Chevrolet Tahoe reviews

2004 Chevrolet Tahoe Driving Impressions

The Chevrolet Tahoe rides smoothly on the open road, and it's stable and comfortable at higher speeds. Although big and ponderous, the Tahoe handles well for such a large vehicle.

The Tahoe is built on GM full-size truck platform (GMT 800, if you must know), which forms the basis for the Silverado and Sierra pickups as well as the Suburban, Yukon, and Yukon XL SUVs. It's a superb platform, notable for the rigidity of its hydroformed frame. Chassis rigidity is the key to achieving good handling and a smooth ride, and the Tahoe delivers on both of those scores. It handles bumpy roads well, a good test of chassis rigidity.

Tahoe's front suspension is conventional in design, except for the springs. To save space, the Tahoe uses torsion bars instead of coil springs. And the Tahoe now comes standard with the Premium Ride suspension, formerly an option, which uses self-leveling rear shocks to maintain trim height for better handling when hauling heavy cargo or pulling a trailer.

Our Tahoe LT had the optional Autoride suspension ($1,120), which electronically controls rear air shocks to provide real-time adjustments in suspension damping. It provided a comfortable ride on I-405, a bumpy, busy freeway in Los Angeles. Autoride also kept the Tahoe from bounding around after running over railroad tracks when pulling a trailer.

The available Z71 package, with its off-road suspension, provides a good ride quality on gravel and washboard surfaces.

The brakes were greatly improved for 2003, so they're smoother and easier to modulate than before. The brakes comprise four-wheel discs with dual-piston calipers for good stopping performance. We were impressed with the Tahoe's braking ability while towing a horse trailer. A dynamic proportioning system continuously balances the front and rear brakes for maximum effectiveness without activating the ABS. Once activated, the ABS allows the driver to maintain control of the steering in an emergency maneuver. For 2004, Tahoe introduces Hydroboost braking. Most power-brake systems rely on engine vacuum to reduce braking effort, but Hydroboost uses power-steering fluid pressure, which provides added safety, with more reserve power assist for braking under specific conditions. The system will continue to provide sufficient power assist to stop the vehicle even if the engine stalls or is turned off.

The Tahoe is relatively easy to park, much easier than a Suburban. It's 22 inches shorter than a Suburban and its 38.3-foot turning diameter is 4 feet tighter than the Suburban's turning circle. With its shorter wheelbase, shorter rear overhang and taller ground clearance, the Tahoe traverses gullies and other rugged terrain where the Suburban scrapes bottom. Likewise, the Tahoe is shorter and more maneuverable than the Ford Expedition. Even though the Tahoe is a fraction of an inch wider than the Expedition, I find it easier to judge the distance between the Tahoe's right front corner and a tree. The Expedition's fenders seem taller visually, and the Tahoe seems easier to manage off-road. The Tahoe's recirculating-ball steering provides good control and feedback, even if it falls short of the rack-and-pinion steering found on the Ford Explorer. Tahoe's power steering system is designed for durability by operating at a lower temperature range.

Chevy's small-block overhead-valve V8s are excellent. They rival Ford's overhead-cam engines for smoothness and efficiency, and deliver strong torque for towing. The standard 4.8-liter V8 cranks out 285 horsepower, while delivering decent fuel economy; a Tahoe 2WD with the Vortec 4800 earns 18 mpg on the EPA's highway mileage test.

A better choice, and the one most people choose, is the 5.3-liter engine rated at 295 horsepower. It delivers strong acceleration performance and burns regular unleaded fuel. Our 2004 Tahoe 4WD with the Vortec 5300 earned an EPA-estimated 13/17 mpg city/highway.