30,000-Mile Update
As the adage goes, “Time flies when you consistently deliver efficient, reliable transportation in an affordable package that doesn’t feel as low rent as its price would indicate.” Or something like that.
Our long-term 2024 Chevrolet Trax covered the 10,000-mile span between 20K and 30K in roughly four months without a hiccup. Though its extreme reliability makes for a bit of a dull update, it did travel to exciting Michigan locations such as Cadillac, fabulous Ferndale, Jackson, Kalamazoo, Lansing (both East and not East), and Port Huron. Riveting! Then, just to remind us how good life in the Mitten is, the Trax briefly dipped below the state’s southern border, stopping in Maumee, Ohio, en route to Pittsburgh. Finally, just before the odometer rolled past the 30K mark, the Trax returned to Canada for an overnight.
Throughout, it has returned 27 mpg and required not a single quart of oil. Both contribute to a low average operating cost that makes its $26,540 as-tested price seem even sweeter. Deputy video editor Carlos Lago summed it up best in his logbook entry: “The more I drive other, costlier vehicles, the more impressive the Trax’s features set becomes. And this makes it easy to wave away its shortcomings.” Nearly every complaint, meanwhile, points at some minor quibble but immediately tempers the criticism with “But at this price . . .”
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And then a sole discordant voice breaks through the generally congenial observations: “I don’t enjoy driving this car,” wrote technical editor Austin Irwin. “There is barely any acceleration or passing power, the brakes are far too sensitive to inputs, and the 40-to-60-mph rush-hour rhythm on I-94 makes me feel like I’m a bobblehead.” This logbook comment might be the most notable part of the Trax’s last 10,000 miles, because this is the first we’d ever heard about the brakes being touchy.
While the entire C/D staff has been on Team More Power since the Trax first arrived, most find that the Chevy does a commendable job with the 137-hp turbocharged three-cylinder it was born with, thanks in part to the use of a traditional six-speed automatic transmission instead of a CVT.
While the Trax makes do without much power, in our experience it also makes do without much service. Our sole outlay over the past 10,000 miles was a single $206 dealer trip for the Trax’s scheduled 22,500-mile service, which included an oil and filter change, a tire rotation, a cabin air filter replacement, and inspections. We have spent precisely zero dollars on unscheduled maintenance or repairs. Granted, we removed the Trax’s winter tires and reinstalled the all-season rubber ourselves, which saves a few bucks in labor. We did pick up a puncture along the way, but a local Belle Tire repaired it for free.
Despite its many budgetary constraints, the Chevy’s interior is holding up well. The surfaces and upholstery show only minor signs of wear. The infotainment is a little laggy, but that’s not a new occurrence, and neither is the lack of padding on the door-panel armrest. We’re running seriously low on nits to pick here. Now it’s time to see whether the Trax can maintain its fiscally righteous (if unexciting) mission for the final 10,000-mile stretch.
Months in Fleet: 14 months Current Mileage: 29,969 miles
Average Fuel Economy: 27 mpg
Fuel Tank Size: 13.2 gal Observed Fuel Range: 350 miles
Service: $316 Normal Wear: $0 Repair: $0
Damage and Destruction:$6770
Specifications
Specifications
2024 Chevrolet Trax Activ
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $24,995/$26,540
Options: Sunroof package (power sunroof with manual shade, wireless charging pad), $895; Driver Confidence package (rear cross-traffic alert, lane-change alert with blind-zone alert, adaptive cruise control), $650
ENGINE
turbocharged and intercooled DOHC 12-valve inline-3, aluminum block and head, direct fuel injection
Displacement: 73 in3, 1199 cm3
Power: 137 hp @ 5000 rpm
Torque: 162 lb-ft @ 2500 rpm
TRANSMISSION
6-speed automatic
CHASSIS
Suspension, F/R: struts/torsion beam
Brakes, F/R: 11.8-in vented disc/10.6-in disc
Tires: Goodyear Assurance Finesse
225/55R-18 98H M+S TPC Spec 3179MS
DIMENSIONS
Wheelbase: 106.3 in
Length: 178.6 in
Width: 71.8 in
Height: 61.4 in
Passenger Volume, F/R: 54/44 ft3
Cargo Volume, Behind F/R: 54/26 ft3
Curb Weight: 3055 lb
C/D TEST RESULTS: NEW
60 mph: 8.8 sec
1/4-Mile: 16.7 sec @ 82 mph
100 mph: 29.3 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 9.4 sec
Top Gear, 30–50 mph: 4.3 sec
Top Gear, 50–70 mph: 6.1 sec
Top Speed (C/D est): 115 mph
Braking, 70–0 mph: 183 ft
Roadholding, 300-ft Skidpad: 0.83 g
C/D FUEL ECONOMY
Observed: 27 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 30/28/32 mpg
WARRANTY
3 years/36,000 miles bumper to bumper
5 years/60,000 miles powertrain
6 years/100,000 miles corrosion protection
5 years/60,000 miles roadside assistance
1 year/12,000 miles first scheduled maintenance visit
20,000-Mile Update
Seasonal depression can be debilitating, even for automobiles. Here in Michigan, where the weather is erratic, winter serves as an offseason of sorts, a reminder of just how special summers can be here in the Great Lakes region. Thankfully, our long-term 2024 Chevrolet Trax persevered dutifully as it approached the 20,000-mile mark.
