Encore, Trax worthy crossover entries
GM’s dynamic duo has short turning radius for city driving
Having seen the unchecked proliferation of sport-utility vehicles over the past 20-plus years and, with increased dismay, watched as they grew in size and garishness, I can only applaud the manufacturers that have seen fit to produce models (now generally called the more politically appealing term “crossover”) of more restrained dimensions.
General Motors has dropped not one but two very restrained crossovers into the segment for 2013, the sporty Chevy Trax and its more upscale sibling, the Buick Encore. At 4,280 millimetres in length each for the GM duo, the number of other four-door crossovers smaller is limited (Nissan’s Juke and the Mini Countryman are the only ones that come to mind). This makes the GM twosome more than ideal for tight downtown streets.
As crossovers, the two are reasonably light (1,476 kilograms for the AWD Trax and 1,504 kg for the AWD Encore — subtract about 110 kg for the front-wheel-drive Trax and 50 kg for the FWD. Encore).
Like some of GM’s other smaller products, such as the Chevy Cruze and Sonic, the Encore and Trax are both powered by an Ecotec 1.4-litre turbocharged four-cylinder mated to a six-speed automatic transmission with a manual mode. However, the Encore manually shifts through a button on top of the gear lever while the Trax has a rocker on the side of the knob.
The diminutive engine generates surprisingly robust power for its size — 138 ponies, and 148 pound-feet of torque between 1,850 and 4,900 rpm, with the motor’s wide torque band assisting the duo — once moving — in getting out of their own way when keeping up with traffic. However, from a standstill, it’s going to take more than 10 seconds for the all-wheel-drive models to hit 100 kilometres an hour. And when passing power is required, the engine starts to sound a bit out of breath at higher revs. It’s not that different from most small fourcylinders, but it lacks a certain smoothness one might expect from a Buick, if not a Chevy. Worth noting is GM’s contention that three passengers aboard along with luggage in the back is not considered typical consumer usage, which is probably a good thing.
As for fuel economy, the AWD Trax is rated at 8.7 L/100 km in the city and 6.5 on the highway, the heavier Encore coming in two-tenths higher for both figures. I averaged a less efficient 10.3 L/100 km in the Encore and 9.6 in the Trax in mostly suburban use, which, for compact-sized crossovers, isn’t all that bad. One bonus is that the turbocharged four-cylinder runs on regular unleaded, not premium as is normal for many boosted engines.
Ride and handling are pretty good considering the Buick and Chevy’s wheelbase, with enough isolation from the usual pavement irregularities to prevent one’s kidneys from being pummeled. GM says the Encore is engineered with a “one-tire” philosophy, meaning everything is optimized around a single 18-inch tire specification. This supposedly results in more precise suspension tuning and driving refinement. Meanwhile, the Trax is shoed with 16-inch rubber. While the 18-inch tire fills the wheel wells better, giving the Encore less of a Dinky Toy look, there is noticeable body lean when cornering, especially on highway on-ramps. In comparison, the Trax feels more planted in the turns. The electric power steering system has a nice, light touch to it, with both vehicles precisely responding to driver commands. It contributes to an 11.2-metre turning diameter — tighter than the Mini Countryman, according to GM — which makes the pair ridiculously easy to park and manoeuvre.
Small and cheerful they may be, but neither the Encore nor Trax testers were cheap — the former at just over $35,000, the latter just under $29,000. Being a premium brand within the GM corporate structure, the Buick’s price was somewhat easier to rationalize. The Encore’s designers did yeoman work to make sure the crossover is unmistakable as a Buick. The signature styling cues are all there — soft, organic shape, waterfall grille, chrome accents and surrounds, portholes on the hood — just like its larger Enclave sibling. Add to those, blue-accented composite projector-beam headlamps, pronounced tail lamps and 18-inch aluminum wheels. All together, the Encore appears rather refined (if just a tad bling-y). With far more restrained use of the bright bits, the Trax has a harder time standing out.
The same applies to the vehicles’ interiors. When not ordered in all black, the Encore’s two-tone cabin is rich and cheery, with ice-blue ambient lighting, bright chrome and wood-grain trim. There’s also a prominent seven-inch central display that juts rather obtrusively from the top of the dashboard. It’s for the IntelliLink voice-activated infotainment system and rear-view camera, as well as the optional navigation system.
The tester was fitted with the Leather package, which adds leather seats, heated steering wheel and front seats, power passenger seat, and driver memory package that includes driver presets for seat position, outside mirrors and climate control.
As expected, the Trax’s interior is more functional than luxurious. The tester was an upper-level 2LT model, which means features such as a backup camera, ultrasonic rear parking assist, power driver’s seat and upgraded infotainment system are all included. The most egregious omission is the lack of heated seats, which are only available on the topline LTZ.
That said, the Trax’s colour touchscreen is better integrated into the centre stack than the Encore’s on-top unit and the combination analogue and digital instrument cluster is easier to see and read.
In both the Buick and Chevy’s cases, rear-seat room is quite reasonable considering the vehicles’ overall size, although getting into the back seats might prove a challenge for those with longer legs and/ or big feet as the door opening is on the narrow side.
And GM’s description of the pair as five-seaters is valid only if those occupying the back seats have a body-mass index of 10. As for the cargo area, with the rear seat up, there are 18.8 cubic feet of storage; a useful 48.4 cu. ft. when it’s folded.
GM, which sees sales of compact crossovers dramatically increasing over the next several years, is hedging its bets with the pair. I think the Encore will find an older audience — empty nesters with an appreciation for upscale looks, copious luxury touches and easy use. The Trax is more in tune with younger audiences who want a smaller, functional and reasonably priced crossover for the inner city.
While I prefer the Encore’s comfort and features, I like the Trax’s price even more. Although there are already more than a dozen smaller-sized (less than 4.5 metres in length) crossovers/SUVs to choose from, GM’s dynamic duo is a competitive addition.