EXTERIOR LIGHTING:LIGHTING CONTROL MODULE:SOFTWARE
General Motors, LLC (GM) is recalling certain 2020-2023 Cadillac CT4 and CT5; 2021-2023 Buick Envision; and 2022-2023 Cadillac Escalade and Escalade ESV, Chevrolet Silverado 1500, Suburban, Tahoe, GMC Sierra 1500, Yukon, and Yukon XL vehicles. The daytime running lights (DRLs) may not deactivate when the headlights are on. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 108, "Lamps, Reflective Devices, and Associated Equipment."
Campaign #22V90300008/12/2022
SUSPENSION:REAR
General Motors, LLC (GM) is recalling certain 2023 Cadillac Escalade, Escalade ESV, Chevrolet Suburban, Chevrolet Tahoe, GMC Yukon, and Yukon XL vehicles. The rear suspension outer control arm bolts may not have been properly heat-treated, which can cause the bolts to break.
Campaign #23V64200020/09/2023
SERVICE BRAKES, HYDRAULIC:BRAKE FLUID LOW WARNING: LAMP
General Motors, LLC (GM) is recalling certain 2023 Chevrolet Silverado 1500, GMC Sierra 1500, 2023-2024 Chevrolet Tahoe, Suburban, GMC Yukon, Yukon XL, Cadillac Escalade, and Escalade ESV vehicles. The electronic brake control module software may fail to display a warning light when a loss of brake fluid occurs. As such, these vehicles fail to comply with the requirements of Federal Vehicle Safety Standard number 135, "Light Vehicle Brake Systems."
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What are the most common Chevrolet Tahoe problems?
According to Au7o's research across NHTSA recalls, manufacturer TSBs, and owner forum reports, the 1995-2025 Chevrolet Tahoe has 36 documented issues. The most frequently reported are: In-Tank Fuel Pump Module Failure (Long Crank / No-Start), AFM/DOD Lifter Failure - V8 Cylinder Deactivation, Recall 19V645000 - Brake Pedal Gets Harder as Vacuum Pump Output Falls Off. Of these, 19 are rated critical and should be addressed promptly.
Is the Chevrolet Tahoe reliable?
The 1995-2025 Chevrolet Tahoe has 36 known issues compiled from NHTSA recalls, manufacturer TSBs, and owner forum reports. 19 issues are rated critical: In-Tank Fuel Pump Module Failure (Long Crank / No-Start) and AFM/DOD Lifter Failure - V8 Cylinder Deactivation and Recall 19V645000 - Brake Pedal Gets Harder as Vacuum Pump Output Falls Off and Heated Washer Fluid Module May Ignite — Recall 10V240000 and Washer Fluid Heater Short Circuit Fire Risk — NHTSA Recall 08V441 and Recall 05V379 — Wheel Speed Sensor Corrosion and Unwanted ABS Activation and 4L60E transmission loss of reverse (cracked sun shell / worn lo-reverse clutches) and 5.3L Vortec Excessive Oil Consumption (Low-Tension Rings / PCV) and 6.2L L87 Rod-Bearing Engine Failure (Recall 25V-274) and CSFI 'Spider' Central Port Injector / Poppet Valve Failure (5.7L Vortec) and In-tank fuel pump failure and pigtail connector meltdown and VVT Cam Phaser / Timing Chain Cold-Start Rattle (5.3L) and Brake Line Corrosion and Failure (Rust Belt) and 8L90 8-Speed Transmission Shudder and 4L60E Automatic Transmission 3-4 Clutch Failure (Loss of 3rd/4th Gear) and Brake line and fuel line rust-through corrosion (Salt Belt) and CSFI "spider" poppet fuel injector failure (special coverage 99066F) and Lower intake manifold gasket coolant/vacuum leak (5.7L Vortec) and 'Reduced Engine Power' Limp Mode - Electronic Throttle (TAC) System. Prospective buyers should inspect for these issues and factor potential repair costs into their purchase decision. Regular maintenance following the manufacturer's schedule helps prevent many common problems.
How much does it cost to fix common Chevrolet Tahoe problems?
Repair costs for known Chevrolet Tahoe issues range from $0 to $10,000, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, In-Tank Fuel Pump Module Failure (Long Crank / No-Start), typically costs $400-$800 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
Content on this page was compiled with AI assistance using NHTSA complaints, TSBs, owner reports, and public automotive data. While we strive for accuracy, this information may contain errors. Always verify repair procedures and specifications with your vehicle's service manual or a qualified mechanic.
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When Issues Typically Appear
AFM/DOD Lifter Failure - V8 Cylinder Deactivation
80K-120K
8L90 8-Speed Transmission Shudder
80K-120K
Autoride Air Suspension Compressor and Air Spring Failure
80K-120K
038K75K113K150K mi
The Tahoe 5.3L and 6.2L V8 engines with Active Fuel Management (AFM) use collapsible hydraulic lifters that commonly fail between 80,000-120,000 miles. Failed AFM lifters cause misfires on deactivation cylinders (1, 4, 6, 7), ticking noises, and potential camshaft and cylinder wall damage. This is the same issue affecting the Silverado and Escalade. GM issued TSB #18-NA-077 acknowledging the problem. The VLOM (Valve Lifter Oil Manifold) must be replaced along with all 16 lifters.
Replace all 16 lifters and VLOM assembly. Many owners perform an AFM delete with non-AFM cam, lifters, and Valley cover using a Texas Speed or BTR kit. A Range Technology AFM Disabler (RA003B) can prevent AFM activation as a preventive measure on engines with good lifters. Labor is 12-18 hours.
