If you want a Tahoe that'll outlive your mortgage, hunt down a 2000-2006 GMT800, the last generation before GM added Active Fuel Management and turned oil consumption into a lifestyle. Those trucks routinely hit 250k miles with just a transmission rebuild somewhere past 150k. Everything from 2007 forward carries the AFM lifter time bomb: one collapsed lifter means a $5,000 engine teardown, and the 6L80/8L90 transmissions fail even when you do everything right. The 2021 redesign rides better and looks sharper, but dealership techs report transmission replacements at 1,400 miles, and GM's killing CarPlay in 2026, locking you into their buggy infotainment forever. Buy a GMT800 if you want peace of mind, or budget for an AFM delete the day you sign. Skip this if you want a full-size SUV that doesn't require a maintenance prayer circle.
Nissan's plastic oil pan cracks during the first oil change so often that dealers now stock replacements and some independent shops refuse to service new Rogues entirely. The 3-cylinder VC-Turbo engine (2022-2024 models) grenades head gaskets before 50,000 miles, requiring full long-block replacements under warranty. Add a recall that requires pulling the entire dashboard to fix an airbag, and you've got a vehicle that spends more time in service bays than most buyers bargained for. The 2021+ redesign brought genuinely nice interiors and strong fuel economy, and some owners rack up 200k+ miles without drama, but those successes feel like lottery wins when mechanics report near-universal oil pan failures and catastrophic engine problems on low-mileage examples. If you're leasing or buying new with plans to trade before warranty expires, the problems stay Nissan's. If you're buying used or keeping it long-term, you're inheriting known failure points with expensive fixes. The CR-V and RAV4 cost more upfront but don't gamble with your oil pan.