2024 Chevrolet Trax

2024 is the launch year of the second-generation Trax, and every trim (LS, 1RS, LT, 2RS, ACTIV) uses the same 1.2L turbocharged three-cylinder rated at 137 hp, so the volume LT figure is also the range maximum. It sits below the SUV normalization floor.

The only engine makes 162 lb-ft, arriving low in the rev range thanks to the turbo but near the bottom of the SUV band in absolute terms.

Edmunds' instrumented test of the 2024 Trax recorded 9.1 seconds; other published figures fall around 8.5–8.6 s. Either way it is among the slowest SUVs in the dataset.

Reviewers note a lull before boost and a somewhat abrupt surge once the turbo spools, but the three-cylinder is well isolated with less vibration than expected for a triple. Mid-band: acceptable smoothness with clear turbo lag under load.

A conventional six-speed automatic shifts smoothly and avoids the drone of rival CVTs, but it is slow to kick down for passing. Only six ratios and lazy downshifts keep it mid-band.

Chevrolet publishes no trailering rating for the second-generation Trax and offers no factory hitch; figures around 1,000–1,200 lbs found online belong to the discontinued first-generation Trax.

The 2024 redesign dropped the first generation's available AWD; every trim is front-wheel drive only. That is a clear gap against the AWD-optional Trailblazer, HR-V, Kona and Crosstrek.

Purely pavement-oriented: FWD only, no terrain modes, no skid plates. The ACTIV trim is appearance-only, and the roughly 7-inch ground clearance handles curbs and unplowed lots, nothing more.

One powertrain, take it or leave it: 1.2L turbo three, six-speed automatic, FWD across all five trims, with no hybrid, larger engine or AWD alternative.

Every 2024 Trax trim shares one 1.2L turbo triple, six-speed automatic and FWD layout, so the EPA combined rating of 30 MPG applies across the lineup. That is strong for a non-hybrid SUV.

28 MPG city is good for a gas-only subcompact SUV, helped by standard stop-start.

32 MPG highway is solid for a gas SUV, though a few FWD rivals edge into the mid-30s.

A 13.2-gallon tank at 30 MPG combined gives about 396 miles per fill, mid-pack for the segment because the small tank offsets the good economy.

EPA's current annual fuel-cost estimate for the 2024 Trax is $2,150, which fueleconomy.gov says saves $750 over five years versus the average new vehicle. That is cheap to run for an SUV, though hybrid subcompacts undercut it.

The turbo 1.2L runs on 87-octane regular with no premium recommendation, and there are no costly or complicated energy requirements.

NHTSA tested the redesigned 2024 Trax (FWD) and gave it 4 stars overall, held back by a 4-star passenger frontal result and a 4-star rollover rating despite a 5-star side score.

No 2024 Top Safety Pick: the Trax is Good in small overlap and the original moderate overlap test, but Poor in the updated moderate overlap test (rear-passenger protection) and only Acceptable in the updated side test — a Poor result in a core test keeps it in the bottom band.

Chevy Safety Assist is standard on every 2024 trim (AEB, forward collision alert, front pedestrian braking, lane keep assist with lane departure warning, following distance indicator, IntelliBeam), but blind-spot, rear cross-traffic and adaptive cruise sit in the optional Driver Confidence package.

IIHS rates the standard AEB Poor in its updated vehicle-to-vehicle test and Marginal for pedestrian detection, with weak night performance compounded by short-throwing low beams.

Blind-spot and rear cross-traffic alerts are available on all trims via the Driver Confidence package but are alert-only, with no active intervention or safe-exit warning, and none is standard.

Standard lane keep assist with lane departure warning provides corrective nudges only; no lane-centering function is offered on any 2024 trim.

Adaptive cruise was new to the Trax for 2024 but is optional and limited to LT, 2RS and ACTIV; LS and 1RS get conventional cruise, and there is no highway-assist pairing with lane centering.

Super Cruise is not offered on the 2024 Trax at any trim; there is no hands-free capability.

IIHS rates the Trax's headlights Marginal across the range with no better-rated option; standard IntelliBeam auto high beams are the one mitigating factor.

Upright glasshouse and low cowl give good forward sightlines, but thick rear pillars create over-the-shoulder blind zones, with no 360-degree camera and blind-spot monitoring optional.

IIHS rates LATCH ease of use Acceptable; the long wheelbase gives usable rear legroom and decent door openings for a subcompact, though three-across is unrealistic.

