2024 GMC Terrain

2024 is the final year of the second-generation Terrain and it carries a single engine — the GM 1.5L LYX turbo I4 — rated at 170 hp @ 5,600 rpm across every trim. Well below segment norms; even mainstream rivals like RAV4 (203 hp), CR-V (190 hp) and Tucson (187 hp) all out-punch it, and the redesigned 2025 Terrain adds no more power.

Peak torque of 203 lb-ft @ 2,000–4,000 rpm is identical across every 2024 Terrain trim. Modest for the SUV segment but a strong point relative to the small displacement — the flat torque plateau helps drivability from a stop even if outright thrust is limited.

Instrumented tests of the 1.5T + 9-speed Terrain place 0–60 mph in the 9.0–9.5 s range, with the AWD AT4 near 9.3 s. Among the slowest volume compact SUVs on the market and effectively unchanged from the 2018 launch of this generation.

The 1.5L LYX turbo is competent around town thanks to its low-rpm torque, but reviewers consistently note noticeable turbo lag off idle and a coarse, thrashy character when asked to accelerate hard on highway merges or grades. Below-average refinement for the segment as most rivals (CR-V hybrid, RAV4, Tucson) run smoother, more responsive powertrains.

GM's Hydra-Matic 9T50 9-speed automatic replaced the earlier 6-speed and generally shifts smoothly in cruise, but reviewers cite occasional hesitation and gear-hunting when calling for kickdown passing power — a symptom of pairing so many ratios with a modest 170 hp engine. Middle of the pack.

The 2024 Terrain carries a modest 1,500 lb max tow rating, adequate for a small utility trailer or personal watercraft but well below more capable compact SUVs like the Escape 2.0T (3,500 lbs) or Bronco Sport (2,200 lbs). GMC does not market the Terrain as a tow vehicle.

For 2024, AWD is optional on SLE and SLT and standard on both AT4 and Denali, so it's widely available across the range. System is a conventional driver-selectable single-speed AWD (must be manually engaged) with no low range and no torque vectoring — hardware sophistication trails class leaders.

The AT4 trim gives the Terrain a mild off-road personality with standard AWD, all-terrain tires, hill descent control, red recovery hooks, and skid plate styling, but ground clearance remains a modest ~7.9 in and there are no lockers, no low range, and only 170 hp on tap. Pavement-oriented crossover with a light-duty gravel/snow trim — a step above a base Escape/CR-V, well short of Bronco Sport Badlands or a Wrangler-class hardware set.

The 2024 Terrain is offered with a single 1.5L turbo I4 — no larger gas option, no hybrid, no PHEV and no EV variant. Take-it-or-leave-it lineup near the bottom of the compact SUV segment as electrified rivals (RAV4 Hybrid/Prime, CR-V Hybrid, Sportage Hybrid/PHEV, Tucson Hybrid/PHEV, Escape Hybrid/PHEV) proliferate.

2024 is the final year of the second-generation Terrain (2018-2024). Only the 1.5L turbo I4 (LYX, 170 hp / 203 lb-ft) with 9-speed automatic remains — the 2.0T and 1.6L diesel were dropped years earlier and no hybrid was ever offered. EPA-rated 27 MPG combined for FWD, 26 MPG AWD — mid-pack for the compact-SUV band and well behind hybrid-standard rivals (RAV4 Hybrid ~40, CR-V Hybrid ~37).

25 MPG city (FWD) with the 1.5T and 9-speed automatic is unremarkable for the segment — the small turbo has stop-start but no hybrid assist, so stop-and-go traffic pulls the average down materially compared to hybrid rivals. AWD gives up another 1 MPG in the city cycle.

30 MPG highway (FWD) with the 1.5T is roughly segment-average for a non-hybrid compact SUV — the small-displacement turbo cruises efficiently at part throttle, but the Terrain's tall boxy body and modest aero prevent a class-leading number. AWD trims lose 2 MPG on the highway cycle.

A 14.9-gallon fuel tank combined with 27 MPG combined (FWD) yields ~402 miles of theoretical range — mid-pack for the SUV band and one of the Terrain's more competitive efficiency attributes. AWD drops range to ~387 mi.

At 27 MPG combined on regular unleaded and the EPA's standard 15k-mi/yr / 55-city split, annual fuel cost is roughly $2,000 for the FWD volume trim — reasonable for a non-hybrid compact SUV but notably higher than hybrid-standard alternatives (~$1,350/yr for RAV4 Hybrid). AWD trims add ~$100/yr.

