2008 Chevrolet Tahoe Hybrid Review

Specifications

If it wasn’t for the oversized “HYBRID” decal on the rear window and even larger stickers down each side of the massive Tahoe parked in my garage this week, the crossover ute sitting next to it would be most peoples’ guess for having a gasoline-electric powertrain. After all, the Lexus RX was the first crossover to get Toyota’s Hybrid Synergy Drive treatment, in 400h trim, not to mention status as the first luxury crossover HEV ever, so it would be a reasonable mistake. The second looks I’ve been getting when driving around in the Tahoe Hybrid, however, come with a mix of honest to goodness smiles and positive thumbs up, to heads shaking in disbelief, with one neighbor looking perplexed while saying, “Now there’s the ultimate automotive oxymoron”.

He’s got a point, as the Tahoe has been one of those anti-green beasts that have instigated some hot-under-the-collar environmentalists into spraying their discontent all over offending body panels, resulting in some unique decorative paint schemes. Rather than drop such a popular model because of a small group of radical protesters, Chevy has incorporated its new Two-Mode Hybrid system. It’s a full hybrid powertrain (meaning it can drive solely on electric power) that reduces fuel economy up to 32-percent over the regular Tahoe, from 14 mpg in the city with the conventional SUV to 20 in the HEV version, and consequently improves its emissions. While I’m the first to question the overall effect of hybrid vehicles in a global market where tailpipe emissions make up less than one-percent of airborne toxins and, according to some studies, the growth of coal plants in China over the next 12 years will be the equivalent to 3 billion conventionally-powered full-size SUVs roaming the planet (which puts things into perspective), I appreciate having the car next to me and the one I’m driving spew out fewer fumes, making my quality of life better, and I really like the technology.

Driving by a group of mall shoppers walking to their car, in absolute silence, really grabbed eyeballs, which I must admit was fun, and then when out on the highway the SUV’s get-up-and-go put away anyone else’s doubts as to a hybrid’s performance credentials. This truck really moves, although I found myself driving the Tahoe Hybrid differently than I did with a regular version last year. Its little “ECO” meter at the top-left of the primary gauge cluster had me trying to maintain a different kind of performance, optimizing fuel economy. A jab at the throttle causes the needle to spin to the right, notifying of less than efficient operation, while keeping it in the middle tells you all’s well in eco-land. The internal combustion engine (ICE) portion of the drivetrain is GM’s fabulous 6.0-liter V8, with cylinder-deactivation dubbed Active Fuel Management (AFM) that cuts off four cylinders when under light loads. Most Chevy fans will be glad to know that despite this enviro-friendly technology it growls just as naughtily as it did prior to AFM being added, before being applied to the hybrid version. On the contrary, when stopped at a light, where many SUV owners enjoy the chug-a-chug of their vehicle’s rumbling exhaust, the Tahoe Hybrid is completely silent. The engine shuts down at idle, not unlike Toyota’s Prius, Chevy’s Malibu or any other hybrid vehicle, saving fuel when not in use. And getting to that stoplight, the Tahoe makes a most unique whine that caused me to spin my head around in anticipation of an approaching police car or ambulance. I’ve never heard that in any other hybrid, but despite its conjoined gasoline engine and electric motor, idle-stop system and regenerative braking, a system that recaptures some of the energy used in braking and replenishes the battery packs, this isn’t the only thing that sets the Tahoe Hybrid apart from anything else currently for sale.

GM is touting its new Two-Mode system as ideal for an SUV’s applications, or a pickup truck’s for that matter, because it’s useful for towing and hauling; but its Two-Mode status doesn’t specifically address these SUV attributes. Before I get into that, what does GM mean by Two-Mode? In the system’s first mode, below 30 mph and under light loads, it either drives under full electric power, by ICE only, or both depending on need, all decided automatically by the system’s ECU. During the second mode, at highway speeds, it’s mostly powered by the ICE, although the electric motor combines for extra power when needed, like when on the throttle for passing, climbing a hill or towing something heavy. Towing something with a hybrid? Good point.

Up until now there aren’t many unique differences between the Two-Mode system and Toyota’s Hybrid Synergy Drive, or most other full-hybrid systems, and like I said previously, the Two-Mode aspect isn’t the differentiator at all. Rather, it’s the transmission GM uses for getting this duopoly of power to the wheels. As you might have noticed, Toyota doesn’t sell a hybrid version of its Tundra, and not for a lack of trying. Neither does early hybrid adaptor Ford. The reason? Toyota and Ford’s hybrid systems incorporate Continuously Variable Transmissions (CVTs) into their designs, a gearbox type that’s extremely efficient and ideal for car-based hybrids, but not so good for anything that tows and hauls due to slippage. The Tahoe Hybrid, on the other hand, uses GM’s trustworthy four-speed automatic, a much better solution for towing and hauling. And let’s face it. Unless you’re towing something on a regular basis, like a camp trailer or boat, you probably would be better served buying one of GM’s more car-like crossovers, like Chevy’s new Traverse or an Uplander minivan. Unlike those lightweights, the Tahoe Hybrid can tow up to 6,200 pounds in rear-wheel drive guise or 6,000 pounds when equipped with four-wheel drive, which is less than the regular Tahoe, for sure, but much more than any other hybrid. It can carry up to 1,559 pounds of cargo in its spacious rear hold too, in 2WD trim, or 4×4s have a payload capacity of 1,513 pounds, not to forget a total of eight occupants.