Thoughtful features like steering-wheel and seat heating helped us temper winter’s tactics. Buyers Guide managing editor Drew Dorian exclaimed, “They get super hot!” He also name-checked the remote start, which came in handy when a polar vortex dropped temps below zero for a chunk of January.
Before that, we had to schlep to the dealer for a bit of routine maintenance. The 15,000-mile service in early November included oil and filter changes and a tire rotation, setting us back $110. Little did we know we’d have some unscheduled repairs on the horizon too.
In mid-November, just as we were approaching the 16,000-mile mark and getting ready to swap on winter tires, the Trax was waylaid by a four-legged adversary of the hooved variety (a deer). Let it be known that the deer population in Michigan and the surrounding states is robust, and accidental collisions are common. The incident was no fault of the driver or the Trax; and though the driver was unharmed, the vehicle received a short vacation from Car and Driver service while the $6770 repair was completed. The deer still owes us our deductible.
Once back in our hands, the Trax looked and felt no worse for wear, so we swapped on a set of Vredestein Wintrac Pro winter tires in the same size as the stock all-seasons (225/55R-18 at each corner). The Trax, as readers may remember, doesn’t offer all-wheel drive, so the winter tires had their work cut out for them.
We’re happy to report that the Vredesteins performed above expectations. Cold-weather enthusiast and managing news director Eric Stafford took the Trax north into Canada, returning to the Bruce Peninsula the Trax visited last summer. The peninsula is known for its icy precipitation, and Stafford commented that the Trax was “unperturbed” by the snowy roads, underscoring C/D‘s belief that, short of the need to blast though massive drifts, a proper set of winter tires is more than enough to provide for safe winter travel, no matter which wheels are driven.
Additional logbook comments echoed those from the first 10,000 miles, an overall feeling of value permeating the pages. Associate news editor Caleb Miller championed the audio volume and skip buttons on the back of the steering wheel for their functionality and satisfying click, and deputy video editor Carlos Lago lauded the Trax’s feature content and ride quality.
Our observed fuel economy dropped by 1 mpg to 27, which can be chalked up to the colder temps and winter tires. Still, we’ll keep an eye on it to see if it bumps back up as the weather warms.
While the Trax is most often viewed through an overwhelmingly positive lens, a few complaints persisted, including the slow Android Auto connection, occasional delays between volume and station inputs, and the collective disappointment with the audio system’s overall sound quality—an issue we may remedy before the next update.
It wouldn’t be very Car and Driver of us if we didn’t desire—you guessed it—more power. Specifically, Stafford commented on the Trax’s lack of highway passing power, and senior editor Greg Fink wants a little more initial throttle response and a “snappier transmission mode” but overall feels the powertrain is “damn well tuned.”
Stafford also experienced a random tire-pressure warning light during his northern excursion. Likely due to the rapid temperature fluctuations (provided a fixed volume, air pressure changes with temperature), the light disappeared on its own without incident. Finally, at least two staffers noticed that the Trax appears to be highly susceptible to the effects of severe wind gusts, requiring increased driver input to remain in its lane at highway speeds in such weather.
