2015 Chevrolet Trax
Chevrolet is well known for its full-size SUVs like this Tahoe. But, it’s really small utes that are fast becoming today’s big deal. The Nissan Juke, MINI Countryman, and Buick Encore are already out, with more coming like the Honda HR-V, Jeep Renegade, and our focus this week, the Chevrolet Trax. Now, Chevy is no stranger to tiny utes. But, their last one, the Tracker built with Suzuki, was less than the best. So let’s see the new Trax is on the right track.
Utility vehicles are coming in ever more shapes and sizes these days, so love them or hate them; they’re not going away anytime soon. This 2015 Chevrolet Trax plays into a segment that is ripe for explosive growth: sub-compact crossovers.
While most efforts so far have been luxury minded, like the Mini Cooper Countryman, and Buick Encore, with which this Trax shares a platform, more mainstream brands are now joining the downsizing. And it’s about time, as we think the Encore’s size would work for Chevy from the get go.
And actually it has been, as the South Korean made Trax is already sold in over 60 global markets. It’s just new to Chevy dealers here.
Mechanically, the Trax is nearly a clone of the Encore, including front-wheel-drive being standard with all-wheel-drive optional. Power comes from the same “little engine that almost can”. Lifted from the Chevy Sonic subcompact, it’s a 1.4-liter I4 turbo with 138-horsepower and 148 lb-ft. of torque, attached to a 6-speed automatic transmission. Also from Sonic is the MacPherson strut front suspension, and compound crank torsion beam under the rear.
On both city streets and the sweeping canyons east of San Diego, where we got our first drive, the suspension tuning proved fully competent; similar to Encore; not sporty, not soft, but a good middle ground. Ride quality is pretty good for a short wheelbase vehicle, until the roads get really choppy.
The all-wheel-drive system is a fully automatic on-demand system. Sending power rearward when slip is detected, which does include on tight turns. Curb weight is as much as 3,300 pounds with all-wheel-drive.
On the technology front, the Trax is fully up to speed with a 7-inch MyLink display in the center stack, Siri Eyes Free connectivity, standard keyless entry; and optional remote start. Like all newest GM’s, OnStar 4G LTE with built-in WiFi is standard, as is a back-up camera; though navigation, by way of the BringGo app is optional.
The instrument panel is more Sonic than Encore with a large, round, motorcycle style tachometer on the left, and a rectangular digital display right for speed and more. The 3-spoke steering wheel has nicely integrated controls; and the overall fit-and-finish of the interior seems perfectly fine for a Chevy price point.
A full complement of 3 in the back seat would be uncomfortable for all parties involved, but both leg and knee room were adequate for 2 adults; reliefs cut into the front seatbacks help a lot. Up front, there’s a good amount of room as well, but seats are narrow and you still sit very upright.
As for cargo, rear seatbacks fold 60/40, and the front passenger seat folds flat as well, for longer items. At 18.7 cubic-ft., rear cargo space is larger than both the Nissan Juke and Jeep Renegade, 48.4 cubic-ft. with the seat backs folded.
And there’s a wealth of small item storage bins throughout the interior. 10-airbags are standard, including rear seat-mounted thorax bags.
On the outside, all of the current Chevrolet design cues are here; dual-port grille, smooth body sides with rounded fenders, and a gently sloping rear with well integrated spoiler that extends down the sides of the back glass, and stacked tail lamps.
It’s a smooth design with plenty of curves, a fairly aggressive stance, and enough glass for fine visibility. Body lowers are covered in plastic; and simulated skid plate’s front and rear hint at capabilities that are probably best left untested.
16-inch wheels are standard, with the top trim model getting 18’s. Wheelbase of just 100.6-inches, and a front track of 60.6 inches makes for a tidy package. Overall length comes in at 168.5-inches; ground clearance is a good 6.2-inches.
Government Fuel Economy Ratings for a front-wheel-drive Trax are 26-City, 34-Highway, and 29-Combined. Sending power to all 4 wheels will lower those numbers to 24-city, 31-Highway, and 27-Combined. That’s still good for an above average Energy Impact Score of 11.4-barrels of annual oil use with CO2 emissions of 5.1-tons.
Pricing follows an affordable Chevrolet formula starting at $20,995. All-wheel-drive adds $1,500 more, which makes it the least expensive all-wheel-drive Chevrolet you can buy. A base Encore stickers for 4-grand more.
So for 2015, GM morphs the Buick Encore into the Chevrolet Trax, and fortunately all of the competency is left fully intact. The Encore was a much bigger hit than expected, so this one will certainly have higher expectations. But, we think the Trax is off on the right track to fully meet them.
Specifications
- Engine: 1.4 liter
- Horsepower: 138
- Torque: 148 lb-ft.
