2017 Chevrolet Traverse

2017 is the last year of the first-generation (Lambda, 2009–2017) Traverse and carries over unchanged. The volume LT trims use the 281-hp single-exhaust 3.6L V6; the Premier's dual exhaust adds 7 hp.

The naturally aspirated V6's torque is modest for a large three-row crossover that weighs roughly 4,700–4,900 lbs.

The heavy first-generation Traverse is slow to accelerate. GM Authority quotes 6.8–6.9 s, but instrumented magazine tests of this generation typically ran about 7.5–7.8 s, so the representative figure here leans to the tested numbers.

The direct-injected V6 is smooth and quiet when cruising, but it has to work hard to move this much mass and sounds strained when pushed up hills or merging.

The 6-speed automatic shifts smoothly but is slow to kick down, and it hunts between gears on grades. It is a generation behind the 8- and 9-speed units in newer rivals.

A 5,200-lb rating when properly equipped is slightly above the 5,000-lb norm for mainstream three-row crossovers.

FWD is standard and a basic on-demand AWD system is optional on LT and Premier trims. There is no torque vectoring, low range or terrain-mode selector.

This is a pavement-oriented family crossover with about 7 in of ground clearance and long overhangs. It has no skid plates, no low range and no off-road trim.

There is one engine and one transmission in two near-identical tunes, offered with FWD or AWD. No turbo or electrified option exists.

The first-generation V6 with its 6-speed automatic is thirsty, well below the segment norm and roughly 3 MPG behind the 2018 redesign.

Without stop-start and with a heavy body, the Traverse's city figure is near the bottom of the gas-SUV range.

With only six gears, highway economy is weak.

A large 22-gallon tank makes up for the poor economy and gives about 400 miles per fill.

EPA's annual cost estimate is at the top of the gas-SUV band, the result of 18 MPG combined even though it runs on regular fuel.

Every 2017 Traverse runs on 87-octane regular, so there is no premium requirement on any trim.

NHTSA rates the 2017 Traverse at 5 stars overall in both FWD and AWD form, with 5-star frontal and side results and a 4-star rollover rating.

The Lambda platform earns Good in moderate overlap, side, roof strength and head restraints, but these are carry-over results from 2008–2011 Acadia tests. IIHS never ran the small overlap test on the first-generation Traverse, and the 2017 earned no award.

The volume LT trims get only a rearview camera (plus rear park assist) as standard. Forward Collision Alert, Lane Departure Warning, Side Blind Zone Alert and Rear Cross Traffic Alert are optional on 2LT and standard only on the Premier. No trim offers automatic emergency braking, lane keep assist or adaptive cruise.

There is no automatic braking on any 2017 Traverse; the optional camera-based Forward Collision Alert only warns, which earns IIHS's lowest 'Basic' front crash prevention rating. No pedestrian detection.

Side Blind Zone Alert and Rear Cross Traffic Alert are standard on the Premier and optional on 2LT, but missing from the lower trims. Both are alert-only, with no braking intervention or safe-exit alert.

Only a camera-based Lane Departure Warning is offered (optional on 2LT, standard on Premier). It never steers, and there is no lane keep assist or centering on any trim.

The first-generation Traverse offers only conventional cruise control. Adaptive cruise did not arrive until the 2018 redesign, and then only on the High Country.

No 2017 Traverse offers hands-free driving. Super Cruise first came to the nameplate with the 2024 redesign.

IIHS never rated the first-generation Traverse's headlights. It uses basic halogen projector lamps with no LED or HID option and no automatic high beams, which in this era typically rated Marginal or Poor.

The tall seating position gives a good forward view, but thick rear pillars and a small rear window create large rear-quarter blind zones on this long SUV. A rearview camera and rear park assist are standard, but there is no surround-view camera on any trim.

IIHS rates LATCH ease of use Acceptable. The large rear doors, roomy second row, available 8-passenger bench and adult-usable third row make it easier than most rivals to fit several car seats.

The final-year first-generation Traverse seats eight with the second-row bench on LS/LT, or seven with the second-row captain's chairs.

Front headroom is generous for the segment.

Front legroom is merely average and below the newer large three-row crossovers.

The tall roofline leaves second-row passengers plenty of headroom.

Second-row legroom is adequate rather than exceptional, and the sliding second row lets owners trade some of it for third-row space.

The third row has 33.2 in of legroom and 37.8 in of headroom, which is better than most 2017 mainstream rivals and fine for teens. Reviewers still call it low and tight for adults unless the second row slides forward. Access is through GM's Smart Slide second-row seat.

Cargo space is class-leading for a 2017 crossover, with 24.4 cu ft even behind the upright third row.

Maximum cargo volume rivals full-size body-on-frame SUVs.

There is a covered underfloor bin behind the third row, a deep center console and a sliding second row, but nothing beyond the segment norm. Door pockets and small-item storage are ordinary, and the design dates to 2009.

The front and second-row seats are broadly comfortable for long drives. The third row sits low to the floor, which leaves adults knees-up, and lower trims make do with cloth and a basic power driver's seat.