Gen IV 5.3L V8s burn oil at an abnormal rate, frequently far worse than GM's own 1 qt / 2,000 mi 'acceptable' threshold. Three compounding root causes: (1) low-tension piston rings that fail to scrape oil from the cylinder walls; (2) the Active Fuel Management (AFM) oil-pressure relief valve in the valley that sprays a jet of oil directly at the deactivated cylinders' piston skirts, overloading the already-leaking rings; and (3) an early PCV routing in the valve cover that pulls liquid oil into the intake to be burned. Owners see the low-oil light between changes, fouled spark plugs on AFM cylinders (commonly cyl 1 and 7), and eventual carbon-clogged rings. Distinct from AFM lifter collapse — this is oil burning, not a lifter failure.
Address the PCV path first: install GM's updated valve cover / AFM oil-deflector-equipped cover per the oil-consumption TSB, and replace fouled plugs. To stop the AFM oil spray, either install an AFM/DoD delete (disabler module as a stopgap, or full delete with a non-AFM valley cover and standard lifters/plate) or clean/replace carboned rings if damage exists. Use the correct 0W-20/5W-30 dexos oil and check level frequently. Confirm consumption with a documented oil-consumption test before major internal work.
L87 6.2L V8s built March 1, 2021 through May 31, 2024 can suffer sudden rod-bearing failure and engine seizure with loss of propulsion. GM attributes it to supplier manufacturing/quality issues — sediment/debris left on connecting rods and in crankshaft oil galleries plus out-of-spec dimensions — that starve and pound the rod bearings. NHTSA safety recall 25V-274 (April 2025) covers 44,802 Tahoes among ~600k GM full-size trucks/SUVs; GM logged over 14,000 field complaints and a dozen alleged crashes/injuries. NHTSA has since opened follow-up query RQ26001 into failures on engines outside the recall and on some units that failed after the dealer remedy.
Follow recall 25V-274: dealer inspects the engine and replaces it if it fails inspection; vehicles that pass receive higher-viscosity 0W-40 dexos oil, a new oil filter, and an updated oil-fill cap specifying the new viscosity. Owners hearing a knock, seeing low oil pressure, or getting loss-of-propulsion warnings should stop driving and contact a dealer. Out-of-warranty engine replacement absent recall coverage runs well into five figures — verify VIN eligibility with GM before paying.
Gen V 5.3L engines use variable valve timing (VVT) with a cam phaser and VVT solenoid. Sludge and wear cause the phaser to rattle and the timing chain to stretch, producing a cold-start 'marbles in a can' rattle that often precedes a check-engine light. It sets crank/cam correlation codes (P0008/P0016/P0017) or VVT performance codes (P0011). GM TSB PIP5921B also documents a rattle/tick from the intake cam actuator when its cover-plate screws back out. Ignored, a stretched chain can jump timing and cause severe internal damage.
Diagnose early: scan for P0008/P0016/P0017/P0011 and inspect actual-vs-desired cam angle. Replace the VVT solenoid(s) and, if the chain has stretched or the phaser rattles, replace the timing chain, cam phaser and tensioner as a set. Address the underlying oil sludge (correct dexos oil and shorter change intervals). Do not dismiss a cold-start rattle as normal — it is often the first sign of a stretching chain.
Tahoes with drive-by-wire throttle (APP pedal sensor + TAC module + electronic throttle body) commonly trigger a 'Reduced Engine Power' message and drop into limp mode with severely limited acceleration - a safety concern in traffic. On GMT800s the frequent culprits are a broken/chafed wire in the throttle-body harness (often the yellow wire), corroded engine grounds, or a dirty/sticking throttle body (P1516/P1515). GMT900s see similar throttle-actuator/APP faults (P2101/P2135/P0120 family).
Retrieve codes to isolate the branch: P1515/P1516 point at the TAC/throttle actuator, P2135/P0120-series at the TPS/APP correlation. Start with the cheap, common causes: clean the electronic throttle body, inspect and repair the throttle-body wiring harness (especially chafed/broken wires) and clean/tighten engine grounds. If the throttle body's internal TPS is faulty, replace the electronic throttle body assembly (ACDelco units available; part roughly $120-300). A failed APP pedal sensor is a less common cause.
On Gen III/IV small-block V8s the two knock sensors sit down in a recessed valley UNDER the intake manifold. Water (rain, car washes, snow melt) collects in the recess and corrodes the sensors and their two-wire harness, setting P0327 (Bank 1 low) and/or P0332 (Bank 2 low), often together, illuminating the Check Engine light. The ECM then pulls timing, which can cost power and mpg. Because the sensors are buried, this is a heavily searched, labor-intensive nuisance code.
Replace BOTH knock sensors AND both wiring harnesses (a partial repair usually returns the code). OEM sensor: ACDelco 213-3521 (GM 12589867). Harness kit: Dorman 917-033 (replaces GM 12601822). This requires removing the intake manifold, so replace the intake manifold gaskets at the same time. GM's procedure calls for building an RTV 'dam' under the sensors to divert water away, and torquing the intake to inch-pounds. Parts run ~$60-150; the labor to pull the intake is the bulk of the cost.
The GMT800 Tahoe's in-tank electric fuel pump module is a common high-mileage failure. As the pump wears it struggles to build and hold the ~58-62 PSI these returnless systems need, producing extended cranking (worst after the truck sits overnight), stalling, hesitation under load, and eventually a crank-but-no-start with no pump 'prime' hum at key-on. Tank contamination/rust and heat accelerate the failure.
Extended cranking before start, worse after sitting
Crank but no-start with no pump hum at key-on
Stalling and hesitation under load
Low/erratic fuel pressure
Surging at highway speed
How to Fix
Confirm with a fuel-pressure gauge on the Schrader port: good pressure should reach ~58-62 PSI within ~2 seconds of key-on and hold. Also check the fuel-pump relay/fuse and inspect the pump connector for heat damage. Fix is a complete fuel pump module (pump + level sender + strainer). OEM: ACDelco MU1613 (GM 19153711), which includes the seal, float and harness; quality aftermarket options include Delphi/Spectra modules (part roughly $150-350). Drop the tank, replace the module and strainer, and blow out/inspect the tank if rust is present.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Fuel Pump Module Assembly
Cross-ref67307
Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.
