2025 Chevrolet Tahoe Reviews, Pricing & Specs

The Tahoe has long been a popular SUV. When combined with the Chevrolet Suburban (its stretched-length counterpart), the Tahoe outsells the rest of the full-size SUV segment. Some of that success is no doubt due to the brand equity held within the Tahoe name; it’s been in production since 1995, and it’s a stellar name, to boot. Beyond brand equity, however, the Tahoe’s popularity can be attributed to its combination of capability and practicality. Few vehicles can tow as much as the Tahoe while also providing seating for up to nine passengers.

Because of its popularity, Chevrolet seems reasonably conservative in refreshing the Tahoe’s design. A new grille better matches the aesthetics of other Chevy trucks, and new headlights, daytime running lights, and taillights add a little extra personality to the Tahoe. Shoppers can choose from six trim levels, all of which benefit from these updates.

At the base level, the LS offers more of a no-frills approach, but things get increasingly well equipped (and more expensive) as you climb the trim ladder. Above the LS, Chevy sells the LT, Z71, RST, Premier, and High Country. While the latter two options certainly target a more luxurious shopper segment, the Z71 and RST are more lifestyle-driven, with the Z71 aimed at off-road capability and the RST offering street-performance-focused styling.

We primarily tested the 2025 Chevrolet Tahoe Z71 for this review but had the opportunity to compare it with every trim in the lineup, save the LT. Being a more ruggedly equipped Tahoe, our Z71 tester came equipped with full-length skid plates and front recovery hooks, in addition to more black trim than the other trims. Sitting on all-terrain tires wrapping 20-inch wheels, and with an extra one-inch lift over other Tahoes, the Z71 looks outstanding.

On the inside, every Chevy Tahoe gets a new 17.7-inch touchscreen display. It’s an impressive piece of tech, but it’s only a centerpiece within the improved cabin. The dashboard has lost its old climate control buttons and replaced them with more stylish ones, and the new air vents also look more sophisticated than the outgoing kit. Of note, all the key HVAC tools are still managed by physical controls–you don’t need to futz around in the touchscreen to raise or lower your air conditioning. Chevrolet also dropped the cheap-feeling electronic shifter buttons from the dashboard. Moving from Park to Reverse, Neutral, or Drive now involves a steering-column-mounted stalk, just like in a Mercedes-Benz.

Although the competitors at Ford and Jeep have gone all-in on six-cylinder engines for their full-size SUVs, the team at Chevy has positioned the Tahoe as one of the last remaining options sporting a naturally aspirated V8. In fact, there are two V8 engine choices, meaning most buyers are likely to drive home in an eight-cylinder Tahoe.

The 5.3-liter V8 returns as the model’s mainstay powerplant. Delivering 355 horsepower and 383 pound-feet of torque, this is a battle-tested V8 with a strong reputation for reliability. The upgrade pick also returns: a 6.2-liter V8 engine with 420 hp and 460 lb-ft of torque comes as standard equipment in the High Country trim level and is available in the RST, Z71, and Premier trims.

There is another option, however, and despite lacking a couple cylinders compared to the V8s, it would be our pick of the bunch. A 3.0-liter inline six-cylinder diesel engine can be fitted in the LT, RST, Premier, High Country and–for the first time–the Z71 trim level. Chevy has made significant improvements to this engine for the 2025 Tahoe, boosting hp by more than 10%, from 277 to 305. Torque also gets a bump, climbing from 460 lb-ft to 495 lb-ft. While many shoppers still remember diesel engines as loud, rough engines suitable for work trucks or smelly Volkswagens, Chevy’s Duramax turbodiesel is none of these things (well, we suppose it’s quite at home in a work truck). Refined, smooth, and quiet, the diesel is a treat around town and on the highway. Plus, with up to 27 mpg on the highway, it’s by far the most fuel-efficient of the three powertrains.

Regardless of engine, the Tahoe comes equipped with a 10-speed automatic transmission that works fairly unobtrusively. Rear-wheel drive (RWD) comes standard on every Tahoe except the Z71 trim; because of its off-road orientation, four-wheel drive (4WD) is the only option for that one. We’re routinely surprised by the light steering feel when driving the Tahoe. Given this SUV’s weight and size, we would normally expect a heavy weight to the wheel, but that’s simply not the case. Pedal feel is fine on the accelerator, but we’re not a fan of the Tahoe’s brake pedal. The brakes stop the SUV without issue, but the pedal itself feels heavy and demonstrates a lot of rebound, making it hard to modulate.

Chevrolet offers a few suspension options. The Tahoe employs an independent rear suspension system, which was part of the 2021 redesign (and allows for improved interior packaging, meaning genuine third-row legroom). In addition to the standard passive suspension, Chevrolet offers its Magnetic Ride Control system, a magnetorheological suspension that evaluates road conditions and adjusts the dampers accordingly. Magnetic Ride Control is a genuine, worth-the-cost upgrade, particularly if you spec a Tahoe with larger wheels. Finally, the High Country and Z71, along with the RST for the first time, can be equipped with a Chevy’s Air Ride adaptive suspension. This air suspension allows for automatic load leveling and multiple ride heights.

The Chevy Tahoe is designed for shoppers that need to carry lots of people and tow lots of weight, ideally at the same time.