With spring in swing, we’re anxious to swap back to the all-season rubber and get on the road. We’ve got a 22,500-mile service coming, and after that, we expect the Trax to rack up the miles as the days get longer and summer peeks its head around the corner.
Months in Fleet: 10 months Current Mileage: 21,060 miles
Average Fuel Economy: 27 mpg
Fuel Tank Size: 13.2 gal Observed Fuel Range: 350 miles
Service: $110 Normal Wear: $0 Repair: $0
Damage and Destruction: $6770
Specifications
Specifications
2024 Chevrolet Trax Activ
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $24,995/$26,540
Options: Sunroof package (power sunroof with manual shade, wireless charging pad), $895; Driver Confidence package (rear cross-traffic alert, lane-change alert with blind-zone alert, adaptive cruise control), $650
ENGINE
turbocharged and intercooled DOHC 12-valve inline-3, aluminum block and head, direct fuel injection
Displacement: 73 in3, 1199 cm3
Power: 137 hp @ 5000 rpm
Torque: 162 lb-ft @ 2500 rpm
TRANSMISSION
6-speed automatic
CHASSIS
Suspension, F/R: struts/torsion beam
Brakes, F/R: 11.8-in vented disc/10.6-in disc
Tires: Goodyear Assurance Finesse
225/55R-18 98H M+S TPC Spec 3179MS
DIMENSIONS
Wheelbase: 106.3 in
Length: 178.6 in
Width: 71.8 in
Height: 61.4 in
Passenger Volume, F/R: 54/44 ft3
Cargo Volume, Behind F/R: 54/26 ft3
Curb Weight: 3055 lb
C/D TEST RESULTS: NEW
60 mph: 8.8 sec
1/4-Mile: 16.7 sec @ 82 mph
100 mph: 29.3 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 9.4 sec
Top Gear, 30–50 mph: 4.3 sec
Top Gear, 50–70 mph: 6.1 sec
Top Speed (C/D est): 115 mph
Braking, 70–0 mph: 183 ft
Roadholding, 300-ft Skidpad: 0.83 g
C/D FUEL ECONOMY
Observed: 27 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 30/28/32 mpg
WARRANTY
3 years/36,000 miles bumper to bumper
5 years/60,000 miles powertrain
6 years/100,000 miles corrosion protection
5 years/60,000 miles roadside assistance
1 year/12,000 miles first scheduled maintenance visit
10,000-Mile Update
Record-setting baseball pitcher Tom Seaver adhered to a philosophy that served him well in his 20 seasons of award-winning professional play: “If you dwell on statistics, you get shortsighted; if you aim for consistency, the numbers will be there at the end.” That seems to be the same approach our long-term 2024 Chevrolet Trax is taking as it looks to post a respectable cumulative score after cycling through the lineup of Car and Driver editors.
A frequent choice for road games, the Trax has accumulated more than 12,000 miles in just four months. That’s impressive, even for our office of intrepid road trippers. Consistency remains its chief characteristic, as it delivers calm, efficient transportation without breaking a sweat. We’re still averaging 28 mpg, the Trax still feels tight, and it’s needed only routine scheduled maintenance with a single recall.
Testing director Dave VanderWerp took the Trax across international borders in July, venturing up Canada’s Bruce Peninsula, a natural isthmus with Lake Huron to the west and the resultant Georgian Bay to the east. The Trax returned 38 mpg on this portion of the trip, thanks to 50-mph speed limits and plenty of traffic. On his return, VanderWerp sidestepped the usual Blue Water Bridge in Port Huron or the Detroit bridge and tunnel border crossings, instead taking the Walpole-Algonac Ferry across the St. Clair River for the princely sum of $12 per car.
August saw numerous trips to northern Michigan and Wisconsin, with side sorties to Indiana and Illinois thrown in for good measure. Associate news editor and native Badger Jack Fitzgerald aimed the Trax for the Wisconsin Dells region, the unofficial Midwest epicenter of recreational go-karting (we see you, Trojan Horse and Big Chief!). Fitzgerald joined the chorus of drivers commenting on the Chevy’s quiet interior and well-cultivated blend of ride quality and handling.