The 1996-2000 5.7L Vortec (L31) uses a Central Sequential Fuel Injection (CSFI) 'spider' assembly: one central housing feeds six nylon poppet spray nozzles via tubes. The poppet valves gum up with carbon and either stick open (raw fuel dumps, rich condition, hard hot/cold starting, fuel smell) or the plastic tubes crack/leak causing a lean misfire. This is one of the defining driveability failures of the GMT400 Tahoe. GM issued bulletin 87-65-07 and later covered many trucks under an extended emissions warranty for the poppet nozzles.
Confirm with a fuel-pressure test and a key-on leak-down check (pressure bleeds off from leaking poppets). The proven fix is replacing the entire spider assembly, ideally upgrading to the later MPFI (multi-point) conversion spider which uses standard injectors instead of poppets and is far more reliable. OEM spider references: GM 25340347 / 17114163; common aftermarket units are sold as 'FJ504' MPFI-style assemblies (roughly $150-400 for the part). Add a fuel filter and clean the throttle body while in there.
The in-tank electric fuel pump on the GMT400 Tahoe is a common wear-out item, often failing around/after 100,000 miles. Continuous-duty operation, chronic low-fuel driving (which reduces pump cooling), and tank sediment clogging the sock filter all shorten pump life. A frequently overlooked contributor is the fuel pump wiring harness pigtail/ground connection ahead of the rear axle, which corrodes and melts, causing intermittent power loss to the pump. Skipping the recommended 30,000-mile fuel filter interval accelerates pump failure.
Replace the in-tank fuel pump module. Replace the fuel filter and the harness pigtail connector at the same time, and verify/repair the rear ground. Maintain the fuel filter on a 30,000-mile interval and avoid habitually running the tank near empty.
The 5.7L, 5.0L and 4.3L Vortec engines used a Central Sequential Fuel Injection (CSFI) "spider" assembly with nylon fuel tubes ending in spring-loaded poppet nozzles inside the intake. The poppets clog with carbon or leak/stick open, causing raw fuel intrusion, hard starting/flooding, and misfires. GM acknowledged the problem with special coverage 99066F on 1996-2003 CSFI systems (emissions-related, extending injector warranty to 10 years/200,000 miles for cleaning or replacement).
Diagnose with a fuel-pressure gauge (pressure that bleeds down after shutoff points to leaking poppets). Replace the spider/CSFI assembly. A common permanent fix is to install the later multi-port (MPFI/MFI) spider upgrade used on 2002+ Vortec engines, which drops into 1996-2001 engines and eliminates the poppet design. Check GM special coverage 99066F eligibility.
The in-tank fuel-level sender's resistive card wears, causing the fuel gauge to read inaccurately — stuck on Empty or Full, bouncing/fluctuating, or dropping to E with a false low-fuel warning. The sender is integral to the fuel pump module, so a worn card typically means dropping the tank. It is a well-known GM truck problem; on high-mileage trucks technicians recommend replacing the complete fuel pump module rather than just the sender.
First rule out a blown fuel-gauge/sender fuse and attempt a scan-tool sensor recalibration. If the gauge is still erratic, replace the fuel level sending unit — on high-mileage trucks replace the complete in-tank fuel pump module (ACDelco/Delphi module) since the pump often follows. Requires dropping the fuel tank.
If your 2015-2018 Tahoe's brake pedal has started feeling firmer and you have to push harder than you used to, GM recall 19V645000 is worth checking. GM found that the vacuum created by the vacuum pump may decrease over time. Because that vacuum is what powers the brake booster, less vacuum means less brake assist. NHTSA's stated consequence is straightforward: braking effort goes up, the distance needed to stop the Tahoe gets longer, and the risk of a crash increases. Nothing about the defect makes the brakes disappear - it makes them progressively harder to apply. Chevrolet Tahoes were one of several GM SUVs and trucks swept into this campaign, which covers 3,456,719 vehicles across the entire recall population.
Common Symptoms
Hard or high-effort brake pedal
Reduced power brake assist
Increased stopping distance
How to Fix
Dealers correct this free of charge by reprogramming the Electronic Brake Control Module. It is a software fix, not a parts job, so the appointment is short. The recall began October 8, 2019 under GM number N192268490. Check your Tahoe's VIN at nhtsa.gov/recalls to confirm whether the reprogramming was ever performed - this is exactly the kind of open recall that gets missed on a used purchase - and contact Chevrolet customer service at 1-800-630-2438 or your dealer to book it.
The 2000-2002 Chevrolet Tahoe is included in NHTSA recall campaign 05V379000 for unwanted antilock brake system activation. What the owner experiences is the ABS stepping in without cause; what it costs is braking performance, because the recall consequence is stated plainly as increased stopping distances during low-speed brake applications, which could result in a crash. Because the condition is more likely to occur in environmentally corrosive areas, GM launched the recall in the salt-belt states only: Connecticut, Delaware, Illinois, Indiana, Iowa, Maryland, Massachusetts, Maine, Michigan, Minnesota, Missouri, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Vermont, West Virginia, Wisconsin and the District of Columbia. A Tahoe that has never seen road salt may never show the problem. The remedy centers on the wheel speed sensor's mounting surface on the wheel bearing. Campaign-wide the recall covers 1,353,718 pickups and SUVs of several models; the recall began September 22, 2005.
Common Symptoms
Unwanted ABS activation during braking
Longer stopping distances during low-speed braking
How to Fix
Chevrolet dealers do this repair free. They remove the wheel speed sensor, thoroughly clean the mounting surface on the bearing where it seats, apply rust inhibitor to the cleaned surface, grease that surface, reinstall the sensor, and check peak-to-peak output voltage to confirm the wheel speed signal is within specifications. Given the age of these trucks, look up your Tahoe's VIN at nhtsa.gov/recalls before assuming the work was done — Chevrolet can be reached at 1-800-630-2438.
