so most owners default to phone projection.

The volume LT gets a 9-speaker Bose system, High Country steps up to a 10-speaker Bose Performance Series, and the LS makes do with 6 speakers. It is solid rather than reference-grade for the class.

A 12-in configurable digital cluster comes on the LT and above, while the base LS keeps analog gauges with a small 4.2-in driver information display. It is crisp, but offers fewer layouts than the 2025-refresh cluster.

From 2021 the T1XX Tahoe moved to GM's Vehicle Intelligence Platform electrical architecture, which supports over-the-air updates beyond maps, including infotainment and Super Cruise. GM ships them infrequently, and few feature additions reached the pre-refresh Tahoe.

The myChevrolet app covers remote start, lock/unlock, locate and diagnostics. Remote commands need a paid connected-services plan after the trial, and the 2024 Tahoe has no phone-as-key.

There are USB ports in all three rows, wireless charging on the LT and above, and a 120V outlet. That is good provisioning, though the LS lacks wireless charging.

Keyless open and start and remote start are standard, and the LT adds a hands-free power liftgate. With no phone-as-key, it stops short of the top band.

An HD rear camera and park assist are widely fitted. HD Surround Vision and the Rear Camera Mirror are mostly package content, bundled with the Advanced Technology Package on Premier and High Country and optional on lower trims, so a typical LT goes without the 360-degree view.

A 15-in multicolor head-up display is offered only on Premier and High Country, through the Advanced Technology Package. It is not available on the volume LT.

Tall rear doors and 42.0 in of 2nd-row legroom make installing car seats and loading kids easy. The standard 60/40 bench allows three across, and 25.5 cu ft behind the third row takes a stroller. The high floor means small children need the step to climb in.

Chevy Safety Assist (AEB with pedestrian braking, lane keep assist and auto high beams) and a rear-seat reminder are standard. Blind-spot monitoring and adaptive cruise cost extra on the family trims, and the Tahoe has a 4-star NHTSA overall rating, a Poor IIHS updated moderate-overlap result and Poor headlights.

An adult-usable third row, 72.6 cu ft behind the second row, standard tri-zone climate and USB ports in every row make it a strong family tourer. Heated 2nd-row seats wait for upper trims, and there is no factory rear entertainment beyond accessories.

The 5.3L V8 and 10-speed are smooth off the line, and KBB found it 'seemed to drive smaller than its size.' But at 210.7 in long it always needs managing in traffic, the push-button shifter is fiddly, and Super Cruise is limited to Premier/High Country packages.

The volume 5.3L V8 4WD returns about 17 mpg combined on regular fuel, which makes it expensive per mile, though average for a body-on-frame full-size SUV. The Duramax diesel option ($995) is a genuine mitigation for high-mileage commuters, and Silverado parts commonality keeps maintenance cheap.

At 210.7 in long and about 81 in wide it overhangs a standard parking stall, but a 38.1 ft turning circle is tight for the class. Surround-view cameras are mostly package content on the 2024 model.

With up to 8,400 lb of towing and roughly 1,700 lb of payload, plus 122.9 cu ft of lockable cargo space, it covers most trailers and boats. The Max Trailering Package adds a brake controller and hitch guidance. The Expedition tows more.

The Tahoe PPV and SSV fleet variants put this exact body-on-frame chassis and V8/10-speed drivetrain through police and government duty, and the drivetrain is shared with the Silverado. The known exposure to DFM lifter failures and torque-converter shudder is the blemish.

The PPV/SSV upfit aftermarket is unmatched among SUVs, and the Tahoe adds roof rails, a factory hitch with a 7-pin connector, cargo tie-downs and an available 120V outlet. The interior is passenger-oriented rather than wipe-down.

A 24-gal tank gives roughly 410–480 mi of range on the V8 and more than 500 on the diesel, and the cabin is quiet and the seats broad. Adaptive cruise and Super Cruise are not on the volume LT, and the LT rides on passive springs.

The Z71 adds a two-speed transfer case, skid plates, all-terrain tires, hill descent control and a high-approach fascia, and its Off-Road Package brings Air Ride and adaptive dampers. Add an 8,400 lb tow rating and roof rails, but there are no locking differentials.

