2025 Chevrolet Traverse

2025 is the second year of the generation launched for 2024 and a carry-over year; every trim (LS, LT, Z71, RS, High Country) uses GM's 2.5L turbocharged inline-4 (LK0) at 328 hp, with no output split by trim.

The 2.5T's 326 lb-ft is well up on the outgoing V6's 266 lb-ft and arrives low in the rev range, giving the Traverse strong low-speed shove when loaded.

Chevrolet publishes no 0–60 claim; the instrumented runs on record for this generation are 7.3 s (2024 RS) and 7.4 s (2025 High Country), so the heavy ~4,600-lb three-row is merely adequate off the line despite healthy torque.

The 2.5T pulls hard from low revs with little lag once moving, but reviewers describe it as coarse and thrashy at full throttle with hesitant tip-in from rest — a step down in smoothness from the V6 it replaced and from hybrid rivals such as the Grand Highlander.

GM's 8-speed automatic is well matched to the engine's low-rpm torque and shifts smoothly in normal driving; reviewers note occasional off-the-line hesitation and busy downshifting on grades, with no meaningful manual control.

5,000 lbs when properly equipped with the trailering package on any trim and either drivetrain — exactly the mainstream three-row norm shared by Pilot, Telluride, Palisade and Explorer.

FWD is standard on LS, LT and RS with AWD optional, and AWD is standard on Z71 and High Country — available across the range. Upper trims get a twin-clutch rear drive unit with torque vectoring and a driver-selectable AWD disconnect, but no low range or locker.

The dedicated Z71 trim brings standard AWD with the twin-clutch rear unit, a lifted off-road suspension (~8 in clearance), all-terrain tires, skid plate, hill descent control and a Terrain mode — credible light-duty trail capability, but a unibody crossover with no low range or locking diff.

One engine and one transmission across the whole 2025 range — no V6, hybrid, PHEV or EV variant. That is the narrowest possible lineup and a weakness against three-row rivals offering hybrids.

The 2025 Traverse's only powertrain, the 2.5L turbo I4 with 8-speed automatic, is EPA-rated 23 MPG combined in FWD form (the LT volume configuration) and 21 MPG with AWD — low in the gas SUV band for a heavy three-row with no hybrid assist.

20 MPG city sits below the SUV midpoint; stop-start is the only efficiency aid, and hybridized rivals open their biggest advantage in this cycle.

Highway is the Traverse's best cycle thanks to the 8-speed's tall top gear, though AWD models give back 3 MPG.

A 19.4-gallon tank at 23 MPG combined gives roughly 446 miles per fill — mid-band for an SUV; AWD models at 21 MPG drop to roughly 410 miles if they share the tank.

EPA's current annual fuel-cost estimate at 15,000 mi/yr is $2,900 for the FWD Traverse on regular, and $3,200 for AWD — high consumption on cheap fuel.

The 2.5L turbo runs on regular unleaded on every trim — no premium requirement, no charging to plan around — so it refuels anywhere at the lowest per-gallon cost.

The 2025 Traverse is the second year of the third generation (2024 redesign) and carries a 5-star NHTSA overall rating, with 5-star frontal and side results and a 4-star rollover typical of a tall three-row SUV.

The 2025 Traverse earned a 2025 IIHS Top Safety Pick, with Good ratings in driver- and passenger-side small overlap and the updated side test. The Acceptable updated moderate-overlap result (rear-occupant protection) is the one item that kept it from TSP+, so it sits at the bottom of the top band.

Since the 2024 redesign every Traverse trim comes with Chevy Safety Assist: AEB, front pedestrian braking, forward collision alert, lane keep assist with lane departure warning, following distance indicator and IntelliBeam. Adaptive cruise and Side Blind Zone Alert with rear cross-traffic braking are also standard, so the volume LT gets the full core suite.

IIHS rates the standard AEB Good on its tougher Vehicle-to-Vehicle 2.0 test but only Acceptable on pedestrian detection. That is solid vehicle performance with weaker pedestrian/night results, which puts it in the middle band.

Side Blind Zone Alert and Rear Cross Traffic Braking are standard on every trim, and the system brakes rather than only warning, which beats the mainstream norm. It misses the top band because there is no trailer-aware blind-spot coverage (despite a 5,000-lb tow rating) and no safe-exit alert.

