2022 Chevrolet Tahoe

The Chevrolet Tahoe celebrated its 25th-anniversary last year with a total redesign, with major changes in engineering philosophy yielding the biggest, most functional and best-handling version yet. After such a debut, most automakers would be content to carry over their new SUV for a year without doing much, but Chevrolet has not rested on its laurels. For 2022 the still-new-ish fifth-generation Tahoe gets more active-safety features, updated infotainment software and expanded availability of its most powerful V8.

Like its stretched sibling the Suburban, the Tahoe has always been based on Chevy’s big pickups. The Tahoe is still a brawny body-on-frame SUV, but last year the Tahoe’s engineers binned the pickup’s ancient leaf springs and live axle rear suspension for a fully independent multi-link setup. That freed up lots of cabin space and also made the SUV a more responsive handler. Then engineers also added a frugal optional turbodiesel engine. The pricier GMC Yukon and Cadillac Escalade also ride this structure, but the Tahoe is the entry-level anchor of GM’s big SUV brigade.

While it’s the best it’s ever been in terms of space and ride and handling, the Tahoe faces stiff competition. Its closest rival is the Ford Expedition, which uses a twin-turbo V6 to deliver similar power but better gas-powered fuel economy and superior towing numbers, but there’s also the new-for-2022 Jeep Wagoneer, the Nissan Armada and the Toyota Sequoia. The Wagoneer offers similar or better interior room to the Tahoe and better off-road ability but falls down on fuel economy. The Armada and Sequoia trail the domestics on many fronts, but a new Sequoia is arriving momentarily.

Tahoe buyers can choose from two familiar gas-powered V8s (of 5.3 and 6.2 liters) and the new 3.0-liter turbodiesel six, but this year RST, Z71 and Premier models can be options with the 420-horsepower 6.2. The Tahoe is a neutral, predictable handler for something so tall and heavy, and the 6.2 does make it move pretty quickly. For towing the 5.3 is tops, however, with up to 8,400 pounds of trailer-lugging capacity, while the turbodiesel is the most efficient by far, with up to 24 mpg combined.

Every Tahoe offers optional four-wheel drive (4WD) except for the off-road-oriented Z71, which is 4WD-only and also comes with different front-end styling, skid plates and hill descent control. It isn’t a rock crawler but like the other Tahoes it offers lots of room for people and gear (up to 122 cubic-feet of cargo space), and a comfy, controlled ride even off the pavement. Jeep offers slightly more room and a comfier third row, but the Tahoe scores very well for comfort.

Chevrolet has added more active-safety gear this year, improving the Tahoe’s value proposition, but some things like adaptive cruise control remain pricey extras on only the top trims. GM has also done a good job with the infotainment update, which adds functionality and features but not complexity. The Tahoe is a lot of SUV for the money and a must-drive for anybody looking for a rig this size, but go easy on the options list, as the Tahoe’s top trims aren’t as luxurious as their prices suggest and there are lots of available extras.

Performance: 13/15

Tahoe buyers can choose from one of three engines, although they’re not all available on every model.  Most come with Chevrolet’s familiar 5.3-liter V8 standard, making 335 horsepower and 383 pound-feet of torque. This year RST, Z71, Premier and High Country buyers can opt for the more powerful 6.2-liter V8 that was formerly available only on that last (and most expensive) trim. The 6.2, also used in the Cadillac Escalade, makes 420 hp and 460 lb-ft and is definitely the choice for outright performance, but it’s also the thirstiest option at the pump.

At the other end of the spectrum is the optional 3.0-liter turbodiesel inline-six cylinder making 277 horsepower and 460 pound-feet of torque. The diesel is standard on the High Country but a $845 to $900 option on most other Tahoes except the Z71, which is gas-only. For $1,500 more, High Country buyers can have the 6.2. All use a smooth ten-speed automatic transmission. Rear-wheel drive is standard, with 4WD a $3,000 option on all but the 4WD-only 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. The Diesel’s performance is comparatively sedate, but it’s a fine highway cruiser and it’s also very quiet compared to diesels of yore. For a such big vehicle, the Tahoe handles fairly well, but the optional surround-view monitoring system is a big advantage for maneuvering it in tight spaces.

Though it is not a rock-crawler of the Jeep Wrangler variety thanks to its size, the Tahoe Z71 is fairly capable off-road and in mud, and certainly a better option than the longer Suburban if you intend to venture into the wilderness. The Z71’s shorter front bumper and skid plates improve the approach angle and provide some protection in the rough, and we found the Tahoe pretty capable in light off-road driving.

Fuel Economy: 13/15

Tahoes are big and heavy, so even with cylinder deactivation, a stop-start system, and a 10-speed transmission, none of the gas versions are particularly thrifty. The rear-drive 5.3-liter models return 15 mpg city, 20 highway, and 17 mpg while the more potent 6.2-liter versions hit 14 mpg city, 20 highway and 16 combined. Add 4WD and both lose about 1 to 2 mpg in each measure. ​​Ford’s Ecoboost-powered Expedition does better in every measure but the gas Tahoes get better mileage than Jeep’s Wagoner or the Nissan Armada.

But there’s a distinct economy champ among the Tahoe’s powerplants and it’s the fuel-sipping turbodiesel. With 4WD even the heaviest diesel Tahoe earns 20 mpg city, 26 highway and 22 combined, far better than any of the gas-powered entries in the class. Better still, in real-world testing we found the four-wheel drive turbodiesel hit closer to 23.5 mpg combined and we’ve seen better-than-advertised economy from it in other models as well. There aren’t yet any plug-in hybrids available in this group of huge SUVs, but 2023 will bring a new hybrid Toyota Sequoia.