The 1.5L turbo LYX is engineered for regular 87-octane unleaded across all 2024 trims — no premium requirement, no diesel option remains, no charging infrastructure needed. Straightforward gas-station fuel keeps operating friction low, placing this at the top end of the 80-100 band.

The second-generation Terrain (2018-2024) earned a 4-star overall NHTSA rating, with 4-star frontal crash and 5-star side crash results. NHTSA carried the rating forward on the final 2024 model year without re-testing.

The aging second-generation 2024 Terrain earns Good in the original moderate overlap, small overlap driver and passenger tests, roof strength and head restraints, but was not retested under IIHS's stricter updated side crash protocol and holds no Top Safety Pick or TSP+ designation for 2024. Headlight limitations and lack of an updated side rating keep it out of award territory.

GMC Pro Safety Plus is standard across every 2024 Terrain trim (SLE, SLT, AT4, Denali): automatic emergency braking, front pedestrian braking, forward collision alert, lane keep assist with lane departure warning, following distance indicator and IntelliBeam auto high beams. Adaptive cruise control, blind-spot monitoring and rear cross-traffic alert remain trim/package-gated rather than standard, trailing Toyota Safety Sense 3.0 and Honda Sensing which include ACC and BSM more broadly.

GM's second-generation AEB with front pedestrian braking is standard on the 2024 Terrain and posts Superior daytime vehicle-to-vehicle results, but pedestrian and nighttime performance under updated IIHS protocols has been the weak link versus Toyota, Honda, and Subaru systems on the same testing round. Hardware is a single forward camera without the second-gen radar seen on newer platforms.

Lane Change Alert with Side Blind Zone Alert and Rear Cross Traffic Alert are alert-only and are optional or trim-gated on the 2024 Terrain — not standard on the volume SLE trim. Coverage is adequate once equipped, but the base-trim omission is behind rivals like the Hyundai Tucson and Kia Sportage that make BSM standard.

Lane keep assist with lane departure warning is standard across all 2024 Terrain trims and functions competently, but the second-gen Terrain does not offer a true hands-on lane-centering mode — the LKA is reactive, nudging at the line rather than actively centering. That lands well behind Honda Sensing centering, Toyota Lane Trace Assist, or Hyundai Lane Following Assist.

Full-speed-range adaptive cruise control is optional only on AT4 and Denali via the Driver Convenience II package on the 2024 Terrain; SLE and SLT buyers get only standard cruise control. There is no dedicated highway-assist mode on the second-generation platform, and ACC availability trails the segment where TSS 3.0 and Honda Sensing include it standard.

Super Cruise is not offered on the second-generation 2024 Terrain — GM's hands-free system did not expand into the compact-SUV segment until the redesigned 2025 model. No hands-free driving option exists on any 2024 Terrain trim.

The 2024 Terrain uses LED reflector headlights with standard IntelliBeam auto high beams; IIHS ratings for the second-generation Terrain headlights have ranged from Marginal on lower trims to Acceptable on Denali projector lighting, and are a chronic weak point that has helped keep the Terrain out of TSP contention. Better than a Poor rating but well behind Good-across-the-range rivals like the Subaru Forester and Mazda CX-5.

The upright second-generation Terrain has fairly generous glass and a tall driving position with a standard HD rear-view camera and an available HD Surround Vision 360-degree camera on Denali to compensate for the thicker C-pillar. Forward and side sightlines are competitive; rear three-quarter view is average and the surround camera is trim-gated.

The 2024 Terrain has two outboard LATCH lower-anchor positions and three top tethers — standard for the compact-SUV class. Rear door aperture and rear-seat foot space are adequate for rear-facing seats, but IIHS previously rated the second-gen Terrain's LATCH ease of use as Marginal-to-Acceptable due to deeply set lower anchors, and three-across installations are tight in the segment footprint.

2024 is the final year of the second-generation Terrain and it is exclusively a five-passenger, two-row compact SUV — no third row is offered on any trim. Buyers needing three rows step up to the GMC Acadia.

The Gen 2 Terrain (2018-2024) carries 40.0 in of front headroom without a sunroof, dropping to 39.7 in with the available panoramic sunroof (standard on Denali). Mid-pack for the compact SUV band.