The all-new second-generation 2024 Trax is a two-row, five-passenger subcompact SUV on every trim; no third-row or alternative seating layout is offered.

Generous front headroom for a subcompact crossover; the optional $895 Sunroof package on upper trims costs some of it, but the volume LT is usually built without it.

Middling front legroom against the whole SUV field but ample for the subcompact class, helped by the second-generation body being nearly a foot longer than its predecessor.

Rear headroom sits just above the SUV band midpoint even though the roofline is low and sloping, because the rear bench is set low.

The Trax's standout dimension. 38.7 in of rear legroom is near the top of the subcompact class and close to midsize-sedan figures, though Car and Driver's staff still found the rear less roomy than the front.

The Trax is strictly a two-row, five-seat SUV with no third row on any 2024 trim, so this item falls in the low band by definition.

25.6 cu ft behind the rear seat is strong for a subcompact but sits at the very bottom of the all-SUV band, which runs up to full-size three-row utilities.

54.1 cu ft with the seats down is competitive among subcompacts but falls just under the bottom of the SUV normalization band (55 cu ft).

Storage is basic for everyday use: an open console shelf, decent door bins and a wireless pad on upper trims, but no rear cupholders, no underfloor bins, no 110V outlet and minimal armrest storage.

Opinions are split. Car and Driver's staff found comfortable positions up front, but other testers report hard, short cushions and seats that sag over a stint, and a power driver's seat with lumbar is standard only on the ACTIV.

Over 40,000 miles Car and Driver called the ride pleasant and comfortable even when loaded, but the short torsion-beam rear crashes over potholes and sharp city impacts, and crosswinds unsettle it at highway speed.

Active noise cancellation helps, and Car and Driver and CarPro both found the cabin surprisingly quiet for the price. Other testers report noticeable wind and tire noise on the highway plus the three-cylinder's gravelly note under load.

Heated front seats are standard on 1RS, 2RS and ACTIV but optional on the volume LT, and the heated steering wheel is limited to upper trims. No trim offers ventilated seats, rear heated seats or rear climate controls, so the equipment is thin even at the top of the range.

The redesigned 2024 Trax launched at $20,400 plus $1,095 destination for the LS, making it one of the least expensive new SUVs in the US and well below the SUV band floor.

The LT, the mainstream seller with the 11-inch touchscreen and automatic climate control, lists at $22,300 plus $1,095 destination; even the top 2RS/ACTIV at $24,995 delivered sits below the SUV band floor.

Estimates diverge widely between CarEdge's low maintenance-only figure and Edmunds' dealer-rate maintenance-plus-repairs model; a midpoint near $5,500 suits a simple 1.2L turbo three-cylinder, six-speed automatic and FWD-only drivetrain.

Residual projections for the Trax sit below the subcompact-SUV average — a typical penalty for a value-priced domestic crossover with heavy fleet volume; the low sticker limits the dollar loss even though percentage retention is weak.

GM's 3/36 bumper-to-bumper coverage is the industry floor and trails the 5/60 Hyundai and Kia give the Venue, Kona and Seltos.

5/60 powertrain coverage is the mainstream baseline and half the term of Hyundai/Kia's 10-year/100,000-mile coverage on direct rivals.

Only one complimentary service visit in the first year, but 5-year/60,000-mile roadside assistance and courtesy transportation are longer than most rivals' 3-year cover. OnStar Basics (8 years free) only arrived with the 2025 model year, so 2024 buyers get connected services on trial only.

$23,395 volume-trim price minus its estimated resale value after 5 years (50% retained, or about $11,698) leaves about $11,698 in depreciation. Add the projected $5,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $17,198 in total.

2024 was the launch year of the all-new second-generation Trax, and at launch Consumer Reports rated its predicted reliability uninspiring and listed it among vehicles to avoid; later owner data has been better, but the 1.2L engine-failure complaint pattern logged against 2024 cars keeps this in the average band.

Chevrolet sits in the upper half of recent dependability studies without reaching the top tier — tied 3rd among mass-market brands in the 2024 J.D. Power VDS and 5th overall in 2025.

The 2024 Trax carries one recall — the Virtual Cockpit Unit software fault that can blank the instrument display, remedied by an OTA/dealer update — which is typical launch-year activity. It stays out of the top band because the connecting-rod failure complaints and 2026 class action have produced no campaign yet, and lane-keep-assist complaints are also in litigation.

