2025 Chevrolet Tahoe

The volume LT carries the 5.3L EcoTec3 V8 at 355 hp, unchanged through the 2025 mid-cycle refresh. The 6.2L V8 (RST/Premier/High Country) tops the range at 420 hp; the new-for-2025 LZ0 3.0L Duramax makes 305 hp.

The 5.3L V8 peaks at 383 lb-ft. For 2025 the second-generation LZ0 Duramax raised diesel torque from 460 to 495 lb-ft, now the strongest figure in the lineup.

A roughly 5,600-lb body-on-frame SUV with the 5.3L V8 runs 0–60 in the high 6s — mid-pack for the class and well behind the twin-turbo Expedition. The 6.2L cuts it to about 6 seconds.

The naturally aspirated small-block V8 delivers immediate, lag-free low-rpm torque, and the updated LZ0 Duramax is notably quiet for a diesel. Held out of the top tier by V8 coarseness at high revs and occasional perceptible Dynamic Fuel Management transitions at light load.

The 10L80 10-speed automatic, standard with every engine, shifts smoothly and kicks down decisively with sensible tow/haul logic; the recurring knock is mild part-throttle hunting among the close upper ratios.

8,400 lbs when properly equipped with the 5.3L V8 in 2WD form is near the top of the mainstream full-size SUV field and exceeds the 8,000-lb SUV band ceiling.

4WD with a two-speed transfer case (4-Lo) is available on every trim and standard on Z71, with an Autotrac automatic mode on upper trims. No locking differential is offered, keeping it below the top tier.

The Z71 adds skid plates, all-terrain tires, hill descent control, an off-road mode and a high-approach front fascia, with available air suspension lift — genuine light-to-moderate capability. No lockers and a long wheelbase keep it short of dedicated off-roaders.

Three distinct engines — 5.3L V8, 6.2L V8 and 3.0L Duramax diesel — cover mainstream, power and efficiency buyers, but there is no hybrid, PHEV or EV Tahoe.

The volume 5.3L V8 4WD rates 17 MPG combined — near the floor of the gas SUV band for a 5,600-lb body-on-frame V8. Only the Duramax diesel meaningfully improves on it.

Cylinder deactivation helps at light load but cannot offset the mass with no electrified assist, leaving city economy just above the band floor.

The 4WD 5.3L's 19 MPG highway sits below the SUV band's 20 MPG floor; large frontal area and weight cap it at the bottom of the class.

The 24-gallon tank offsets poor MPG for a mid-pack cruising range; the diesel stretches past 500 miles.

At EPA's current fuel-price assumptions (regular $4.47/gal) the volume 5.3L 4WD costs about $3,950 a year over 15,000 miles — above the SUV band ceiling. The 6.2L on premium is far costlier.

The volume 5.3L V8 runs on regular and the Duramax on ordinary diesel; only the 6.2L V8 calls for premium, so requirements are mixed across trims rather than uniformly cheap.

NHTSA rated the 2025 Tahoe five stars overall in both RWD and 4WD form, with five-star frontal and side results; the only weak spot is a three-star rollover rating (about 21–22% risk), typical of tall body-on-frame SUVs.

No IIHS award. Side (updated test) is Good and small overlap front is Acceptable, but the updated moderate overlap front test is Poor, driven by a Marginal rear-passenger restraint result — a key test failure that places it in the low band.

For 2025 Chevy made the full suite standard from the base LS up: AEB with pedestrian/bicyclist braking and Intersection AEB, lane keep assist with lane departure warning, adaptive cruise, Blind Zone Steering Assist, rear cross-traffic braking, reverse AEB and HD Surround Vision.

IIHS rated the standard system Poor in the tougher vehicle-to-vehicle 2.0 test and Marginal for pedestrians, performing acceptably in daylight but faltering in low light.

Blind Zone Steering Assist (active steering intervention) and Rear Cross Traffic Braking are standard on every 2025 trim, with trailer side blind zone coverage offered with advanced trailering content.

Standard Lane Keep Assist with Lane Departure Warning is a corrective nudge rather than continuous centering; smooth centering arrives only with Super Cruise on upper trims.

Full-speed-range adaptive cruise is now standard on every trim for 2025 and handles stop-and-go smoothly; the integrated highway assist experience is best on trims fitted with Super Cruise.

GM Super Cruise is available on upper Tahoe trims with hands-free operation, automatic lane changes and trailering support across GM's large mapped divided-highway network — one of the most mature systems on sale.

