2018 Chevrolet Traverse
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
2025 Infiniti QX80
Infiniti’s Flagship SUV Sets A Course For Extravagance
This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan’s truck-based Armada full-size utility. That was in the early 2000s when the luxury SUV craze was exploding. It wasn’t as much as a game-changer, as it was “try to keep upper”. Now, this new QX80, Infiniti is promising to “Reimagine the luxury SUV”. Let’s see if Infiniti has turned their imaginations into reality.
Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished. There’s an overall feeling of extravagance here that we haven’t experienced from Infiniti in quite some time.
It’s not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there’s also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage. Forward of that is a dual touchscreen setup; the top 14.3-inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there’s a 9-inch one for climate controls.
You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there’s also the commanding view of the road that comes with that. Captain’s chairs are standard for the second row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel. The third-row experience is great, too, with heated leather seating, and adult size room for three.
Now, there is a whole new experience coming from under the hood. The last gen’s V8 has been replaced with a new twin-turbo 3.5-liter V6 rated at 450 horsepower, 50 over the V8. More notably, torque is up by more than 100 lb-ft to 516. Transmission is a nine-speed automatic, two more gears than last year, with rear-wheel drive standard, four-wheel drive an option. Max tow rating is 8,500-lbs.
And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds. There is roughly 3 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 mph. Gear changes are incredibly smooth, while not hindering acceleration in any way.
It's an impressive looking utility from any angle.
In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80. Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter. The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s. While we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.
It’s an impressive looking utility from any angle, starting right up front with the big “bamboo forest” grille. The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad. Look for its “Artistry In Motion” design theme to work its way down through the rest of the Infiniti lineup. All QX80s ride on 22-inch wheels except for base Pure trim which makes do with 20s.
A full power play includes standard motion-activated rear liftgate and power operation of both second and third row seats, expanding cargo capacity from 22 cu-ft behind the third row to 59 behind the second, and a max of 101.0 cu-ft with both rows folded.
Government Fuel Economy Ratings with four-wheel-drive are not great: 16 city, 19 highway and 17 combined. We averaged 18.6 mpg of premium. That’s a much worse than average Energy Impact Score, using 17.5 barrels of oil annually, with 8.6 tons of CO2 emissions.
Driving such a PUREly LUXEurious SENSORY overload, you’ll probably be expecting people to want your AUTOGRAPH, which we’re guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.
The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury. They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: 9-speed automatic
- Horsepower: 450
- Torque: 516 lb-ft.
- EPA: 16 City | 19 Highway | 17 Combined
- 0-60 mph: 6.3 seconds
- 1/4 Mile: 14.7 seconds at 95 mph
- Braking, 60-0 (avg.): 115 feet
- MW Fuel Economy: 18.6 mpg (Premium)