Front legroom of 40.9 in is unchanged from the 2018 launch of the second-generation platform and sits near the bottom of the compact SUV band — CR-V (41.3 in), RAV4 (41.0 in) and Tucson (41.4 in) offer more, and the redesigned 2025 Terrain adds only about 0.8 in.

Second-row headroom of 38.5 in on the Gen 2 Terrain is competitive for the compact SUV segment — adult heads clear comfortably thanks to the upright roofline, with only a modest sunroof penalty.

Second-row legroom of 39.7 in is a real strength: fits two adults behind two adults and lands near the top of the compact SUV normalization band, edging out the redesigned 2025 Terrain (39.5 in) and matching Grand Cherokee-class space in the class below.

The 2024 Terrain is a two-row compact SUV with no third row offered on any trim — a straightforward near-zero-usability outcome. Three-row shoppers move to the GMC Acadia.

Cargo volume behind the second row sits near the lower end of the compact SUV normalization band — CR-V (~39 cu ft), RAV4 (~37 cu ft), and Tucson (~38 cu ft) all offer meaningfully more. This is one of the Terrain's weakest interior metrics and unchanged over the second-generation run.

Maximum cargo volume with the second-row seat folded is modest for the segment — the load floor is essentially flat with the sliding-and-folding rear seat (a Gen 2 Terrain hallmark) but total volume trails CR-V (~76 cu ft) and RAV4 (~69 cu ft) noticeably.

The Gen 2 Terrain's push-button-shifter dash design frees up center-console real estate for a large open storage tray with USB ports, and the fold-flat front passenger seat (SLT and up) doubles as an extended load surface for long items. Door bins and glove box are average, and there is no wireless charging on lower trims; nothing genuinely innovative but the flat-floor console idea is a small distinguishing touch.

SLT and above get 8-way power driver seat with lumbar; Denali adds heated/ventilated perforated leather fronts that reviewers describe as comfortable for daily commutes but a touch flat on long hauls. Second-row bench is upright and reasonably padded but the sliding-and-folding mechanism gives it a firm feel — adults are fine for short trips, less so cross-country. Middle of the pack for the compact SUV segment.

The Terrain rides on a single passive suspension tune across all trims — no adaptive dampers on any 2024 configuration. Reviewers describe the ride as compliant enough on smooth pavement but noticeably busy over broken surfaces, particularly on Denali's 19-inch wheels; the AT4's 17-inch all-terrain tires actually soften the ride the most. Body control is adequate but the platform trails newer compact SUV rivals for both comfort and composure.

The Gen 2 Terrain's cabin is quiet enough around town but road and wind noise become intrusive at highway speed, and the 1.5L turbo I4 turns coarse and audible under hard acceleration. Active noise cancellation and acoustic glass are not part of the outgoing generation's spec, so the redesigned 2025 Terrain notably improves in this area. Below-average for the segment.

Heated front seats and heated steering wheel are standard on SLT and up; dual-zone automatic climate is standard from SLT; ventilated fronts and heated second-row outboard seats are Denali-only. Remote start with cabin pre-conditioning is standard across the range. Rear vents are present but there is no separate rear climate zone. Competitive equipment for a mainstream compact SUV, though nothing standout.

2024 is the final year of the second-generation Terrain and the SL trim has been dropped, so SLE FWD becomes the entry point at $29,000 MSRP plus $1,395 destination = $30,395. Below the compact-SUV segment mid-band and effectively unchanged from the outgoing 2023 pricing.

2024 mix skews toward SLT AWD and AT4 as the Terrain's volume trims. SLT AWD lists around $34,600 MSRP + destination = ~$36k as-equipped, with AT4 AWD near $37k and Denali AWD topping out around $42k. Roughly $1k below the 2025 redesign at equivalent trim.

Estimated from Edmunds/CarEdge compact-SUV class data for GM 1.5T-class powertrains. The 1.5L LYX turbo I4 has documented long-term concerns (timing chain, thermostat, PCV) that lift maintenance versus naturally-aspirated Japanese rivals, and the final year of a generation carries added risk of TSBs against aging tooling.

Last-year-of-generation Terrains historically retain a couple of points less than mid-cycle years since the redesigned successor is on dealer lots at the same time. KBB/ALG residual projections put GM compact SUVs at ~45-50% of MSRP after 5 years; the 2024 sits near the low end and well behind Toyota RAV4 / Honda CR-V (56-60%).

