Master cylinder or brake booster failure on the 2015 Chevrolet Tahoe
2 crashes 2 of the 29 reports for this failure mention a crash, a fire, an injury or a death. Those are the owner's words on the complaint form, not a verified finding, and one report can mention more than one.
When master cylinder or brake booster failure gets reported
Owners of the 2015 Chevrolet Tahoe report master cylinder or brake booster failure at a median of 60,000 miles. A quarter of the reports come in before 50,000 miles and a quarter after 75,000 miles, from 22 reports that carried an odometer reading.
A part like this is normally expected to survive 92,000 miles. It is the 7th most-reported problem on this model year.
The mileage distribution
The reported range runs from 40,000 miles at the tenth percentile to 105,000 miles at the ninetieth, a spread of 61,977 miles across the middle 80% of reports.
A spread this wide points at use rather than design. Towing, climate, service history and city mileage all move a failure like this, so the median is a weak guide to any individual car.
0% of the dated reports were filed under 36,000 miles.
The whole distribution
| 10th | 25th | Median | 75th | 90th |
|---|---|---|---|---|
| 40,623 miles | 50,000 miles | 59,500 miles | 72,940 miles | 102,600 miles |
Read the 10th percentile as “one report in ten arrived this early”. Exact figures are shown in this table because it is the table of record; everywhere else on the site they are rounded to the precision the sample can carry.
What a percentile can and cannot tell you here
These five numbers describe the readings owners gave, in order. The median is the middle one: half the reports arrived below it. The 10th and 90th are the edges of the bulk of the distribution, and the distance between them is the part worth reading. A tight spread — say 70,000 to 95,000 miles — points at something that wears out on a schedule, and the schedule is knowable. A wide one, 20,000 to 190,000, points at a fault that hits some cars and never troubles others, which means the mileage on the listing in front of you tells you very little about your odds.
What these figures are not is a survival curve. Every reading here comes from a car whose owner filed a complaint, so the sample contains only failures: it cannot say what share of the fleet made it past 150,000 miles untouched, because those owners had nothing to report. Nor is the mileage the moment of failure — it is the odometer reading as recalled at the time of filing, which may be weeks later and is sometimes rounded to the nearest ten thousand by the person typing it.
Percentiles are shown at all only once 8 readings exist for the vehicle and mode. Below that the middle of a handful of numbers is noise wearing a decimal point, so the figures are withheld rather than dressed up.
What happens, and what it costs
Of these reports, 2 a crash is mentioned. Owners write their own complaints and the agency does not verify them, so read this as what the reports say happened rather than as a confirmed count.
Putting it right typically runs $450–$2,200 at an independent US shop. That range is an editorial estimate held in this site's failure-mode catalogue, not a figure from NHTSA, and it is a repair cost rather than a diagnosis cost.
This mode is classified as critical, which means a failure can leave the car unable to stop, steer, or stay out of the way of traffic. It is weighted accordingly in the risk score.
The same failure on other years
The same failure is reported on 6 model years of this car. It shows up earliest on the 1997, at a median of 40,000 miles, and latest on the 2001 at 140,000 miles.
By volume the 2015 is the worst of them, which makes this a problem of this specific year rather than of the model as a whole.
If one year stands out to the left, that is the year to avoid; if the whole line sits at a similar mileage, this is wear rather than a defect in one production run.
Tick median reported mileage Solid middle half of reports Faint 10th to 90th percentile Colour how bad the failure is when it happens
What owners wrote
Verbatim from NHTSA complaint narratives, trimmed for length. The mileage is the one the owner gave.
Hard brake pedal, increased effort is needed to depress brake pedal. Most commonly at speeds <35 MPH. Often vehicle does not want to stop. Vehicle was in moderate morning rush hour traffic. Vehicle in front stopped quickly from 40 MPH. Tried pressing brake pedal on 2015 tahoe to stop, pedal was extremely hard and vehicle would not stop.
While reversing in slow speeds intermittently in forward motion, the brake pedal becomes very hard and will not stop the vehicle. The brake pedal has to be depressed very hard and there is a vibrating motion. The master cylinder has already been replaced by the dealership at an expense of nearly $600, but the issue persists.
Upon driving in low speed, dry conditions, bumper to bumper traffic (less than 10mph), my 2015 chevrolet tahoe ltz's brakes became unresponsive. At that point, I put all my weight on the brakes and the car came to an uncalculated stop. This problem persisted and did not remedy itself. The dealership notified me that there was a faulty brake vacuum pump, and brake booster, and that it failed because of moisture penetration. Further, general motors has issued technical bulletin pit 5361a/b/c to address this known issue. My tahoe has 59,000 miles on it. After further research, this is a known issue by gm at the time of my vehicle purchase in december 2014 and further, has been acknowledged through technical bulletins to the gm dealers. Further, there are documented cases where injuries/wrecks have occurred due to this specific issue. The general motors company has been negligent in its handling of this important safety (not cosmetic) issue.
Also reported on the 2015 Chevrolet Tahoe
Other brake problem
Other electrical problem
Air conditioning failure
Other suspension problem
Tail light, brake light or signal failure
Other steering problem
How far this goes
Complaints are voluntary, so 29 is a floor and not a count of affected cars. Mileages are typed in by owners and cluster on round numbers. And the mode itself is assigned by software reading the complaint text, which is reliable in bulk and fallible one report at a time.
Questions this page answers
At what mileage does master cylinder or brake booster failure happen on the 2015 Chevrolet Tahoe?
Across 22 owner reports that included an odometer reading, half were filed by 60,000 miles. A quarter were filed before 50,000 miles and a quarter after 75,000 miles. These are the mileages owners reported when they complained, not a prediction for any individual car.
How common is master cylinder or brake booster failure on the 2015 Chevrolet Tahoe?
29 reports have been filed with NHTSA, about 0.3 per 1,000 vehicles. Complaints are voluntary, so this is a floor rather than a count of affected cars.
What this is and is not. These are the mileages at which owners chose to complain to a federal agency, which is not the same as the mileage at which the part fails on every car. It skews toward failures that happened outside warranty, cost real money, or frightened someone. It is still the only public dataset that carries failure mileage at all, and the shape of a few hundred readings is informative even when a single one is not. Methodology · JSON · this failure on other cars
Source Owner complaints and recall records published by the US National Highway Traffic Safety Administration, model years 1996–2027 Figures rebuilt Published by AtWhatMileage How every figure is computed