In late August, Cheesehead summer was briefly interrupted by a 7500-mile scheduled maintenance service consisting of a routine oil and filter change, tire rotation, and series of inspections. The dealer also performed a recall (A242435780) to address an engine-spark-timing issue that could develop after certain auto stop/start events. All the work was included under Chevrolet’s complimentary service plan, which covers the first round of owners’ scheduled maintenance.
Fitzgerald made a return trip to Wisconsin in late August, this time with fellow associate news editor Caleb Miller in tow to catch the return of IndyCar racing to the storied Milwaukee Mile oval racetrack in the confines of Wisconsin State Fair Park in West Allis. Miller noted that the infotainment seemed to be a little slower than he initially thought, especially the steering-wheel volume control, a quirk also observed by your author.
But infotainment response times weren’t Fitzgerald’s biggest issue. His logbook entry includes a disgruntled screed: “Who signed off on this [canine excrement] turning radius?” For the record, the Trax requires 2.7 turns lock-to-lock and has a reported turning radius of 37.4 feet with 17-inch wheels and 38.0 feet with the 18-inchers on our car. By comparison, the Mazda CX-30 clocks in at 34.8 feet, and the Volkswagen Taos at 35.1 feet. So, empirical data supports Fitzgerald’s angst.
Just as the Trax was passing the 10,000-mile mark, senior editor Greg Fink figured a trip back to Canada was in order. Although he was impressed by the ample interior room for packing cargo to deliver to a relative, he echoed past sentiments about the hard door cards and lack of armrest cushioning. Fink also mentioned that the child-seat LATCH points are “buried deep in the cushion.”
The Trax seems to have the sweet spot in the style department, at least in the court of public opinion. Specifically, the Cacti Green exterior finish routinely draws appreciative compliments, including from a fellow Costco shopper who emphatically announced “I like the color” with a thumbs-up.
If there is a persistent gripe about the Trax, it’s the lazy high-speed passing performance. Then again, we’re talking about a powertrain consisting of a 137-hp turbocharged 1.2-liter three-cylinder mated to a six-speed automatic transmission. It’s not like it’s lazy, coarse, or straining; it’s just working within its means. Viewed through the lens of the overall package and considering its sub-$27,000 price, it’s a fair trade-off.
While our 2024 Chevrolet Trax is—barring some sweeping MLB rule changes—unlikely to take home three Cy Young Awards or notch a World Series win like Tom “The Franchise” Seaver, it’s certainly playing the long game in pursuit of a respectable average. That said, winter is coming, and it’ll be interesting to see how snow and ice might change the stakes.
Months in Fleet: 4 months Current Mileage: 12,445 miles
Average Fuel Economy: 28 mpg
Fuel Tank Size: 13.2 gal Observed Fuel Range: 360 miles
Service: $110 Normal Wear: $0 Repair: $0
Damage and Destruction: $0
Specifications
Specifications
2024 Chevrolet Trax Activ
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $24,995/$26,540
Options: Sunroof package (power sunroof with manual shade, wireless charging pad), $895; Driver Confidence package (rear cross-traffic alert, lane-change alert with blind-zone alert, adaptive cruise control), $650
ENGINE
turbocharged and intercooled DOHC 12-valve inline-3, aluminum block and head, direct fuel injection
Displacement: 73 in3, 1199 cm3
Power: 137 hp @ 5000 rpm
Torque: 162 lb-ft @ 2500 rpm
TRANSMISSION
6-speed automatic
CHASSIS
Suspension, F/R: struts/torsion beam
Brakes, F/R: 11.8-in vented disc/10.6-in disc
Tires: Goodyear Assurance Finesse
225/55R-18 98H M+S TPC Spec 3179MS
DIMENSIONS
Wheelbase: 106.3 in
Length: 178.6 in
Width: 71.8 in
Height: 61.4 in
Passenger Volume, F/R: 54/44 ft3
Cargo Volume, Behind F/R: 54/26 ft3
Curb Weight: 3055 lb
C/D TEST RESULTS: NEW
60 mph: 8.8 sec
1/4-Mile: 16.7 sec @ 82 mph
100 mph: 29.3 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 9.4 sec
Top Gear, 30–50 mph: 4.3 sec
Top Gear, 50–70 mph: 6.1 sec
Top Speed (C/D est): 115 mph
Braking, 70–0 mph: 183 ft
Roadholding, 300-ft Skidpad: 0.83 g
C/D FUEL ECONOMY
Observed: 27 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 30/28/32 mpg
WARRANTY
3 years/36,000 miles bumper to bumper
5 years/60,000 miles powertrain
6 years/100,000 miles corrosion protection
5 years/60,000 miles roadside assistance
1 year/12,000 miles first scheduled maintenance visit
Introduction
It’s easy to make a disappointing cheap car. The backlot of automotive history is piled high with them alongside the hopes of countless consumers. The trick is making a cheap car that exceeds expectations. We’re not talking buttery-soft leather upholstery and high-revving engines here, but rather an attractive, efficient, functional vehicle that doesn’t fill you with existential dread each time you make your monthly payment. Specifically, we’re talking about the 2024 Chevrolet Trax Activ—a $25K, fully loaded subcompact SUV with an upbeat attitude that transcends its humble window sticker.