The 2007-2014 Tahoe (and all GMT900 platform vehicles) suffer from brake line corrosion in salt-belt states. Factory steel lines corrode internally and can rupture without warning, causing complete brake failure. This is the same safety-critical issue affecting Escalade, Silverado, Suburban, and Yukon of the same era.
Common Symptoms
Soft or spongy brake pedal
Brake fluid level dropping
Visible rust on brake lines under vehicle
Brake warning light
Brake pedal goes to floor
How to Fix
Inspect brake lines thoroughly. Replace corroded lines with Dorman stainless steel pre-bent replacement kits. Replace entire vehicle brake line set if significant corrosion found.
The steel brake and fuel lines on GMT400 Tahoes corrode and rupture, especially in road-salt states. Brake lines rust from the outside in and can burst suddenly, producing a sinking pedal and severe loss of stopping power, frequently with no warning light. NHTSA received ~890 brake-pipe corrosion complaints on GM full-size trucks/SUVs; its formal probe (EA11-001) centered on 1999-2003 models but the same AlGal-coated Bundy lines and failure mode apply to earlier GMT400s, with the great majority of failures in Salt Belt states. Fuel lines rot in the same environment, typically around the tank, leaking raw fuel.
Common Symptoms
Low or sinking brake pedal
Brake fluid leak / loss of stopping power
Fuel smell and fuel leak near the tank
Visible rust/flaking on steel lines
Brake warning light (sometimes absent)
How to Fix
Inspect all steel lines; replace corroded brake and fuel lines, ideally with corrosion-resistant (stainless or coated/PVF) pre-bent line sets. Bleed brakes thoroughly after brake-line replacement. NHTSA guidance for at-risk trucks is to periodically wash the underbody to remove salt.
GMT800 Tahoes commonly light the ABS, Traction Control and (on later trucks) StabiliTrak warnings simultaneously due to the Electronic Brake Control Module (EBCM) or, very often, its corroded frame-mounted ground. The dedicated EBCM ground on the driver-side frame rail is exposed to road salt and corrodes, causing intermittent module communication loss and codes like C0265. Internal EBCM solder-joint failures also occur. Normal service braking still works, but ABS/traction functions drop out.
Pull chassis 'C' codes first. Before condemning the module, locate and clean/re-terminate the EBCM ground on the frame rail (a cheap, common fix). If the module itself is at fault (C0265/C0110 with confirmed internal fault), options are a rebuild/repair service for the EBCM or a replacement module that must be programmed to the VIN. Inspect the wheel-speed sensor circuits as well. Ground repair can be under $100; module rebuild/replacement runs several hundred.
The 4L60E automatic behind the 5.7L is prone to losing reverse (and sometimes 2nd) as it ages. The classic root cause is the reaction sun shell ("sunshell") cracking or stripping its splines, along with worn lo-reverse clutches. Slipping typically appears first in reverse and worsens until reverse is gone entirely; a fractured sunshell can also take out 2nd. The 1995 model is a transition year whose transmission does not directly interchange, so a rebuild is generally the only route for those trucks.
Rebuild the 4L60E with an upgraded hardened sun shell and fresh lo-reverse/reverse clutch pack. Diagnose first with a line-pressure test in reverse to separate hydraulic (valve body/servo) from mechanical (sunshell/clutch) causes. Keep fluid and filter serviced to prolong life.
The 2015-2020 Tahoe uses the GM 8L90 8-speed automatic with the same widespread torque converter shudder affecting Silverado and Escalade. Shudder occurs at light throttle between 25-50 mph. Root cause is torque converter clutch material contaminating the fluid. GM extended warranty to 6 years/100,000 miles under Customer Satisfaction Program 18302.
Fluid exchange with Mobil 1 Synthetic LV ATF HP (GM 19417577) can resolve early-stage shudder. Severe cases need torque converter replacement. Check if VIN qualifies for Customer Satisfaction Program 18302.
The 4L60E 4-speed automatic behind the Vortec V8s is the single most common major failure on high-mileage Tahoes. The 3-4 clutch pack is the known weak point: its friction plates burn up, and the truck suddenly slips or drops out of 3rd and 4th gear (RPMs flare with no acceleration), leaving effectively only 1st and 2nd. Later-production units (roughly 2004+) used thinner/cheaper clutch material and tend to fail earlier. Contributing factors include worn shift solenoids, a leaking valve body/accumulator, TCC solenoid failure, and neglected/burnt fluid. Many owners hit this between 120k-180k miles.
Verify fluid level and color first (burnt/dark red = internal wear). Scan for solenoid/pressure codes. A slipping 3-4 clutch means an internal rebuild or a remanufactured unit: budget for a rebuild with a heavy-duty (Alto/Raybestos) 3-4 clutch pack and updated Sonnax valve-body parts, or install a reman 4L60E. Address the TCC/shift solenoids and a fresh filter at the same time. Preventive fluid+filter service every ~50k miles and an added transmission cooler markedly extend life on these trucks.
The 2021+ Tahoe uses the GM 10L80 10-speed with reports of harsh shifting, delayed engagement, and shift hunting between gears. GM has released multiple TCM calibration updates. The transmission requires DEXRON ULV fluid (NOT DEXRON HP). Most shift quality issues are resolved with the latest software calibration.
TCM recalibration at dealer with latest software. Full fluid exchange with ACDelco DEXRON ULV (19352619). Allow 500+ miles after reset for transmission to relearn driving patterns.
Medium ConfidenceLast reported by owners Feb 2026Reviewed Feb 2026
NHTSA recall 10V240000 applies to 2007-2009 Chevrolet Tahoes equipped with the heated washer fluid system. This is a repeat campaign: a 2008 recall added a fuse to the heated washer module's control circuit harness to address the consequences of a printed circuit board electrical short, and new thermal incidents were subsequently reported on modules that already had that improvement. Rather than attempt another circuit fix, GM elected to take the module out of the vehicle. NHTSA describes the risk directly — the heated washer module can ignite and a fire may occur. Only Tahoes actually built with the heated washer option are covered.