There is 122.9 cu ft with both rear rows folded flat and 25.5 cu ft behind the third row, plus an under-floor bin, roof rails and a factory hitch. A power-folding third row is optional on the LT.

The independent rear suspension gives far better body control than the live-axle generation before it, and KBB found the Tahoe 'seemed to drive smaller than its size.' On the volume LT's passive dampers, though, at about 5,600 lb it is secure and predictable rather than agile.

The T1XX electric power steering is accurate and appropriately weighted but numb on center, which reviewers consistently flag as the platform's weakest dynamic trait.

Large four-wheel discs and a firm, progressive pedal cope with the mass, with instrumented 60-0 mph stops in the low-to-mid 130s ft for this generation, mid-pack for the class. There is some fade under sustained towing or downhill use.

The volume 5.3L V8 (355 hp) with the 10L80 is smooth and lag-free off idle with largely seamless shifts. It is adequate rather than effortless at this weight, and DFM transitions and part-throttle gear hunting are occasionally felt.

The small-block has a pleasant, subdued burble and is quiet at a cruise, but it gets coarse at full throttle, and low-frequency DFM drone comes through on the LT's lighter sound deadening.

Published curb-to-curb figures vary by trim and wheel size. For the volume LT 4WD it is 38.1 ft, notably tight for a 120.9-in wheelbase full-size SUV.

A commanding driving position, a tall hip point for easy entry and physical climate controls are strengths. The push-button/pull-toggle gear selector takes getting used to, thick D-pillars limit rear visibility, and the LT lacks power-adjustable pedals and a power column.

V8 rumble and effortless cruising give it road-trip appeal, but with numb steering and passive dampers it is a big family hauler, not a driver's vehicle. The 6.2L RST Performance Edition is the exception, not the volume configuration.

The 2024 LS has the expected basics at $58K: a 10.2-in touchscreen with wireless CarPlay/Android Auto, Chevy Safety Assist (AEB, lane-keep, auto high beams), tri-zone climate and the independent rear suspension. It is still sparsely trimmed for the money, though: cloth seats, a small 8-in cluster and no Bose. Buyers effectively step up to LT. The pre-refresh cabin also lacks the 17.7-in screen standard from 2025.

The Tahoe is the value entry into GM's T1 full-size SUV family. It has the same platform, independent rear suspension, third-row space and towing as the Yukon and Escalade, and the 2024 pricing undercuts the 2025-and-later refresh by about $2K. Weak spots are cheap-feeling LS/LT plastics and the volume 5.3L's 355 hp against the twin-turbo Sequoia and Expedition.

The lineup has six trims from LS to High Country, three engines (5.3L V8, 6.2L V8, 3.0L Duramax diesel) and 2WD or 4WD on nearly every trim. That is one of the widest configuration ladders in the class.

The Tahoe is the sales leader among traditional full-size SUVs at about 105K units in 2024, well ahead of the Expedition, Yukon and Sequoia. Volume slipped about 5% in the year before the refresh, and fleet and police demand inflates the total.

Chevrolet itself is a neutral mainstream brand. The Tahoe nameplate carries unusually strong equity as the default American full-size family, fleet and police SUV, and it holds its value better than the large-SUV average.

As the final pre-refresh model year, 2024 Tahoes drew GM bonus cash and promotional APR/lease offers as dealers cleared stock ahead of the 2025 update. The strong Q4 2024 sales spike (+27%) fits that clearance pattern, and deep inventory made negotiation easier than on the Yukon.

2024 is the fourth year of the fifth generation (launched for 2021) and a pure carry-over. A significant 2025 mid-cycle refresh brought a 17.7-in screen, a new dash and a revised diesel, so a 2024 buyer was getting the outgoing interior right before it was replaced.

Reviewers consistently rate the fifth-generation Tahoe near the top of the class for third-row and cargo space, ride from the independent rear suspension and the Duramax option. It also wins resale and family-SUV recognition. Recurring knocks on volume-trim interior materials and V8 thirst keep it from the top band.