That hold is accessible by a huge rear liftgate, and to be honest doesn’t provide much usable room behind the third row if all are upright at 16.9 cubic feet. Tumble them forward or remove each rear seat, mind you, and volume opens up substantially to 60.3 cubic feet. The 60/40 split second row folds flat too, at which point the term cavernous is no exaggeration thanks to 108.9 cubic feet of space. Still, it’s not as Home Depot-friendly as a minivan, but other than the larger Suburban and Yukon XL twin, plus Ford’s Expedition, Nissan’s Armada and the new Toyota Sequoia, it’s as good as this segment gets. I should mention, however, that the Hybrid doesn’t lose any cargo capacity over the standard Tahoe as the battery pack has been inserted under the floor. There’s also no loss in practicality as the rear seats still tumble and fold as per the normal version.

I don’t tend to make too many trips to my hardware store for building materials and don’t yet own a travel trailer or boat, so the Tahoe Hybrid probably wouldn’t be on my shopping list, but I’ve got to admit to liking the way it drives nonetheless. It’s ultra-smooth, soaking up nasty inner-city potholes and dirt road irregularities alike, and delivers pretty predictable handling characteristics too, as long as you respect that it’s a body-on-frame SUV and not a sports car. The electric power steering system didn’t feel particularly different than the regular SUV’s hydraulic system, so kudos to GM for giving it a little feel.

GM did a nice job redesigning the Tahoe a couple of years back, resulting in a much more inviting interior. Fit, finish and the quality of its switchgear is very good, although some might find its cabin plastics to be a bit too pickup truck-like for this segment. After all, the Tahoe Hybrid is no entry-level machine, starting at a price almost as sizeable as its footprint, $49,590, quite a bit more than the regular Tahoe’s $34,630 base price. If you order yours with four-wheel drive, which includes a low mode for off-roading, it’ll set you back $52,395. But to be fair, the Tahoe Hybrid is loaded up with features that mirror those of the conventionally powered LTZ model, which starts at $45,640, and this one doesn’t include the fabulous 6.0-liter V8 that comes standard with the HEV.

And the new Tahoe Hybrid, despite all those cubic inches, is quite fuel efficient. Chevy even goes so far as to tout better fuel economy than a V6-powered Toyota Camry, which no doubt will be dependent on how you drive the big rig. And while the hybrid powertrain is really impressive, keep in mind that the price hike from regular Tahoe includes more than mechanical improvements. It also features a number of aerodynamic upgrades, such as a reworked front fascia and deeper front air dam, revised running boards and a reshaped spoiler in back, giving the body shell reduced drag via a slipperier shape, resulting in a 0.34 Cd compared to the standard SUV’s 0.39. What’s more, contributing to its overall efficiency is extensive use of lightweight materials such as aluminum in its redesigned hood, as well as in the massive tailgate I mentioned earlier, and its specially designed 18-inch wheels on 265/65R-18 all-season rubber.

Following a practice that others have used with their hybrids in order to mask the extra cost of the drivetrain, the Tahoe Hybrid can only be had fully loaded. So, whether you want them or not you get leather seating surfaces covering the first two rows, the front two being heated and featuring six-way power adjusters, plus a leather steering wheel and shift knob, lots of interior chrome and wood grain accents, as well as power windows and locks with a remote starter, power folding, heated and adjustable side mirrors, ultrasonic rear parking assist with audible and visible warning system, a rearview camera system for reversing that doubles as a hybrid system information display when going forward, tri-zone automatic climate control, a center console with rear seat audio and HVAC controls, multiple power outlets including a 3-prong household style 115-volt, 150-watt plug in the cargo area, a universal home remote and more. Oh, and I almost forgot about the standard infotainment system, including a nine-speaker premium Bose sound system with a subwoofer, AM/FM radio, MP3 compatible CD player, auxiliary input jack, seek-scan, digital clock, auto-tone control, speed-compensated volume, TheftLock and Radio Data System (RDS), not to mention second-row earphone jacks and, lest we not forget the DVD-based navigation system.

Standard safety equipment includes traction and stability control, critically important with any SUV, ABS-enhanced four-wheel disc brakes, and a full assortment of front, side and curtain type airbags. Oddly, this SUV only makes the LATCH child seat safety system available on the passenger-side second row, which means if you have a second child seat you’ll have to make do with stringing the shoulder belt through the backside of the child seat and then finding somewhere to click on the rear tie down hook. The LATCH system that is there works well, allowing for easy operation.

The very short options list includes a DVD entertainment system with an 8-inch fold-down overhead LCD monitor, camera/game input (RCA) jacks, two wireless two-channel headphones and remote control, plus XM satellite radio and a power sliding and tilting glass sunroof.

GM warranties the Tahoe Hybrid for 3 years or 36,000 miles bumper to bumper, plus a very long eight years or 100,000 miles, whichever comes first, for the powertrain and hybrid components.

After a week’s steady driving, I came to appreciate the Tahoe Hybrid as much as the regular version and maybe a little more. After all, my eco-friendly neighbors were more accepting of the jolly green giant than they would have been of a conventionally powered Tahoe, and my fuel bill was considerably more agreeable than it would have otherwise been. All-round, GM has made an excellent reason to keep buying full-size SUVs.