Common Symptoms
Burning smell or smoke from under the hood
Underhood fire originating at the heated washer fluid module
How to Fix
The repair is performed free of charge at a Chevrolet dealer, who permanently disables and removes the heated washer fluid module. You lose the heated washer feature by design; the dealer also inserts an updated page in your owner manual documenting that the feature has been permanently disabled and removed. The recall began June 11, 2010. If your Tahoe only ever had the earlier 2008 fuse-harness repair, it still needs this remedy. Verify status by VIN at nhtsa.gov/recalls or call Chevrolet at 1-800-630-2438.
Recall 08V441000 applies to 2007 and 2008 Tahoes built with the heated wiper washer fluid system. The washer fluid heater contains a printed circuit board that can short circuit; when it does, the control-circuit ground wire may overheat. According to the recall record, the results range from other electrical features malfunctioning, to an odor, to smoke — with an increased risk of fire. The recall covered 857,735 GM vehicles in total across all the models included in the campaign.
Common Symptoms
Electrical features malfunctioning
Odor
Smoke
How to Fix
The correction is free at a Chevrolet dealer, which installs a wire harness with an in-line fuse to protect the circuit. Repairs began September 12, 2008. Because these SUVs are well into second- and third-owner territory, the safest move is to enter your VIN at nhtsa.gov/recalls to confirm the remedy was actually applied; Chevrolet customer assistance is 1-800-630-2438.
The 1996-1999 Vortec's distributor sits nearly vertical, and its ventilation design allows moisture and condensation to accumulate inside the cap. This causes corrosion, carbon tracking, and cracking of the cap and rotor, producing intermittent misfires and stalling, especially in damp conditions. It is common enough that owners report replacing the cap and rotor roughly annually, and aftermarket ignition parts tend to fail faster than AC Delco/GM originals.
Replace the distributor cap and rotor, using OEM AC Delco parts for longevity. Clean the small distributor housing vent holes with compressed air or a thin wire so condensation can escape. Inspect and replace corroded plug wires as needed.
The 2003-2006 Tahoe has the same instrument cluster gauge failure as all GMT800 GM trucks. The stepper motors driving speedometer, tach, fuel, and temp gauges fail from thermal cycling. Gauges read incorrectly, stick, or go dead.
Common Symptoms
Speedometer sticks or reads wrong
Gauges sweep to max then return to zero
Fuel gauge reads empty when full
All gauges intermittent or dead
How to Fix
Replace stepper motors (X27.168 kit, $20-40 DIY) or install Dorman remanufactured cluster. Professional rebuild services cost $150-250.
The 1996-1999 5.7L Vortec (L31) and 5.0L Vortec (L30) used a plastic-carrier composite lower intake manifold gasket that degrades and fails, typically between 60,000-120,000 miles. Failures commonly occur at the coolant ports and near the valley/distributor area, letting coolant seep externally, into the oil, or into the intake, and creating vacuum leaks. GM's light inch-pound torque spec contributed to uneven clamping and premature failure. This is one of the most widely reported problems on this generation truck.
Low coolant warning / disappearing coolant with no visible puddle
Coolant or oil around the intake manifold
Milky/frothy oil (coolant in oil)
Rough idle from vacuum leak
Overheating
Sweet coolant smell
How to Fix
Replace the lower intake manifold gasket set, ideally with the upgraded Fel-Pro steel-carrier gasket (MS98000T family) rather than the OEM composite unit, and follow the correct inch-pound torque sequence. Inspect coolant for oil contamination and change oil afterward if coolant intrusion occurred. Replacing the plastic coolant temp sensor and distributor O-ring while the manifold is off is common practice.
The engine-driven water pump bearing and shaft seal wear out, leaking coolant from the weep hole and eventually letting the impeller wobble or the bearing seize. Coolant loss leads to overheating if ignored. It's a routine wear item on the small-block V8s, commonly needed around/after 100k miles — and some replacement pumps of poor quality fail far sooner, so pump quality matters.
Replace the water pump with an OE-quality unit (ACDelco / GM Genuine or Aisin/Gates equivalent) and fresh dexos-approved coolant; inspect the belt, tensioner and thermostat while there. Avoid the cheapest pumps — some last only ~30k miles versus 100k+ for a quality unit. Pressure-test the system afterward to confirm no residual leaks.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Engine Water Pump
Cross-refDP990
Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.
Vortec V8 Tahoes are well known for lower intake manifold gasket leaks, most often at the driver-side rear corner coolant passages. Dex-Cool (orange) coolant is hard on these gaskets, softening/distorting them and eroding the aluminum sealing surface, allowing coolant to weep externally or into the lifter valley/oil. It typically starts as a slow leak: a recurring 'Low Coolant' light and a sweet smell, worsening over time and risking overheating or oil contamination if ignored.
Pressure-test the cooling system to confirm the intake gasket as the leak source (vs. water pump). Replace the intake manifold gaskets with updated design gaskets, clean/inspect the aluminum sealing surfaces, and torque the intake bolts to spec (inch-pounds, correct sequence). Many owners flush the Dex-Cool and switch to a conventional green coolant as a preventive measure. Do the knock sensors/harness at the same time since the intake is already off. Typical shop cost ~$880-1,050.
The factory A/C condenser on K2XX-platform Tahoes cracks from thermal-stress cycling, typically where the tubes meet the core, allowing refrigerant to escape. The result is A/C that blows warm again a season or two after a recharge. It was widespread enough that GM issued Special Coverage Adjustment 17336 extending A/C-condenser coverage to 5 years / 60,000 miles, and a 2018 class action targeted 2015-2017 Tahoe/Suburban/Yukon. Simply adding refrigerant is only a temporary fix because the leak recurs.