GM's standard bumper-to-bumper coverage is 3 years / 36,000 miles — the industry floor. Substantially behind Hyundai/Kia/Genesis (5/60k) and the 5-year Mitsubishi/VinFast programs.

GM's standard powertrain coverage is 5 years / 60,000 miles — bottom of the industry alongside Ford, dwarfed by Hyundai/Kia (10/100k) and Mitsubishi (10/100k).

GM eliminated its 1-visit complimentary maintenance program for 2024 model-year GMC/Chevy/Buick vehicles, so the 2024 Terrain includes only 5-yr/60k roadside assistance and a 3-month OnStar & Connected Services Premium trial — no oil changes. Trails Toyota (2yr/25k ToyotaCare), Hyundai/Kia (3yr/36k), and even the 2023 Terrain which still had 1 maintenance visit.

$35,995 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $16,198) leaves about $19,797 in depreciation. Add the projected $5,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,597 in total.

2024 is the seventh and final model year of the 2nd-generation Terrain, a mature nameplate with substantial owner-survey data. Consumer Reports has consistently rated the Terrain around 2-3/5 for predicted reliability in recent years, and J.D. Power VDS places GMC near industry average. Mature build avoids the first-year penalty that hits the redesigned 2025.

GMC sits in the lower-middle of Consumer Reports brand reliability rankings and near industry average in J.D. Power VDS — well behind Toyota/Lexus/Honda but not bottom-tier. Comparable to sibling GM brands Chevrolet and Buick.

The 2nd-gen Terrain (2018-2024) has accumulated a moderate list of NHTSA recalls including headlight illumination (daytime running lamp) issues, airbag control module concerns, and shifter/park-assist software items — nothing catastrophic or systemic to powertrain safety. As the final year of the generation, 2024 benefits from the most refined build with fewer new issues than earlier MYs.

The GM 1.5L LSY turbocharged I4 (170 hp) has been in service across Terrain/Equinox/Malibu/Envision since 2018 and carries documented turbo actuator and oil consumption TSBs, though not a widespread engine failure pattern. The paired Hydra-Matic 9T50 9-speed automatic (used from 2020 on) is a proven GM transverse unit. Neither red-flag nor bulletproof.

Reviewers of the 2nd-gen Terrain cite competitive but unremarkable materials — soft-touch dash surfaces on upper trims, hard plastics on doors and lower cabin. The Denali trim adds leather, contrast stitching, and metallic accents that read appropriately upscale for the price, while volume SLE/SLT trims are middle-of-the-pack for the compact SUV segment. Notably, the outgoing 2nd-gen was actually praised for materials versus the downgraded 2025 3rd-gen.

Seventh-year build of the 2nd-gen Terrain from GM's San Luis Potosí (Mexico) plant is a mature, refined product — reviewers do not report widespread rattle, misalignment, or squeak complaints. J.D. Power Initial Quality Study places GMC around industry average. No first-year launch effects to contend with.

GMC is sold and serviced through the combined Buick-GMC dealer channel — roughly 1,900+ US points, providing broad nationwide coverage in urban and rural markets alike. J.D. Power Customer Service Index places GMC around industry average — not top-tier for service experience but reliably available.

As the final year of a seven-year generation, the 2024 Terrain benefits from a fully stocked parts pipeline and mature aftermarket support. The 1.5T LSY engine and 9-speed transmission are shared broadly across Chevrolet Equinox/Malibu and Buick Envision, keeping parts abundant. RepairPal-class annual repair cost for the Terrain historically sits in the $550-575 range — typical for a mainstream compact SUV.

Final-year second-generation 2024 Terrain carries the 8-inch color touchscreen infotainment display as standard equipment on every trim (SLE, SLT, AT4, Denali); no larger option is offered.

Runs GM's aging Chevrolet/GMC Infotainment 3 system: menu structure is logical and physical volume/tune knobs plus a home-screen button remain, but graphics, processor speed, and screen resolution are noticeably behind newer segment entries. Reviewers consistently describe it as functional-but-dated.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2024 Terrain trim, a genuine strength versus rivals like the 2024 CR-V and RAV4 that still restrict wireless projection to upper trims.

