7 Reasons to Avoid The 2024 Chevrolet Trax!

7 Reasons to Avoid The 2024 Chevrolet Trax!
Today, we’re looking at the 2024 Chevrolet Trax, a compact SUV that may not live up to your expectations. So keep on watching to learn about 7 reasons why you should avoid the Trax as an option for your next SUV…
The Powertrain is Pathetic…
Under the bodywork, things don't sound like an improvement on paper. Front-wheel drive is the only option, as is a 1.2-liter, yes, you heard that right, three-cylinder turbocharged engine that makes an embarrassing 137 hp and 162 lb-ft of torque. It transmits power to the wheels through a six-speed automatic gearbox. Now that’s not necessarily embarrassing for the size of the engine, but more because of the size of the car, I mean, it’s not a Fiat 500…!
The 2024 Trax actually has 18 hp and 15 lb-ft less than the old Trax, but Chevy has promised that this one is faster.
Chevrolet said that the entire package is such a dramatic shift from the old car that they considered renaming this car to something altogether different. It stuck with "Trax" simply because it already had customer recognition.
Sluggish Transmission
Another issue is the sluggish transmission, which doesn't downshift as promptly as we'd like. That said, we'd still take it over a CVT any day. Fuel economy is rated at 30 mpg combined, which is not as good as compact cars like the Honda Civic but about on par for a crossover this size.
There’s no All wheel drive option…
Yep, that’s right. We’re talking about a crossover SUV here and the new Trax won’t offer an all-wheel drive option, which is pretty disappointing to say the least. Both the Toyota Corolla Cross and the Mazda CX-30 offer all-wheel drive as standard which on top of the notorious Japanese build quality, makes either of them a much smarter choice in this domain.
The interior is dissapointing
If there's a somewhat obvious and glaring flaw in a lot of GM products is the existence of cheap plastics and terrible switchgear. Now we wouldn’t expect the interior quality of an Audi or Mercedes here, but the Trax certainly doesn't meet the basic standards of today’s market.
Considering that much of aesthetic design is subjective, the inside of the Trax is attractive. In fact, after driving the GMC Canyon Denali and AT4X just before the Trax, we prefer some details in the crossover.
That theme of adding a bit of detail where Chevy could've skipped it continues throughout the cabin. The climate vents get little colored fins, the door cards get more texturing, and the seats have unique patterns too. These are the kinds of things that need to be improved across many GM products. We're impressed to see them on the brand's new entry-level model.
The base Trax comes with an 8-inch infotainment system and a 3.5-inch driver information display flanked by two analog gauges. The top three trim levels all get an 8-inch fully-digital gauge cluster and an 11-inch touchscreen infotainment system.
It's also worth noting that the Trax is considerably larger than the old model. In fact, it's 11 inches longer, 4 inches lower, and 2 inches wider than it was in the past. That translates to more cargo and passenger capacity including three extra inches of legroom in the back seat and up to 25.6 cubic feet of storage behind the seats. So we’ll hold our hands up on this one, that is certainly an improvement over the previous generation.
A few of the major complaints center on the seats, which suffer from short front and rear cushions, leaving taller drivers' legs only half supported, and the strange lack of configurability of the available digital gauge cluster. Entry-level LS and 1RS Trax models get analog gauges with a basic display, along with a smaller 8.0-inch, old-generation touchscreen. Still, the rest of the lineup gets a fully digitized dash with an 8.0-inch driver display and an 11.0-inch central screen.
Despite the uplevel models' available screen area, Chevy only allows the driver's display one bit of secondary info at a time-such as trip data or coolant temperature-alongside the speedometer, tachometer, and fuel gauge.
Curiously, there are three designs for those primary gauges via the steering wheel controls. Still, changes to the secondary readout are handled via the central touchscreen, where you must find the data you want to display and then select "display in cluster." It's confusing and a wasted opportunity, given the digital real estate, and the inability to use steering wheel controls to change things there is odd.
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