The Chevrolet Tahoe was born when the GM added two more doors and some extra length to its old full-size two-door K5 Blazer in 1996. Four doors quickly proved much more popular than two, and the Tahoe has been a winner for Chevrolet ever since. For 2021, the model celebrates its 25th year with a total redesign, yielding the biggest and most functional Tahoe yet, but also the priciest.

Like the larger Suburban, the Tahoe has always been based on Chevrolet’s full-size pickups. It’s still a brawny traditional body-on-frame SUV, but the 2021 Tahoe’s engineers tossed the pickup’s leaf springs and live axle rear suspension for a fully independent multi-link setup. That freed up lots of cabin space and also helped make the big machine a smoother handler. They also equipped it with a new optional diesel engine. 

 The 2021 Chevrolet Tahoe is all new and bigger than ever. It’s still an old-school body-on-frame SUV with go-anywhere capabilities, but it’s considerably roomier inside and more refined than before.  Alex Kwanten

The new Tahoe offers more space and features than before, but it also generally costs more. Competing primarily with the Ford Expedition and Nissan Armada, the Tahoe’s long list of options can take it into premium territory. The new High Country top trim can top $80,000 with options. At that price, buyers may be tempted by the Tahoe’s fancier cousins, the GMC Yukon or Cadillac Escalade, or luxury machines like the Mercedes-Benz GLS 450.

Chevrolet now offers six trims starting at $51,295 for the base LS, including a $1,695 destination fee. The LS features a cloth interior and acres of gray plastic, but it does come with 8-passenger seating, a power driver’s seat, the standard 10.2-inch infotainment screen and 18-inch aluminum rims. The LT ($55,995) adds power equipment (including front seats) and opens up many option packages.

Building on the features of the LT, the RST ($59,095) brings a sportier appearance, with blackout or body-color trim and big 22-inch wheels. The off-road oriented Z71 ($61,195) gets unique front end styling and brings standard four-wheel drive (4WD), skid plates, 20-inch wheels and hill descent control.

The Tahoe’s interior is simple and functional even in the top-spec High Country, though the materials are nicer there. The push-button shifter takes some getting used to, but it’s second nature after a few days.  Alex Kwanten

At the top of the lineup are the Premier ($64,495) and the High Country ($71,935). These models layer on luxury materials, have more color options and come with more tech. They include most of the Tahoe’s available active safety features and, on the High Country, extras like a head-up display.

With one exception, all Tahoes come with a 5.3-liter V8 standard, making 335 horsepower and 383 pound-feet of torque. The High Country comes standard with the new 3.0-liter turbodiesel inline-six cylinder making 277 horsepower and 460 pound-feet of torque. The diesel is a $995 option on most other Tahoes. For $1,500 more, High Country buyers can have a 6.2-liter V8 making 420 horsepower and 460 pound-feet of torque. All use a smooth ten-speed automatic transmission. Rear-wheel drive is standard, with 4WD a $3,000 option on all but the Z71.

The rear-drive 5.3-liter models are the towing champs, rated for up to 8,400-pounds, but even the most modest Tahoe will pull 7,600 pounds. The 6.2 is the performer of the group, pushing the 5,500-pound Tahoe to 60 mph in six seconds. Both V8s are thirsty, hovering in the 16-18 mpg combined range. That’s better than the Armada or Toyota Sequoia, but worse than the Expedition.

The turbodiesel, by contrast, sips fuel. The Tahoe was last offered with a diesel option in 1999, and the new 3.0-liter six makes far more power and torque than that old 6.5-liter V8 while returning an EPA-estimated 24 mpg combined in rear-wheel drive models or 22 mpg with 4WD. Our 4WD tester returned 23.5 mpg in a week of combined driving on trails, city streets, and interstate.

Lots of packages, ranging from $2,850 to over $5,000, can add many luxuries to the Tahoe’s interior, including a panoramic sunroof and dual-screen rear entertainment system.  Alex Kwanten

The new rear suspension makes the Tahoe a smoother and quieter driver, but it’s no sports car. It prefers straight roads or slow trails, but it stays composed over rough terrain and smothers all but the worst bumps and potholes. For a big, heavy vehicle, it stops quickly.

4WD Tahoes are quite capable in dirt or mud, but the Z71 and High Country offer a height-adjustable air suspension ($2,450 on the Z71, or part of a $5,735 package that includes other luxury features) that can raise the standard 8 inches of ground clearance to 10. The approach and departure angles at that height (34.5 and 22 degrees) on the Z71, with it’s tucked-in front bumper, aren’t quite Jeep Wrangler territory but the air suspension really does make the Tahoe more capable and easier to use off road.

Anybody taking the Tahoe into confined spaces will also want the available HD surround-view cameras. (Standard on the High Country, part of a $2,820 luxury package most other Tahoes). Huge side mirrors help monitor the flanks, but rearward visibility isn’t great, and when heading up a sharp incline, all the driver sees is a vast expanse of hood. The cameras make navigating trails and parking garages much easier.

The fanciest Tahoe is the new High Country, which rides on Sterling silver-plated 22-inch wheels. It can also be ordered with the same adjustable air suspension available on the Z71, for maximum off-road capability. Alex Kwanten

The 10.3-inch infotainment unit, where the camera views are displayed and accessed, is bright and easy to use, and there are also optional digital displays for the driver. Apple Car Play and Android auto are standard, and most trims get a wireless charging pad.

The interior is comfortable no matter what surface you’re driving on. Front passengers get supportive seats and plenty of room, and the second row is similarly vast. The Tahoe starts with a second-row bench and eight-passenger capacity, but higher trim models get two captain’s chairs in the middle row. The design is rather plain, though top trims get nicer materials and more color choices.

The previous Tahoe’s pitifully small third row is replaced by one for real adults, though tall wayback riders will still need to compromise with their second-row pals. Only the Expedition, and the larger Suburban, have more spacious third rows. With the captain’s chairs, the third row is easy to access, but with the bench, it requires some gymnastics.

The2021 Tahoe is 6 inches longer and fractionally wider than the 2020 model, and thanks to its expanded dimensions and new rear suspension, only Chevy’s larger Suburban can top it on cargo volume. Alex Kwanten

There are 25.5 cubic-feet of space behind the third row, and a large 72.6 cubic-feet with folded. Fold down all the seats and the Tahoe boasts a cavernous 122.9 cubic-feet, more than any of its competitors, including the Suburban-rivalling Expedition EL.

If there’s an area where the Tahoe lags, it’s safety. The SUV earned only a four-star overall rating from NHTSA and hasn’t yet been evaluated by IIHS. Many active safety features are available, including adaptive cruise control, lane departure warnings, rear cross traffic alerts and rear pedestrian detection, but only forward automatic emergency braking with pedestrian detection, forward collision alerts and a following distance indicator come standard. Toyota, Nissan and Ford all offer more standard active-safety gear.