Nicely weighted, precise steering helps the Trax feel responsive and willing at low speeds, and body roll is well contained at higher speeds. It also retains fairly predictable and stable handling when the roads twist up.
The tiny crossover rides firmly but is not harsh. But it isn’t the smallest in the class, and the tall shape gives reasonable headroom even if leg room can feel pinched for six-footers and over. The Trax isn’t a big machine, and the back seat isn’t huge either. All-wheel drive (AWD) is a $620 option on both the LS and LT. There’s far too much drama and noise without enough substance, but the six-speed automatic transmission shifts smoothly and does what it can to round out the otherwise rough powertrain. In town, the motor is acceptable, with enough fizz to get moving in traffic, but reaching highway speeds or passing once you’re there is a buzzy strain. The Trax’s single engine makes a lot of noise but doesn’t deliver much in the way of power or fuel economy. Furthermore, the Trailblazer earns a Top Safety Pick+ rating from IIHS, while the Trax gets only a mixture of Good and Acceptable ratings.
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With the Driver Confidence package, the Trax LT is just $100 less than the Trailblazer LT, and it’s hard to recommend the older machine over the newer one at that price.
The Trax also costs about the same as the lower-end LS and LT grades of Chevy’s own Trailblazer, a more modern vehicle with a healthy raft of active-safety features standard. Many of the Trax’s competitors make more active safety features standard, including automatic emergency braking, which is not available on the Trax, but if you’re really set on this small Chevy, the LT with this option package rings in $24,890, a figure that puts it in direct competition with the newer Mazda CX-30, Hyundai Kona, Kia Seltos and the similarly graying Jeep Renegade. The Trax’s cabin dates to 2017, and while the materials directly in the driver’s line of sight aren’t bad, overall it’s feeling it age and price. This latter option adds the only active-safety features available on the Trax: rear parking assist, blind spot warnings, and rear cross-traffic alerts. Those include the $650 Premium Seat package, with leatherette upholstery and heated front seats, and the $495 Driver Confidence package. But it opens up virtually all of the desirable option packages.
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The upgrade LT trim starts at $24,395 and nets buyers only cruise control, tinted glass and steering wheel cruise and audio controls.
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The base LS trim starts at $22,595, including a $1,195 destination fee, and comes with a 7-inch touchscreen, Bluetooth, Apple CarPlay and Android Auto, SiriusXM radio, 16-inch painted aluminum wheels, ten airbags and a rearview camera. Every Trax is powered by a 1.4-liter four-cylinder that makes 138 horsepower and sends it to either the front or all four wheels through a six-speed automatic transmission. This year the Trax is down to just two trims and a single engine. The tiny ute rolls into 2021 with fewer trims and options than before, but few other changes. Sales numbers could also be one reason why the vehicle has been so slow to receive updates, after a mild makeover in 2017 very little has changed. ChevroletĬhevy moved over 106,000 of the things in 2020 and almost 119,000 in 2019, which shows that a low price still matters to tens of thousands of buyers. Though a familiar shape after many years on the market, the 2021 Chevrolet Trax is still clean looking, and it makes the best of its tall-and-small proportions. The Trax is a big seller for Chevy despite its age and shortcomings. General Motors has long kept older models on sale alongside newer ones for buyers who want them, and in the case of the Trax, buyers do.
Both are almost ten years deep into production now, and their nominal replacements, the Encore GX and Chevy’s own Trailblazer, are already on the scene. The Chevrolet Trax is an affordable subcompact crossover that shares its underpinnings with the Buick Encore.
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