2023 Chevrolet Traverse

2023 is a late carry-over year of the second-generation (2018–2023) Traverse; the 2.0T RS was gone, so every trim uses the 310-hp LFY 3.6L V6. Healthy output for a mainstream three-row.

Naturally aspirated V6 torque is modest for a ~4,400-lb vehicle compared with turbo-four rivals, and peaks relatively high in the rev range.

Multiple instrumented tests of the unchanged V6/9-speed powertrain cluster around 6.3–6.9 s — quick for a large three-row family SUV.

The LFY V6 is smooth and linear with no turbo lag and pulls eagerly at higher revs, though it needs revs to feel strong given the modest torque and auto stop-start can be noticeable.

The GM 9-speed automatic shifts smoothly in most driving but is sometimes slow to kick down and can feel busy; the electronic gear selector offers no meaningful manual mode.

5,000 lbs when properly equipped is the class norm for mainstream three-row crossovers — on par with Highlander and Pilot, well short of body-on-frame or Durango-class tow ratings.

FWD is standard but AWD is optional across the lineup, and the High Country gets a twin-clutch AWD with active torque vectoring; a driver-selectable traction mode is available, but there is no low range.

A pavement-oriented family crossover with roughly 7.5 in of ground clearance, no skid plates, no off-road trim (the Z71 arrived only with the 2024 redesign) and no low range.

One engine and one transmission for every 2023 trim — the 2.0T RS had been dropped — with only FWD/AWD as a choice and no electrified option.

The 3.6L V6 with 9-speed automatic returns 21 MPG combined in FWD form — below average for gas SUVs, typical of a large non-hybrid three-row.

City economy is the weakest cycle: a heavy body and a naturally aspirated V6 with only stop-start as an efficiency aid.

The 9-speed's tall top gear lets the V6 cruise efficiently, making highway the Traverse's best figure.

A modest 19.4-gallon tank and 21 MPG combined give about 400 miles per fill — adequate but mid-pack for the segment.

EPA's annual cost estimate at current fuel prices on regular gas is high, reflecting the V6's ~714 gallons per 15,000 miles.

Runs on 87-octane regular across every trim; no premium requirement or charging needs.

The second-generation (2018–2023) Traverse carries split NHTSA results: the AWD version earns 5 stars overall, but the front-drive version — the configuration of the volume LT trim — is held to 4 stars overall by its rollover-weighted result. Frontal and side ratings are 5 stars for both.

Good on both small-overlap tests, the original moderate overlap, roof strength and head restraints, but only Acceptable on the updated side test and Marginal on the updated moderate-overlap test (rear-passenger protection), with Poor headlights on every trim — no Top Safety Pick for 2023. A Marginal result in a current key test drops this just below the mid band.

Since the 2022 refresh, Chevy Safety Assist (AEB, front pedestrian braking, forward collision alert, lane keep assist with lane departure warning, following distance indicator, IntelliBeam) is standard on every trim. Side Blind Zone Alert with Lane Change Alert and Rear Cross Traffic Alert start at LT Cloth (missing on base LS), and adaptive cruise is restricted to upper trims — core features standard, BSM/ACC gated.

IIHS rates the Traverse's standard system Superior for both vehicle-to-vehicle and daytime pedestrian prevention, but only Basic for nighttime pedestrian detection — strong daytime performance with a clear night weakness.

Side Blind Zone Alert with Lane Change Alert and Rear Cross Traffic Alert are standard from LT Cloth up, so most buyers get them, but they are alert-only (no rear cross-traffic braking or active blind-spot steering) and absent on the base LS; no trailer-aware coverage or safe-exit alert.

Lane Keep Assist with Lane Departure Warning is standard on every trim, but it is a reactive edge-nudge system rather than true lane centering, and no centering function is offered on any trim — functional but basic.

Adaptive cruise is available only on the upper trims (RS and above), so the volume LT buyer gets conventional cruise control, and even where fitted it is not paired with any lane-centering highway assist.

No hands-free driving system is offered on any 2023 Traverse; Super Cruise arrived only with the 2024 third-generation redesign.

IIHS rates the LED projector headlights Poor on every trim, citing excessive low-beam glare; IntelliBeam auto high beams are standard but do not rescue the rating.

The long, tall body gives a commanding forward view, but thick rear pillars and a small rear window create sizeable rear-quarter blind zones on a vehicle this long; a rear camera is standard and Surround Vision plus a rear camera mirror are available on upper trims.

IIHS rates LATCH ease of use Acceptable, but the Traverse's large rear doors, genuinely adult-capable third row and available 8-passenger bench make fitting multiple car seats easier than most three-row rivals.

The volume LS/LT Cloth configuration seats eight; captain's chairs reduce it to seven.

Very generous front headroom for the class.

Front legroom is merely average for a large three-row.

Second-row headroom is excellent.

Roomy second row with Smart Slide fore-aft adjustment.

The third row is one of the roomiest in the segment and works for adults, with 33.5 in of legroom and sliding second-row access.

Behind the second row (third row folded) it holds 57.8 cu ft, and 23 cu ft remains behind the third row.

