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Introduction
The Chevy TrailBlazer is among the best of the truck-based midsize SUVs. It's
capable of hauling heavy loads and negotiating rugged off-road terrain. Yet
it's also smooth, comfortable and civilized. These are benefits of its rigid
chassis, sophisticated suspension, and powerful brakes. Curtain-style
side-impact airbags with a rollover sensing system are available for increased
head protection.
For 2006, GM's excellent StabiliTrak electronic stability control system comes
standard across the TrailBlazer lineup. StabiliTrak helps drivers maintain
control by reducing or eliminating skidding in emergency handling situations.
2006 TrailBlazer models have been upgraded with a revised brake system designed
for improved responsiveness along with sound-deadening measures designed to
reduce noise.
The TrailBlazer is stable and maneuverable. It handles washboard surfaces well,
a nice benefit on unpaved roads. The TrailBlazer is also quite capable off road
when equipped with its sophisticated four-wheel-drive system and optional skid
plates.
The extended-wheelbase TrailBlazer EXT adds substantial cargo space and
seven-passenger seating, but it's longer than a Tahoe, and we prefer the
standard TrailBlazer for its superior handling and stability.
TrailBlazer comes standard with a superbly smooth and modern Vortec 4200 inline
six-cylinder engine, which has been upgraded for 2006, and it's our first
choice unless towing is a big part of the picture. The Vortec 5400 V8, with its
Displacement on Demand technology promising improved fuel economy is available
as an option on all 2006 TrailBlazer models. Equipped with the V8, a 2WD
TrailBlazer EXT can tow up to 7,000 pounds.
A new TrailBlazer SS has joined the line-up for 2006, featuring the
395-horsepower, 6.0-liter LS2 V8 derived from the Chevy Corvette, along with a
sport-tuned suspension and competition brakes. The SS gets unique exterior and
interior trim and is available with all-wheel drive.
Model Lineup
 
Chevy TrailBlazer comes in two trim levels, LS ($26,700) and LT ($29,115). Each
is available in regular and EXT extended wheelbase lengths. The long-wheelbase
EXT LS ($28,320) and LT ($30,520) are stretched 16 inches between the front and
rear wheels to provide a third row of seats for seven-passenger capacity and
more cargo room. Four-wheel drive is available on all models ($2,250).
The base engine for all TrailBlazers is the 291-horsepower Vortec 4200, a
4.2-liter inline-6. The Vortec 5300 5.3-liter overhead-valve V8, rated 300
horsepower and 330 pound-feet of torque, is now available as an option ($1500)
on both the standard and EXT models. All come standard with a four-speed
automatic transmission.
The TrailBlazer SS ($32,890) comes with GM's LS2 6.0-liter V8 engine, which
produces 395 horsepower and 400 pound-feet of torque. Chevy claims the SS can
go from 0 to 60 mph in 5.7 seconds. The SS is equipped with a heavy-duty
version of GM's four-speed Hydra-Matic automatic transmission, the 4L70E, and
is available with two-wheel drive and four-wheel drive.
For added safety, GM's StabiliTrack electronic stability control system is now
standard on all TrailBlazer models. This system uses a full range of motion and
control sensors, coupled to actuators on the throttle and individual wheel
brakes to sense and mitigate any unintended changes in vehicle direction. Other
safety features include dual-stage driver and passenger airbags, which inflate
with less intensity in slower crashes. An enhanced passenger safety belt
reminder is standard as are pretensioners on the outboard front-seat belts,
that tighten to take up slack when the air bags deploy. Side-impact
head-curtain airbags are optional ($495). The optional OnStar system includes
GM's Automatic Crash Notification System to transmit crash scene data
automatically to participating 911 emergency systems.
LS models are nicely equipped with dual-zone air conditioning, CD player,
reclining bucket seats and floor console, power windows and programmable door
locks, tilt steering, four-wheel disc brakes with ABS, 16-inch aluminum wheels,
luggage rack roof rails, and three power outlets. An optional package ($1,185)
adds remote keyless entry, content-theft alarm, heated foldaway mirrors, a rear
window defogger, color-keyed carpeted floor mats, crossbars for the luggage
rack, and Charcoal-colored body-side moldings.