Voice recognition is GM's legacy command-based system (not natural language) and connected navigation is a subscription-gated OnStar service on higher trims rather than embedded turn-by-turn maps. Most owners default to CarPlay/Android Auto for both voice and navigation.

Six-speaker system standard on SLE/SLT is unremarkable; a seven-speaker Bose Premium audio upgrade is available on SLT and standard on Denali and provides respectable but not class-leading sound for the compact SUV segment.

Instrument panel remains an analog speedometer/tachometer flanking a small color driver information display (about 4.2 inches). No full-digital cluster is offered on any 2024 Terrain trim, including Denali.

The second-generation Terrain platform predates GM's VIP (Vehicle Intelligence Platform) electrical architecture, so over-the-air capability is limited to occasional infotainment/maps updates via OnStar rather than the whole-vehicle OTAs the 2025 redesign enables.

myGMC app supports remote start, lock/unlock, vehicle status, and locate, but the useful remote features are gated behind an OnStar Remote Access subscription after the trial expires. No phone-as-key on the 2024 Terrain.

Front row offers a USB-A and USB-C port with rear-row USB-A/USB-C standard; wireless phone charging is optional on SLT and standard on AT4/Denali. No 120V household outlet is offered.

Keyless entry with push-button start and remote start are standard on every 2024 Terrain trim; a hands-free power liftgate is standard on SLT and above. No phone-as-key is offered.

HD rear-view camera is standard; rear park assist standard on SLT and above; HD Surround Vision 360-degree camera is available only on AT4 and Denali. No automated parking assist is offered.

No head-up display is offered on any 2024 Terrain trim, including Denali — a gap versus the 2025 redesign, which added HUD as a Denali feature.

Second-gen Terrain gives 39.7 in of rear legroom on a 107.3-in wheelbase — enough space for rear-facing seats behind average parents — with two outboard LATCH and top tethers standard. What holds it below CR-V-class benchmarks is the 29.6 cu ft hold behind row two, which is stroller-hostile once a family adds groceries and a diaper bag.

NHTSA rates the 2024 Terrain 5-star overall and GMC Pro Safety (AEB with pedestrian braking, forward collision alert, lane keep assist, IntelliBeam, following distance indicator, Teen Driver) is standard on every trim. The gap for families is that GMC Pro Safety Plus — blind-spot monitor and rear cross-traffic alert, which most rivals include by default — is standard only on AT4/Denali and costs extra on the family-priced SLE/SLT, and IIHS did not award the 2024 Terrain Top Safety Pick.

Denali is available for 2024 with heated and ventilated leather front seats, heated steering wheel and an 8-inch color driver display — a genuine step up for long family drives — and rear HVAC vents are standard across trims. Ceilings are the modest 29.6 cu ft cargo hold behind row 2 (well behind CR-V's 39.3), no rear climate zone or rear-seat entertainment, and no heated outboard second-row option.

The 175-hp 1.5T through a 9-speed automatic is smooth in low-speed traffic and steps off cleanly at commuting pace — a real driving-manners advantage over the 2025 redesign's droney CVT. Standard rear camera, GMC Pro Safety and Teen Driver ease daily use, but adaptive cruise control is only available on higher trims (part of the Driver Alert Package on SLT+), leaving the volume SLE without the modern stop-and-go crutch that Sportage/CR-V/RAV4 buyers get standard.

EPA 26 MPG combined FWD / 25 MPG combined AWD on regular unleaded runs about $1,900/yr in fuel — average for a non-hybrid compact SUV and thoroughly beaten by hybrid-standard CR-V Hybrid (~40 mpg, ~$1,300/yr) and RAV4 Hybrid (~39 mpg). GMC offers no hybrid, PHEV or EV Terrain for 2024, and consumables/service costs sit at typical GM compact-SUV levels.

Compact footprint (182.3 in long × 72.4 in wide on a 107.3-in wheelbase) is easy to place in urban settings, the upright greenhouse gives good forward sightlines and HD Rear Vision plus rear park assist are available. Deducts: no 360° surround-view camera is offered on the 2nd-gen Terrain at any trim, and rear three-quarter view is average through the tall D-pillar.

With the trailering package, SLT, AT4 and Denali tow up to 3,500 lb — respectable in the compact SUV segment and comparable to RAV4 and Escape 2.0T — though the base SLE is limited to 1,500 lb and the 175-hp 1.5T is thin on torque headroom under load. No pickup bed and no factory upfit path keep the ceiling well below any body-on-frame or midsize alternative.

