2024 Chevrolet Traverse

2024 is the launch year of the fourth-generation Traverse, which drops the 3.6L V6 (310 hp) for GM's 2.5L turbocharged inline-4 rated at 328 hp on LS, LT, Z71, RS and High Country alike — no output split by trim.

The 2.5T makes 326 lb-ft, a large jump from the outgoing V6's 266 lb-ft and delivered much lower in the rev range, giving easier low-speed pull when loaded.

Chevrolet publishes no 0–60 claim. Car and Driver's instrumented 2024 Traverse RS AWD ran 7.3 s — slower than the 6.8 s it recorded for the V6 2023 Traverse RS despite more horsepower, and mid-pack for mainstream three-rows.

The new 2.5T pulls well from low revs, but reviewers of the launch-year car describe it as coarse and droney when worked hard and note sluggish tip-in from a stop — a step back in smoothness from the V6 it replaced.

GM's 8-speed automatic (replacing the old 9-speed) shifts smoothly in normal driving and suits the turbo's low-rpm torque, but reviewers cite launch hesitation and busy downshifts on grades; no meaningful manual control.

Every 2024 Traverse is rated to 5,000 lbs when equipped with the Trailering Package, which is standard on Z71 and RS — the mainstream three-row norm shared with Pilot, Telluride and Palisade.

FWD standard on LS/LT/RS with AWD optional, and AWD standard on Z71 and High Country, so it is orderable across the range. Z71 and upper trims get a twin-clutch rear drive unit with torque vectoring; no low range.

The new-for-2024 Z71 trim adds a lifted off-road suspension (~8 in clearance), all-terrain tires, skid plate, hill descent control and Terrain mode — credible light-duty trail ability, but still a unibody crossover with no low range or lockers.

One engine and one transmission across the 2024 Traverse range — no V6, hybrid or electrified option. (The fleet-oriented 2024 Traverse Limited kept the old V6 but is a separate carry-over model, not a Traverse trim.)

The new 2.5L turbo / 8-speed earns 23 MPG combined in FWD form — an improvement on the old V6 but still lower-middle for a gas three-row with no hybrid assist.

20 MPG city is below the SUV midpoint; stop-start is the only efficiency aid moving a heavy three-row body from rest.

Highway is the best cycle at 27 MPG FWD, though AWD gives back 3 MPG.

Range is derived from tank size × EPA combined MPG. Sources report a 19.4-gal standard tank with a 21.7-gal tank on some configurations, giving roughly 446–500 miles — mid-band for SUVs.

EPA's current estimate at 15k mi/yr on regular is $2,900 for the FWD volume configuration and $3,200 for AWD.

Runs on regular unleaded on every trim — no premium requirement and no charging to plan around.

The redesigned 2024 Traverse (first year of the third generation on GM's C1 platform) earned NHTSA's top 5-star overall rating, with a 4-star frontal and 5-star side result.

Good in both small-overlap tests and the updated side test, but only Acceptable in the updated moderate-overlap test (rear-occupant protection), and seat-belt reminders rate Marginal. The 2024 model is absent from IIHS's 2024 Top Safety Pick list (no GM vehicle made it); the carryover 2025 later earned a TSP, so the structure is near award grade but the 2024 holds no award.

The 2024 redesign made Chevy Safety Assist (AEB, front pedestrian braking, lane keep assist with lane departure warning, following distance indicator, IntelliBeam) plus adaptive cruise and Side Blind Zone Alert with Rear Cross Traffic Alert standard on every trim from LS up — a comprehensive standard suite for a mainstream three-row.

IIHS rates the standard system Good on the tougher updated vehicle-to-vehicle 2.0 test, but only Acceptable on pedestrian front crash prevention, so the nighttime/pedestrian side keeps it out of the top band.

Blind-spot alert and rear cross-traffic alert are standard on every trim, well above the class norm for base models, with rear cross-traffic braking on higher trims. No trailer-aware blind-spot coverage despite a 5,000-lb tow rating, and no safe-exit alert.

Standard Lane Keep Assist with Lane Departure Warning is reactive rather than true centering and reviewers describe it as functional but occasionally abrupt; smooth centering comes only with Super Cruise on the top trim.

Full-speed adaptive cruise with stop-and-go is standard on every 2024 trim, a real advantage over many rivals, and reviewers find it smoothly calibrated. The integrated Super Cruise highway assist is limited to the RS for 2024 (High Country did not arrive until 2025).

Super Cruise — the most mature hands-free highway system on sale, with driver monitoring, automatic lane changes and 750,000+ miles of mapped roads — is offered, but only on the top RS trim in 2024, so it is restricted rather than broadly available.

IIHS rates the LED projector headlights Good on all trims, with high-beam assist standard; no curve-adaptive beams are offered, which keeps it off the very top.