LT adds fog lamps, an overhead console with HomeLink transmitter and Travelnote
digital recorder, body-color grille and door handles, eight-way power for the
driver's seat, a trailer wiring harness and 17-inch aluminum wheels. Two-tone
leather seating surfaces, a leather-wrapped steering wheel, and dual front
eight-way power reclining bucket seats with adjustable lumbar support are
available as a package ($1,180). The front and rear fascias, grille, headlamps,
rocker panels and body side moldings on the LT have been revised for 2006 to
give the upscale model a more distinctive appearance.
TrailBlazer EXT LS and TrailBlazer EXT LT are equipped similarly to their
standard-wheelbase counterparts, but add third-row seating plus separate
rear-seat heating and air conditioning controls. EXT LS models come standard
with a HomeLink transmitter, fog lamps, 17-inch wheels, and other upgrades.
Options include a new Sun, Sound, and Entertainment Package ($1,165), which
includes the sunroof, ETR audio system with six Bose speakers, 6CD changer, XM
Satellite Radio, and DVD rear-seat entertainment system. Cruise control ($275),
a tilt-and-slide sunroof ($950), and OnStar ($695), are available separately,
but OnStar and cruise control can be ordered as a package ($700). Adjustable
pedals ($150) and navigation ($1,995) are offered on the LT only. XM Satellite
Radio ($325) is optional on all models, and an MP3 player is offered on LS
($135). DVD entertainment ($1,295) is available on all models. Various axle
ratios (3.42, 3.73, and 4.10:1) and a locking differential are also available.
Walkaround
TrailBlazer's styling helped blaze the trail for the latest Chevy Truck design.
It's an aggressive look with bold headlamps and a split grille. The horizontal
bar that splits the grille, headlamps and turn signals is chromed on the LS,
body-colored on the LT, and black on the SS. The front bumper features a large
opening with two vertical slats, and the optional foglights are mounted down
low. The front end of the TrailBlazer makes it look like a scaled-down Suburban
or Silverado.
Overall, TrailBlazer looks neat and sturdy, with confident lines that express
utility. The pillars and window lines are graceful, while the big fender flares
are visually bold. At the rear is a convenient step in the center of the
bumper.
The seven-seat TrailBlazer EXT is 16 inches longer between the front and rear
wheels than the standard five-seat TrailBlazer and looks disproportionately
long and narrow. The easiest way to tell the TrailBlazer from the TrailBlazer
EXT is to look at the rear passenger doors; they're full-size doors on the EXT
but the rear wheel wells cut into them on the standard-length model.
For 2006, the antennas for the optional OnStar assistance system and XM
Satellite Radio are combined in a single unit.
Interior Features
The Chevy TrailBlazer's cabin is comfortable and convenient. Seats on the LS
are manually adjustable. Eight-way power operation with memory and seat heaters
is available on LT models. Power adjustable pedals on the LT allow shorter
drivers to move the brake and accelerator pedals up to three inches closer for
better positioning and comfort without having to move too close to the
airbag-equipped steering wheel. It's a good safety feature and popular among
women.
The TrailBlazer seats five, the TrailBlazer EXT seats seven.
Second-row space is nearly identical between TrailBlazer and TrailBlazer EXT.
First and second row hip and leg room is comparable to the Ford Explorer,
though the TrailBlazer does offer an inch more headroom throughout the cabin.
Cargo space in the EXT is generous. Fold the second- and third-row seats and
TrailBlazer EXT offers 107 cubic feet of packing room, more than the
TrailBlazer (80), Ford Explorer (86), and comparable to the full-size Chevy
Tahoe (105). The cargo floor isn't as flat as we'd like, though, and a gap
between the two third-row seats makes it less dog-friendly.
Space in the EXT third-row seats, is a bit cramped, as it is with most third
rows. The Explorer has more third-row legroom. Also, we put some an adult and a
teenager back there and they complained about tunnel vision.
Up front, the driver gets complete and clean instrumentation. Heating and air
conditioning can be controlled separately by the driver and front-seat
passenger. EXT models add separate climate controls for rear-seat passengers as
well. Interior lights abound, including reading lights. Optional on the
four-spoke, leather-wrapped steering wheel are handy buttons for climate,
audio, cruise control, and the driver information center.
