Review: One Week with a 2015 Chevy Tahoe LTZ

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The loaded LTZ model we drove came with a window sticker totaling a jaw-dropping $70,380.

A few years back, we heard the following quip: “How do you get somebody to pay $70k for a Tahoe? Call it a Hummer H2…” With a base MSRP reaching into the low 60k range at the end of its production run in 2009, the H2, built on some of the same running gear as the Tahoe, mostly left dealerships up-optioned into the stratosphere.

Fast forward to 2014, and the H2 is just a memory, but the Tahoe is still going strong. Completely redesigned for 2015, we got a chance to take an extended test drive recently, and the loaded LTZ model we drove came with a window sticker totaling a jaw-dropping $70,380. While time and added content have killed the punchline to that joke, the Tahoe LTZ is intended to appeal to a much wider spectrum of potential buyers than the Hummer – but will it be a success?

One for the Road

When GM invited us to test-drive the new Z/28 Camaro at Gingerman Raceway back in June, we took the opportunity to stretch the one-day trip to Michigan into a week-long odyssey stretching from manufacturer meetings in Detroit, to Norwalk Ohio to meet up with the Power Tour, out to Grand Rapids to drive the Z/28, and back to Detroit again. Our PR contact at GM graciously offered to lend us a vehicle to drive for our week-long trip, and we equally-graciously accepted. Over hundreds of miles of urban, back road, and highway driving, we got a chance to get to know the 2015 Tahoe, and came away impressed in a lot of areas.

The 2015 Chevy Tahoe LTZ - $70,380 as shown.

The 2015 Chevy Tahoe LTZ – $70,380 as shown.

The Elephant in the Room

Before we get to that, though, we need to talk about that price tag. The Tahoe line starts at $44,895, which buys you a nicely-outfitted LS with 5.3 liter V8 power, direct injection, and variable valve timing. Stepping up to the LT trim level bumps the base price to an even $50k, and adds leather, the MyLink touch screen infotainment system, and lane departure and front collision warning systems, among other things.

The top-level LTZ trim carries a base MSRP of $59k and adds a plethora of electronic and luxury features. Keep in mind these prices are for two-wheel-drive Tahoes; putting power to all four corners bumps the MSRP by $3,995 regardless of trim level.

2015Tahoe4WDLTZGR

Click to enlarge

Our 4WD LTZ carried a base price (including destination charge) of $62,995, with $7,885 in options, and $500 in package discounts for a bottom-line MSRP of $70,380. Digging into the Monroney sticker, the options broke down as follows:

  • Sun, Entertainment, Destination Package – $3,255
    • Power Sunroof
    • Chevrolet MyLink Audio System W/8″ Diagonal Color Touch & Navigation
    • Rear Seat Entertainment
    • Additional 9 Months XM Radio Subscription
  • Running Boards, Power Retractable – $1,745
  • Adaptive Cruise Control – $1,695
  • Max Trailering Package – $500
    • 3.42 Rear Axle Ratio (standard is 3.08)
    • Trailer Brake Controller
    • 2-Speed Transfer Case (single-speed is standard)
  • Theft-Deterrent System – $395
    • Self-Powered Horn
    • Vehicle Inclination Sensor
    • Interior Vehicle Movement Sensor
  • Cocoa/Mahogany Interior – $295

With that said, this is about the nicest SUV we’ve driven, but $70k for a Chevy truck may be a tough hill for potential buyers to climb. If they do, though, they’ll find that, with the possible exception of the powered retractable running boards (the novelty wears off about the third time you get in/out), there’s nothing gimmicky about the Tahoe LTZ. Opulent, perhaps (heated and cooled front seats, power folding third row seats, and a power rear hatch with a programmable height setting so you don’t smack your LiftMaster with it every time you unload groceries in the garage), but not loaded with useless bells and whistles.

Options like heated/cooled front seats, a power-folding third row, and the back-seat entertainment system helped boost the sticker price of our LTZ

If you recall our previous review of the 2014 Corvette Stingray, you’ll remember that we were somewhat overwhelmed by the dashboard and infotainment system. “New C7 owners will probably spend their first week behind the wheel with one eye on the road and one in the cockpit, flipping through instrument panel “pages” and poking at the touch screen,” we opined, adding that the learning curve was extremely steep for the sports car’s cockpit environment.

The eight inch MyLink touchscreen dominates the center of the dash. Unlike the Corvette's screen, the Tahoe's rises rather than retracts to reveal a storage cubby and USB port. And yes, it does show every fingerprint...

While the 2015 Tahoe shares the same touch screen in the center stack, unlike the Corvette, the SUV’s dashboard is dominated by a constellation of analog gauges surrounding a smaller multifunction display. In the Tahoe, with fewer configuration options, it’s easier to avoid getting lost in the user interface.

The Tahoe's dash is a clean and well-laid-out. And that fuel economy display represents the better part of a week driving it...

The Tahoe’s dash binnacle is clean and well-laid-out. And that fuel economy display represents the better part of a week driving it, in a mix of highway and urban settings. Not too bad…

Better Than The C7, Sorta…

While there’s less dashboard confusion, the Tahoe did have some added features our borrowed Corvette could have used – namely the side blind zone alert that illuminates a warning indicator in the side view mirror when the system detects a vehicle there, and the rear cross traffic alert that supplements the backup camera with sensors to detect vehicles that might not be visible when reversing out of a parking space, for example.

The Tahoe’s sight lines are all very good for such a large vehicle, even with the rear seats and headrests upright, and you never get the feeling that there might be a Smart Car about to go under those big P275/55R20 tires (without your knowledge, at least.)