Common Symptoms
A/C blows cold then warm after weeks/months
Repeated need to recharge refrigerant
Oily residue near condenser tube junctions
Weak cooling in stop-and-go heat
How to Fix
Replace the condenser with an improved unit and recharge the system (evacuate, replace the receiver/drier or orifice as needed, pull vacuum, recharge to spec). Confirm the leak with UV dye or an electronic sniffer first — the compressor is usually fine. If within 5yr/60k, pursue Special Coverage 17336 for reimbursement. Common OE-replacement condensers cross to GM3030306 (aftermarket); Denso/ACDelco units are preferred over budget parts that re-crack.
On manual-A/C Tahoes the blower motor resistor (that controls fan speeds 1-4) is a very common failure. Classic symptom: the fan works only on the highest setting (High bypasses the resistor) while the lower speeds are dead; sometimes all speeds quit, and a burning-plastic smell can appear at the resistor connector. Root cause is often an aging blower motor drawing excess amperage and a corroded/overheated connector, which cooks the resistor.
Replace the resistor located on the HVAC box in the passenger footwell. OEM: ACDelco 15-81086 (GM 89019088); common aftermarket: Dorman 973-405. Because the melted connector is usually the real culprit, install a resistor kit that INCLUDES a new pigtail/harness (many kits bundle it). If the blower motor itself is noisy or drawing high current, replace it too or the new resistor will burn out again. An easy DIY: a few screws, ~$25-80 part.
The small electric HVAC door actuators use plastic internal gears that strip, crack, or lose calibration. When they fail you get a repetitive clicking or tapping noise from behind the dash (often behind the glove box or center console) that frequently repeats when you change temperature or mode. A stuck door causes classic split-temperature symptoms — hot air from one side and cold from the other — or air stuck coming from the wrong vents (defrost only). Dual-zone and rear-climate Tahoes have multiple actuators, so isolating the noisy/stuck one matters.
Replace the failed actuator (temperature/blend, mode, or recirculation) and recalibrate by cycling the ignition/HVAC. For GMT800/GMT900 trucks the common blend/mode-door actuator is ACDelco 15-73952 / GM 52495593 (Dorman equivalent 604-112). Recalibrate per procedure after install; if gears merely lost sync a scan-tool relearn can sometimes clear it without parts.
The upper intermediate steering shaft (I-shaft) between the steering column and the gearbox develops dry, corroded splines that bind and then slip, producing a clunk or knock felt in the steering wheel when turning at low speed or driving over bumps. GM issued TSB 00-02-35-003M acknowledging the condition on Tahoe/Suburban. Greasing the splines is only a temporary fix; the clunk reliably returns.
Replace the upper intermediate steering shaft assembly (GM PN 19153614; Dorman/aftermarket equivalents available) for a permanent fix. GM also offers a spline lube kit (PN 26098419) that repacks the splines as a lower-cost repair, but the shaft replacement is the durable remedy per the TSB.
The recirculating-ball steering gearbox on GMT800 Tahoes becomes notoriously sloppy with mileage. Internal wear of the worm/sector gear and bearings produces excessive on-center steering play, vague/wandering tracking at highway speed, and a clunk, while the sector-shaft (pitman) output seal weeps power-steering fluid down the box. It's a very common high-mileage complaint and a safety/handling concern distinct from the intermediate-shaft clunk.
Vehicle wanders / needs constant correction at speed
Clunk when turning or over bumps
Power-steering fluid leak at the gearbox
Loose, vague steering feel
How to Fix
Distinguish gearbox wear from worn intermediate shaft, idler/pitman arms, and tie-rod ends (get the truck on a lift and check for play at each). A gearbox with an over-center adjustment can sometimes be snugged to reduce on-center play, but a badly worn or leaking box should be replaced with a quality remanufactured unit (ACDelco or Lares reman gearbox; part roughly $150-350) plus an alignment afterward. Replacing the pitman-shaft seals is possible but usually the whole box is swapped on high-mileage trucks.
The exhaust manifold-to-head bolts on GM small-block V8s fatigue and snap after years of heat cycling, most often the front and rear bolts on each manifold. The result is a distinctive tick/puff that is loudest on a cold start and quiets as the engine warms and the manifold expands to seal. It is extremely common on higher-mileage trucks and worse in road-salt regions where the bolt heads corrode. Left alone it causes an exhaust leak, can burn the manifold gasket, and may set O2/fuel-trim codes.
Replace the broken bolts and manifold gaskets, torquing new hardware to spec. Heads that snapped flush usually require an extractor or weld-a-nut removal; Dorman and similar makers also sell exhaust-manifold repair clamp kits (e.g. Dorman exhaust manifold hardware kit) that bolt into an unused hole and clamp the manifold down without extracting a seized stud. Use updated bolts and new gaskets to prevent recurrence.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Exhaust Manifold Gasket Set
Cross-refMS16124
Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.
The molded plastic dashboard on GMT900-platform Tahoes develops long stress cracks in remarkably consistent locations: to the left of the instrument cluster on the driver side and around the passenger airbag seam near the center of the dash. Owners across all climates report the same pattern, pointing to a material/manufacturing defect (cheap plastic substrate and, per some analyses, over-torqued mounting bolts) rather than sun exposure alone. Because the cracks originate at the passenger airbag deployment seam, plaintiffs in a multi-state class action (E.D. Michigan, 2018) alleged a safety risk during airbag deployment. The court ruled in GM's favor in 2019, so there is no recall or warranty remedy and owners bear the repair cost.
Common Symptoms
Long crack to the left of the gauge cluster
Crack around the passenger airbag seam
Sharp raised plastic edges along the crack
Crack lengthens over heat cycles
How to Fix
GM offers no factory fix. Options: (1) full instrument-panel pad replacement at a dealer/body shop (most expensive, cracks often return with OE part); (2) a molded ABS dash cap/overlay bonded over the original (e.g. DashSkin or Coverlay), the most popular durable DIY fix at ~$150-400; (3) a dash cover mat as a cosmetic-only band-aid. Verify any airbag-seam integrity if the crack runs through the passenger airbag deployment door.
