We spent a week and 420 miles in a 2024 Chevrolet Trax 2RS to see whether Chevy’s budget crossover delivers real value against pricier small SUVs like the HR-V, Kona, Seltos, and CX-30.
The redesigned Trax rides on a longer wheelbase and is powered by a 1.2-liter turbocharged three-cylinder (137 hp, 162 lb-ft) paired to a six-speed automatic and front-wheel drive—there’s no AWD option. Pricing is the hook: the LS opens around $21,500 including destination, while well-equipped trims (LT, 2RS, ACTIV) land in the mid-$20Ks. Our 2RS tester, with 18-inch wheels and convenience/safety packages, stickered just over $26,000. Test conditions included a mix of urban commuting, suburban errands, and two 120-mile highway stints, with temps between 58–82°F.
We ran the factory 225/55R18 all-season tires at placard pressures, two occupants, and light cargo. Over 420 miles, we averaged 31.1 mpg against the EPA’s 30 mpg combined (28/32 city/highway), with the trip computer reading within 0.2 mpg of pump calculations. Performance is adequate rather than eager. Peak torque arrives early, so the Trax steps off smartly, but passing at 60–75 mph requires planning and a heavy foot; expect roughly mid-9-second 0–60 mph sprints.
The six-speed calibrations favor smoothness over aggression, avoiding the busy shifting common in rivals’ CVTs. Engine noise is subdued around town, growing coarse above 4,000 rpm under sustained climbs. Ride tuning is a sweet spot for the class: it smothers broken pavement better than a CX-30 on big wheels and out-comforts the HR-V, with only moderate head toss over sharp expansion joints. Steering is light and consistent, with predictable body roll and safe understeer when pushed—exactly what entry buyers need.
Highway manners are calm; at 70 mph we recorded low-70s dBA on coarse asphalt, competitive for the segment. Brakes are easy to modulate and showed no fade in repeated downhill stops. The trade-off for the price shows up in outright grip (all-seasons squeal early) and power reserve; drivers in hilly or high-altitude regions may want to test drive with a full load. Practicality is where the Trax punches above its price.
The cabin is roomy for four adults, with notably improved rear knee/foot space versus the prior model. Cargo capacity measures 25.6 cu ft behind the second row and 54.1 cu ft folded, with a low liftover and a two-level load floor on upper trims. Tech is straightforward: an 8-inch touchscreen on LS/1RS and an 11-inch unit on LT/2RS/ACTIV, all with standard wireless Apple CarPlay/Android Auto and available wireless charging. Chevy Safety Assist (AEB with pedestrian detection, lane keep, auto high beams) is standard; adaptive cruise control is optional on LT and above.
The backup camera is low-res but usable; lane centering works smoothly within its lane-keep remit. Value assessment: for roughly $3,000–$5,000 less than comparable Konas, Seltos, and HR-Vs when similarly equipped, the Trax delivers more space, simpler tech, and better ride comfort than expected at its price. You give up AWD availability and extra passing power offered by a Seltos 1.6T or CX-30 2.5, and Chevy’s 3/36 basic, 5/60 powertrain warranty trails Hyundai/Kia. But if your priorities are cost of entry, fuel economy, standard safety kit, and real-world usability, the Trax is currently the segment’s best value play.
Buyers needing AWD or frequent mountain driving should cross-shop Seltos/Crosstrek; everyone else can pocket the savings without feeling shortchanged.