- EPA: 26 mpg city/ 34 mpg highway
- Energy Impact: 11.4 barrels of oil/yr
- CO2 Emissions: 5.1 tons/yr
2025 Volkswagen ID. Buzz
Volkswagen Brings Beetlemania Level Of Excitement To Minivan Segment
The duty of upholding Volkswagen’s heritage has most recently been delegated to small legacy car names like Golf and Jetta. But hold on! A much larger, totally modern take on VW’s classic microbus has just buzzed over the horizon— the all-electric ID. Buzz. It’s been at the top of our minds since we first saw the concept back in 2017. Well, it’s finally here, so let’s get our groove into drive!
This 2025 Volkswagen ID. Buzz has indeed created the most buzz around Volkswagen since the Beetle’s return to the U.S. in the late 1990s. We couldn’t drive it anywhere without drawing a crowd. No wonder, just about everyone has a VW Microbus story to tell, and seeing this reimagined version rolling down the street brings back all those memories.
VW really pulled it off as far as we’re concerned, as it looks great without appearing over the top. All the cues are here: Big VW logo front and center, lots of greenhouse including A-pillar windows and mini sliders for the second-row passengers, D-pillar air vents, and two-tone wheels. And while its appearance may be pure retro, its drivetrain is far from it, as the ID. Buzz is all-electric, and unlike the new Beetle, the Buzz does retain the original Microbus’ rear-drive architecture.
Powering those rear wheels is a 210-kW motor drawing juice from a 91-kWh battery for a range of 234 miles; 200-kW max charging will get you to 80% in about 26 minutes. Buyers can add another small 80-kW motor up front for 4motion all-wheel-drive and an increase of total output from 282 to 335 horsepower with a combined 512 lb-ft of torque. It uses the same battery, but range estimates drop just slightly to 231 miles. But while those numbers are modest, we also found them to be quite conservative, as we observed as many as 287 miles available in our all-wheel-drive tester’s gauge display and were on pace for 273 miles in our driving loop.
One throwback theme that may be a turnoff to some is that it’s quite a step up into the Buzz’s front seats, but there’s certainly a commanding view of the road once you climb in. Second row seating can be either a three-place bench or a pair of captain’s chairs, so there’s generous room for seven or six passengers. The captain’s chairs in our Pro S Plus offer good support and very easy access to the third row.
Lots of flexibility too with the option to simply fold the seats or remove them altogether.
With the sliding side doors and a wide opening rear hatch, there’s plenty of access for loading big sport utility amounts of cargo. Lots of flexibility too with the option to simply fold the seats or remove them altogether, and the ability to create a full-length flat floor with a rear cargo shelf that covers some handy removable storage bins. There’s 18.6 cubic-feet of space behind the third row, 75.5 behind the second, and a max of 145.5. That’s more than a Chevrolet Tahoe. For smaller items, there are lots of cubbies throughout the cabin, along with a standard Buzz Box that can be moved to multiple locations.
With a design that prioritizes retro form and modern function over aero efficiency, the 4motion equipped ID. Buzz earns a Fair efficiency rating, using 42-kWh of electricity per 100 miles, and we weren’t sure what to expect at our Mason Dixon test track.
What we found was great torque off the line and drama free launches to 60 in just 5.3 seconds. It was very stable at speed and power delivery stayed steady most of the way down the track until we reached about 90 mph, when it began to taper off just before we finished the quarter-mile in 14.0 seconds flat at 97 mph.
With 1,200-lbs. of battery weight nestled in its 127.5-inch wheelbase, the Buzz felt planted to the pavement through our handling course. There was quite a bit of body roll to deal with, but surprisingly little understeer. In panic braking runs, pedal response was inconsistent, feeling soft at times, pushing back hard at others; but through it all, results were quite good, stopping from 60 in an average of just 108 feet.
Three interior themes are available, this Dune is the brightest, featuring coastal inspired wood optic dash décor, “gray and clay” leatherette surfaces, and a high-mounted central 12.9-inch touchscreen. Pricing starts with a rear-wheel-drive Pro S at $61,545; this Pro S Plus begins at $65,045, add another $4,500 for 4motion, which brings a few extra features along with all-wheel drive.
Retro design with old-school VW charm, modern EV drivetrain, big SUV capacity merged with minivan flexibility; it all comes together in this 2025 Volkswagen ID. Buzz. It’s easily one of the coolest rides of the year and one that will likely keep Volkswagen dealers buzzing for years to come, and that’s something no other people and things mover can say.
Specifications
As Tested
- Motor Setup: Dual-Motor AWD
- Battery Size: 91-kWh
- Horsepower: 335
- Torque: 512 lb-ft
- EPA Range: 231 miles
- 0-60 mph: 5.3 seconds
- 1/4 Mile: 14.0 seconds at 97 mph
- Braking, 60-0: 108 feet
- MW Test Loop: ~ 273 miles