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
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs