2007 Chevrolet Tahoe

Newest full-sized sport-utility vehicle is a leaner, tighter package
By Nina Russin

2007 Chevrolet Tahoe

Chevrolet’s newest full-sized sport-utility vehicle that goes on sale this spring is quieter, safer, and more powerful, with a towing capacity of over 7,000 pounds.

While the latest fuel crunch is bound to impact the full-sized truck market, the Chevrolet Tahoe remains a core vehicle for General Motors. General Motors owns the full-sized sport-utility segment, carrying 62 percent of the market. The automaker hopes that its 2007 models will excite current owners looking to trade up, and make some conquest sales as well.

Of all the full-sized sport-utilities that carry the GM moniker, the Chevrolet Tahoe is the biggest player. The current model accounts for 26 percent of all full-sized sport-utility registrations in the U.S. since 2001.

The 2007 models, that go on sale next spring, offer buyers an edgier, more stylish and fuel-economical package, with a wider track, better safety features, a more luxurious interior, and improved aerodynamics.

A feature that should appeal to ALV buyers is the new second-row, power fold-and-tumble seat. The idea is similar to the stow-and-go seats in the current Chrysler minivans, except that these seats fold away automatically, by depressing a button on the overhead console or on the rear door pillar. Third-row seats can also be removed using mechanical levers on the back of the seat.

Geared towards active families with big cargo

The Chevy Tahoe is geared towards buyers who regularly carry up to seven passengers, tow large trailers, and who may want true-off road capability. The 2007 models come in two- or four-wheel drive configurations with a choice of three V-8 engines, all mated to a four-speed automatic transmissions.

All trucks at the start of production come equipped with a 5.3-liter aluminum block engine rated at 320-horsepower. There is also a flex-fuel version of that engine that runs on E85: a mixture if ethanol and gasoline. Towing capacity for the four-wheel drive models is 7,700 pounds: enough to pull a very large boat or trailer.

A new displacement-on-demand technology improves fuel economy by automatically cutting power to half the cylinders when engine demands are low. Estimated fuel economy for the four-wheel drive Tahoe is just over 20 miles-per-gallon combined city and highway driving, for the four-wheel drive truck. While it’s no gas miser, that’s not a bad number for a truck weighing over 5,500 pounds.

A wider track for a more stable ride

The new Tahoe has a wider track and bigger wheels and tires than the outgoing models, for a tighter, more car-like ride. Engineers used more aluminum in the suspension to reduce the amount of unsprung weight, and more high-strength steel in the body structure to improve torsional rigidity for better steering feedback.

The new models come with standard seventeen-inch wheels and tires, and available 20-inch rims. An off-road package that will be introduced later next year comes with 18-inch wheels and all-terrain tires.

Drivers familiar with the current model will be happy to learn that the brakes have improved significantly. Gone is the mushy pedal feel. The new brakes are responsive without being grabby. Four-channel antilock braking is standard equipment on all models.

There are two upgrades to the standard suspension. Autoride, available at the start of production, is a real-time damping control system that responds automatically to road and driving conditions. It adjusts vehicle height at all corners to compensate for imbalances that occur when towing, hard cornering, and braking. It also adjusts the amount of suspension damping according to the road surface, and can raise or lower the vehicle using air bladders at each of the wheels.

A test drive on paved and dirt roads east of Phoenix was a good opportunity to test the technology. On the paved roads at highway speeds, the suspension was firm enough to corner reasonably hard and maintain good steering control.

On the other hand, the suspension was compliant on the dirt part of the Apache Trail, that runs past Roosevelt Dam on the east end and weaves through the Superstition Mountains . The antilock braking and stability control system did a good job of stopping the truck when necessary on the narrow dirt road, which often narrows down to a single lane.

The engine has plenty of torque to accelerate from a stop up to highway speeds, although our test did not include acceleration when towing a trailer. The steering feels tight and responsive, and despite its size, visibility is good all the way around the vehicle. A back-up warning system and rearview camera are available on the top two grades equipped with optional navigation systems.