The standard Lane Keep Assist is a reactive, corrective system, not true centering. Reviewers call it useful but occasionally abrupt. Smooth continuous centering only comes with Super Cruise on upper trims, so the volume LT gets the lesser system.

Full-speed adaptive cruise with stop-and-go is standard on every trim, which the Acadia and Enclave do not match, and platform reviews say it is smoothly calibrated. The combined highway-assist experience depends on Super Cruise, which the volume LT does not get, so this falls just short of the top band.

GM's Super Cruise is available on the 2025 RS and High Country. It is the most mature hands-free highway system on sale, with driver monitoring, automatic lane changes and a large mapped-highway network. It is limited to the top trims, so it does not earn the very top of the band.

IIHS rates the LED projector headlights Good on all trims, and IntelliBeam auto high beams are standard. Good headlights across the range was one of the criteria that earned the 2025 Top Safety Pick. There is no adaptive or matrix beam upgrade.

The redesigned Traverse's boxy, upright greenhouse and low dash give a commanding forward and side view for a three-row SUV. Thick D-pillars and a tall tail still create rear-quarter blind zones. A rear camera is standard and HD Surround Vision is available on upper trims to compensate.

IIHS rates the LATCH hardware Good for ease of use. Wide, square second-row doors and one of the roomiest third rows among mainstream three-rows make multiple car seats practical. The 8-passenger bench takes three across, while captain's-chair models trade that for easier third-row access.

With the LS dropped for 2025, the LT is the volume trim and still offers the 8-passenger second-row bench as an alternative to SmartSlide captain's chairs.

The boxy third-generation body gives class-topping front headroom without the sunroof.

Front legroom sits at the top of the mid-size SUV band.

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

The sliding second row offers near-limousine legroom for the class; the published figure is at maximum slide, which trades against third-row knee room.

With 38.3 in of headroom and 32.1 in of legroom the third row is among the roomier in mainstream mid-size three-rows and SmartSlide eases access, but Consumer Reports still finds head- and kneeroom tight for adults beyond occasional use.

Strong for a mid-size three-row, and 22.9 cu ft behind the raised third row is near class-leading.

Near the top of the SUV band — close to minivan territory.

Deep door pockets, a large console with pass-through bin and a sizable under-floor cargo well give excellent everyday storage, but there is no onboard AC power or truly novel solution.

Seats are roomy but Consumer Reports found the front seats flat ('sitting on it than in it'), with intrusive lumbar for some and a poorly placed footrest; captain's chairs lack armrest padding.

Settled and controlled over varied surfaces on the LT's 20-inch wheels; no adaptive dampers and RS/High Country 22s firm things up.

Wind and road noise are well managed, but the raspy 2.5L turbo four intrudes noticeably whenever it is worked.

Tri-zone automatic climate, remote start and heated front seats are standard on the LT; ventilated front seats, heated wheel and heated second row arrive on High Country/RS. Seat heaters require the touchscreen.

For 2025 Chevrolet dropped the LS (and fleet-only 1FL) from the third-generation Traverse, so the entry point is now the LT FWD — about $3,200 above the 2024 LS start, though the LT adds a power driver's seat and wireless charging.

With the LS gone the LT is the volume trim by default, and AWD is the majority mix in the three-row segment; a typically optioned LT AWD lands in the mid-$45k range before the popular Z71/RS step-ups.

Class-level estimate for a mainstream three-row SUV on GM's 2.5L turbo four; Chevrolet parts and labor run a little under the GMC/Buick versions of the same C1 vehicle, and early years of a new generation carry some extra repair exposure.

GM three-row SUVs project in the mid-40s for five-year retention; the Traverse's strong 2025 demand helps, but heavy incentive spending (up to ~$7,000 off in dealer cash on leftover 2025s) and fleet exposure keep it well behind the Toyota and Korean three-rows.

Chevrolet's New Vehicle Limited Warranty sits at the industry floor, a clear disadvantage against Hyundai/Kia three-rows and even Buick's version of the same vehicle.

GM powertrain coverage is at the bottom of the industry, notable on a relatively young 2.5L turbo four hauling a heavy three-row body.

Chevrolet includes only one complimentary scheduled-maintenance visit plus 5-yr/60,000-mi roadside assistance and short OnStar/Connected Services trials — barely an included-maintenance period, well behind ToyotaCare on the Highlander/Grand Highlander.

$45,695 volume-trim price minus its estimated resale value after 5 years (46% retained, or about $21,020) leaves about $24,675 in depreciation. Add the projected $5,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $30,475 in total.