IIHS rated every trim's LED reflector headlights Poor for the current generation — inadequate right-side reach and excessive glare — and has not published an improved rating for the 2025 refresh; IntelliBeam auto high beams are standard.

The high seating position and big glass give a commanding forward view, but the tall hood and thick rear pillars create blind zones; HD Surround Vision is now standard on every 2025 trim, which compensates well.

IIHS rates LATCH Good with extra positions, and the wide rear doors and tall roofline make installation easy; a second-row bench allows three across and the third row adds tether points.

The volume LT seats eight with the standard 2nd-row 60/40 bench; captain's chairs drop it to seven.

Front headroom sits at the top of the SUV band.

Front legroom matches the top of the SUV band.

Generous second-row headroom, slightly below the very top of the band.

Second-row legroom is at the top of the SUV band thanks to the independent rear suspension packaging of the T1XX platform.

With 34.9 in of legroom and 38.2 in of headroom the third row takes adults for moderate trips, but the low floor raises knees and access is through the 2nd-row tilt/slide or between captain's chairs. Below Suburban/Expedition MAX-class room, above most three-row crossovers.

Very large cargo hold with the third row folded; 25.5 cu ft remains with all seats up.

Maximum cargo volume exceeds the top of the SUV band.

The 2025 refresh redesigned the center console with more storage and a repositioned wireless pad, and moved the shifter to a column stalk to free up space. Premier/High Country add a power-sliding console that moves back 10 in to reveal a hidden lower bin and drawer. The volume LT gets the fixed console only, and there is no onboard-power or flip-tailgate trick.

Front and 2nd-row seats are broad and supportive for long stints. For 2025, heated and ventilated seats in both the front and the 2nd-row outboard positions became available on upper trims. The LT's 8-way-class adjustability and the absence of a massage function keep it below the Escalade.

On the LT's standard steel suspension the IRS absorbs bumps and rough pavement well, but it feels somewhat buoyant at highway speed. The available Magnetic Ride and Air Ride make it smoother and tighter.

Reviewers single out the refreshed Tahoe's cabin as exceptionally quiet, comparable to a hushed luxury sedan.

Tri-zone automatic climate and remote start come widely, and the LT has heated front seats and a heated wheel. New for 2025, ventilated front seats and heated/ventilated 2nd-row outboard seats are available on upper trims.

The refreshed 2025 Tahoe opens at the LS 2WD at just over $60K with destination, near the top of the SUV price band but below the mechanically identical GMC Yukon.

LT is the Tahoe's volume trim; the LT 4WD 5.3L lists at $66,695 with destination and typically carries roughly $1,000–1,500 in options. That sits at the very top of the SUV volume-price band.

The 5.3L V8 and 10-speed are shared across GM's high-volume trucks, so parts and service are cheap and plentiful; large tires and brakes and the AFM/DFM lifter exposure keep it above the class low end.

Tahoe holds value better than the large-SUV average and better than the Expedition, but the 2025 model did not win a KBB Best Resale Value award, and estimates vary widely by source.

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

Standard GM 5/60 powertrain coverage, at the bottom of the band and half the Hyundai/Kia term.

Standard Chevrolet owner benefits: one complimentary scheduled maintenance visit in the first year, 5-year/60,000-mile roadside assistance and courtesy transportation, plus short OnStar/connected-services trials. That is real but thin next to multi-year included maintenance plans.

$68,000 volume-trim price minus its estimated resale value after 5 years (53% retained, or about $36,040) leaves about $31,960 in depreciation. Add the projected $6,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $38,260 in total.

Consumer Reports predicts the 2025 Tahoe will be less reliable than the average new car, based on 2022-2024 owner data for the fifth-generation (2021-on) T1XX, with trouble spots in electrical accessories, paint/trim, climate system, engine and drive system. 2025 is also the launch year of the mid-cycle refresh (new dash, 17.7-inch screen), which adds first-year electronics risk on top of carried-over V8 DFM and 10-speed concerns.

Chevrolet's dependability record is mixed: J.D. Power VDS places it near the industry average, while Consumer Reports' brand rankings place it in the lower third of mainstream brands. Mid-pack overall.

The 2025 model year itself has a light recall record — one campaign, for incorrect front-hub bolts on 24-inch-wheel 2025-2026 GM full-size SUVs — and it falls outside both the 6.2L L87 connecting-rod/crankshaft recall (25V-274, 2021-2024) and the May 2026 transfer-case recall (2015-2020 and 2026 units). But the generation as a whole carries that serious L87 engine campaign plus brake, seat-belt and software recalls, and long-running TSBs for 10L80 shudder and DFM lifter noise, so it stays in the 'typical, not clean' band.

