2002-2008 Chevrolet TrailBlazer: Full Review

Regular-length six-cylinder models offer plenty of power for everyday driving, and passing/merging is not a problem. An EXT can tax the six-cylinder when towing heavy trailers, but otherwise, the V8 does not feel substantially stronger than the six-cylinder version. Fuel economy earns no prizes. Test six-cylinder 4WD regular-length TrailBlazers have averaged 12.9 to 17.9 mpg, depending on driving conditions. A V8 4WD EXT averaged 15.2 to 15.7 mpg. By comparison, test 4WD Ford Explorers have averaged 17.1 mpg with V6 power, and 14.1 to 15.4 mpg with a V8. Ride quality suffers because this GM design uses a solid rear axle, versus Ford's independent suspension. Base-suspension TrailBlazers absorb bumps pretty well for SUVs, but ride motions turn sloppy on undulations. They also float and wander at highway speeds. Envoys and Bravadas offered rear load-leveling air suspension that's more composed on rough roads than the Chevy's mandatory steel coil springs. An EXT's longer wheelbase helps smooth out bumps, but does not erase wallow. These models also tend to "porpoise" through dips and swells. TrailBlazer suffers lots of body lean in sharp turns, plus vague steering feel. Considerable correction is needed at highway speeds. An air-spring suspension gives Envoy and Bravada flatter cornering and more precise steering. Still, a relatively tight turning radius make close-quarters maneuvering fairly easy. Stopping power is adequate, though brake-pedal action is numb and mushy, and quick stops trigger marked nosedive and some wander. Tire noise is pleasingly low, but wind rush can be considerable at highway speeds. There's roar even around a closed sunroof, too. The six-cylinder engine cruises quietly enough, but sounds gruff when cold and a touch ragged at full throttle. The V8 is also noisy under full throttle. Instruments/controls are clear and handy. Switchgear works smoothly, but adjusting the low-mounted climate controls forces a long look away from the road. Interiors suffer from GM's usual generic fabrics and unappealing molded plastics, which don't match the look and feel of most competitors' materials. GM's optoinal navigation system is a sensible mating of map screen, navigation functions and radio controls, promising relatively easy use. Head and leg room and good up front, even for taller folks. Seats are too soft for optimal support, but not uncomfortable. Visibility is good to front and sides, though headrests and thick pillars can block over-the-shoulder and aft sightlines--especially on EXTs. Six-footers have ample second-row head and knee room, plus adequate under-seat foot space, despite an uneven floorboard. The split bench seat is comfortable, fairly supportive, and wide enough for three adults with a little squeezing. An EXT's second-row seats slide forward and tilt up for entry/exit to the third-row seat, which is roomy enough for two adults and more comfortable than those in most midsize SUVs. Cargo space is generous in regular TrailBlazers, almost cavernous in EXTs. The 60/40 split rear seat folds easily, helped by automatic folding headrests. However, the EXT's load floor suffers three separately elevated levels with all seats folded. Third-row seatbacks rest several inches above the floor when folded, denying the convenience of a flat surface. Cabins have a good array of pockets and compartments for small items. The liftgate's opening glass is relatively high, making it difficult to use as a loading or unloading portal.

Value for the Money
Lack of curtain side airbags is a drawback in today's SUV market. Furthermore, making front side airbags optional in 2003, just to lower the base price, seemed ill-advised. Otherwise, GM's midsize SUVs match most rivals for pace and space. TrailBlazer is the price and sales leader among the GM group, but Envoy ranks as the best overall value. Not only does the Envoy top TrailBlazer in interior decor, but its optional rear load-leveling air suspension delivers needed improvements in ride and handling.