2020 Chevrolet Traverse Problems: 15 Known Issues

On the 2018-2020 Chevrolet Traverse, many second-gen Traverse owners experience random no-crank / no-start events, sometimes after the engine shuts off while driving. GM service bulletins identify two patterns: bent or backed-out terminals at body connector X203 causing loss of communication on the HSLAN data bus with multiple stored DTCs, and a separate intermittent no-crank condition on certain 2019 3.6L LFY models built before February 22, 2019, flagged by ignition coil supply and ignition relay feedback codes and caused by loose terminal tension in the underhood fuse block. The result is being stranded with a vehicle that will not respond to the start button.

On the 2018-2020 Chevrolet Traverse, the MyLink/infotainment touchscreen on 2018-2020 Traverse units can go black or freeze (in some cases the radio, volume and USB still function while the screen stays dark) and does not always recover with a normal restart. Owners have traced some failures to blown resistors on the screen's power-circuit board, requiring display/board replacement; software-related freezes are also common.

On the 2018-2020 Chevrolet Traverse, owners frequently report a "Shift to Park" warning that appears even when the transmission is already in Park, often preventing the ignition from shutting off and risking battery drain (the radio stays on and the doors won't lock). The root cause is a weak/failing park switch in the console shifter assembly (often bad harness connectors) that fails to pull the Body Control Module signal low, a defect documented across multiple GM models and addressed in a GM service bulletin.

On the 2018-2020 Chevrolet Traverse, certain 2018-2020 Traverse units (with the global front-wheel-drive 6- or 9-speed transmission) left the factory with missing or loose bolts on the start/stop transmission accumulator endcap. This can cause a transmission fluid leak that may progress to a loss of propulsion while driving, and leaking ATF near an ignition source raises fire risk. GM issued safety recall N202313440 (NHTSA 20V-668) covering this defect across multiple GM models, with the remedy beginning December 15, 2020.

On the 2018-2024 Chevrolet Traverse, the second-generation Traverse (2018+) uses the GM 9T65 9-speed automatic transmission that suffers from a shudder during light acceleration in the 25-50 mph range. The torque converter clutch chatters during lockup, producing a vibration that feels like driving on a rumble strip. The 9-speed also exhibits harsh downshifts, hunting between gears on hills, and delayed engagement from Park. GM has released multiple TCM software updates to address the shifting behavior, but the underlying torque converter weakness remains.

On the 2009-2023 Chevrolet Traverse, every direct-injected 3.6L V6 in the Traverse runs a cam-driven high-pressure fuel pump mounted in the valley that steps rail pressure up past 2,000 PSI. The pump's internal plunger seal and check valve wear, and the follower/cam lobe interface can wear as well, so rail pressure falls below the commanded value. Owners see progressively longer crank times, then a hot-restart no-start, then a hard stumble and reduced power under load. A failing pump can also dilute the engine oil with fuel, which accelerates every other wear item on an engine already known for timing chain and phaser trouble. Traverse Forum carries multi-page HPFP replacement threads across the LLT and LFY.

On the 2020 Chevrolet Traverse, gM recalled certain 2020 Chevrolet Traverse crossovers because Continental tires fitted to them were cured for too long during production. On a family crossover like the Traverse, the failure shows up in one of two ways: the over-cured rubber can break in the sidewall and dump the air out of the tire suddenly, or the belt edge can separate and throw the tread off the carcass. Either one can take control of the vehicle away from the driver and cause a crash. The same campaign covered a number of other GM models and Continental tires sold into the aftermarket for 2018-2021 vehicles, so replacement tires bought over the counter can be affected too.

On the 2009-2023 Chevrolet Traverse, the 3.6L V6 in the Traverse consumes oil at a rate that many owners find unacceptable, particularly on 2009-2017 models with the LLT engine. Owners report consuming 1 quart every 2,000-3,000 miles. The oil consumption is related to piston ring design and the PCV system routing oil vapor back into the intake. The issue is not accompanied by visible external leaks. GM has acknowledged elevated oil consumption on the 3.6L but considers up to 1 quart per 2,000 miles within their acceptable range.

On the 2018-2020 Chevrolet Traverse 3.6L V6 LFY, the second-generation 3.6L LFY runs four cam phasers fed by oil-control solenoids. On early C1XX Traverse builds the solenoids stick or screen-clog with casting/machining debris and varnish, and the ECM calibration was itself part of the problem. The result is a set of correlated cam timing codes — commonly P0011 with P0014, P0021 and P0024 appearing together — plus a rough idle, a rattle on start-up as the phasers fail to lock, and reduced power. On 2018 models GM addressed the calibration side with Service Update N192266190, an ECM reprogram for an engine-control software issue during auto stop/start events that could cause rough running, reduced power or a stall with P0011/P0014/P0021/P0024. This is distinct from the LLT/LFX timing chain stretch problem: the chains here are not necessarily worn, the phaser control is.

On the 2018-2023 Chevrolet Traverse, the dual-zone climate system on the Traverse commonly suffers blend door actuator failures, where one side (often the passenger side or rear) blows warm air while the other blows cold regardless of temperature setting. The plastic gears inside the actuator strip or stick, often producing a clicking/knocking sound from behind the dash; this is a recurring complaint shared across GM models with split climate control.

On the 2018-2022 Chevrolet Traverse 3.6L V6 LFY, traverse owners widely report the air conditioning blowing warm air after only a year or two of use, caused by refrigerant escaping the system. GM bulletin PIT5710 instructs dealers to leak-check the condenser and, if no external leak is found, inspect the rear auxiliary A/C evaporator. GM bulletin 18-NA-240 also identifies a leak at the A/C condenser receiver/dehydrator tank plug on early 2018 builds.

On the 2018-2023 Chevrolet Traverse, the moonroof feeds rainwater into a rain tray above the headliner that drains through tubes routed down the pillars. Debris clogs the tubes (and tray outlets), so the tray overflows and water runs down the inside of the headliner, dripping from the overhead console, dome/map light area, or near the rearview mirror. Second-generation (2018-2023) and earlier owners report soaked headliners, wet front floors, and damaged overhead electronics. Some cars also have poorly seated/kinked or leaking quick-connect drain hoses that leak even after the tubes are cleared.

On the 2009-2025 Chevrolet Traverse, the Traverse power liftgate struts lose gas pressure over time, causing the liftgate to drop slowly when opened or slam shut unexpectedly. On models with power liftgate, the electric motor can also fail, leaving the liftgate inoperative via the button. The struts typically fail between 5-8 years, with cold weather accelerating the failure as the gas charge loses pressure faster at low temperatures. A dropping liftgate is a safety concern, especially when loading cargo or with children nearby.

On the 2018-2022 Chevrolet Traverse 3.6L V6 LFY, gM PIP5681C documents a possible exhaust bracket/weld failure on specified 2018-2022 LFY Traverse applications. Noise and mixture or catalyst codes can accompany the leak, but do not establish it without inspection. The adjacent Bank 1 pipe can also be damaged.

On the 2018-2023 Chevrolet Traverse, a very large share of second-generation Traverse front-end noise complaints that get misdiagnosed as struts, control arm bushings or sway bar links are actually the cradle brace — a flat bar bolted across the front subframe with a single bolt at each end. When the brace is loose, mispositioned or was never torqued to spec, it knocks against the cradle over small bumps and during turning maneuvers, producing exactly the clunk owners associate with worn suspension. GM covers the diagnosis in bulletin PIT5931A for 2018-2023 Traverse. Owners have replaced struts and sway bar links with no change before the brace was found.