The volume engine is the 5.3L L84 V8 with Dynamic Fuel Management. The small-block family is long-proven and easy to service, but DFM lifter/camshaft failures are well documented. The 6.2L L87 carries the crankshaft/rod defect history, and the 10L80 10-speed has persistent shudder bulletins. The 3.0L Duramax diesel is the strongest option, but it is not the volume engine.

The 2025 refresh brought a redesigned dashboard, a 17.7-inch center screen and better switchgear, fixing the pre-refresh cabin's biggest weakness. Volume LT trims still show hard plastics on door tops and lower surfaces, and the richest materials stay with Yukon Denali and Escalade. Competitive for a full-size SUV, not class-leading.

Built at Arlington, Texas alongside Suburban, Yukon and Escalade, with segment-average assembly. CR's 2025 owner survey specifically flags paint and trim, and 2025 is the first production year of the refreshed interior. That puts it a little below the settled second-year 2026.

Chevrolet's roughly 2,900-3,000 US dealers make up one of the two largest networks in the country, with strong rural coverage where full-size SUVs sell. Service satisfaction is about average, which keeps it out of the top band.

The Tahoe shares the T1XX platform, small-block V8s and 10L80 with Suburban, Yukon, Escalade and the Silverado/Sierra pickups, so OEM and aftermarket supply is enormous. Large tires and brakes, and the Magnetic Ride/air suspension on upper trims, raise consumable costs above pickup levels.

The 2025 refresh replaced the 10.2-in unit with a 17.7-in diagonal touchscreen on every trim, beyond the top of the band.

The new Google built-in system is quick and logically laid out on a huge screen, and it keeps physical climate and volume controls. The landscape screen is a long reach from the driver's seat, and some functions are buried in menus.

Wireless Apple CarPlay and Android Auto are standard on every 2025 Tahoe trim; GM's projection removal applies only to its EVs.

Google Assistant and native Google Maps give natural-language voice control and class-leading native navigation. Full functionality depends on a connected-services plan after the trial period.

A Bose premium system is standard from LT up, with an upgraded Bose Performance Series on High Country. It is good rather than standout, and it trails the Escalade's AKG systems and Ford's B&O.

The 2025 refresh made an 11-in reconfigurable digital cluster standard across the lineup.

GM's Vehicle Intelligence Platform electrical architecture supports multi-module OTA updates, including Super Cruise and Google app updates. Feature-adding updates have been modest in practice.

The myChevrolet app covers remote start, lock/unlock, locate and diagnostics, but the remote features sit behind a paid connected-services plan after the trial.

USB-C ports reach all three rows, and the 2025 console redesign repositioned the wireless charging pad. A 120-volt outlet is available.

Keyless Open, push-button start and remote start are standard on the volume LT, with a power liftgate on LT. A hands-free liftgate and app-based key are reserved for upper trims or plans.

For 2025 the HD Surround Vision 360-degree camera became standard even on the LS. Front/rear park assist, a rear camera mirror and an automated parking system are available higher up.

A large, clear HUD is standard on High Country and optional on the volume LT (Technology Package) and Premier. That puts it within reach of the volume trim, but at extra cost.

A huge second row (42.0 in legroom) with LATCH rated G+ and 25.5 cu ft behind the third row handle family logistics easily. The tall step-in height and heavy doors are the compromises versus a minivan.

For 2025, ACC, 360 camera, Blind Zone Steering Assist and intersection AEB became standard even on LS, and NHTSA gives it 5 stars overall. IIHS results are weak (Poor updated moderate overlap, Poor vehicle-to-vehicle AEB, Marginal rear-passenger restraints), and the vehicle has no TSP award.

It has a stunningly quiet cabin, tri-zone climate, USB-C in all rows and an adult-usable third row, and it still leaves 25.5 cu ft of luggage space with every seat filled. Heated and ventilated 2nd-row seats are available for 2025.

The smooth 5.3L V8 and 10-speed, light steering, a quiet cabin and the available Super Cruise make it relaxed in traffic. Its sheer size, some highway float and the high step-in add daily friction.

At 17 MPG combined for the volume 5.3L 4WD (about $3,950/yr in fuel), it is an expensive commuter. The 22-MPG Duramax diesel helps, and the V8 runs on regular.

At 211 in long and over 81 in wide it is hard to fit into city spaces. A standard 360 camera and a reasonable 37.8 ft turning circle on the LT make it manageable with care.