Maximum cargo space is near the top of the mainstream three-row class.

It has a deep under-floor cargo bin behind the third row, a large center console and plentiful cupholders. That is competitive everyday storage with nothing standout.

The seats are comfortable for most occupants. Reviewers find the front seats supportive but flat-cushioned on cloth trims, and the second and third rows roomy rather than plush.

Reviewers consistently praise a smooth, compliant highway ride. The 20-in wheels on RS and above add some impact harshness.

The cabin is reasonably quiet at highway speed, though some wind and road noise comes through compared with the newer Korean three-rows.

Tri-zone automatic climate and remote start come standard. Heated front seats start at LT Leather, and ventilated seats and a heated wheel are reserved for the upper trims.

The 2023 Traverse is the final model year of the second generation (2018–2023), a carry-over year after the 2022 refresh, with the LS FWD as the entry point.

The LT Cloth is the Traverse's volume trim and AWD the majority mix; its $39,045 MSRP plus destination lands just above $40k, though typically optioned examples run higher.

CarEdge's maintenance-only projection is low at ~$3,060, but adding typical out-of-warranty repair exposure for the 3.6L V6 / 9-speed drivetrain (years 4–5 beyond the 3/36 bumper-to-bumper) brings the combined figure to the mid-$5k range typical of mainstream three-row SUVs.

The Traverse's heavy fleet and rental exposure and the third-generation redesign arriving for 2024 both weigh on the 2023's residuals, leaving it well behind the Toyota and Korean three-rows.

Chevrolet's New Vehicle Limited Warranty sits at the industry floor, well behind Hyundai/Kia three-row rivals.

GM's powertrain coverage matches the industry minimum, half the 10-year coverage of the Palisade and Telluride.

Chevrolet's 2023 package is thin: one complimentary first maintenance visit (oil change, tire rotation, inspection) within the first year, 5-yr/60,000-mi roadside assistance and courtesy transportation, and short OnStar/Connected Services trials — behind ToyotaCare's 2 yr / 25,000 mi on the Highlander.

$40,440 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $18,198) leaves about $22,242 in depreciation. Add the projected $5,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $27,742 in total.

2023 is the sixth and final model year of the second-generation (2018–2023) Traverse, so it benefits from years of running changes. Consumer Reports rates it about average for its model year, while J.D. Power's owner-reported quality score is a strong 82/100 — mixed-to-positive signals that land it mid-band, a little above the segment median.

Chevrolet sits in the lower-middle of Consumer Reports brand-reliability rankings and around or slightly below the industry average in J.D. Power's Vehicle Dependability Study — consistently behind Buick, but not a repeat bottom-third finisher.

Only two recalls for MY2023, but both are driveline items with loss-of-drive/rollaway risk: an incorrect transmission sun gear that can let the left half-shaft disengage, and half-shafts missing a retaining ring. The second generation as a whole drew a launch-year recall cluster in 2018, plus 9-speed shift-quality TSBs — typical activity, though the 2023 campaigns are powertrain-adjacent.

Every 2023 Traverse uses the 310-hp LFY 3.6L V6, a member of GM's long-running High Feature V6 family with a large high-mileage population across many GM models. The paired 9T65 nine-speed automatic is the weaker link, with owner complaints and TSBs about harsh or delayed shifts, and the 2023 sun-gear recall shows assembly-quality slips — so it stays below the top band.

The second-generation cabin is roomy and logically laid out, but reviewers repeatedly criticized hard plastics across the dash and doors on volume LT trims, a step below the Palisade, Telluride and Pilot, and well below the Enclave sibling. Only the High Country trim feels upscale.

Built at Lansing Delta Township in the sixth and final year of a mature line, assembly is generally consistent, and J.D. Power's strong owner quality score points to low initial defects. Scattered owner reports of interior rattles and the driveline assembly recalls hold it at mid-band.

Chevrolet has roughly 3,000 US dealers, the densest GM network, with good rural coverage where import rivals thin out. Owner-rated dealership experience is good, though J.D. Power's Customer Service Index puts the brand around the mass-market average.

The C1XX platform, LFY V6 and 9T65 transmission are shared with the Acadia, Enclave, Blazer and other GM products, and the generation sold in high volume for six years, so OEM and aftermarket parts are cheap, plentiful and well understood by independent shops. Average annual repair costs run near the segment norm.

The volume LS/LT Cloth trims use a small 7-in Chevrolet Infotainment 3 screen; the 8-in screen comes only at LT Leather and up.

Chevrolet Infotainment 3 is simple and responsive and keeps physical climate and volume controls. The small screen and dated graphics trail newer rivals.

Wireless Apple CarPlay and Android Auto are standard on every trim from the 2022 refresh onward.

Built-in navigation is standard only on Premier and High Country. Most owners will rely on phone projection and basic voice commands.

Volume trims have an adequate six-speaker base system. A 10-speaker Bose system is available from RS up.

Analog gauges flank a small 4.2-in driver information center. No full-digital cluster was offered on the 2018–2023 Traverse.

