| Model year | 2011 |
| Make | Chevrolet |
| Model | Suburban |
| Style | LTZ 1500 4dr SUV 4WD (5.3L 8cyl 6A) |
| Base MSRP | $57,530 |
| Options on test vehicle | Sun/Entertainment/Destination Package ($1,940 -- includes power sunroof, rear seat DVD entertainment system, nine additional months of XM radio); Heavy-Duty Trailering Package ($230); Side Blind-Zone Alert ($500); Trailer Brake Controller ($200); Black Granite Paint ($195) |
| As-tested MSRP | $59,645 (plus $950 destination charge) |
| Drive type | Four-wheel Drive |
| Engine type | Naturally aspirated, port-injected V8, gasoline with cylinder deactivation |
| Displacement (cc/cu-in) | 5,328cc (325 cu-in) |
| Block/head material | Cast iron/aluminum |
| Valvetrain | Pushrod, two valves per cylinder, variable intake-valve timing |
| Compression ratio (x:1) | 9.9 |
| Horsepower (hp @ rpm) | 320 @ 5,400 |
| Torque (lb-ft @ rpm) | 335 @ 4,000 |
| Fuel type | Flex fuel (E85 or 87-octane) |
| Transmission type | Six-speed automatic and column shifter with shifter-mounted button |
| Transmission and axle ratios (x:1) | I = 4.03; II = 2.36; III = 1.53; IV = 1.15; V = 0.85; VI = 0.67; reverse = 3.06; FD = 3.08 |
| Suspension, front | Independent double-wishbones, coil springs, twin-tube dampers, stabilizer bar |
| Suspension, rear | Non-independent solid-axle, coil springs, twin-tube dampers, trailing links, panhard rod |
| Steering type | Hydraulic-assist, variable-ratio, rack-and-pinion steering |
| Steering ratio (x:1) | 17.8 |
| Tire brand | Bridgestone |
| Tire model | Dueler H/L Alenza |
| Tire type | All-season front and rear |
| Tire size, front | P275/55R20 111S M+S |
| Tire size, rear | P2755/5R20 111S M+S |
| Wheel size | 20-by-8.5 inches front and rear |
| Wheel material | Cast aluminum |
| Brakes, front | 13.0-inch ventilated steel discs with two-piston sliding calipers |
| Brakes, rear | 13.3-inch ventilated steel discs with single-piston sliding calipers |
| Acceleration, 0-30 mph (sec.) | 3.4 |
| 0-45 mph (sec.) | 5.9 |
| 0-60 mph (sec.) | 9.0 |
| 0-75 mph (sec.) | 13.6 |
| 1/4-mile (sec. @ mph) | 16.7 @ 83.8 |
| 0-60 with 1 foot of rollout (sec.) | 8.7 |
| Braking, 30-0 mph (ft.) | 36 |
| 60-0 mph (ft.) | 145 |
| Slalom, 6 x 100 ft. (mph) | 55.0 |
| Skid pad, 200-ft. diameter (lateral g) | 0.70 |
| Sound level @ idle (dB) | 49.7 |
| @ Full throttle (dB) | 75.3 |
| @ 70 mph cruise (dB) | 65.3 |
| Acceleration comments | Not a chance of wheelspin at launch, so pedal overlap just heats up the torque converter. Discovered that automatic shifts occur 500 rpm below engine redline, so best run came with manual shifting (using button at the end of the shift stalk). Upshifts are quick yet smooth, too. Engine sounds overworked, yet healthy and sophisticated. |
| Braking comments | Seriously, what are you expecting from a 3-ton truck? Happy to report brakes are fade-resistant, while the pedal remains firm and confident. |
| Handling comments | Skid pad: One finger on the spoke of the steering wheel is all that's required to hold the Suburban on the arc of the skid pad circle. Frankly we wouldn't want it any other way. Stability control gently reduces throttle at precisely the moment understeer sets in, hence identical runs with stability control engaged or disengaged. Slalom: Once the stability control is disengaged, the slow-motion oversteer reminds you why stability control is there in the first place, plus it's barely faster than with stability control engaged. Less is more here, as simply missing the slalom cones is a genuine accomplishment, and friction-free steering that offers surprisingly good precision helps a bunch. |
| Elevation (ft.) | 1,121 |
| Temperature (°F) | 93.0 |
| Relative humidity (%) | 21.4 |
| Wind (mph, direction) | 6.2 headwind |
| EPA fuel economy (mpg) | 15 city/21 highway/17 combined |
| Edmunds observed (mpg) | 13.6 |
| Fuel tank capacity (U.S. gal.) | 31.0 |
| Curb weight, mfr. claim (lbs.) | 6,024 |
| Curb weight, as tested (lbs.) | 5,952 |
| Weight distribution, as tested, f/r (%) | 51.5/48.5 |
| Length (in.) | 222.4 |
| Width (in.) | 79.1 |
| Height (in.) | 76.8 |
| Wheelbase (in.) | 130.0 |
| Track, front (in.) | 68.2 |
| Track, rear (in.) | 67.0 |
| Turning circle (ft.) | 43.0 |
| Legroom, front (in.) | 41.3 |
| Legroom, rear (in.) | 39.5 |
| Legroom, 3rd row (in.) | 34.9 |
| Headroom, front (in.) | 41.1 |
| Headroom, rear (in.) | 38.5 |
| Headroom, 3rd row (in.) | 38.1 |
| Shoulder room, front (in.) | 65.3 |
| Shoulder room, rear (in.) | 65.2 |
| Shoulder room, 3rd row (in.) | 64.7 |
| Seating capacity | 7 |
| Cargo volume (cu-ft) | 45.8 |
| Max. cargo volume, seats folded (cu-ft) | 137.4 |
| Bumper-to-bumper | 3 years/36,000 miles |
| Powertrain | 5 years/100,000 miles |
| Corrosion | 6 years/100,000 miles |
| Roadside assistance | 5 years/100,000 miles |
| Front airbags | Standard |
| Side airbags | Dual front |
| Head airbags | Front, rear and third row |
| Antilock brakes | Four-wheel ABS |
| Electronic brake enhancements | Electronic brakeforce distribution |
| Traction control | Traction control |
| Stability control | Stability control |
| Rollover protection | Side curtain airbag, rollover sensor |
| Tire-pressure monitoring system | Tire-pressure monitoring |
| NHTSA crash test, driver | Not Tested |
| NHTSA crash test, passenger | Not Tested |
| NHTSA crash test, side front | Not Tested |
| NHTSA crash test, side rear | Not Tested |
| NHTSA rollover resistance | Not Tested |
| IIHS offset | Not Tested |
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