It tows up to 8,400 lbs, has 122.9 cu ft of cargo space, and the 495 lb-ft Duramax option makes it a real tow vehicle, though it is body-on-frame without a pickup bed.

It shares its body-on-frame chassis with the Silverado and has a fleet track record through the PPV/SSV police versions. That is offset by GM's well-documented 5.3L/6.2L DFM lifter failures and 10-speed shudder complaints.

It has cargo tie-downs, roof rails, a factory trailering package with an integrated brake controller and an available 120V outlet, plus a large PPV/SSV upfit ecosystem. The interior is family-oriented carpet rather than washable, and it lacks onboard generator power.

A very quiet cabin, comfortable seats and the available Super Cruise make it a strong mile-eater. Range is about 408 mi on the V8 (about 528 on the diesel), and the base suspension floats a little at highway speed.

4WD is available on every trim, and the Z71 adds a two-speed transfer case, skid plates, all-terrain tires and hill descent control. With a 4-ton tow rating it handles boats and campers, but there is no locking differential and it is too big for tight trails.

There is 25.5/72.6/122.9 cu ft of cargo space, the floor is flat when the seats are folded, a power-fold third row is available, roof rails come standard and a factory hitch is offered. That is exceptional gear capacity.

Independent rear suspension keeps it secure, but there is notable body roll in corners on the LT's standard suspension. Magnetic Ride/Air Ride on upper trims tighten it up.

The steering is precise enough on the highway, but it is light and numb, and reviewers say the light effort detracts from agility.

Stopping power is adequate for a 5,600-lb SUV, with a progressive pedal, but stops of roughly 130 ft or more from 60 mph and nosedive under hard braking are typical of the T1XX platform.

The 5.3L V8 and 10-speed are smooth and responsive, with mostly transparent cylinder deactivation; the 2025 LZ0 Duramax is notably more refined. The 10-speed sometimes hunts on the highway.

The V8 has a muted, pleasant rumble under load, and the cabin is very quiet overall. It is audible when worked hard but never intrusive.

The turning circle is tight for a full-size body-on-frame SUV and sits mid-band.

It has a commanding seating position, and the 2025 refresh moved the shifter to a column stalk, which frees the console. Climate and volume keep physical controls. The 17.7-in screen's far corners are a reach, and the step-in is high.

The V8 sound and effortless torque give it character, but it is a comfortable cruiser rather than an engaging drive.

With the 2025 refresh, every trim including the base LS gets the 17.7-inch touchscreen, 11-inch digital cluster and Chevy Safety Assist, which is generous screen and driver-assist content. The LS is still sparse for a $60K vehicle (cloth seats, no Bose, no wireless charging), so most buyers step up to the LT.

The Tahoe is the cheapest way into GM's full-size SUV platform, with independent rear suspension, three engine choices and 8,000-lb-plus towing. Car and Driver's comparison praised its value against rivals at similar prices, though the volume trims have cheap-feeling materials and top trims get expensive quickly.

Six trims from LS to High Country, three engines (5.3L V8, 6.2L V8, 3.0L Duramax diesel) and 2WD or 4WD on most trims make this one of the widest configuration ranges in the class. The long-wheelbase version is sold separately as the Suburban.

The Tahoe is GM's best-selling full-size SUV and the US volume leader among traditional body-on-frame full-size SUVs, at roughly 100K units a year. Fleet and police demand inflates the figure somewhat.

Chevrolet is a neutral mainstream brand, but the Tahoe nameplate has strong equity of its own as a family, fleet and police fixture, and its resale is above the class average. That lifts it above the brand baseline without making it aspirational.

Through most of 2025 the 2025 Tahoe drew modest support: around $1,000 cash back, national lease programs and long-term financing at around 7% APR. The 0% APR deals that year applied to leftover 2024 units, not the refreshed 2025.

2025 is the mid-cycle refresh year of the fifth-generation Tahoe (launched for 2021): new front styling, a new dashboard with the 17.7-inch screen and Google built-in, and an updated Duramax diesel. It is current with no near-term replacement, held below the top band because the platform dates to 2021.

The refreshed Tahoe won Car and Driver's six-way 2025 full-size SUV comparison against the Wagoneer, Expedition, Yukon, Armada and Sequoia, praised for Super Cruise, handling, the V8 and its value. Other verdicts are more mixed: Edmunds rates it 6.3/10 for comfort and refinement, and fuel economy and third-row access are recurring complaints.