The redesign's boxy, upright greenhouse and low dash give strong forward and side sightlines for a three-row SUV; thick D-pillars still create rear-quarter blind zones, offset by the standard rear camera and available HD Surround Vision.

IIHS rates LATCH ease of use Good, and the Traverse's wide second-row doors and genuinely usable third row make multiple car seats practical. Only two positions carry full LATCH hardware, with tether-only anchors in three more.

For 2024 (launch year of the redesign) Chevrolet made seven-passenger seating with SmartSlide captain's chairs standard on LT, Z71 and RS; the eight-seat bench is standard only on LS and optional on LT, so the volume configuration seats seven.

The boxier third-generation body gives generous front headroom, above the top of the SUV band.

Front legroom grew more than 3 in over the 2023 model's 41.0 in, near the top of the mid-size SUV range.

Second-row headroom is at the top of the SUV band thanks to the upright roofline.

Second-row legroom is among the best in the class and up about 3 in over the previous generation's 38.4 in.

38.3 in of headroom and 32.1 in of legroom make it one of the roomier mainstream third rows, and SmartSlide captain's chairs ease access even with a child seat fitted. Reviewers split on it: The Drive calls it legitimate, while Consumer Reports says it is best kept for kids because knee room is tight.

Strong cargo volume behind the second row, and 23 cu ft behind the raised third row is excellent for the class.

Chevrolet claims best-in-class maximum cargo capacity, approaching minivan territory.

Moving the shifter to a column stalk freed space for a pass-through center console. There is also a large underfloor cargo bin and six standard USB ports. That is competitive, well-thought-out storage, but there's no onboard AC power or other standout innovation.

The second row is roomy and the captain's chairs are comfortable, but Consumer Reports found the front seats flat ('sitting on rather than in'), with lumbar support that some testers found excessive and an awkward left footrest. The mid-trim LT tested had manual seat controls.

Testers describe a settled, controlled ride that smooths bumps and potholes well. Even the RS on 22-inch wheels stays pleasant, though it is firmer. There are no adaptive dampers to lift it into the top band.

Wind and road noise are well controlled and the cabin is quiet at cruise, but the 2.5L turbo four turns raspy and loud above 3,000 rpm. That noise intrudes on every merge and climb.

Tri-zone climate and remote start are widely fitted. Heated front and second-row outboard seats and a heated wheel are available on LT and Z71, but ventilated front seats are confined to the top RS trim in 2024 (High Country did not arrive until 2025), and the seat heaters are buried in the touchscreen.

2024 is the launch year of the third-generation Traverse (C1 platform, 2.5L turbo four), and the lineup opens with the LS FWD — a competitive entry price for a full-size-feeling three-row SUV.

LT is the Traverse's volume trim and AWD is the majority mix for three-row family SUVs; options such as Evotex upholstery or Super Cruise push a typically-equipped LT somewhat higher.

No published 5-year projection for the new-generation 2024 Traverse was retrievable; the estimate brackets the outgoing V6 Traverse's KBB figure against the lower in-dataset GM turbo-four crossovers, since the new 2.5T is a young engine with turbo-related service exposure.

KBB records the 2024 Traverse losing 28% in its first two years — better early retention than the Blazer, helped by the redesign — but GM's heavy incentive and fleet exposure point to a mid-40s five-year residual, well behind Toyota and Korean three-rows.

Standard Chevrolet coverage at the industry floor; Hyundai and Kia three-row rivals give 5 years basic.

The mainstream minimum — notable for a launch-year model with an all-new turbo four hauling a heavy three-row body.

Chevrolet Complete Care gives one complimentary maintenance visit in the first year, 5-yr/60,000-mi roadside assistance and an OnStar/connected-services trial — real but minimal next to ToyotaCare's 2 yr/25,000 mi on the Highlander and Grand Highlander.

$43,395 volume-trim price minus its estimated resale value after 5 years (46% retained, or about $19,962) leaves about $23,433 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $29,433 in total.

MY2024 is the launch year of the third-generation Traverse (all-new body, LK0 2.5L turbo and 8-speed replacing the 3.6L V6), and Consumer Reports' owner-survey data rates it less reliable than the average 2024 vehicle. Owners cite transmission, body hardware, in-car electronics and noises/leaks — a below-average first-year result that later cost the nameplate its CR Recommended status.

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 — behind sibling Buick, not a persistent bottom-third finisher.

The 2024 Traverse has no NHTSA safety recall campaigns on record — unusually clean for an all-new launch year. The service-bulletin record is busier: GM issued transmission fixes for early builds, including a torque-converter replacement program and a bulletin for out-of-spec clutch-piston retaining rings requiring the clutch piston housing be replaced, which keeps it out of the top band.