When equipped with the 5.3-liter V8, RWD, and the Max Trailering package, the Tahoe can tow up to 8,400 pounds. The 6.2-liter V8 and the diesel sporting the same drivetrain and package max out a bit lower, at 8,200 pounds. The Tahoe also sports a big, 24-gallon fuel tank. Unladen with trailer or passenger weight, the diesel Tahoe should be able to stretch that 24 gallon tank nearly 650 miles in highway driving.

Cargo volume is also impressive. With all seats folded, the Tahoe can swallow 122.9 cubic feet. With the second row in place but the third row folded, you’ll have 72.6 cubic feet. However, with all seats in position, the mammoth Tahoe provides a surprisingly tight trunk with only 25.5 cubic feet of cargo space. For this reason, if you need to carry a full complement of passengers and their luggage, look at the Suburban instead.

We noted that shoppers interested in big wheels should purchase a Tahoe with Magnetic Ride Control. For 2025, Chevy now offers a 24-inch wheel option, which actually requires Magnetic Ride Control. The reason is simple: 24-inch wheels ride terribly on rough pavement, and insisting on the advanced suspension system helps make them more palatable. Even still, we’d skip the 24s. For one, they’re expensive to shod (tires for these wheels cost nearly $200 more per tire than those for the base LS’s 18-inch wheels). Further, picking the option adds quite a bit to the car’s sticker price, too. Chevrolet prices the wheels at $2,225, but because they require Magnetic Ride Control to be included, they have to be paired with the RST Capability package or the High Country Deluxe package, costing $2,550 and $4,835, respectively.

The 2025 Chevrolet Tahoe’s in-vehicle technology has taken a huge step forward, at least visually. The previous model came with a basic 8-inch infotainment touchscreen, and even the optional 10.2-inch display felt rather lackluster. In contrast, the new Tahoe boasts an impressive 17.7-inch touchscreen. While it doesn’t feature the OLED technology found in the Cadillac Escalade, the display still looks sharp and vibrant. When you factor in the 11-inch driver information screen and the optional 15-inch head-up display (HUD), the total display area exceeds an astonishing 40 inches.

Standard features now include wireless Apple CarPlay and Android Auto, but many drivers might skip these options. That’s because the Tahoe comes equipped with Google Built-in, seamlessly integrating Google Maps, Google Assistant, and the Play Store directly into Chevrolet’s native operating system. With a linked account and a 5G subscription, you can even use apps like Spotify straight from the touchscreen, eliminating the need for a phone connection.

While the new technology interface is sleek, the overall user experience has a few drawbacks. The touchscreen itself is user-friendly, but we found the process of customizing the driver information display to be anything but intuitive. Additionally, the new steering wheel is cluttered with buttons and toggles that don’t always seem to do what you think they’ll do. It’s a challenge to navigate the driver information display via these steering-wheel controls.

As is the case with many cars reviewed over a short period of time, these are issues that will likely resolve themselves after a month spent with the new Tahoe. Just expect a bit of a learning curve if you’re unfamiliar with Chevy’s newest tech. Thankfully, some of the familiar, low-tech features from the previous model remain, such as the physical buttons for headlights, drive modes, and air-suspension height located to the left of the steering wheel.

The premium Bose sound system still underwhelms, especially when compared to what’s available in rivals like the Wagoneer and Expedition. Despite these critiques, the 2025 Tahoe represents a significant upgrade over its predecessor. If tech was what kept you from choosing this substantial Chevrolet in prior years, the new model is certainly worth a closer look.

As of this writing, the National Highway Traffic Safety Administration (NHTSA) has crash-tested only the 2024 Tahoe, which was awarded four out of five stars in overall crash safety. The new 2025 model has not been evaluated, but as it’s mechanically identical to the outgoing model year, we expect similar results. The Insurance Institute for Highway Safety (IIHS) also tested the 2024 Tahoe, which received an Acceptable rating in the small overlap front test, a Poor rating in the moderate overlap front updated test, and was not awarded a Top Safety Pick designation.

These aren’t great results, but Chevy does include a compelling slate of standard Advanced Driver Assistance Systems (ADAS) to help prevent crashes. Shoppers will find automatic emergency braking, lane-keeping assist with lane-departure warning, pedestrian and bicycle braking, automatic parking assist, a surround-view camera, and a teen driver monitoring system included on every Tahoe. Additionally, GM’s Super Cruise hands-free driving tech will be available, albeit not until 2025. The initial wave of new Tahoes expected in late 2024 won’t be available with Super Cruise.

The 2025 Chevrolet Tahoe’s interior, both in terms of materials and technology, sees big improvements over the outgoing model. As such, the new SUV has a slightly higher price tag. The LS trim starts at $60,495 (including a $1,995 destination charge), which is $2,300 more than last year’s LS. The LT now starts at $63,695, the RST starts at $68,495, the Z71 at $70,495, the Premier at $75,095, and the top-tier High Country opens at $80,195. Adding 4WD tacks on an additional $3,000 to every trim, save the 4WD-only Z71.

If it wasn’t already evident, the Tahoe is not an inexpensive vehicle. Because of that, we’re particularly happy to see items like the 17.7-inch touchscreen and the ADAS suite included on even the lowest-level LS trim. The Tahoe is phenomenally capable–few vehicles can match its combination of passenger space and towing capacity–but given its tight cargo area with all seats in position, we’d recommend that shoppers who truly need to utilize it for its practicality consider the Suburban instead.