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What We Know About the 2009 Chevrolet Traverse

They were a long time getting here, but General Motors’ new jumbo-midsize crossover SUVs–the 2007 GMC Acadia and Saturn Outlook and the 2008 Buick Enclave–are among the few bright spots in the company’s current sales picture. For 2009 comes a planned Chevrolet version of this Lambda-platform design. Called Traverse, it should be priced just below the Outlook as the most affordable of the foursome, but will likely be lighter on standard equipment.

Predictably, the 2009 Chevrolet Traverse will differ mainly in exterior styling and interior trim. The main visual distinction will be a bold Chevy-look nose a la the Uplander minivan and 2008 midsize Malibu sedan. Uplander is GM’s sole surviving traditional minivan, and Traverse is its eventual replacement, just as Enclave and Outlook have already supplanted the Buick Rendezvous and Saturn Relay. Incidentally, Consumer Guide classifies all Lambda models as midsize SUVs, but Traverse is considerably larger than Chevrolet’s Equinox crossover, which is built on the corporate Theta platform shared with the Pontiac Torrent.

The 2009 Chevrolet Traverse follows its corporate cousins in offering a single four-door wagon bodystyle with two or three trim levels–Chevy’s entry LS, mainstream LT, and luxury LTZ hierarchy–plus the expected crossover choice of front-wheel drive or all-wheel drive sans low-range gearing. Existing Lambdas use a six-speed automatic transmission with a 3.6-liter V-6 available in single- and dual-exhaust versions with respective horsepower ratings of 270 and 275. Traverse may have these too, but this is a fairly expensive powertrain for Chevy’s market class, so the Uplander’s 3.9-liter V-6, a lower-cost pushrod engine with 237 horses, could show up in Chevy’s new crossover, along with an associated four-speed automatic. Either way, maximum rated towing capacity should be around 4500 pounds. Antilock brakes and traction control should be standard. So, too, GM’s Stabilitrak antiskid system, as on other Lambdas, though it may be an option for the LS and/or LT Traverse, again with Chevy’s “value pricing” in mind. Almost sure to be standard are front side airbags and full-length curtain side airbags with rollover deployment.

Other features should follow what’s on other Lambdas. That means standard three-row seating for eight with a choice of bench or bucket-type second-row seats, plus extras like a power liftgate, remote engine start, rear DVD entertainment, rear climate control, leather upholstery, and 19-inch wheels to replace 18s.

A Notable Feature of the 2009 Chevrolet Traverse

Though not slated for any game-changing innovations, the 2009 Chevrolet Traverse will inherit the nifty “Smart Slide” second-row seat mechanism found on the Enclave, Acadia, and Outlook. Instead of folding/tumbling for third-row access, the seat slides ahead, causing the cushion and backrest to fold like a book to open up the entryway. When occupied, the seat slides back and forth a few inches to apportion leg room between the second and third rows. For cargo, the seatbacks flop down in the usual way with no need to remove the headrests.

Buying Advice for the 2009 Chevrolet Traverse

The 2009 Chevrolet Traverse is mostly a photocopy of other Lambda models, so there’s no reason to prefer it unless you’re a diehard Chevy fan or watching every dollar you spend. However, Chevrolet does have more dealers than Buick, GMC , and Saturn, which might be a consideration for service visits depending on where you live and the dealer’s reputation.

2009 Chevrolet Traverse Release Date: Sales should get underway in the first quarter of calendar 2008.

First Test Drive: We’ve basically driven this one already in our tests of the Saturn Outlook and GMC Acadia, but Chevrolet will stage a specific media preview, perhaps before the end of 2007.

2009 Chevrolet Traverse Prices: Coming from GM’s “value” brand, the 2008 Chevrolet Traverse should be the lowest-priced Lambda, likely starting a few hundred dollars below the Saturn Outlook’s current $27,255 minimum. That could mean around $25,000 for a base 2WD model, but a lot will depend on standard content. With GM fighting for every sale in a very rough market, incentives should be available right off the bat, probably modest cash rebates or zero/low-rate financing.