The LK0 2.5L turbo four debuts here in its first model year, replacing GM's long-proven LFY 3.6L V6 and working hard to move a ~4,500-lb three-row; there is no high-mileage record. Its Hydra-Matic 8-speed has already drawn torque-converter and clutch-housing service actions plus owner transmission complaints, so it scores at the bottom of the 'unproven, mixed' band.

The redesign brought a far more modern cabin — a 17.7-inch center touchscreen and 11-inch digital cluster on every trim and better upper-surface materials — competitive among mainstream three-rows. Volume LT/RS trims still carry plenty of hard plastic on doors and console, which reviewers flag against the Acadia/Enclave siblings and Palisade/Telluride.

First-year production at Lansing Delta Township showed launch-year teething: Consumer Reports owners specifically cite body hardware problems and noises/leaks, plus infotainment screen freezes. Generally solid assembly, but with more scattered complaints than a mature generation.

Chevrolet has the largest US dealer and service footprint of any GM brand — roughly 3,000 locations, including rural markets where import rivals thin out. Service satisfaction is around the mass-market average rather than class-leading.

Shared platform, LK0 engine and 8-speed with the GMC Acadia and Buick Enclave plus GM's national distribution make parts readily available, and the Traverse is the volume leader of the three. In its first model year the aftermarket for the new generation is still thin, and turbo/8-speed repairs cost more than the outgoing V6.

The 2024 redesign brought a best-in-class 17.7-inch touchscreen as standard on LS through RS. It is more than twice the size of the previous model's largest screen.

The Google built-in system is snappy, and physical climate controls are retained below the screen. However, Consumer Reports found the huge display cluttered, with small targets that are hard to hit on the move, and seat heaters live in the touchscreen.

Wireless Apple CarPlay and Android Auto are standard across the 2024 range. GM's projection phase-out applies only to its EVs.

Google built-in brings Google Assistant voice control, Google Maps navigation and Play Store apps natively. It is among the strongest native voice/nav setups in a mainstream SUV, though full use depends on an OnStar data plan after the trial.

A six-speaker system is standard. A 10-speaker Bose system is standard on RS and comes on Z71 via the Enhanced Driving package. It is adequate, with a modest premium step-up.

An 11-inch configurable digital driver display is standard on every trim, which is near the top of what mainstream three-row rivals offer.

The redesign rides on GM's Vehicle Intelligence Platform electrical architecture, which supports over-the-air updates beyond infotainment. Feature-adding updates have been infrequent in practice.

The myChevrolet app covers remote start, lock/unlock, location and diagnostics, and adds Teen Driver. Remote commands require a paid OnStar plan after the trial, and there is no phone-as-key.

Six USB ports are standard across the rows. Wireless phone charging is available (standard on RS) and a Wi-Fi hotspot is offered. That is good provisioning for a family three-row, but there is no confirmed household outlet.

Keyless open with push-button and remote start is widely fitted. The first-ever hands-free AutoSense liftgate is available, and RS adds walk-up lighting. There is no phone-as-key.

An HD rear camera and Reverse Automatic Braking are standard. HD Surround Vision is available across the lineup and standard on RS, and Enhanced Automatic Parking Assist is offered.

A multicolor head-up display is offered, but only on the top RS trim for 2024, not on the volume LT.

Second-row room is class-leading at 41.5 in of legroom, and SmartSlide captain's chairs give third-row access with a child seat installed. IIHS rates LATCH Good, and cargo behind row 3 (23 cu ft) takes a stroller. The kid-only third row keeps it just short of the benchmark.

NHTSA rates it 5 stars overall, and AEB, lane keep, adaptive cruise and blind-spot alert are standard on every trim. Buckle to Drive and a new rear seat-belt reminder are also standard. It is held back by IIHS: Acceptable in the updated moderate-overlap test and no 2024 award.

Big second-row space, six USB ports, tri-zone climate and 23 cu ft of luggage room with all seats up make for a strong road-tripper. It is held back by flat front seats, a kids-only third row and the drone of the engine on grades.

Strong low-end torque, a smooth 8-speed and standard stop-and-go adaptive cruise make traffic easy. The size, an abrupt brake pedal at low speed, thick A-pillars and a raucous engine under throttle add some daily friction.

The EPA rates it 23 mpg combined (FWD) and 21 mpg (AWD), but Consumer Reports measured only 20 mpg overall, no better than the V6 it replaced. That is an average per-mile cost for a gas three-row, with no hybrid offered.

At 204.5 in long on a 121-in wheelbase with a ~39-ft turning circle, it is a big vehicle in garages and city lots. Standard rear camera and Reverse Automatic Braking, plus available surround view and auto parking assist, mitigate it.

It is rated to tow 5,000 lbs with the Trailering Package (standard on Z71/RS), and 98 cu ft of max cargo space makes it a good hauler of bulky items. However, the 2.5T four strains audibly with a load, and it is a family crossover rather than a work tool.