Better fit and finish inside and out

Improving fit and finish throughout the truck was a primary goal of the engineering team. On the outside, the fascias wrap around the front and sides of the vehicle to eliminate gaps, and the doors srap over the rocker panels in similar fashion. The antenna has been relocated to the rear window and the fuel filler cap lip eliminated to improve the coefficient of drag. While the 2007 Tahoe is quieter than the current model, there is still some wind noise from the outside mirrors.

Inside, the headliner is made of a nicer fabric, and hardware for the seatbelts is well hidden in the seat upholstery. A huge storage cubby inside the center console will hold a medium size pack. The glove box has also been made larger.

Seats are nicely finished. A denser foam and improved seat design provide good lower back support. Adjustable pedals are available as an option. All models come with tri-zone temperature controls, allowing the driver, front and rear passengers to have up to thirty degrees of variation in their settings. The heated seat option now includes the first two rows of seats.
While the cargo area behind the third-row seats is larger than the current model, drivers who want to stow large items in back should either order the vehicle without the optional third row, or plan to remove it frequently. Overhead racks are optional on all models.

New side curtain airbags protect three rows of passengers

A new optional side curtain airbag system protects all three rows of passengers. The airbags deploy in the event of a side-impact collision, or when special sensors determine that a rollover is imminent.

A well-conceived product

While the Chevy Tahoe isn’t a truck for everyone, the 2007 model is a well-evolved vehicle, with some important improvements in handling, performance and ergonomics.

Quick facts:

Base price: $33,900
Price as tested: N/A
Horsepower: 320 @ 5300 r.p.m.
Torque: 335 @ 4200 r.p.m.
0 to 60: N/A 
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 15/21 m.p.g. city/highway 
Comments: Side curtain airbags are standard on the LT-3 grade only.

2007 Nissan Xterra

By Jim Woodman

2007 Nissan Xterra

As the only two-time winner of the ALV Best Value Vehicle Off-Road award, the Nissan Xterra is the prototypical active lifestyle vehicle. I hadn’t had a chance to spend more than a day or so in an Xterra since the vehicle’s 2000 model year introduction.

I remember being at a Nissan press introduction in 1999, in Monterrey, Calif., where they presented the Xterra, Maxima, Frontier Crew Cab and Pathfinder. From my perspective, a lot of the focus was on the Xterra and we spent plenty of time taking the Xterra through its off-road paces.

Those first generation Xterras, from 2000 to 2004, sported engine choices between an anemic 4-cylinder 143 hp to a respectable 210 hp 6-cylinder version. In 2005, Nissan went to a standard 4.0 liter 261 hp 6-cylinder that seriously addressed its gripes about a lack of get-up-and-go.

The current generation also shares its F-Alpha platform with the Titan pickup and Armada SUV which makes it a very capable off-road performer.

2007 Xterra

The 2007 Xterra comes in trim levels — X, S, Off-road and SE - each with the same engine it shares with the 350Z. While there have been minor changes to the Xterra since its 2005 major makeover, the same rugged outdoor nature aspect of this vehicle hasn’t changed a bit. Don’t expect to find leather, navigation or DVD options on an Xterra. This is all about using the vehicle for its intentions and capabilities.

I spent a week with the Off-Road model and was very pleased with the 281 lb-ft of torque for getting me going. I gave some friends a ride who used to own a Pathfinder and they were amazed at how much quieter my “Pathfinder” was than their old Pathfinder. I quickly corrected them by saying this was an Xterra and, yes, many of the newer cars have made huge improvements in terms of noise reduction.

My Xterra felt very solid going over speed bumps and I was just itching to take it off-road. But nowadays finding good off-roading venues, especially in larger cities, is challenging unless you want to really get out of town and out of sight. Unfortunately, I didn’t have time to take it for an extended off-road test but I did take it down, and back up, a very hilly construction site.

Since I’m not mentioning where or how I did this - no harm, no foul. Okay, I didn’t do anything too technically illegal but I can tell you that the Xterra had no problem climbing out a steep ravine in low four-wheel drive. It literally feels like driving a little Tonka toy up a steep hill.