The 2024 Trax's only powertrain is GM's 1.2L turbo three-cylinder (137 hp / 162 lb-ft) with a six-speed automatic, and 2024 cars are at the centre of the March 2026 class action alleging connecting-rod failures, including a named plaintiff's 2024 Trax that failed at 11,581 miles. The gearbox is proven, but a known failure pattern with no remedy puts the engine in the low band.

The redesigned cabin is mostly hard, budget-grade plastic on the dash, doors and touch points; it suits the roughly $21k starting price but sits below segment benchmarks such as the HR-V and Seltos.

Reviewers praise the Korean-built Trax for solid, consistent assembly with few squeaks or rattles, which outruns its material grade. The launch year's electrical complaints, including instrument-cluster blackouts, keep it a notch below later years.

Chevrolet's roughly 2,800 US franchised dealers give it one of the densest service networks in the country, but its service satisfaction is good rather than leading among mass-market brands.

GM's supply chain makes parts cheap and easy to get, and routine running costs are below average. An out-of-warranty 1.2L engine replacement would be a large bill relative to the car's value.

The volume LT gets the 11.0-inch touchscreen, the largest available on the 2024 Trax; the LS and 1RS use an 8.0-inch unit.

The layout is clean, driver-angled and keeps physical climate controls, but Car and Driver's long-term car called the system 'criminally slow' with laggy volume and tuning inputs and very reflective screens, and some owners report it freezing.

Wireless Apple CarPlay and wireless Android Auto are standard on all five 2024 trims, including the base LS. That is best practice at this price.

Only basic embedded voice commands are offered, with no Google built-in and no factory navigation on any trim, so maps and voice assistance depend on the phone.

Audio is a weak point: four speakers on the base trims, six on LT and above, and no branded premium system on the second-generation Trax.

LT and above get an 8.0-inch digital driver information display that is legible but only modestly configurable; the LS and 1RS get a smaller, simpler display.

GM offers over-the-air software updates through its connected services, but the Trax is not a Google built-in or Ultifi-class vehicle, so updates are bug fixes and maintenance rather than new features.

The myChevrolet app covers remote start, lock/unlock, vehicle location, diagnostics and Wi-Fi hotspot management, but remote commands need a paid plan after the trial and there is no phone-as-key.

USB-A and USB-C ports front and rear cover the basics, and the wireless charging pad is available on LT and up. There is no household AC outlet, and the LS/1RS cannot get wireless charging.

Remote and push-button start arrive at LT, but proximity Keyless Open is part of the LT Convenience package. The LS and 1RS keep a conventional key, and no trim offers a hands-free liftgate or phone-as-key.

An HD rear camera is standard, but rear park assist only comes in the optional Driver Confidence package. There are no front sensors, and no surround-view camera is offered on any trim.

No head-up display is offered on any 2024 Trax trim, consistent with GM's other subcompact crossovers.

Near class-leading rear legroom, a wide, low cargo floor and 25.6 cu ft behind the rear seat make daily family duty easy for a subcompact. It is held back by only two LATCH positions rated Acceptable and by the lack of rear cupholders.

Chevy Safety Assist is standard on every trim, but IIHS rates vehicle-to-vehicle front crash prevention Poor, the updated moderate-overlap test Poor (a rear-passenger measure) and headlights Marginal. NHTSA gives 4 stars overall, and blind-spot and rear cross-traffic alerts cost extra.

Real rear legroom, rear vents and 25.6 cu ft of luggage space with all seats up are good for the class. Long trips are limited by thin rear amenities (no rear cupholders or heated rear seats), debated front-seat comfort and a 13.2-gal tank.

It is an easy commuter, with a well-tuned six-speed automatic instead of a CVT, light controls and good outward visibility. Lag at step-off, highway passes that need planning and a laggy touchscreen are the minor irritations.

30 MPG combined on regular fuel and very low scheduled-maintenance costs make it cheap to commute in. Hybrid rivals cut per-mile cost further.

A compact footprint, light steering and good sightlines make city driving easy, but the turning circle is wide for a subcompact, and rear park assist and cross-traffic alert are optional.

It is not rated to tow, drives the front wheels only and has 137 hp, so there is no margin for loaded work. Its one work asset is 54.1 cu ft of flat, wide load space for light supply runs.

