CHEVROLET Trailblazer 2021

Body, cabin and cargo space

The chunky, angular Chevrolet Trailblazer is 15 cm longer than the Chevrolet Trax and has 8 cm more wheelbase. But except for legroom in the back, it is not much roomier; admittedly, the Trax is surprisingly spacious for such a short vehicle. Still, rivals like the Honda HR‑V and Nissan Qashqai prove roomier and more accommodating than the Trailblazer in actual use, no matter what the specifications say.

The same applies to the cargo area, which is larger and easier to use in both the HR-V and the Qashqai. On the other hand, with its dual-level floor the Trailblazer lets you choose between a flat load surface when the rear seats are folded or extra load height behind the bench. Furthermore, the front-passenger seat folds flat to make room for exceptionally long items in a vehicle of the length of the Trailblazer.

Both the front seats and the rear bench are overly hard, flat and narrow, with too-short bottom cushions. You get the impression of being perched, rather than settled. It is a shortcoming common to small GM vehicles, including the all-electric Bolt EV. However, the move to the new platform almost completely eliminates the annoyingly cumbersome dead pedal still found on most of the automaker’s other models—finally!

Though not on a par with a Mazda CX‑30, the overall look of the dashboard and finish and quality of materials are very good for the segment. It is especially true of Activ and RS models, with trim accents matching the exterior paint. Logic, precision and attentive design characterise the controls and the digital screens. The Trailblazer doesn’t feel entry-level, and it shouldn’t, considering the price.

Almost nothing was missing in terms of equipment on our Activ test model. However, you could save a lot of money if you can get by without the power liftgate, automatic climate control and adaptive cruise control, which are scattered among three packages that add a whopping $4,600 to the total price (or $3,400 on the LT).

Safety features

• Antilock brakes with electronic brake force distribution and brake assist
• Stability and traction control
• Front airbags
• Front-passenger knee airbags
• Front and rear side airbags
• Side curtain airbags
• Pretensioners for front seatbelts
• Four adjustable head restraints (none on middle rear)
• Tire pressure monitor
• Rearview camera
• Forward collision warning with automatic emergency braking and pedestrian detection
• Lane departure alert with automatic steering assist
• Automatic high-beams
• Blind spot monitor, rear cross traffic alert and rear parking sensors (standard, LT, Activ and RS; optional, LS)
• Adaptive cruise control (optional, LT, Activ and RS; unavailable, LS)

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 5 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 4 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick+

Visibility

Not a strong point of the Chevrolet Trailblazer, with very wide roof pillars blocking the view on all sides. The narrow side windows are no help, either. The blind-spot monitoring system helps somewhat; we strongly advise adding it to the LS, on which it is optional.

Headlights: not yet evaluated by the Insurance Institute for Highway Safety. Our test showed that the DEL low-beams that are an option on Activ and RS models are very bright but have an overly abrupt cut-off. The halogen high-beams lengthen the lighted distance but lack intensity.

Mechanical overview

Don’t look for a link between the Chevrolet Trailblazer and other GM models, except the Buick Encore GX: nearly everything mechanical is brand-new. It begins with the highly modular platform that will underpin nearly every series made by the automaker between now and 2025, independent of size or drive-wheel type.

The Trailblazer comes standard with front-wheel drive, with all-wheel drive as an option. As with several other GM models, the driver can choose whether or not to activate the all-wheel drive; when switched on, it only intervenes if the front wheels spin or in hard acceleration. Considering the minor increase in consumption, CAA-Quebec recommends always leaving it on in the winter.

The two engines offered also are new, the first three-cylinder GM engines in North America since the 1994 Geo Metro! Equipped with a turbo and technologically up to date, the 1.2L and 1.3L mills output 137 and 155 hp, and 162 and 174 lb-feet of torque, respectively. Maximum torque is available at relatively low engine speed, especially in the case of the larger of the two engines (1,600 rpm).

The 1.2L engine equips only front-wheel-drive models and is matched to a continuously variable transmission. All-wheel drive models get exclusive use of the 1.3L and a 9‑speed automatic.

The output of the 1.3L is very similar to the Trax’s 1.4L four-cylinder. Yet according to Natural Resources Canada, it should consume about 8 percent less fuel, for a combined city/highway average of 8.4 L/100 km. A weight reduction of 65 kg for the AWD version, the use of an electric master brake cylinder and the addition of three speeds to the gearbox contribute to the lower fuel rating.

No electric powertrain is listed for the Chevrolet Trailblazer. For now, the Hyundai Kona is the only vehicle in the segment to offer an all-electric option.

The rear torsion-beam suspension is not as advanced as the multilink setup of a Nissan Qashqai or Subaru Crosstrek. However, it will likely cost less to maintain thanks to the limited number of parts.

Driving impressions

GM did a good job in refining its new three-cylinder engines—or at least, the 1.3L version we tested. The raucous engine note typical of a three-cylinder is certainly audible, especially under full throttle. Fortunately, the cabin’s active noise suppression system is effective at steady speed.

Abundant engine torque and the very good gearing of the automatic transmission help to avoid excessive noise in normal driving. Despite the small displacement, city performance is even quite spirited. Merging and passing are more laborious, however, and this is where certain rivals outperform the Trailblazer, despite having less power.

Moreover, several competing vehicles are more fuel efficient in real-life driving, which leads us to question the pertinence of a three-cylinder engine. Motorists may look elsewhere if they cannot perceive an advantage to this unconventional engine choice. Our test, two-thirds conducted on the highway, turned in a consumption of 9 L/100 km, easily beaten by several roomier and more powerful SUV’s.

Another unpleasant surprise our test revealed was the relatively harsh ride on degraded pavement. The Activ model’s all-terrain tires probably do not help the cause, in addition to amplifying road noise at highway speed. A Crosstrek or even an Encore GX can better absorb bumps without undue impact on handling.

The Chevrolet Trailblazer redeems itself in turns, with good hold and no undue body lean. Steering is direct, precise, and sometimes even too quick when you want to make a minor correction. Just the same, the vehicle remains remarkably stable on the highway, even in pouring rain.

Let’s hope that Chevrolet takes another look at the comfort-to-handling ratio to achieve better balance, similar to that of a Mazda CX‑30, for example.

Other highlights

Braking: good power and straight stops. Easily modulated pedal despite the electric master cylinder, still rare in traditional gas-engine vehicles.

Driver assistance systems: adaptive cruise control intervenes relatively progressively. Well-calibrated lane departure alert with measured reaction when a lane marking is crossed. Intensity of most systems can be adjusted.