2025 is the second model year of the third-generation (C1) Traverse and its 2.5L turbo/8-speed powertrain. Consumer Reports rates the 2025 Traverse less reliable than the average 2025 vehicle, with owner surveys citing transmission, body hardware, in-car electronics, and noises/leaks, and later pulled the nameplate's Recommended status over below-average reliability.

Chevrolet sits mid-pack to lower-middle in Consumer Reports brand rankings and near the industry average in J.D. Power's Vehicle Dependability Study. It has not been a repeat bottom-third finisher, but it trails Toyota, Lexus, Honda and sibling Buick.

The current generation's recall record is light. The NHTSA flat file attributes no safety-system or powertrain campaign to the 2024–2025 Traverse, only a 2026 GM owner's-manual documentation recall across many models. Owner complaints and service bulletins around transmission behavior and infotainment glitches keep the score out of the top band.

The LK0 2.5L turbo four replaced the long-proven 3.6L V6 for MY2024, so in 2025 it is in only its second year and has no high-mileage record. Transmission issues are the leading problem area in CR owner surveys for this generation.

The 2024 redesign upgraded the cabin with a 17.7-inch touchscreen, an 11-inch cluster and more soft-touch upper surfaces, which makes it competitive among mainstream three-rows. The volume LT trim still uses plenty of hard plastic on lower doors and the console, and reviewers note richer materials in the Acadia and Enclave siblings.

Assembly at Lansing Delta Township is generally sound, but CR owner surveys for the 2025 model specifically flag body hardware faults and noises/leaks, and early-generation owners report rattles and trim issues.

Chevrolet has one of the densest US dealer and service networks, roughly 3,000 points, including good rural coverage. Its service satisfaction sits around the mass-market average rather than at the top.

The Traverse is a high-volume nameplate that shares its platform, engine and transmission with the GMC Acadia and Buick Enclave, so parts are plentiful and independent shops support it well. Turbo and 8-speed repairs cost more than the old V6, and the newer components have a thinner aftermarket so far.

The largest center display in the mainstream three-row class, standard from LT up.

Google built-in is quick and physical climate controls remain, but Consumer Reports found the huge screen crowded with small icons and buttons that are hard to hit while driving, and seat heaters are buried in it.

Wireless Apple CarPlay and Android Auto are standard on every 2025 Traverse; GM's projection phase-out applies to its EVs, not this gas crossover.

Google built-in brings Google Assistant and Google Maps natively — among the best embedded voice/nav setups — though full use depends on a connectivity plan after the trial.

The LT's six-speaker base system is ordinary; a 10-speaker Bose system is reserved for High Country/RS — a modest premium step without a flagship tier.

An 11-inch fully digital, configurable driver display is standard across the range.

Built on GM's Vehicle Intelligence Platform with Google built-in, the Traverse receives OTA infotainment and some module updates, but feature-adding whole-vehicle updates have been limited.

myChevrolet covers remote start, lock/unlock, status and locate, but remote functions require a paid OnStar/Connected Access plan after the trial and phone-as-key is not offered.

Wireless phone charging and USB-C ports are standard on the LT and spread across rows, plus a Wi-Fi hotspot; no household 120V outlet is standard.

Keyless open, push-button start and remote start are standard; a hands-free power liftgate is available on upper trims; no phone-as-key.

Rear camera and rear park assist are standard; HD surround vision is standard on High Country/RS and optional (Driver Confidence package) lower down; no automated parking.

A head-up display is offered but only on the top High Country/RS trims, not the volume LT.

Wide rear doors, 40.0/41.5 in of second-row head/legroom, a choice of bench or SmartSlide captain's chairs and 22.9 cu ft behind row three make daily family logistics easy; the third row is still kid-sized.

Chevy Safety Assist, blind-zone alert and rear cross-traffic alert plus adaptive cruise are standard on the LT entry trim and rear seat reminder is standard; surround vision and some extras cost more.

Generous second-row space, standard tri-zone climate, rear USB-C and 22.9 cu ft of luggage room behind a usable third row make multi-hour trips easy, held back by flat front seats and an intrusive engine note.

Strong low-end torque and a smooth ride make traffic easy, but the size, thick A-pillars, low-speed brake grabbiness and a crowded touchscreen add minor fatigue.

