2018 Chevrolet Traverse

2018 Chevrolet Traverse

Episode 3721
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

General Motors pretty much kicked off the large 3-row crossover movement with their 2007 Saturn Outlook. but, it didn’t take long for rivals to one-up the general with slightly smaller and nimbler competition. Since 2009, the Chevrolet Traverse has been the lambda platform’s volume leader. and, while clearly a sales success, it really hasn’t changed much over the years. until now that is. For 2018, what’s old is new again. 

Indeed, GM has plenty of experience building 3-row utilities; both in the old school SUV fashion, as well as in today’s more popular crossover style. This 2018 Chevrolet Traverse shares the new global C1XX…or “Chi” platform…with the GMC Acadia and Buick Enclave as before, but thankfully GM continues to increase separation between brands. 

On that note, the Traverse is on the long wheelbase version, same as Enclave, while Acadia is on the standard “Chi”.

At 204.3-inches, that gives Traverse about a foot more overall length than its GMC kin. Also, Traverse is the only one of the trio setup for 8-passenger seating.

Styling is always personal, but sleeker is a word we’ll use. While it’s slightly longer, the new Traverse looks leaner and less bloated, especially on profile, which we think favors the rival Ford Explorer.

Base engine is still a 3.6-liter V6. Now with automatic stop/start, it also adds a tiny bit more displacement thanks to a larger cylinder bore, and ekes out a few more horsepower, at 310. Torque stays the same at 266 lb-ft.  

It’s also helped by a new 9-speed automatic transmission. 

Believe it or not, a 2.0-liter turbo-4 is the engine upgrade. It features less horsepower, at 255, but more torque at 295 lb-ft. Currently available only in sporty RS trim, and only in front-wheel-drive. All other trims except for the base L, can be equipped with all-wheel-drive; while top level High Country models get a more advanced twin-clutch traction system. 

Our time with a front-wheel-drive 3.6-liter, revealed that it remains totally adequate for performing family hauling and commuting duties, but never feels overly powerful. Max. towing is actually down 200-lbs. from last year to an even 5,000. 

The 9-speed certainly helps fuel economy, as the Government Ratings are up across the board; now at 18-City, 27-Highway, and 21-Combined.  We averaged a good 22.9 miles-per-gallon of Regular. 

For a reasonable, for an SUV, Energy Impact Score of 15.7-barrels of yearly oil use and 6.9 tons of CO2 emissions. 2.0-liter fuel economy ratings are 20-City, 26-Highway, and 22-Combined. 

Better news than all of that, is that the new Traverse fully feels nimbler behind the wheel; on the street at least, which is certainly where the Traverse behaves best.  But with that, comes a sense that it’s not quite as solid feeling as some in the segment.

And, on our handling course, we still fought plenty of understeer; steering feel has noticeably improved, but we’d still consider it slow to respond to inputs.

Grunty low-end torque makes for an efficient leap off the line. The quick-revving 6 delivers power stoically throughout the range. We hit 60 more than a second quicker than in our last Traverse test at 6.9-seconds; with the full ¼-mile taking 15.3-seconds at 93 miles-per-hour.   

With fade-free, consistent stops from 60 of just 118-feet; we give it very high marks for braking too. 

Don’t know if it’s an early software issue or not; but away from the track, the new 9-speed transmission seemed a little clumsy at times; something we didn’t notice with the more refined driving experience of the new Buick Enclave. 

“Large and in charge” is the theme inside, with more than adequate room in all seating positions, including the 3rd row…and cargo capacity that’s among class best at 23.0 cubic-ft. behind the 3rd row, 58.1 behind the 2nd, and 98.2 with all seats folded. 

Our tester was sensibly equipped in LT trim, which some found a little disappointing. But, High-dollar High Country and RS trims are available if maxing out the bling factor is important to you. 

There’s plenty of tech to go around, including GM’s rear camera mirror, 4G LTE Wi-Fi, Apple Car Play and Android Auto, along with lane keep assist and automatic braking. 

Traverse pricing is on par with the segment, starting at a reasonable $30,925 and escalating to the very cushy High Country at $53,095. 

It’s no secret that GM’s big 3-row crossovers were long overdue for a complete update. And there’s no argument that the 2018 Chevrolet Traverse is now fully improved and modernized. However, we do wonder if GM went far enough. Just being bigger and a bit better doesn’t really cut it in a class where options are many. Still, we do think Chevrolet did enough to be solidly competitive, and the new Traverse will certainly be plenty appealing to all those that prefer their family ride have a domestic name. 