The GM 1.5T LSY paired with the Hydra-Matic 9T50 nine-speed has multiple years of production and a broadly acceptable reliability track record (J.D. Power quality score around 88/100 for 2024). AT4 adds a front steel skid plate and all-terrain tires for light abuse, but the platform is a light-duty crossover with soft-touch interior surfaces and no fleet or commercial variant.

Cargo tie-downs are standard, roof rails ride with SLT and above, and the folding front passenger seat lets the Terrain swallow items up to eight feet long — a genuinely handy work feature for a compact CUV. Ceilings are hard: no factory 120V/inverter outlet, no ProPower Onboard-style accessory power, no factory hitch (dealer-installed only), and no work-focused upfit program.

About 437-mi theoretical range (15.6 gal × 28 MPG hwy FWD) is solid for a gas compact SUV, the 9-speed cruises smoothly at freeway pace, and Denali brings heated/ventilated seats, heated steering and a stiffer B-pillar acoustic package that reduces highway fatigue. Ceilings are the modest 1.5T's audible strain on grades and the fact that ACC is optional rather than standard on volume SLE/SLT trims.

The 2024 AT4 trim is a genuine light-duty adventure package: standard AWD, Traction Select with off-road mode, Hill Descent Control, front steel skid plate, dark-finish AT4 fascia and Goodyear Sport Terrain all-terrain tires — content that vanished on the Elevation-only 2025 launch. It still isn't a Bronco Sport Badlands or Crosstrek Wilderness (no locking diffs, only about an inch of extra ride height), but it's clearly more capable than a base CUV.

The folding front passenger seat plus 60/40 folding rear seat lets the Terrain carry items up to eight feet long — a real flexibility win — and roof rails are standard on SLT and above. Raw cargo volume is still a limit (29.6 cu ft behind row 2, 63.3 cu ft max, well below CR-V's 39.3/76.5 and RAV4's ~37/~69), and there is no factory hitch or accessory ecosystem beyond dealer options.

The 2018–2024 Terrain sits on GM's D2XX compact-utility platform tuned firmly toward comfort — the chassis is secure and predictable but body control is soft and early understeer arrives well before segment leaders. AWD is a single-speed on-demand system with no torque vectoring, so cornering ability is honest but uneventful — mid-pack, close to the same-platform Chevrolet Equinox and below driver-focused rivals like the Mazda CX-5 or VW Tiguan.

Electric power steering is light around town and accurate enough for parking-lot duty, but delivers essentially no road feedback and stays overly light on center at highway speeds. Adequate for a family commuter, uninspiring for anyone who values steering communication.

Four-wheel disc brakes deliver linear, easy-to-modulate pedal feel with no fade complaints in normal driving; independent instrumented 60–0 stops for the 2024 Terrain and shared-platform Equinox typically fall in the 120–130 ft range — average for the compact SUV segment. No brake-by-wire or regenerative complications on this non-electrified powertrain.

The 1.5L LYX turbo I4 shows noticeable turbo lag off idle before the boost arrives, and the Hydra-Matic 9T50 9-speed automatic occasionally hesitates or hunts between lower gears when kickdown is requested — combining to make highway merges and grade pulls feel labored. Auto stop/start restarts are acceptably smooth. Middle-of-the-road calibration, well behind well-sorted hybrids or torque-rich turbos.

The 1.5T is subdued at light throttle and cruise, but turns coarse and thrashy above about 4,000 rpm — audible on highway merges, on-ramp acceleration, and any grade pull, made more noticeable because the small engine spends time near redline moving a ~3,500 lb crossover. Denali adds active noise cancellation and extra acoustic isolation but cannot mask the engine when worked.

GMC lists a 38.7 ft curb-to-curb turning diameter for the 2024 Terrain across trims — average for the compact SUV segment, slightly tighter than the redesigned 2025 Terrain thanks to the shorter 107.3-in wheelbase.

Tall SUV seating with good forward visibility over the squared-off hood, physical climate controls, and 8-way power driver seat on SLT and above. The pushbutton PRNDL shifter on the dash remains polarizing — some drivers adapt quickly, others find it counterintuitive vs. a conventional lever. Rear-quarter visibility is average due to thick C-pillars, offset by standard rear-view camera.