Safety & Driver Assistance Tech: 9/15

The 2022 Tahoe hasn’t yet been evaluated by the Insurance Institute for Highway Safety (IIHS) but it does earn a four-star overall rating from the National Highway Traffic Safety Administration (NHTSA). This costs the big SUV some points in our evaluation, but on the flip side Chevrolet has also expanded the standard suite of active-safety features this year. 

All Tahoes now get forward automatic emergency braking with pedestrian detection, lane departure warnings with lane keep assist, automatic high beams, a following distance indicator and forward collision warnings. GM’s buckle-to-drive seatbelt warning system is also included. An even larger slate of gear is optional, including rear automatic braking, rear cross-traffic alerts, rear pedestrian detection, adaptive cruise control and surround-view monitoring. Unfortunately some of these goodies are only available on the top two trims, and they don’t come cheap.

The Tahoe also offers an excellent trailer monitoring system with many different camera views and trailer blind zone monitoring.

Comfort & Room: 14/15

The Tahoe’s interior is comfortable for every passenger and almost every driving surface. 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 previous Tahoe’s pitifully small third row is now replaced by one for real adults, though tall wayback riders will still need to compromise with their second-row pals. 

Jeep’s new Wagoneer comes very close to the Tahoe in every interior measurement and offers a more comfortable third row, so we’d give it the edge there, but in the middle row the difference is imperceptible except on paper, with 42.4 inches of rear legroom for the Jeep to 42.0 for the Chevy. Both have a little more middle-row room than the Expedition and Armada, but the Armada’s third row is much smaller.  If you want more third-row space than this, the Suburban and Expedition Max are your next destinations.

Infotainment: 13/15

Except for the base-model LS, which gets a 8.0-inch screen, every Tahoe uses a 10.2-inch infotainment screen and all trims except the base model LS now get a customizable 12.3-inch digital instrument cluster previously seen on the High Country and other top trims. GM has also updated the operating system for the Tahoe’s infotainment display, which now integrates many functions Google users will find familiar like Maps, Assistant and Play. The additional functions mean a little more learning for new users, but returning Chevy customers will find the colorful icon and overall layout familiar and intuitive.

Google Built-In capability is not available on the LS, but all of the higher trims can get it via subscription. A Wi-Fi hotspot is offered on all trims, as is satellite radio, but both require subscriptions after the initial trial periods (1 month and 3 months, respectively). Wireless charging, a Wi-Fi hotspot, a head up display and surround-view monitoring are all optional, but like Google Built-in, many are not available on the base model. Wireless Apple CarPlay and Android Auto are standard on all trims.

Cargo Space & Storage: 15/15

GM’s decision to fit the Tahoe and its corporate siblings with their new rears suspension also had the effect of maximizing interior space, and here the Tahoe is almost unbeatable. 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, long-wheelbase Expedition EL.

The Jeep Wagoneer comes closest to the Tahoe among the standard-size SUVs, with 27.4 cubic-feet behind its third row, 70.8 with it folded and 116.7 cubic-feet with the two rear rows stowed. The Expedition (19.3, 20.9 and 104.6) lags behind, but both trump the Nissan Armada (16.5, 49.9 and 96.4 overall).

Style & Design: 7/10

Stretching 210 inches stem to stern, the 2022 Tahoe is longer than any of its predecessors, but with more of its footprint devoted to the cabin and a shorter hood than older Tahoes, it looks a bit taller and stubbier. The overall visuals are handsome, but as on the Silverado pickup, its scowling face is a love-it-or-hate-it affair with little middle ground. The best-looking version is the off-road-oriented Z71, which amps up the aggressive visuals.

The Tahoe’s interior is functional rather than beautiful, but that’s what most buyers are looking for. High-end trims get nice materials and more color choices, but most models (and particularly the base version) look very plain inside, with a sea of black or gray plastic. 

Is the 2022 Chevrolet Tahoe Worth it? Which Tahoe is the Best Value?

Chevrolet now offers six trims starting at $53,695 for the base LS, including a $1,795 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 ($59,195) adds power equipment and opens up many option packages.

Building on the features of the LT, the RST ($62,695) brings a sportier appearance, with blackout or body-color trim and big 22-inch rims. The off-road-oriented Z71 ($64,695) gets unique front-end styling and brings standard 4WD, skid plates, 20-inch wheels and hill descent control.

At the top of the lineup are the Premium ($67,445) and the High Country ($74,295). 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, but adaptive cruise control is still part of an expensive package.

If we were paying the freight, the Z71 would be our choice and with standard 4WD, more off-road talent and cooler looks, it’s the best value in the lineup if you’re not particularly concerned with fuel economy. If you’re not going to do much serious off-roading, a four-wheel drive RST with the diesel six, the max trailering package and the luxury package will run to $69,730 and do a fairly good impression of the pricier Premium.

How Much Does it Cost to Insure the Chevrolet Tahoe?

The Tahoe’s Insurance costs are comparable to other large SUVs. According to our data, a typical 30-year-old female driver with a clean record can expect an average annual premium of $2,220 for a Tahoe High Country (the priciest version), though this averages all 50 states. That compares to $2,369 for a Ford Expedition Limited, $2,365 for the Nissan Armada SL and $2,399 for the Jeep Wagoneer. To get a more accurate picture of your potential insurance expenses, visit our car insurance calculator.