Tahoe models with Autoride (RPO Z55) or Magnetic Ride Control (RPO Z95) use air springs and an electronic compressor that fail between 80,000-120,000 miles. Air springs crack from age causing the vehicle to sag. The compressor burns out from overwork. Same system as Escalade and Yukon. Many owners convert to conventional coil springs.
Common Symptoms
Vehicle sagging at one or more corners
Air compressor running constantly
SERVICE RIDE CONTROL message
Harsh or bouncy ride
Compressor stops working - vehicle sits low
How to Fix
Replace failed air springs and/or compressor. Or convert to coil springs with an Arnott or Strutmasters conversion kit which eliminates recurring failures. Arnott C-2835 is the popular front/rear conversion with electronic bypass module.
The 2007+ GMT900 Tahoe's outside door handles are a notorious weak point. The plastic mounting bosses/studs behind the handle crack and break, so the handle goes loose, rattles, or pulls partway off and won't open the door. A GM bulletin attributes chrome-handle cracking to assembly grease migrating into the screw bosses combined with too-high assembly torque initiating cracks. It commonly hits multiple doors over time and is one of the most-searched GMT900 annoyances.
Replace the affected exterior door handle assembly; the trim panel comes off to access it. OEM handles are available but still use the same plastic design; many owners use reinforced aftermarket handles (Dorman offers direct-fit front/rear handles) for durability. Budget roughly $30-90 per handle plus ~30-45 minutes labor each. Doing all four proactively is common on high-mileage trucks.
ENGINE AND ENGINE COOLING:ENGINE:HARD PARTS INTERNAL/MECHANICAL
General Motors LLC (GM) is recalling certain 2021-2024 Cadillac Escalade and Escalade ESV, Chevrolet Silverado 1500, Suburban, and Tahoe, GMC Sierra 1500, Yukon, and Yukon XL vehicles equipped with a 6.2L V8 gas engine. The connecting rod and/or crankshaft engine components may have manufacturing defects that can lead to engine damage and engine failure.
Campaign #25V27400024/04/2025
FUEL SYSTEM, DIESEL:STORAGE:TANK ASSEMBLY
General Motors, LLC (GM) is recalling certain 2021 Cadillac Escalade, 2021, 2023-2024 Chevrolet Tahoe, and 2022 and 2024 GMC Yukon vehicles equipped with a 6-cylinder diesel engine. The original fuel tank may have been replaced with an incorrect fuel tank, which can allow fuel to leak in a rollover crash.
Reliability varies across model years of the Chevrolet Tahoe. Based on documented issues, problems are most commonly reported in earlier model years. Au7o recommends checking the specific known issues for your target year before purchasing, and having a pre-purchase inspection performed by a qualified mechanic. Our known issues database covers the 1995-2025 Chevrolet Tahoe with 36 documented issues compiled from NHTSA recalls, manufacturer TSBs, and owner forum reports.
What is the 2000-2006 Chevrolet Tahoe In-Tank Fuel Pump Module Failure (Long Crank / No-Start)?
The GMT800 Tahoe's in-tank electric fuel pump module is a common high-mileage failure. As the pump wears it struggles to build and hold the ~58-62 PSI these returnless systems need, producing extended cranking (worst after the truck sits overnight), stalling, hesitation under loa… Repairs typically run $400-$800. Severity: high.
What is the 2007-2020 Chevrolet Tahoe AFM/DOD Lifter Failure - V8 Cylinder Deactivation?
The Tahoe 5.3L and 6.2L V8 engines with Active Fuel Management (AFM) use collapsible hydraulic lifters that commonly fail between 80,000-120,000 miles. Failed AFM lifters cause misfires on deactivation cylinders (1, 4, 6, 7), ticking noises, and potential camshaft and cylinder wa… Repairs typically run $3,000-$6,000. Severity: high.
What is the 2015-2018 Chevrolet Tahoe Recall 19V645000 - Brake Pedal Gets Harder as Vacuum Pump Output Falls Off?
If your 2015-2018 Tahoe's brake pedal has started feeling firmer and you have to push harder than you used to, GM recall 19V645000 is worth checking. GM found that the vacuum created by the vacuum pump may decrease over time. Because that vacuum is what powers the brake booster,… Severity: high.
What is the 2007-2009 Chevrolet Tahoe Heated Washer Fluid Module May Ignite — Recall 10V240000?
NHTSA recall 10V240000 applies to 2007-2009 Chevrolet Tahoes equipped with the heated washer fluid system. This is a repeat campaign: a 2008 recall added a fuse to the heated washer module's control circuit harness to address the consequences of a printed circuit board electrical… Severity: high.
What is the 2007-2008 Chevrolet Tahoe Washer Fluid Heater Short Circuit Fire Risk — NHTSA Recall 08V441?
Recall 08V441000 applies to 2007 and 2008 Tahoes built with the heated wiper washer fluid system. The washer fluid heater contains a printed circuit board that can short circuit; when it does, the control-circuit ground wire may overheat. According to the recall record, the resul… Severity: high.
What is the 2000-2002 Chevrolet Tahoe Recall 05V379 — Wheel Speed Sensor Corrosion and Unwanted ABS Activation?
The 2000-2002 Chevrolet Tahoe is included in NHTSA recall campaign 05V379000 for unwanted antilock brake system activation. What the owner experiences is the ABS stepping in without cause; what it costs is braking performance, because the recall consequence is stated plainly as i… Severity: high.
What is the 1995-1999 Chevrolet Tahoe 4L60E transmission loss of reverse (cracked sun shell / worn lo-reverse clutches)?
The 4L60E automatic behind the 5.7L is prone to losing reverse (and sometimes 2nd) as it ages. The classic root cause is the reaction sun shell ("sunshell") cracking or stripping its splines, along with worn lo-reverse clutches. Slipping typically appears first in reverse and wor… Repairs typically run $1,500-$2,800. Severity: high.