The center console includes an open storage bin, an enclosed compartment and
two cup holders forward of the gear lever plus two cup holders for the rear
passengers. There are pockets in the front doors and behind the front seats,
though none in the rear doors. Behind the rear seat is a small hidden
compartment under the floor. A cargo net, a scrolling tonneau cover, and power
outlets are available. An overhead console on the LT includes a sunglasses
holder plus Travelnote digital recorder.
For 2006, Chevy TrailBlazers get an enhanced sound-mitigation system, including
an acoustic windshield to minimize wind noise, and additional sound insulation
within areas of the body that can transmit engine and road noise.
Safety is improved from the available head-curtain side-impact airbags, which
unfold from the roof rail between the A-pillar and side window header. When the
bag deploys in a moderate-to-severe side impact, it is angled somewhat toward
the window to help provide protection for front and rear outboard passengers.
The 2006 system replaces the previous seat-mounted system, which protected the
driver and front-seat passenger only. TrailBlazers equipped with head-curtain
airbags also feature a new rollover sensing system that triggers both the
side-curtain airbags and safety belt pretensioners. The rollover-sensing module
uses a complex algorithm based on lateral and vertical accelerations, roll rate
and vehicle speed to determine whether to deploy the safety systems. GM's
Passenger Sensing System (PSS) is standard on the TrailBlazer, which
deactivates the front-passenger airbag if it senses an unoccupied front
passenger seat or the presence of a smaller occupant. A status indicator on the
instrument panel alerts occupants that the passenger airbag is on or off. Even
with this system, however, we strongly recommend carrying under-age passengers
in an appropriate child seat placed in the second or third row of the vehicle.
We found the premium 275-watt Bose system offered outstanding sound quality and
adjustment versatility. Most of the available audio systems include RDS (Radio
Data Systems) technology, allowing the listener to search for stations by type,
display information including song and artist identification, and provide
traffic and weather updates. The rear-seat DVD entertainment system features a
seven-inch flip-down screen and wireless headphones. XM Satellite Radio
provides 100 coast-to-coast, digital-quality channels of original music, news,
sports and talk. The navigation system uses a touch screen and its display is
integrated with that of the sound system.
OnStar includes GPS navigation, hands-free cell phone communication and a free
first year of safety and security service (including remote unlocking if you
lock yourself out). Available features include everything from having your
e-mail read to you by a computerized voice (Virtual Advisor) to getting
directions to the nearest ATM. Gen6 technology provides easier hands-free
operation, while expanded services include the new General Motors Advanced
Automatic Crash Notification (AACN) system, making crash data available to 911
centers to facilitate the dispatch of appropriate life-saving personnel and
equipment to crash scenes.
Driving Impressions
TrailBlazer's six-cylinder 4.2 liter engine, called the Vortec 4200 is smooth
and quiet. The faster it goes, the smoother it seems to get. It's an inline-6,
a design that's inherently better balanced than a V6. It idles so smoothly that
Chevy Truck added a device that prevents the starter from grinding if the key
is turned when the engine is already running.
The six-cylinder engine features dual overhead camshafts, four valves per
cylinder, and variable phasing of the exhaust cam. It's been upgraded for 2006
to produce 291 horsepower and 277 pound-feet of torque. (Torque is that force
that thrusts you off the line and up steep hills.) Ninety percent of the peak
torque is available at just 1600 rpm and it's still there at 5600 rpm. The
engine is still striding, not screaming, when the full-throttle upshift comes
at 6000 rpm. That torque gave us confident power when attempting passes on
steep uphill two-lanes. It offers strong acceleration without forcing the
transmission to downshift. The four-speed automatic transmission is programmed
well and makes a good companion for the engine. Shifts are smooth.
Towing was a high priority in the TrailBlazer's engineering. Six-cylinder
models are rated to tow 6300 pounds with 2WD, 6100 with 4WD. Even the EXT
powered by the six-cylinder engine can haul 5800 pounds with 4WD. The
six-cylinder engine is designed to run cool while towing, thanks in part to a
big seven-quart oil pan.