The 2018–2023 C1XX Traverse predates GM's Vehicle Intelligence Platform, so it gets only limited infotainment/OnStar updates and no whole-vehicle OTA.

The myChevrolet app covers remote start, lock/unlock and vehicle location. Most remote functions need a Connected Services plan after the trial, and there is no phone-as-key.

There are six USB ports, two per row, mixing USB-A and USB-C. Wireless charging starts at LT Cloth, and a 120-V outlet is available on upper trims.

Remote start is broadly available and keyless open/push-button start is fitted on most trims. The hands-free liftgate is limited to top trims, and there is no phone-as-key.

A rear camera is standard and rear park assist starts at LT Cloth. HD Surround Vision and the Rear Camera Mirror come only on RS and above, and there is no automated parking.

No head-up display was offered on any 2023 Traverse trim.

Big rear doors, a sliding second row that tips forward and huge cargo space make daily family logistics easy. LATCH ease of use is only rated Acceptable.

Standard Chevy Safety Assist covers AEB and lane keeping. Blind-spot alerts are missing on the LS, adaptive cruise is RS-and-up, headlights rate Poor, and there is no IIHS award.

It handles long trips well, with a roomy cabin for all three rows, tri-zone climate, USB ports in every row and 23 cu ft of cargo space behind the third row.

The smooth V6 and compliant ride make it easy in traffic. Its size, occasional 9-speed hesitation and stop/start behavior keep it from being effortless.

At 21 MPG combined (FWD) and about $3,200 a year in fuel, it is thirsty even for a three-row.

It is long for the class (about 204 in) with a 39-ft turning circle and limited rear visibility. Surround cameras are upper-trim only.

The 5,000-lb tow rating with the trailering package and a cavernous cargo hold handle light-to-moderate work.

The proven 3.6L V6 and average reliability help, but it is a family crossover and not built for hard use.

Cargo tie-downs, a flat load floor and roof rails are present, but there are few work-oriented provisions or upfit options.

It is a quiet, comfortable highway cruiser with roughly 400 miles of range. Adaptive cruise is RS-and-up and lane centering isn't offered, which limits fatigue reduction.

Available AWD (a twin-clutch system on High Country), about 7.5 in of ground clearance and a 5,000-lb tow rating handle gravel roads and campers. No off-road trim was offered.

It offers class-leading volume, flat-folding second and third rows, an under-floor bin, standard roof rails and an available hitch.

Handling is secure and predictable, but it feels its size and leans in quick corners. It is less agile than Mazda CX-9 or Kia Telluride rivals.

The steering is light and accurate enough but numb.

Stopping power is adequate for a 4,400-lb crossover with a progressive pedal. Instrumented stops are mid-pack for the class.

The 310-hp V6 is smooth and strong. The 9-speed occasionally hesitates on downshifts, and stop/start is noticeable, though it can be disabled.

The V6 sounds refined and inoffensive under load, with little vibration through the controls.

At 39 ft, the turning circle is typical of a large three-row.

The commanding seating position and logical physical controls make it easy to drive. Rear three-quarter visibility is limited, and power driver adjustment starts at LT Cloth.

It is pleasant and quick enough thanks to the V6 but appliance-like overall. The 2023 RS no longer had the turbo-four.

After the 2022 refresh every 2023 Traverse gets Chevy Safety Assist (automatic emergency braking with pedestrian detection, lane-keep assist, following-distance indicator, auto high beams), a 7-inch touchscreen with wireless Apple CarPlay/Android Auto, and three-row seating, but adaptive cruise and blind-spot monitoring are not standard on the LS and the base cabin is plain next to a Palisade or Telluride at similar money.

At ~$36k for an LS and ~$40k for the volume LT Cloth AWD the Traverse buys one of the roomiest three-row cabins and a 310-hp V6 for the money, but its industry-floor warranty, ~45% five-year retention and dated interior erode the value story against Telluride/Palisade.

Six trims — LS, LT Cloth, LT Leather, RS, Premier, High Country — span ~$36k to ~$56k with FWD or AWD on every trim and 7- or 8-passenger seating; the only gap is a single 3.6L V6 powertrain.

The Traverse remained one of the higher-volume mid-size three-row SUVs in its final second-generation year, roughly in the 100k-unit-per-year range, though a meaningful share went to fleet and Explorer, Highlander, Telluride and Palisade outpaced it at retail.

Chevrolet is a neutral mainstream badge — universally serviced but without the loyalty halo of Toyota or Honda, and its fleet exposure shows up in weak residuals.

Early in the 2023 model year post-pandemic inventory kept discounts modest, but as the redesigned 2024 approached GM ran cash allowances and subvented financing to clear outgoing second-generation stock, a real buyer benefit late in the run.

2023 is the sixth and final year of the second generation; the 2022 refresh was cosmetic and the all-new third-generation Traverse was announced for 2024, so buyers took on immediate redesign risk.

Reviewers consistently praised the cavernous cabin, adult-usable third row, cargo space and smooth V6, but by 2023 flagged a dated interior and infotainment and ranked it behind Telluride, Palisade and Pilot in comparisons, with no major awards.