The Chevrolet Tahoe is nearly all new inside and out for 2021 and comes with a much bigger footprint because it is now 6.7 inches longer than the outgoing model. Two V-8 engines power the 2021 Tahoe but are now paired with a standard 10-speed automatic transmission. Four-wheel drive is optional, as is a planned 277-hp, 3.0-liter inline-6 turbodiesel engine. The 5.3-liter and 6.2-liter V-8 motors ride on a new independent rear suspension with available adaptive dampers and a four-corner air suspension. We’ve rounded up a selection of early 2021 Tahoe reviews.

“Most of the new SUV’s improvements are below the surface, including an independent rear suspension that improves ride, and, more important, transforms the third row of seats from an automotive penalty box into a premium perch my passengers wouldn’t vacate even after we measured. The independent rear suspension provides a remarkably smooth ride. Nicely tuned steering made the massive SUV easy to maneuver.

The base engine is a 355-horsepower 5.3L V8, but my car had the optional 420-hp 6.2L. I had plenty of power for acceleration and cruising. A smooth, quick 10-speed automatic transmission is standard. The Tahoe uses new shift controls built into the dash at driver’s 2 o’clock. Pull-toggles control the commands that set you in motion — reverse and drive — while you press buttons for park and neutral. It’s a layout that will probably be second nature in a few days. A rocker switch beneath those controls lets you shift up and down for trailering, hills, etc.

It’s also terrific, establishing itself as the big SUV to beat.”

— Mark Phelan, Detroit Free Press

“On pavement, you can really feel the suspension massaging the road in ways the old Tahoe’s solid rear axle never could, and the electronic dampers practically eliminate unwanted body motion. It all makes the Tahoe feel much smaller than it is, especially in curves. The cabin is quieter than expected, and even the knobby tires on the Z71 don’t generate much noise. They are a little on the stiff side, however. Something you notice on the harshest ruts and potholes, which can cause a shudder that reminds you you’re in a truck.

Available driver aids run the gamut from automatic emergency brakes to a blind spot warning system and lane-keeping assist, but adaptive cruise control is currently reserved for the High Country. There is a 360-degree birds-eye-view camera system to help with parking, trailering and getting through tight trails.

I took the Tahoe down a few that weren’t extremely challenging, but rough enough to get the tire sidewalls scuffed. It felt very at home there and ready for a lot more. More to the point, you could ride fences on dirt roads all day in one of these without worrying about saddle sores.”

— Gary Gastelu, Fox News

“For whatever reason, Big Bowtie has generally been pretty stingy with its safety systems, but the Tahoe packs a number of standard driver-assistance aids, including automatic emergency braking, lane-keeping assist, blind-spot monitoring, parking sensors and a suitably high-def backup camera. A $3,355 Technology Package bolsters that with adaptive cruise control and a radar-based automatic braking upgrade. Up to nine cameras can cover just about every angle of the Tahoe, and a top-down view on the infotainment screen is basically necessary when trying to park something the size of an office building.

How do you make a truck better than a truck? By putting a whole lot more into it than usual. The 2021 Chevrolet Tahoe has almost completely separated itself from its roots with the addition of key upgrades like an independent rear suspension and a well-thought-out interior. Those with large families or the need for more capaciousness than most walk-in closets will not be let down with this latest generation of full-size SUVs, which is now fully positioned as a 21st-century hauler.”

— Andrew Krok, Road|Show by CNET

“Up front, the interior looks much more upscale. The Tahoe’s cabin is far ahead of its platform mate, the Silverado, and among the best Chevy has ever done. But it’s still a Chevy. That means the wood-like trim is fake, there are large swaths of flat gray plastic, and little details like auto-up rear windows are missing. All of the important stuff is here, from two rear-seat entertainment displays to cooled seats and an electric, sliding center console that motors rearward to serve as a set of second-row cupholders—gimmicky, but neat. And whether your device charges via USB-A, USB-C, wireless Qi, or a household outlet, the Tahoe has you covered.”

— Mack Hogan, Road and Track

“Through corners, the Tahoe is quite composed, even over rough surfaces. Credit goes as much to the new independent rear suspension as it does the air springs. Combined with the well-weighted and quite precise steering, the Tahoe is almost fun to hustle. The problem, whether talking about the ride or handling, is that the body feels too loose and flexible. Going over bumps you get plenty of shudders and vibrations through the body — some are to be expected in a body-on-frame vehicle, including in the Expedition, but the Tahoe had more than even the Silverado. Just when you think the IRS and air springs have made the Tahoe civilized, a jittery response to a small bump shatters the illusion.

There’s little to dissuade from the civility inside the radically remade interior. The rounded shape of the main dash is elegant and has a nice little cowl over the top for added visual interest. On higher trims, the dash is wrapped in nice simulated leather. It’s all a sharp contrast to the lumpy, dreary Silverado interior, and indeed GM should be credited with giving the Tahoe (and GMC Yukon) a unique interior design from its pickup siblings. Ford just pressed copy and paste from F-150 to Expedition.”

— Joel Stocksdale, Autoblog