Most reviewers call the ride comfortable and composed on the highway, but some note firmness and jolts over small bumps, especially on the larger wheels.

The body structure and sound deadening keep wind and road noise low at cruise. The V6 becomes vocal when worked hard.

Tri-zone climate with rear controls is offered and remote start is standard from LT. Heated front seats are optional on LT, while heated-and-ventilated front seats, heated second-row seats and a heated wheel are limited to the Premier.

2017 is the final model year of the first-generation (2009–2017) Lambda-platform Traverse; the stripped LS w/1SM was the price leader, with the better-equipped LS 1LS at $32,195 delivered.

The 1LT is the volume retail trim and AWD the majority mix, matching the LT AWD basis used on the second-generation scorecards; $36,100 plus $895 destination.

The first-generation 3.6L LLT V6 / 6T75 drivetrain carries known out-of-warranty exposure (timing-chain stretch, transmission wave-plate failures, power-steering and A/C leaks), so repair costs in years 4–5 run above the second-generation's mid-$5k estimate.

The 2017 reached year 5 in 2022 at the peak of the used-car price spike, which flattered its residual relative to the nameplate norm, but heavy fleet exposure still leaves it behind Toyota and Honda rivals.

Chevrolet's New Vehicle Limited Warranty sits at the industry floor.

GM cut Chevrolet powertrain coverage from 100,000 to 60,000 miles starting with the 2016 model year, leaving it at the industry minimum versus Hyundai/Kia's 10 yr / 100,000 mi.

For 2017, Chevrolet Complete Care still included two oil changes and tire rotations over 2 yr / 24,000 mi plus 5-yr/60,000-mi roadside assistance and courtesy transportation and an OnStar trial — better than the single visit offered on later model years, roughly on par with ToyotaCare.

$36,995 volume-trim price minus its estimated resale value after 5 years (48% retained, or about $17,758) leaves about $19,237 in depreciation. Add the projected $6,200 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,437 in total.

2017 is the final carry-over year of the first-generation (2009–2017) Lambda-platform Traverse. J.D. Power rates its quality and reliability as average at 80/100. Consumer Reports rates the 2017 less reliable than other vehicles of its model year and flags A/C compressor and refrigerant-leak complaints. The signals are mixed and lean negative, so it lands below the segment median.

In this period Chevrolet ranked in the lower-middle of Consumer Reports' brand-reliability tables and near the industry average in J.D. Power's Vehicle Dependability Study. It is neither a top-five brand nor a consistent bottom-third one.

MY2017 has only 3 NHTSA campaigns, but two are driver air-bag inflators that may rupture and throw metal fragments, which is a severe safety defect. The third is a side-curtain airbag weld-nut inspection. The count is low but the severity is high, so it sits at the line between the middle and low bands.

The 2017 uses the 281-hp LLT 3.6L direct-injected V6 with the 6T75 six-speed automatic. Early Lambda vehicles (2009–2012) earned a poor reputation for timing-chain stretch and 6T75 3-5-R wave-plate failures. Both were addressed by revised parts well before 2017, and by then the combination was a mature, high-volume powertrain. The family's history and the water-pump and A/C complaints keep it in the middle band.

By 2017 the cabin was a design from the 2013 refresh on a 2009 platform. Volume LT trims use extensive hard plastics on the dash and doors, and reviewers called it dated next to the Pilot, Highlander and Explorer. Only the LTZ and Premier trims felt nicer.

By 2017 the Lansing Delta Township line had been building Lambda vehicles for nearly a decade, so assembly was mature. Owners still report rattles and trim squeaks, and the curtain-airbag weld-nut recall points to an assembly-process escape, so it stays mid-band.

Chevrolet has about 3,000 US dealers, GM's densest network, with strong rural coverage. J.D. Power's Customer Service Index puts its service satisfaction around the mass-market average.

The Lambda platform, LLT V6 and 6T75 transmission are shared with the Acadia, Enclave and Outlook across nine model years. OEM, remanufactured and aftermarket parts are plentiful and cheap, and independent shops know the vehicles well. Typical repair costs run near the midsize-SUV norm.

Every volume trim uses a 6.5-inch MyLink screen, which is small by later standards and below the bottom of the band.

The older MyLink interface is simple and keeps physical climate and audio knobs, but its small screen, dated graphics and occasional lag put it behind contemporary rivals.

The 2017 Traverse offered neither Apple CarPlay nor Android Auto, wired or wireless. Projection arrived with the 2018 redesign.

There is basic command-based voice control, and native navigation is available only on the Premier. With no phone projection, most owners have no good mapping option besides OnStar turn-by-turn.

The base six-speaker system is adequate, and a Bose premium system with 10 speakers is standard on Premier and optional elsewhere.

Every trim uses analog gauges with a small monochrome driver-information display. No digital cluster is offered.

There are no over-the-air software or map updates; system updates require a dealer visit.