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On first inspection, the 2008 Cobalt SS appears unchanged from its predecessor. Closer examination reveals a mild body kit, 18 x 7½ forged wheels shod with 225/40ZR-18 Continental ContiSportContact 2 tires and Brembo brakes. Up front, 4-piston fixed calipers wrap around 12.4-in. rotors while 11.5-in. rear rotors are vented for heat dissipation.

Under the hood is a transversely mounted version of that powerplant from the Pontiac Solstice GXP and the Chevy HHR SS — a superb little turbocharged 2.0-liter 4-cylinder with direct injection whose 260 bhp is a 55-bhp increase over the past supercharged version. A newly designed and heavily bolstered driver’s seat clearly means business. An A-pillar boost gauge is a nice touch, as is the 3-spoke steering wheel lifted from a Corvette.

Toss the Cobalt SS into a corner and one immediately appreciates the finely tuned details of linear brakes, quick steering, superb ride damping and the car’s composure. I tested it for more than 30 laps around Buttonwillow Raceway and can verify that it provides the driver a grin that will last for days. On the street or track, the electric power steering assist is spot-on. Even with the extremely sporty steering ratio of 14.8:1, there are only mild tugs when pulling out of corners under power.

Although the stability control simulates a limited-slip differential through front brake control, the extra performance of the optional $450 torque-sensing unit is well worth the cost (it’s on our test car). The stability system features four modes: on, traction off, competition mode and fully off. In comp mode, the limits of the yaw control are higher and launch control is enabled. Launch control will hold engine rpm at 5100 when the throttle is floored at a standstill. The clutch is still driver-controlled, but a nice quick smooth release will produce about 3 ft. of scratch at start.

The car also allows a no-lift shift — in all gears, any time the car is at full throttle. Near the 6300-rpm limiter, simply shift without lifting off the throttle. The system will selectively cut spark and phase the variable camshafts, thereby holding boost pressure and rpm. The ingenious anti-lag can be maintained for roughly 0.2 second. A single pop! from the exhaust is the sound of a quick shift.

I haven’t enjoyed driving a front-wheel-drive car this much in ages. The Cobalt’s FE5 suspension is stiffer, better damped and infinitely more compliant than the previous car’s. I dare say it’s the best-driving fwd sports compact out there, matching the power of a Mazdaspeed3, but easily out-handling it. At the limit the Cobalt SS is predictable, controllable, balanced and should make any driving enthusiast quite happy.

A glaring fault is the hard plastic found on the interior, but that’s easily overlooked. It has boy-racer charm with grown-up performance. A starting price of $22,335 will lure away many a Subaru Impreza WRX and Honda Civic Si buyer. Want four doors? Don’t worry; they’re coming soon with nary a change in price or performance.

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As if there weren’t enough superlatives surrounding the 2009 Chevy Corvette ZR1, we learn General Motors undersold the grunt of its most expensive and most powerful production Corvette ever.

We were already enthralled as we dreamed of an estimated 620 hp at 6500 rpm and 600 lb-ft of torque at 4000 rpm from its supercharged LS9 6.2-liter V-8. Not so fast, says GM to anyone wed to those impressive figures—it’s actually more powerful!

Having completed SAE certification for the first factory-built Vette with forced induction, the true numbers are a dizzying 638 hp and 604 lb-ft of torque. Do the math and that’s nearly 103 horses per liter, or just about 1.7 hp for each of the engine’s 376 cubic inches. Well worth the expected hundred grand price tag (or about $110,000 for the loaded 4LZ trim level).

GM says it has not completed its fuel economy testing, but engineers assure us it will be “the most fuel-efficient 600-plus-horsepower car on the market.” We actually thought it was illegal to put the words ‘fuel efficient’ and ‘600 horsepower’ in the same sentence—and given that enthusiasts likely will be willing to maim one another for one of only 2000 ZR1s (all with handmade engines) to be built a year, we suggest anyone who asks about mpg be immediately disqualified from ownership.

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