Our 7 Favorite Facts about the 2024 Chevy Traverse

From Super Cruise to 22s, the redesigned Traverse adopts several new features that have us intrigued.

The 2024 Chevy Traverse trades its previously prosaic facade for a more muscular physique. The three-row mid-size SUV's new look comes as part of a redesign that introduces a new generation, one that should help the Chevy better align with myriad competitors who have also donned boxier bodies and off-road-focused trim levels. Along with a new powertrain and improved interior, the 2024 Traverse was revealed with a host of intriguing new features, and we've compiled a list of our seven favorites.

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While we're fans of a naturally aspirated V-6, we also appreciate added power. That's exactly what the Traverse's new turbocharged 2.5-liter four-cylinder brings. The engine is standard on every 2024 model and makes a GM-estimated 315 horsepower and 317 pound-feet of torque. Compared with the outgoing 3.6-liter V-6, those figures improve by 5 and 51, respectively. The turbo four also teams with an eight-speed automatic transmission instead of the nine-speed gearbox that paired with the old V-6.

Until now, the Z71 off-road package has only been available on body-on-frame models such as the mid-size Colorado and full-size Silverado pickup trucks as well as Chevy's large SUVs, the Tahoe and Suburban. The Traverse represents the first unibody model to get the Z71 treatment, which includes a wider track and an extra inch of ground clearance. The kit also adds unique 18-inch wheels mounted on Goodyear Wrangler Territory All-Terrain tires, aluminum skid plates, red tow hooks, and a revised suspension setup to handle more rugged terrain. The Traverse Z71 also comes standard with a twin-clutch all-wheel-drive system.

What are flashier than 20-inch wheels? The answer is 22-inch wheels. The larger rollers are now available on the Traverse to those who opt for the snazzy, sport-tuned RS trim level. We think the 22s nicely fill out the SUV's wheel wells and complement its assertive stance. The biggest set of rims that were available on the last-generation Traverse measured 20 inches. Pshhh, that ain't nothin'.

The new Traverse retains the same 120.9-inch wheelbase as its predecessor, which means its interior dimensions aren't too far off. However, Chevy's interior designers worked to make the space feel more open. Not only did they lower the SUV's beltline to accomplish this, but they also lowered the instrument panel. The result is a cabin that's easier to see out of and feels airier, especially when the Traverse is equipped with the available panoramic sunroof seen here.

The proliferation of electronic shifters has led to an annoying trend where automakers try and get too creative and end up putting unintuitive rotary knobs or push-button shifters in new vehicles, usually that take up valuable space on the center console. For that reason, we appreciate Chevy going back to its roots and giving the new Traverse an old-school column-mounted shifter. Now we just have to hope the trend will catch on elsewhere—but we're not holding our breath.

First introduced on the 2018 Cadillac CT6, GM's Super Cruise hands-free driver-assist system has had a long gestation period before it trickled down to non-luxury brands. While the new Traverse isn't the first bow-tie badged model to offer the tech, it likely signals the start of more mainstream models adding it to their option sheet. With Super Cruise, drivers in the U.S. and Canada can travel on over 400,000 miles of mapped divided highways without having to use their hands. The Traverse's system can also change lanes on its own, and it works while towing a trailer too.

Super Cruise isn't the only cool new driver assist available on the 2024 Traverse. Chevy also expanded its suite of safety tech to include new equipment that's all standard. Among them are front pedestrian and bicyclist detection to hopefully help prevent plowing through crosswalks. There's also a side bicyclist alert, automated emergency braking designed for intersections, and a newly available self-parking feature. That last one costs extra, though.

Eric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual '97 Chevy Camaro Z/28, and a '90 Honda CRX Si.

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