OnStar with 4G LTE Wi-Fi is standard, and the myChevrolet/RemoteLink app offers remote start (where equipped), lock/unlock and vehicle status, but most functions sit behind a subscription. There is no digital key.

There are USB-A ports up front plus 12V outlets through the cabin. There is no USB-C and no wireless charging, and the rear rows get little USB power.

Remote start is standard from LT, but the Traverse uses a traditional turn key with no push-button start or proximity entry. The power liftgate is limited to upper trims.

A rearview camera is standard and rear park assist comes from LT, but no surround-view camera or front sensors are offered.

No head-up display is offered on any 2017 Traverse trim.

Big rear doors, Smart Slide second-row access, 8-seat availability and 24.4 cu ft behind the third row make it a capable family hauler. IIHS rates its LATCH only Acceptable.

It earns a 5-star NHTSA overall rating, but IIHS never ran the small-overlap test and no trim offers automatic emergency braking. Alert-only ADAS is limited to 2LT and Premier.

There is a lot of luggage space with all rows occupied, tri-zone climate and a quiet highway cabin. A rear-seat DVD entertainment system was available. Rear USB power and heated rear seats are sparse below the Premier.

It is smooth and relaxed at a cruise, but the heavy body, slow-to-downshift 6-speed and bulky size make it feel ponderous in stop-and-go traffic. It has no adaptive cruise.

At 15 MPG city and 18 combined it is among the thirstiest mainstream three-row crossovers, though it takes regular fuel.

A body about 204 in long, a 40.4-ft turning circle and thick rear pillars make it awkward in tight lots. It has a rear camera and rear park assist but no surround view.

A 5,200-lb tow rating and 116 cu ft of enclosed cargo space handle light work and trailer duty well for a crossover, though the V6 strains under load.

This is a family crossover rather than a work tool, and the Lambda platform's 3.6L V6 is known for timing-chain stretch and some transmission and AC issues, though late-production years improved.

It has cargo tie-downs, roof rails, a factory trailering package and 12V outlets, but no onboard AC power or work-focused features.

A quiet, comfortable highway ride and roughly 400 miles per tank suit long trips. The lack of adaptive cruise or lane centering, and only middling seats, keep it from mile-eater status.

Available AWD, a 5,200-lb towing rating and roof rails handle boats, campers and gravel roads, but about 7 in of ground clearance and long overhangs keep it on easy trails.

With 116.3 cu ft maximum and 70.3 cu ft behind the second row, it swallows bulky gear better than almost any crossover of its era. Underfloor storage, roof rails and an available hitch round it out.

It is secure and surprisingly carlike for its size, but the 4,700+ lb mass shows in body roll and in heavy-feeling direction changes.

The steering is precise enough, but reviewers split between calling it direct and calling it heavy and numb on the highway.

An instrumented 119-ft stop from 60 mph is better than average for a large three-row crossover, with a reasonably firm pedal.

The V6 is smooth with no stop-start roughness. The 6-speed shifts cleanly but is slow to kick down and hunts on grades, so response feels lazy.

The V6 is quiet at cruise but becomes buzzy and strained when pushed to merge or climb.

A wide turning circle reflects the long 118.9-in wheelbase.

The commanding seat height and simple physical controls help, but thick rear pillars hamper rear visibility and the manual tilt/telescoping wheel and basic power seat on LT limit adjustability.

It is a competent but appliance-like family hauler, slow and heavy with nothing to reward an enthusiastic driver.

Base LS trims had cloth seats, a rearview camera, 4G LTE Wi-Fi hotspot and MyLink, but forward collision alert, lane departure warning and blind-spot monitoring were Premier-only, and no trim offered automatic emergency braking.

About $37k for a 1LT AWD buys class-leading cargo room and an adult-usable third row, but the aging six-speed drivetrain, sparse driver aids, short warranty and ~48% five-year retention made it fair rather than standout value against the Pilot and Highlander.

Four grades (LS, 1LT, 2LT, Premier) span ~$29.6k to ~$44.9k with FWD or AWD on every grade and 7- or 8-passenger seating, but only one engine and no sporty or off-road variant.

Even in its ninth year the Traverse held steady sales around 117k–124k a year, a solid mid-pack figure behind the Explorer, Highlander and Pilot; calendar-2017 totals also include the new second generation.

Chevrolet is a neutral mainstream badge — serviced anywhere but without Toyota's or Honda's loyalty halo, and heavy fleet exposure shows in weak residuals.

As the outgoing generation in a well-stocked market, the 2017 Traverse drew large cash-back, 0% financing and employee-pricing offers, especially once the redesigned 2018 arrived in dealers in mid-2017.

2017 is the ninth and final model year of a generation launched for 2009 (last refreshed for 2013), and a fully redesigned C1XX-based 2018 Traverse went on sale partway through the model year.

Reviewers still praised the huge cargo hold, roomy third row and composed ride, but by 2017 marked it down for an outdated interior, thirsty six-speed V6, sluggish acceleration with a full load and missing active-safety tech; it took no major awards and trailed newer rivals in comparisons.