The 2024 Terrain is a comfortable, competent commuter with zero enthusiast pretensions — 170 hp fed through a 9-speed auto with numb steering and a soft, isolation-tuned suspension leaves nothing to reward hard driving. The AT4 adds all-terrain tires and cosmetic ruggedness but no dynamic changes, and no performance variant exists. Reviewers consistently describe it as a forgettable appliance in the segment.

Standard equipment carries over from the 2022 refresh: 8-inch color touchscreen with wireless Apple CarPlay/Android Auto, LED headlights, and the Chevy/GMC Safety Assist bundle (Automatic Emergency Braking, Forward Collision Alert, Lane Keep Assist with Lane Departure Warning, Front Pedestrian Braking, Following Distance Indicator, IntelliBeam auto high-beams) standard across all trims. That safety-tech baseline is above segment norms, but the 8-inch center screen and 4.2-inch driver info display look small next to CR-V/RAV4/Tucson rivals that had migrated to 10.25–12.3-inch screens by 2024, and Denali adds relatively little (heated steering wheel, memory seats) versus the price step.

2024 SLE FWD started at roughly $30,000 and Denali AWD topped out near $40,000, which is on-market pricing but no bargain given a single 175-hp 1.5T powertrain and no hybrid or higher-output option. RAV4 Hybrid, CR-V Hybrid, Tucson Hybrid and Sportage Hybrid all deliver meaningfully better powertrains and fuel economy for similar or slightly higher money, and the platform-mate Chevrolet Equinox typically undercut Terrain by $1,500–$2,500 for the same drivetrain. Denali interior quality is a genuine step up in the segment, keeping this from being poor value.

Four-trim lineup — SLE, SLT, AT4, Denali — with FWD or AWD on most trims (AT4 and Denali AWD-only) covers a reasonable price ladder and even offers a soft-roader flavor via the AT4. But the entire range runs a single 1.5L turbo four with the 9-speed automatic — no hybrid, no PHEV, no higher-output option. That's a meaningful gap versus RAV4 (gas + hybrid + prime PHEV + Woodland/TRD), CR-V (gas + hybrid + Sport Touring) and Tucson/Sportage (gas + hybrid + PHEV).

Terrain was one of GMC's top-selling nameplates in 2024 with roughly 90,000–100,000 US units for the calendar year, second only to the Sierra 1500 in the brand's mix and comfortably ahead of Acadia. In the broader compact-SUV field it's a mid-pack performer — well behind RAV4 (~450K), CR-V (~360K) and platform-mate Equinox (~200K), but ahead of niche players like the CX-50 or Solterra. Steady demand into the model's final year signals healthy market acceptance.

GMC's 'Professional Grade' positioning and the Denali sub-brand give the marque real cachet above mainstream rivals and consistently deliver higher transaction prices and residuals than platform-mate Chevrolet. That halo is strongest in trucks and full-size SUVs and weakest in the compact-crossover space, where cross-shoppers still view Terrain as an Equinox rebadge — but Denali trim demand keeps brand pull meaningfully positive here.

As the final year of the outgoing 2nd generation with the all-new 2025 already announced, GM ran genuine incentives to clear 2024 stock through the back half of the year — cash allowances typically $1,500–$3,500, subvented lease offers, and 3.9–4.9% APR financing programs on Terrain. Buyers routinely transacted at 5–10% below MSRP by mid-model-year, which is real negotiability without desperation pricing.

MY2024 is the final year of the 2nd-generation Terrain launched for 2018, with only the mid-cycle 2022 refresh (new front end, 1.5T + 9-speed, updated infotainment) between then and now. The all-new 3rd generation was already announced for 2025 with a completely new platform, interior, tech stack and Super Cruise availability — buyers of a 2024 are stepping into a soon-to-be-superseded vehicle with meaningful residual-value risk.

Reviews across Car and Driver, MotorTrend, Edmunds, KBB and Consumer Reports consistently rate the 2024 Terrain in the lower half of the compact-SUV pack — praise for the roomy cabin, easy driving manners and Denali interior polish is offset by criticism of the underpowered 175-hp 1.5T, dated infotainment, so-so fuel economy without a hybrid, and cheaper interior materials on lower trims. It doesn't win comparison tests and picked up no NACTOY or MotorTrend SUV-of-the-Year honors.