What is the 2007-2014 Chevrolet Tahoe 5.3L Vortec Excessive Oil Consumption (Low-Tension Rings / PCV)?
Gen IV 5.3L V8s burn oil at an abnormal rate, frequently far worse than GM's own 1 qt / 2,000 mi 'acceptable' threshold. Three compounding root causes: (1) low-tension piston rings that fail to scrape oil from the cylinder walls; (2) the Active Fuel Management (AFM) oil-pressure… Repairs typically run $300-$4,000. Severity: high.
What is the 2021-2024 Chevrolet Tahoe 6.2L L87 Rod-Bearing Engine Failure (Recall 25V-274)?
L87 6.2L V8s built March 1, 2021 through May 31, 2024 can suffer sudden rod-bearing failure and engine seizure with loss of propulsion. GM attributes it to supplier manufacturing/quality issues — sediment/debris left on connecting rods and in crankshaft oil galleries plus out-of-… Repairs typically run $0-$10,000. Severity: high.
What is the 1996-2000 Chevrolet Tahoe CSFI 'Spider' Central Port Injector / Poppet Valve Failure (5.7L Vortec)?
The 1996-2000 5.7L Vortec (L31) uses a Central Sequential Fuel Injection (CSFI) 'spider' assembly: one central housing feeds six nylon poppet spray nozzles via tubes. The poppet valves gum up with carbon and either stick open (raw fuel dumps, rich condition, hard hot/cold startin… Repairs typically run $400-$900. Severity: high.
What is the 1995-1999 Chevrolet Tahoe In-tank fuel pump failure and pigtail connector meltdown?
The in-tank electric fuel pump on the GMT400 Tahoe is a common wear-out item, often failing around/after 100,000 miles. Continuous-duty operation, chronic low-fuel driving (which reduces pump cooling), and tank sediment clogging the sock filter all shorten pump life. A frequently… Repairs typically run $400-$850. Severity: high.
What is the 2014-2020 Chevrolet Tahoe VVT Cam Phaser / Timing Chain Cold-Start Rattle (5.3L)?
Gen V 5.3L engines use variable valve timing (VVT) with a cam phaser and VVT solenoid. Sludge and wear cause the phaser to rattle and the timing chain to stretch, producing a cold-start 'marbles in a can' rattle that often precedes a check-engine light. It sets crank/cam correlat… Repairs typically run $1,200-$3,500. Severity: high.
What is the 2007-2014 Chevrolet Tahoe Brake Line Corrosion and Failure (Rust Belt)?
The 2007-2014 Tahoe (and all GMT900 platform vehicles) suffer from brake line corrosion in salt-belt states. Factory steel lines corrode internally and can rupture without warning, causing complete brake failure. This is the same safety-critical issue affecting Escalade, Silverad… Repairs typically run $500-$1,500. Severity: high.
What is the 2015-2020 Chevrolet Tahoe 8L90 8-Speed Transmission Shudder?
The 2015-2020 Tahoe uses the GM 8L90 8-speed automatic with the same widespread torque converter shudder affecting Silverado and Escalade. Shudder occurs at light throttle between 25-50 mph. Root cause is torque converter clutch material contaminating the fluid. GM extended warra… Repairs typically run $500-$4,500. Severity: high.
What is the 1995-2010 Chevrolet Tahoe 4L60E Automatic Transmission 3-4 Clutch Failure (Loss of 3rd/4th Gear)?
The 4L60E 4-speed automatic behind the Vortec V8s is the single most common major failure on high-mileage Tahoes. The 3-4 clutch pack is the known weak point: its friction plates burn up, and the truck suddenly slips or drops out of 3rd and 4th gear (RPMs flare with no accelerati… Repairs typically run $1,800-$3,500. Severity: high.
What is the 1995-1999 Chevrolet Tahoe Brake line and fuel line rust-through corrosion (Salt Belt)?
The steel brake and fuel lines on GMT400 Tahoes corrode and rupture, especially in road-salt states. Brake lines rust from the outside in and can burst suddenly, producing a sinking pedal and severe loss of stopping power, frequently with no warning light. NHTSA received ~890 bra… Repairs typically run $600-$1,600. Severity: high.
What is the 1996-1999 Chevrolet Tahoe CSFI "spider" poppet fuel injector failure (special coverage 99066F)?
The 5.7L, 5.0L and 4.3L Vortec engines used a Central Sequential Fuel Injection (CSFI) "spider" assembly with nylon fuel tubes ending in spring-loaded poppet nozzles inside the intake. The poppets clog with carbon or leak/stick open, causing raw fuel intrusion, hard starting/floo… Repairs typically run $500-$1,100. Severity: high.
What is the 1996-1999 Chevrolet Tahoe Lower intake manifold gasket coolant/vacuum leak (5.7L Vortec)?
The 1996-1999 5.7L Vortec (L31) and 5.0L Vortec (L30) used a plastic-carrier composite lower intake manifold gasket that degrades and fails, typically between 60,000-120,000 miles. Failures commonly occur at the coolant ports and near the valley/distributor area, letting coolant… Repairs typically run $400-$900. Severity: high.
What is the 2000-2010 Chevrolet Tahoe 'Reduced Engine Power' Limp Mode - Electronic Throttle (TAC) System?
Tahoes with drive-by-wire throttle (APP pedal sensor + TAC module + electronic throttle body) commonly trigger a 'Reduced Engine Power' message and drop into limp mode with severely limited acceleration - a safety concern in traffic. On GMT800s the frequent culprits are a broken/… Repairs typically run $120-$450. Severity: high.
What is the 2007-2020 Chevrolet Tahoe Broken Exhaust Manifold Bolts (Startup Ticking)?
The exhaust manifold-to-head bolts on GM small-block V8s fatigue and snap after years of heat cycling, most often the front and rear bolts on each manifold. The result is a distinctive tick/puff that is loudest on a cold start and quiets as the engine warms and the manifold expan… Repairs typically run $300-$1,200. Severity: medium.