Car and Driver's 40,000-mile car needed only scheduled maintenance, and Evotex wipe-clean seats are available. However, there is no fleet track record, the 1.2L three-cylinder is the subject of a class action, and the hard interior plastics show wear.

There is little work-oriented equipment: no 110V outlet, no factory hitch or tow rating, and no underfloor bin. Roof side rails on upper trims with aftermarket crossbars and easy-clean upholstery are the only concessions.

Active noise cancellation, a real six-speed and a ride Car and Driver called comfortable make it a better highway cruiser than its price suggests. Range of about 396 miles, crosswind sensitivity, debated seat endurance and adaptive cruise only in a package limit it.

It stays on pavement: front-drive only, no tow rating for toys, and an ACTIV trim that is styling only. About 7.3 in of ground clearance and roof rails for bikes or a cargo box keep it off the bottom of the band.

Cargo is its headline strength: 25.6 cu ft behind the seats and 54.1 cu ft folded, near the top of the subcompact class, with a low floor and about 5.5 ft of load length. There is no underfloor storage, no hitch option and no power liftgate.

Handling feels carlike, with well-checked body lean. Car and Driver measured 0.83–0.85 g on the skidpad over its long-term test, a respectable figure for an economy crossover, though the Trax is secure rather than sporty and is sensitive to crosswinds.

Steering is light and accurate enough for city work but offers little feedback, which puts it in the precise-but-numb band.

Car and Driver's instrumented 70–0 stop was a middling 183 ft when new and improved to 164 ft as the tires wore in. Reviewers describe firm, predictable pedal feel.

The six-speed automatic is well calibrated, but the 137-hp 1.2L turbo triple has noticeable lag at step-off and is reluctant to kick down for passing, so it is adequate rather than refined.

The three-cylinder's thrum is always audible and gets gravelly when pushed, but active noise cancellation and good isolation keep it inoffensive at a cruise.

The volume LT on 17-in wheels turns in 37.5 ft, better than the SUV band midpoint but wide for a subcompact; Car and Driver singled it out as a weakness against 35-ft rivals.

The driving position suits tall and wide drivers, with good outward visibility and easy-to-reach physical climate controls. Reflective screens, hard door panels and front cushions that sag over time keep it in the middle of the band.

The Trax has some charm: a composed chassis, a well-tuned gearbox and an eager little engine that Car and Driver liked enough to name the Trax a 2024 10Best. With 137 hp and 8.8 s to 60 mph, though, it is pleasant rather than exciting.

Even the $21,495 LS has an 8-inch touchscreen with wireless Apple CarPlay/Android Auto, LED headlights, push-button start and Chevy Safety Assist (AEB, lane keep assist, forward collision alert, auto high beams). It stops short of the top band because the LS rides on steel wheels with a four-speaker stereo, and blind-spot monitoring and adaptive cruise are reserved for the upper trims.

At $21,495–$24,995 delivered, the 2024 Trax undercut almost every rival while offering near-compact rear-seat and cargo space and an 11-inch screen from LT up; reviewers widely called it the segment's value benchmark. It falls short of the ceiling because of its 137-hp three-cylinder and the lack of AWD at any price.

Five trims (LS, 1RS, LT, 2RS, ACTIV) offer a value ladder plus sporty and rugged styling choices, but there is a single engine and transmission, no AWD option, and only a $3,500 spread from base to top trim.

The redesigned Trax was a breakout hit: calendar-2024 US sales rose about 83% to 200,689, making it the best-selling vehicle in its segment in Q2, Q3 and Q4 2024.

Chevrolet is a mainstream, widely considered brand with no aspirational halo, and the Trax's below-average residuals reflect a neutral image.

Demand was strong enough that the 2024 Trax launched with no rebates and was excluded from GM loyalty discounts; during 2024 the main offer was a nationwide LT lease, with standard-rate financing and little room to negotiate.

2024 is the first model year of the all-new second-generation Trax on a new platform, with new styling, a larger body and an 11-inch screen, so no replacement is in sight. The carry-over three-cylinder with a six-speed automatic and no hybrid or AWD option keeps it out of the top of the band.

The 2024 Trax won Car and Driver's 10Best Trucks and SUVs in its debut year, Cars.com's Best Car of 2024 and MAMA's Favorite Affordable Vehicle. Buyer-guide rankings were more measured, placing it mid-pack among subcompact SUVs.