But for the time being, it's difficult to think of a vehicle more deserving of huge strides in fuel economy than GM's new Tahoe.
 |
| The new Tahoe is such a refined package, that's it is a perfect fit for a hybrid drivetrain. (Photo: Justin Couture, Canadian Auto Press) |
I was very impressed with its styling, build quality and operational refinement. GM has done a remarkable job of taking the venerable full-size SUV up-market. It now imparts a premium feel and look completely beyond anything the Detroit-based automaker has done before, at least with its full-size truck platform. A smooth shell, tight panel gapping and the integration of a full front fascia has netted the big mover a co-efficient of drag equal to the 1992 through 1996 Corvette - and we all know that reduced air turbulence translates into great aerodynamics, which reduce fuel consumption, as well as less wind noise. In keeping with the Tahoe's heightened state of serenity, engineers also managed to reduce road noise transmitted through the Tahoe's newly improved chassis.
Inside,
 |
| Inside, the new Tahoe awaits a beautifully constructed cabin, full of space, opulence and high quality materials and surfaces (regular Tahoe interior shown). (Photo: Rob Rothwell, Canadian Auto Press) |
the new Tahoe awaits a beautifully constructed cabin, full of space, opulence and high quality materials and surfaces. Look for what may be the most attractive instrument panel in the business, to incorporate a few high-tech goodies when it gets transformed into hybrid guise. The new gauge cluster sits approximately 15 cm (6 in) lower and further forward than in past Tahoe's. Unique convenience features include the segment's first power-articulated fold and tumble second row seats, along with removable third row seating. A power-operated rear lift gate adds to the vehicle's convenience.
In redesigning the Tahoe, ride comfort and handling were held as priorities
 |
| The conventional Tahoe reacts well to steering input (regular Tahoe interior shown). (Photo: Rob Rothwell, Canadian Auto Press) |
for the body-on-frame, Texas-built rig. Its independent coil-over-shock front suspension and five-link rear coil setup performed marvelously over city pavement and mountain goat trails alike. The ride was absorbent and forgiving while never mushy or sloppy. In fact, hammering the SUV over severe washboard surfaces, common on dirt roads, failed to upset the apple cart, so to speak, even when pushing hard through turns. Yes, some oversteer was induced by these circumstances, but that was to be expected, and to the Tahoe's credit, easily dealt with. When things got too hairy, GM's StabiliTrak stability control system with rollover mitigation stepped in to defuse the tension. No doubt, the new Tahoe Hybrid will include such safety systems.
StabiliTrak,
 |
The new Tahoe Hybrid, and others like it, might be what keeps this very practical full-size SUV segment alive. (Photo: Justin Couture, Canadian Auto Press)
|
along with dual-stage front airbags, are carried as standard equipment on the non-hybrid 2007 Tahoe, while roof-mounted head curtain side-airbags at all outboard-seating positions are optional. Standard in the braking department is a full set of antilock disc brakes that performed admirably, clawing the Tahoe's mass back from 100 km/h (62 mph) to zero with stunning brevity during which vehicle control was never an issue. With such gallant driving dynamics and impressive versatility, extending the distance a litre of fuel will carry the Tahoe - and by virtue reducing its emission of harmful pollutants - is a very positive step forward indeed, and might be what keeps this very practical full-size SUV segment alive.