Specifications

  • Engine: 3.6 liter / 2.0 liter
  • Horsepower: 310 / 255
  • Torque: 266 lb-ft. / 295 lb-ft.
  • 0-60 mph: 6.9 seconds
  • 1/4 mile: 15.3 seconds @ 93 mph
  • EPA: 18 mpg city / 27 mpg highway
  • Energy Impact: 15.7 barrels of oil/yr
  • CO2 Emissions: 6.9 tons/yr
2024 Lincoln Nautilus 1

2024 Hyundai Elantra

Basic Transportation At Its Best…And That Is A Compliment

Episode 4334
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

For those of you who write in every week bemoaning the fact that all we seem to do around here is test incredibly expensive cars and EVs that only the very well to do can afford, this one’s for you. It’s a commuter and budget friendly mainstay from Hyundai, the compact Elantra sedan. And, it has been nicely updated for 2024.

We clearly do enjoy driving high-performance machines and ultra-luxury rides around here, but like most of you, when it comes time to drive home at the end of a long workday, we do so in something much more practical and affordable, like this 2024 Hyundai Elantra sedan.

If you’re thinking the front end has gotten more aggressive, you’re right. Hyundai calls it a “Shark Nose” theme, and we’re guessing they were thinking more Great White than Hammerhead, though Megamouth shark would also apply. It helps for a low and wide look; more substantial than the typical compact. Other additions for ’24 include slimmer daytime running lights, revised stainless steel Hyundai emblem, reshaped front fenders, sport sedan-style rear diffuser with silver trim; a parametric pattern added to the C-Pillar, and new LED taillights that take up a lot more space on the highly sculpted decklid. Plus, new wheel designs in sizes ranging from 15- to 18-inches.

Standard engine in SE, SEL, and Limited grades is this naturally aspirated 2.0-liter I4 with 147 horsepower and 132 lb-ft of torque. Even with no hybrid assistance, it gets substantial Government Fuel Economy Ratings of 31 City, 40 Highway, and 34 Combined; we averaged a great 38.6 mpg of Regular.

Those high fuel economy numbers mean acceleration times are pretty high as well. It was in no particular hurry to get off the line at our test track, as after a slight jolt of power, it felt pretty sluggish going down the track, taking us a lengthy 9.4 seconds to hit 60 mph. Hyundai’s Intelligent Variable Transmission has some realistic simulated gear shifts built in, and they not only provided the feel of a true automatic, but kept engine noise from becoming overbearing. And while this 2.0-liter may not be a house-on-fire off the line, it has no problem keeping up with traffic, and feels like just the perfect amount of power for a practical and safe commuter car.

There are other engine options too. Two choices if you want to go faster, a 1.6-liter turbo with 201 horsepower in the Elantra N Line, and a 276-horsepower turbocharged 2.0-liter for the Elantra N; plus, one with even better fuel economy, a 1.6-liter hybrid with a 139 horsepower total output.

And despite some significant understeer, there was good feel through the cones of our handling course, both in steering and chassis feedback. We wouldn’t quite call it “point and shoot,” but it responded to inputs fairly quickly, with only moderate body roll. All-in-all, when it comes to performance, it doesn’t claim to bring a whole lot to the table, but does clearly overachieve with what it does bring.

And Hyundai is always overachieving when it comes to packing in features, yet has found a way of keeping things refreshingly simple with a good mix of touchscreen and manual controls. Lots of space too, both up front in the surprisingly wide front buckets, and in the rear bench with ample room for three. Updates for all Elantra interiors include softer materials on the door panels, upgraded instrumentation and additional charging ports, plus a surround view monitor and new H-Tex simulated leather for Limited trim.

Elantra pricing starts with an SE at $22,775, the SEL comes in at $24,725, Limited begins at $28,215, and the sporty N Line starts at $29,615. If you’re interested in the hybrid, base Blue starts at $27,400 with Limited at $30,600.

Some might say there’s not a whole lot that’s earth shaking about the 2024 Hyundai Elantra, but that’s mostly why we like it so much. When it comes to just delivering good, basic transportation with a high dose of unexpected amenities, Hyundai delivers once again.

Specifications

  • Engine: 2.0-liter I4
  • Horsepower: 147
  • 0-60 mph: 9.4 seconds
  • 60-0 Braking: 111 ft (avg)
  • MW Fuel Economy: 38.6 MPG (Regular)
  • Transmission: IVT
  • Torque: 132 lb-ft
  • 1/4 Mile: N/A (Track Maintenance)
  • EPA: 31 City / 40 Highway / 34 Combined