This isn’t our first go-round with the 2024 Trax; it earned a 10Best award for 2024, as well as a spot on our Editors’ Choice list. To make sure our admiration of the Trax wasn’t just a crush, we ordered one up for a 40,000-mile test.
The Trax is engineered and assembled by GM in Korea, but unlike the first-generation Trax (2015 to 2022 in the U.S.) that was largely devoid of joy, the current version is far more versatile and comfortable, with styling that looks almost dignified. Chevy could’ve taken the low road and applied boy-racer enhancements in an attempt to project a performance image, but we’re glad it didn’t.
When it came time to spec our Trax, we quickly realized the price delta between the base LS and the top-tier 2RS and Activ trims was just $3500—that’s but a rounding error in the medium and full-size segments. The Activ trim got the nod, however, as the 2RS brings 19-inch wheels with 45-series rubber, whereas the Activ rolls on 18-inchers with 55-series tires. The 19s may look cool, but given the Trax’s mission of versatility, we’ll gladly stick with the 18s and taller sidewalls for a smoother ride. Plus, the 2RS is basically a cosmetic package with the addition of a flat-bottomed steering wheel; otherwise, the trims share almost all the same content.
Our well-equipped Trax Activ retails for $24,995 before options and features push-button start, remote start, an upgraded six-speaker audio system with an 11.0-inch touchscreen, wireless Apple CarPlay and Android Auto, and an 8.0-inch configurable driver-information display. Additional standard Activ content includes a heated steering wheel, an eight-way power driver’s seat, a cargo cover, and some unique exterior bits, including a body-color grille insert and black bow-tie emblems. As we said, it’s a lot of content for not much money over the base model.
We also added the literally named Sunroof package ($895), which curiously brings wireless device charging along with it, and the Driver Confidence package ($650) that adds adaptive cruise control, lane-change alert with blind-spot detection, and rear cross-traffic alert. (Lane-departure warning and lane-keeping assist are standard on the Trax.) Our out-the-door price for our Trax Activ came to $26,540; that’s the same price of a base Subaru Crosstrek and $125 more than a base Mazda CX-30. Both of those cars, however, quickly cross the $30K threshold as you add desirable features. The caveat, of course, is the Trax is a front-wheel-drive-only proposition, whereas the Subie and Mazda have standard all-wheel drive. And no amount of money or pleading will get you all-wheel drive in the Trax. (Bow-tie fans who must have all-wheel drive in their subcompact SUV can check out the similarly sized but slightly more expensive Trailblazer.)
Shortly after the Trax arrived, we started piling on the miles. After a few weeks of local lunch and commuter duty, buyers guide director Rich Ceppos loaded up the Trax and pointed its nose toward Wisconsin, logging over 1300 miles during the round-trip adventure. His observations did little to darken our first impressions: “Used to be, if you were driving a cheap Chevy, you couldn’t wait to get out of it. Not this one.”
We’re also universally pleased by the generous amount of head- and legroom the Trax provides, with staffers of both tall and wide statures quickly finding a comfortable driving position, even with the sunroof. Things are less spacious in back, but with the front seats using 80 percent of their rearward travel, there’s still sufficient foot- and legroom for most occupants not currently active in NBA or NFL team play.
