Instrumented Test
In this episode of “Badge Engineering: GM,” the Chevrolet Trax gets the better of its Buick Encore cast-mate. Following the Encore’s lead, the Trax is Chevrolet’s entry into a new class of diminutive SUVs, one occupied by the Honda HR-V, Jeep Renegade, Mazda CX-3, and the Nissan Juke. But the Trax is more interesting than its Buick twin for two reasons. First, the Trax, with its flared fenders, doesn’t look like a chrome-laden potato. Second, Chevy charges roughly $4000 less than Buick.
The Trax is tiny on the outside—it’s less than one inch longer than an old air-cooled Porsche 911—but remarkably spacious within. A six-foot passenger can fit comfortably behind a six-foot driver. Large doors make getting in and out easy, and the Encore’s solid structure and quiet demeanor remain. In fact, the Trax proved to be slightly quieter at 70 mph than the last Encore we tested. Chevy’s interior appointments and materials aren’t quite as expensive-looking as the Buick’s, but the cabin design is clean and modern. One low point is the audio system’s touch screen. Lifted from the Chevy Sonic, the screen is irritatingly slow to respond.
We’d also like a bit more speed from the powertrain. As in the Encore, the Trax gets a 1.4-liter turbo four with 138 horsepower and 148 pound-feet of torque channeled through a six-speed automatic. Acceleration is tepid, turning downright cold with passengers and cargo aboard. Equipped with four-wheel drive, our LTZ-spec Trax hit 60 mph in 9.4 seconds. There’s no getting around it: The Trax is slow. Get used to flooring the pedal. A lot. We did, and traveled 23 miles on a gallon of regular. That’s shy of the 24-mpg city figure quoted by the EPA and well short of the 31-mpg highway number. At least the little four takes its licks without much audible protest.
And though it might not be quick, the 3296-pound Trax has a small-car tossability that we find endearing. It’s never clumsy on the road, and the quick steering fosters a deft and lively feel. Lateral grip is lacking, but body roll is well controlled and secure. We did notice that the nose dives enough to upset the Trax’s stability under hard braking. A strong leg is required to activate the ABS, but slam on the brakes with authority and the reward is a near-sports-car-grade 166-foot stop from 70 mph.
Neither quick nor sexy, the Chevy Trax is nonetheless exactly what it appears to be: a pleasant, space-efficient transportation pod.
Chevy’s Trax is a no-fuss machine. Small and refined, it is a handsome entry into the burgeoning baby-ute set. Our only advice to shoppers is to avoid the top LTZ trim level. Our LTZ with four-wheel drive arrived with a $27,405 price tag, but you could save $2585 by opting for the mid-level LT version and forgoing the power driver’s seat, fog lights, Bose stereo, and 18-inch wheels. Now, if that $2585 bought an extra 50 horsepower, we’d happily pay up, because there’s nothing wrong here that an additional 50 horses won’t fix.