The Off-Road model is designed for very challenging terrain. A Hill Descent Control allows you to go down steep, slippery hills without constantly applying the brake pedal. Hill Descent Control is engaged by the driver via an HDC switch. It can be activated at speeds up to 31 mph in 4HI and 15 mph in 4LO.

Functional Rear Cargo Area

The rear cargo area was not only very accessible, but I could wipe it down from sand or dirt quickly and my standard 56cm road bike fit in the back easily with just the front wheel removed via quick-release. I would be very comfortable throwing my bike in back, even with its perennially greasy and dirty chain. If I surfed or did a lot of ocean swimming with a wet suit, the back cargo area would be ideal for tossing my wet gear with no worries whatsoever.

As a current minivan owner, and former SUV owner, I mostly appreciated the fact this vehicle made me feel young and a little more hip. It’s got that I’m-headed-outdoors-for-some-fun look and feel that makes you forget you’re middle-aged and driving a minivan to drop-off and pickup children at school every day.

And, speaking of kids, installing a car seat in the back of the Xterra was a snap. I remember, with no fondness, the days when we had our first child and I used to wrestle with the seats and the seatbelts for 15 minutes or more trying to correctly install a simple car seat. Today, I could install the seat in the Xterra in less than two minutes. And that’s without having to look and see where the latches and hooks are before starting. Everything nowadays is very conveniently placed and accessible.

Interior Layout

I found all the interior controls conveniently-placed albeit lacking some of the creature comforts such as automatic climate control, navigation and leather. But, as stated earlier, you’re not buying an Xterra to shuttle yourself around in leather-appointed luxury. An Xterra is all about getting you outdoors. And at $28k, with pretty much all the off-road capability I’d ever need, I’m not sure this is a bad thing whatsoever.

My Xterra was also outfitted with a Rockford Fosgate(r) Audio Package. I have no idea what Fosgate means but what I do know is it came with a 6-disc in-dash CD changer, nine speakers, subwoofer and steering wheel audio controls. I’ve become a huge fan of steering wheel audio controls, not only because they’re much safer, but because it’s extremely convenient to adjust volume, change tracks or radio stations without ever removing your hands from the steering wheel. The Fosgate package, which adds another 900 bucks to the sticker, also features speed sensitive volume.

Since the Xterra’s geared to the younger generation, it’s no surprise that many are outfitted with a 5-speed manual transmission. For me, being able to manually shift gears was, well, fun again. It took me back to all the early cars I had through my late teens and 20s. Only difference is they didn’t have cell phones back then and there’s a big reason you need a headset or hands-free dialing when driving a manual transmission.

Though being completely honest, as much as I love driving a stick, there’s nothing worse than sitting in stop-and-go traffic having to engage the clutch over and over. And with better, and more fuel efficient, automatic transmissions the days of full-on manual shifting are going by the wayside. What we’re seeing a lot now is vehicles that offer a manual override in addition to an automatic transmission. I don’t know what it is, but for me I think of those as wannabe manual transmissions.

From a safety perspective, Nissan’s Xterra sorts you out with front and passenger air bags, front and rear crumple zones and pipe-style steel side-door guard beams. As mentioned earlier, child safety standards such as a LATCH (Lower Anchors & Tethers for CHildren) and safety rear door locks are standard.

The Xterra’s all about getting outside and feeling young again. This isn’t the soccer mom’s first choice nor is it what you’d want for lots of highway driving - even though it performs more than adequately well on the highway. Xterra’s for those that don’t just talk about leading active lifestyles, this vehicle is for doers and truly defines what it means to be active.

Quick Facts:

Base price: $26,200
Price as tested: $28,620
Horsepower: 261 @ 5600 rpm
Torque: 281 lb-ft of torque @ 4,000 rpm
0 to 60: 7.6 seconds (automatic transmission)
Antilock brakes: Standard
Side curtain airbags: N/A
First-aid kit: No
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 17/21 m.p.g. city/highway
Comments: Vehicle tested was a 5-speed manual transmission. Automatic transmission EPA fuel is 16/21 mpg city/highway