If there is a soft spot in the Trax’s well-rounded personality, it’s the 137-hp turbocharged 1.2-liter three-cylinder engine. It’s tuned for around-town duty and, other than a little lag at step-off, succeeds satisfactorily in that role. When called upon for passing maneuvers at highway speeds, however, it takes a beat or two to gather steam while it chats with the six-speed automatic about the possibility of a downshift. So, you’ll need to plan ahead when passing on two-lanes or merging onto highways in areas like northern Michigan where the flow of traffic often exceeds 80 mph.
Car and Driver testing confirmed what we already suspected based on our finely tuned seat-of-the-pants-ometers: Hitting 60 mph requires 8.8 seconds and the quarter-mile consumes 16.7 seconds with a trap speed of 82 mph. Jumping from 30 to 50 mph requires 4.3 seconds. None of these numbers are what you’d call exciting, but the powertrain is eager in an endearing junior-varsity kind of way, happily working hard despite posting lackluster numbers.
Grip was limited at 0.83 g, and stopping from 70 mph required 183 feet. Again, the 2RS trim’s lower-profile tires might be slightly better here but likely at the expense of ride quality. Is that a trade-off you’re willing to make in a subcompact that comes in under $27k??
Based on our previous experience, we had a good baseline for what to expect from the Trax, and our initial impressions remain intact. While it hits few home runs, its batting average is consistent. As technical editor Mike Sutton opined, “Feels solid yet light. Comfortable. Straightforward interface with adequate amenities. Nearly all its shortcomings can be excused by its impressively attainable price.”
We’ll keep you updated as the delightful Michigan fall turns to the not-so-delightful winter, and we get a chance to see how the front-drive Trax handles the snow.
Months in Fleet: 2 months Current Mileage: 7843 miles
Average Fuel Economy: 28 mpg
Fuel Tank Size: 13.2 gal Observed Fuel Range: 330 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0
Specifications
Specifications
2024 Chevrolet Trax Activ
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $24,995/$26,540
Options: Sunroof package (power sunroof with manual shade, wireless charging pad), $895; Driver Confidence package (rear cross-traffic alert, lane-change alert with blind-zone alert, adaptive cruise control), $650
ENGINE
turbocharged and intercooled DOHC 12-valve inline-3, aluminum block and head, direct fuel injection
Displacement: 73 in3, 1199 cm3
Power: 137 hp @ 5000 rpm
Torque: 162 lb-ft @ 2500 rpm
TRANSMISSION
6-speed automatic
CHASSIS
Suspension, F/R: struts/torsion beam
Brakes, F/R: 11.8-in vented disc/10.6-in disc
Tires: Goodyear Assurance Finesse
225/55R-18 98H M+S TPC Spec 3179MS
DIMENSIONS
Wheelbase: 106.3 in
Length: 178.6 in
Width: 71.8 in
Height: 61.4 in
Passenger Volume, F/R: 54/44 ft3
Cargo Volume, Behind F/R: 54/26 ft3
Curb Weight: 3055 lb
C/D TEST RESULTS: NEW
60 mph: 8.8 sec
1/4-Mile: 16.7 sec @ 82 mph
100 mph: 29.3 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 9.4 sec
Top Gear, 30–50 mph: 4.3 sec
Top Gear, 50–70 mph: 6.1 sec
Top Speed (C/D est): 115 mph
Braking, 70–0 mph: 183 ft
Roadholding, 300-ft Skidpad: 0.83 g
C/D FUEL ECONOMY
Observed: 27 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 30/28/32 mpg
WARRANTY
3 years/36,000 miles bumper to bumper
5 years/60,000 miles powertrain
6 years/100,000 miles corrosion protection
5 years/60,000 miles roadside assistance
1 year/12,000 miles first scheduled maintenance visit
Andrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. His work has appeared in numerous publications, including Car and Driver, Esquire, Forbes, Hot Rod, Motor Trend, MPH, MSN, and Popular Mechanics, among others. A Rust Belt native and tireless supporter of the region, he grew up immersed in automotive, marine, and aviation culture. A lifetime of hands-on experience and a healthy dose of skepticism provide him the tools to deliver honest and informative news, reviews, and editorial perspective. Of note, he once won a $5 bet by walking the entire length of the elevated People Mover up track that encircles downtown Detroit.
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