Big ventilated disc brakes provide stopping power, and four-wheel ABS is
standard. Under hard braking, the nose didn't dive, keeping the TrailBlazer
remarkably level and stable. Braking capability has been improved for 2006 with
a new low-drag caliper system with a more responsive brake booster and larger
master cylinder for improved pedal feel, a system first introduced on SS
models.
We found the ride excellent, very smooth without being too soft. The
TrailBlazer was designed to lean a maximum of only 5 degrees in corners. It
features a wide track and low engine position, which drops the center of
gravity. A vehicle with a low center of gravity is generally less likely to
roll over than a vehicle with a high center of gravity. TrailBlazer has a very
tight turning circle of 36.4 feet, because the suspension and engine design
allow for large steering angles, a real plus in crowded parking lots.
The chassis and suspension are highly developed with design features normally
associated with sports cars: rack-and-pinion steering, four-wheel vented disc
brakes with twin-piston calipers in front, independent front suspension with
short/long control arms, live rear axle using five-link location with Bilstein
gas-charged shock absorbers and coil springs, and thick antiroll bars front and
rear. The chassis rails are shaped by hydroforming, which makes them stronger
and lighter. No less than eight crossmembers contribute to TrailBlazer's
torsional rigidity, and there are 12 tuned body mounts that use rubber pads and
hydraulics to dampen vibrations.
We found the TrailBlazer impressively stable on washboard surfaces. It bottomed
on dips, however, signaling that the optional skid plates are necessary for
off-road driving. When equipped with the 17-inch on/off-road tires and skid
plates, the TrailBlazer easily chugged along at 5 mph through soft sand in
Auto4WD.
Four-wheel-drive TrailBlazers feature GM's Autotrac system, which offers four
settings: 2WD, Auto4WD, 4HI and 4LO. Switching in and out of 4WD can be done on
the fly with a flip of a switch. The transmission must be in neutral to engage
or disengage 4LO. In Auto4WD, power is shifted to all four wheels as conditions
require. The TrailBlazer can be towed in the Auto mode without having to
disconnect the driveshaft, a convenient feature. Traction control is available
for 2WD TrailBlazers.
As impressed as we are with the TrailBlazer, we don't have the same feelings
for the TrailBlazer EXT. The long-wheelbase EXT lacks the responsiveness and
stable handling of the standard TrailBlazer. The EXT feels long and narrow.
That's not surprising, given that the TrailBlazer EXT is longer, narrower and
taller than a Tahoe. TrailBlazer EXT's wheelbase is stretched dramatically, by
16 inches. Its suspension is soft. It wallows in corners. On exit ramps, when
braking and turning at the same time, it does not feel as crisp and stable as a
TrailBlazer or Tahoe. On the highway, the EXT wanders around in the lane.
Stability is affected by strong crosswinds at high speeds. And the EXT is
heavy. A V8-powered TrailBlazer EXT weighs at least 400 pounds more than a
standard TrailBlazer. Even equipped with the optional V8 engine, the
TrailBlazer EXT feels distinctly underpowered.
The V8 now features Displacement on Demand, which shuts down four of the eight
cylinders when they are not needed, for up to 8 percent better fuel mileage
under light-load conditions. The engine management system instantly revives the
sleeping cylinders the moment the driver demands more go. With this system,
even the 5000-pound 4WD EXT can squeeze an EPA-estimated 15/18 city/highway
mpg. We drove one that GM engineers had rigged up to tell us when the pistons
were being activated and deactivated, but we could not feel it through the seat
of our pants. It all happens seamlessly. This new V8 produces slightly more
horsepower and torque than the engine it replaced.
Trailer-towing capabilities increase with the added power of the V8, as might
be expected, varying from a minimum of 6500 pounds on the 4WD TrailBlazer to a
maximum of 7000 pounds on the 2WD EXT.
Summary
Chevy TrailBlazer sports a nice design and a well-executed interior. Smooth,
stable, and powerful, TrailBlazer works well around town, on the open highway,
and in the back country. Almost none of that applies to the long-wheelbase
TrailBlazer EXT, however, which surrenders much of the standard model's ride
and handling for extra cargo space but barely adequate third-row seating
capacity.
NewCarTestDrive.com correspondent Sam Moses filed this report from the Columbia
River Gorge, with Mitch McCullough reporting from Los Angeles.
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