As a first-year redesign with an all-new 2.5L turbo powertrain, its durability under hard use is unproven. The outgoing V6 Traverse had a fleet presence, but the new one has no long-term track record yet.

The Trailering Package, roof rails and a flat 98-cu-ft load floor help, and the Z71 adds tow hooks and a skid plate. There is no onboard AC power, no work-oriented interior surfaces and only a limited upfit ecosystem.

A settled ride, quiet wind and road noise, and standard stop-and-go adaptive cruise suit long hauls, and Super Cruise is available on RS. A 19.4-gal tank at 23 mpg combined (FWD) gives roughly 446 miles of range. The flat front seats and loud engine on grades limit long-haul comfort.

The new Z71 adds more than 1 in of ground clearance, all-terrain tires, twin-clutch AWD, a skid plate and hydraulic-rebound dampers, and 5,000-lb towing covers campers and boats. It handles gravel and light trails comfortably, though it has no low range.

It has best-in-class 98.2 cu ft maximum cargo, 23 cu ft behind the third row, a large underfloor bin and roof rails. A hitch is available, and RS adds a power-folding third row, making it an exceptional gear hauler for the segment.

Testers found the redesign handles well for its size and is secure at the track, with crisp turn-in on the RS's grippy tires. It still feels big and heavy in quick transitions, and Z71 all-terrains trade away on-road grip.

The electric variable-effort steering is well weighted and precise but transmits little road feel. That is typical of the class.

Stopping distances are competitive and the pedal responds sharply at the top. Consumer Reports found that initial bite abrupt at low speeds, making smooth stops harder in traffic.

The 2.5T's 326 lb-ft arrives low and the 8-speed's shifts are barely perceptible, but launch-year cars show some tip-in hesitation from rest. Car and Driver's RS was slower to 60 (7.3 s) than the V6 it replaced.

This is the Traverse's most-cited flaw. The four-cylinder is quiet at cruise but becomes a raspy, unrefined snarl above 3,000 rpm, and multiple outlets single out its sound as a step back from the V6.

A wide turning circle that reflects the 121-in wheelbase, near the wide end of the SUV band.

The commanding seat, lower dash and beltline, and column shifter that clears the console are ergonomic gains, along with physical climate controls. Thick A-pillars, an awkward hazard-button placement and a poorly placed footrest pull it back.

It is competent and composed, and the RS turns in crisply, but the unrefined engine note and family-hauler tuning make it pleasant rather than engaging.

Every 2024 trim from the $38,995 LS gets the 17.7-inch touchscreen (largest in the mainstream class), an 11-inch digital cluster, Google Built-in with wireless CarPlay/Android Auto and the Chevy Safety Assist suite; the volume LT adds wireless charging, power driver seat and a hands-free power liftgate. Palisade and Telluride bundle a bit more comfort content at similar money.

A 328-hp, roomy three-row with a big standard screen from $38,995 and about $43.4k for the volume LT AWD undercuts comparably equipped Grand Highlander, Palisade and Telluride. Held from the standout band by industry-floor warranties, mid-40s projected resale, and the RS's $55k+ pricing.

Four distinct trims — LS, LT, Z71 and RS — span about $39k to $57.6k with FWD or AWD on all but the AWD-only Z71, plus 7- or 8-seat layouts. The High Country luxury trim did not arrive until 2025, and there is a big $7.8k jump from Z71 to RS and a single powertrain.

Calendar-2024 sales fell 14% to 105,835 as the old generation wound down and the new one ramped, but the redesigned model picked up quickly — Q4 2024 sales jumped about 60% and it posted the segment's largest market-share gain in Q1 2025. A solid upper-mid-pack three-row seller rather than the segment leader.

Chevrolet is a familiar, universally serviced but neutral mainstream badge, lacking the loyalty halo Toyota, Honda or Kia carry among three-row family buyers; fleet exposure and weak residuals are where that costs the owner money.

As a launch-year redesign arriving in early 2024, the new Traverse initially carried limited incentives; GM financing offers and leftover-inventory discounts grew through late 2024 into the 2025 model-year changeover. Modest relative to the deeper GM support on older or slower-selling nameplates.

2024 is the first model year of the all-new third generation on GM's C1 platform, with a new 2.5L turbo, the VIP electrical architecture, Google Built-in, 17.7-in screen and available Super Cruise — about as fresh as the segment gets, with no redesign risk ahead.

Reviews praise space, styling, the huge screen and the Z71's capability, but Car and Driver found it lacking charisma with a gruff, noisy turbo four; it is a strong recommendation that rarely wins comparisons against Grand Highlander, Telluride and Palisade, with no 10Best or NACTOY hardware.