EPA ~21–23 mpg combined and CR's 20 mpg observed are only average for gas three-rows and well behind hybrid rivals.

A ~204-in body on a 39-ft turning circle is a handful in tight garages; big windows help, but thick A-pillars and shark-fin rear quarters hurt sightlines and surround view isn't standard on the LT.

A 5,000-lb tow rating with the trailering package and 326 lb-ft handle a small camper or utility trailer, and 97.6 cu ft swallows bulky loads — light-to-moderate duty only.

Cloth-seat LT trims and a huge dealer network help, but the 2.5L turbo/8-speed combination is new to this generation and unproven under hard use, and this is a family crossover rather than a fleet workhorse.

Basic cargo tie-downs and an under-floor bin, but no onboard AC power, no washable rubber interior and no upfit ecosystem.

A settled ride, quiet wind/road isolation, a ~22-gallon tank and standard adaptive cruise make it a good tourer, with Super Cruise on High Country; flat seats and a raspy engine under load limit it.

AWD is available, the Z71 adds a lift, all-terrain tires, skid plate and hill descent, and a 5,000-lb tow rating handles toys; the volume LT is a FWD-or-AWD road vehicle.

97.6 cu ft maximum, 22.9 cu ft behind the third row, under-floor storage, standard roof rails and an available hitch make bulky gear easy.

The third-generation Traverse is well tied down for its size and secure at the limit, though it never feels small or eager.

Accurate and easy at parking speeds but light and largely devoid of feedback.

Stopping distances are competitive with mid-size three-rows and the pedal modulates smoothly, apart from an abrupt initial bite at very low speeds.

The 328-hp 2.5L turbo delivers strong, linear acceleration (7.3 s 0–60) and the 8-speed shifts smoothly in general, with some launch hesitation and hunting under load.

Quiet at cruise, but the four-cylinder turns raspy and unrefined whenever worked — CR calls engine noise a significant detractor.

The long 120.9-in wheelbase yields a wide turning circle toward the poor end of the SUV band.

Commanding seating height, large windows and physical climate controls help, but thick A-pillars, a poorly placed footrest, a confusing wiper stalk and touchscreen-only seat heaters cost points.

Brisk and composed for a family hauler but the coarse engine note and numb steering keep it appliance-like.

With the LS dropped for 2025, the $42k LT entry carries the 17.7-inch touchscreen, 11-inch cluster, Google Built-in with wireless CarPlay/Android Auto, power driver's seat, wireless charging and Chevy Safety Assist with adaptive cruise and blind-zone alert — rich for the price. It stops short of the top band because Palisade and Telluride bundle more comfort content (ventilated seats, heated wheel) at comparable money, and the cheaper LS entry point is gone.

At $42.2k–$57.6k the Traverse undercuts its Acadia and Enclave siblings on the same 328-hp powertrain and offers more space than most rivals per dollar. Ownership costs pull it back from the standout band: a 3/36 and 5/60 warranty, one complimentary service, ~46% five-year retention, and no hybrid option.

Four distinct trims — LT, Z71, RS, High Country — with FWD/AWD choice on most, 7- or 8-seat layouts and several appearance/sun packages. Losing the LS for 2025 removes the sub-$40k entry rung, and the single 2.5L turbo powertrain leaves no hybrid or V6 alternative.

The redesigned Traverse was a fast riser in 2025, posting 148,278 US sales (+40%) — among the very top of the mid-size three-row segment and posting the segment's biggest market-share gain early in the year.

Chevrolet is a neutral mainstream badge — familiar and universally serviced but without Toyota/Honda's loyalty halo in family SUVs, and weak residuals show where that costs the buyer.

GM ran monthly Traverse discount, lease and finance programs through 2025, and leftover 2025s carried cash allowances, low-APR financing and sizeable dealer discounts into 2026 — a clear buyer benefit without fire-sale pricing.

2025 is the second model year of the third-generation Traverse (launched for 2024), with GM's current VIP electrical architecture, Google Built-in and available Super Cruise; no redesign risk for buyers. Only the absence of a hybrid keeps it from the very top.

Reviewers warmly receive the redesigned Traverse for its space, usable third row, huge screen and Z71's credibility, while knocking the coarse 2.5L turbo, middling fuel economy and hard cabin plastics. It earned a 2025 IIHS Top Safety Pick (missing the + on rear-seat protection), but Grand Highlander, Telluride and Palisade take most comparison-test wins.