Interior room is what you'd expect from a full-size SUV. There's 94.7 cubic feet of cargo space with the second and third row folded, 51.6 with just the third row flat, and a small-but-still-useful 15.3 with all three rows in use. The third row offers a 60/40 split for greater versatility.

Interior room is what you’d expect from a full-size SUV. There’s 94.7 cubic feet of cargo space with the second and third row folded, 51.6 with just the third row flat as shown here, and a small-but-still-useful 15.3 with both back rows upright. The third row offers a 60/40 split for greater versatility.

The LTZ has some interesting ways of communicating with the driver, besides what most of us are used to. The lane departure system warns you of wandering too close to the stripe by vibrating the appropriate butt cheek via what Chevy calls the Safety Alert Seat, and the rear cross traffic system also employs the SAS in addition to visual warnings on the backup camera display.

It’s a little disconcerting the first time it happens, especially when you aren’t expecting it, and we’ll admit that during long cross-country stretches, we entertained ourselves by seeing how close we could track the stripe without the system tickling our hinder.

While pricey at $1,695, the Adaptive Cruise Control is one bell-slash-whistle we found very much worth the upcharge. The system monitors traffic ahead via radar, and maintains both the selected speed and one of three following distances (near, medium, or far). The first time we used the system, it took a bit of trust to not second-guess when cars dodged into the gap between us and the traffic ahead, but the ACC doesn’t just control the throttle-by-wire system – it has full authority over the brakes, and isn’t afraid to use them when necessary.

Coming up upon stopped traffic from a 70 MPH freeway cruising speed, the system very capably transitioned from throttle to brake, taking the Tahoe down all the way to walking speed before giving a warning through the rump-shaker and disconnecting the cruise control. The same sensors also allow for Front Automatic Braking even when the cruise control isn’t active.

The 5.3 liter EcoTec3 V8 under the hood features direct injection, variable valve timing, and Active Fuel Management cylinder deactivation for a claimed 10% increase in fuel efficiency compared to the outgoing Gen IV 5.3

The 5.3 liter EcoTec3 V8 under the hood features direct injection, variable valve timing, and Active Fuel Management cylinder deactivation for a claimed 10% increase in fuel efficiency compared to the outgoing Gen IV 5.3. It’s rated at 355 horsepower at 5,600 RPM, and 383 pound-feet of torque at 4,100 RPM. Switching the flex-fuel vehicle to E85 bumps those figures to 380 and 416, respectively.

Performance

For 2015, the Tahoe gets a new Gen V small block 5.3 rated at 355 horsepower and 382 pound-feet, compared to the outgoing Vortec 5.3’s 320 and 355, respectively. With a curb weight in 4WD trim listed at 5,683 pounds, the power is best described as “good” rather than “exhilarating.” The EPA gives the Tahoe a 16 mile-per-gallon city rating, and 22 highway, though we saw far better than that over the mixed driving we did during our sojourn. Granted, hauling one fat magazine editor across the flat expanses of southern Michigan and parts of Ohio wasn’t exactly using the Tahoe to its full capacity – GM gives a GVWR of 7,300 pounds for the 4WD versions, and a towing capacity of 8,300 pounds.

On the road, the Tahoe doesn’t feel ponderous, and even lightly loaded, our LTZ rode like we’ve come to expect from vehicles equipped with GM’s Magnetic Ride Control suspension – controlled without being harsh. We can’t speak for the LT and LS versions, which are only available with conventional suspensions, but in our test Tahoe, we found ourselves having to remember the vehicle was far larger and heavier than it felt. The 39 foot turning circle, just 2.3 feet wider than the C7 Corvette, came as a surprise as well.

Once inside, it's easier to see where your $70k went. The Tahoe LTZ is a very comfortable place to devour miles of highway.

Once inside, it’s easier to see where your $70k went. The Tahoe LTZ is a very comfortable place to devour miles of highway.

Lessons Learned

Will buyers appreciate the “stealth luxury” of this version of the Tahoe?

Our primary take-away from the better part of a week spent with the Tahoe was that it was a splendid way to turn the earth beneath you. As experienced as we are in long-distance driving, we appreciate a vehicle that isn’t fatiguing during cross-country travel.

While you might think that the driver aids would lead to complacency or inattention behind the wheel, the actual effect is to make long hauls much less exhausting. Of course, most of those features are specific to the optioned-out LTZ we drove – for potential buyers looking to get the passenger room, towing capacity, and Costco run volume the Tahoe line offers, the lesser trim levels are probably a better choice.

That’s the thing about the LTZ; it’s nice and all, but it doesn’t look like $70k rolling down the road. Will buyers appreciate the “stealth luxury” of this version of the Tahoe? This is an SUV that rewards those on the inside rather than impressing those on the outside, and at least a portion of those people in the market for something like this will put a value to that missing curb appeal.

The redesigned 2015 Tahoe line is a significant improvement in practically every way over the outgoing models, and we’re sure that Chevy would like to see the new generation lift sales volume up from the 100,000 or so annually back to the quarter-million plus numbers they saw during the early 2000’s. Most of that will likely be the bread-and-butter LS and LT trim levels; ultimately the market will decide whether Chevy’s “expensive, but worth it” strategy for the LTZ succeeds.

About the author

Paul Huizenga

After some close calls on the street in his late teens and early twenties, Paul Huizenga discovered organized drag racing and never looked back, becoming a SFI-Certified tech inspector and avid bracket racer. Formerly the editor of OverRev and Race Pages magazines, Huizenga set out on his own in 2009 to become a freelance writer and editor.
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