The Chevrolet Trailblazer is all-new for the 2021 model year. Its introduction represents the first time Chevy has used the Trailblazer name in the U.S. market since 2008. But unlike its predecessor, this vehicle has nothing in common with the body-on-frame SUV sold over a decade ago. It also has nothing in common with the TrailBlazer (note the capital “B” vs. the lowercase “b” in this model) marketed by GM in select international markets. Instead, the all-new, 2021 Chevrolet Trailblazer is a crossover of subcompact proportions. The space has quickly become the fastest-growing and most-contested segment, both in the U.S. and abroad. In June, we spent a week with the all-new Trailblazer. Here are our initial driving impressions after the first 150 miles.
We wrote this piece after our first few days and 150 miles with the car. We then proceeded to put another 400 miles on the car via a road trip. Will go in-depth on each of the items discussed here in the weeks ahead, so stay tuned for that.
The Car
The model we’re driving is the range-topping RS trim coated in Satin Steel Gray Metallic. It’s powered by the turbocharged 1.3L L3T three-cylinder engine rated at 155 horsepower (115 kW) at 5600 rpm and 174 pound-feet (236 Nm) of torque at 1600 rpm. That’s a noteworthy upgrade over the turbocharged 1.2L LIH I-3 that serves as the base engine and makes 137 horsepower and 162 pound-feet of torque.
Our tester also has all-wheel-drive, which automatically equips it with the new GM nine-speed automatic transmission, replacing the CVT used in front-drive models with the 1.2L motor. Inside, our 2021 Chevrolet Trailblazer RS features a Jet Black interior with Red Accents throughout. The seats are cloth with leatherette inserts.
The base vehicle price of the 2021 Trailblazer RS with AWD is $26,900. Our model had three additional packages that added $2,685 to the vehicle’s base price, bringing the total MSRP to $30,580.
Our tester was also equipped with the following packages:
- Technology Package – $1,720:
- Wireless Apple CarPlay / Wireless Android Auto
- Chevrolet Infotainment System 3 Plus
- Wireless smartphone charging
- Adaptive Cruise Control
- Memory Card Receptacle
- LED Headlamps
- HD Radio
- 4.2-inch multi-color driver information center display
- Bose Premium 7-speaker system
- HD Rear Vision Camera
- Convenience Package – $620:
- Single-zone automatic air conditioning
- Auto-dimming inside rear-view mirror
- Covered, sliding driver and front passenger visors with illuminated vanity mirrors
- 120-volt power outlet
- SiriusXM radio (with trial)
- Rear USB-A and USB-C charge-only ports
- Driver Confidence Package – $345:
- Rear park assist
- Rear cross-traffic alert
- Lane change alert with side blind zone alert
The only package our tester doesn’t have is the Sun and Liftgate Package ($1,770), which includes a power, dual-pane, panoramic sunroof and a power, programmable hands-free liftgate with LED logo projection. If we were getting this vehicle for ourselves, we would definitely spring for this optional package to enjoy a fully loaded unit.
Exterior
The styling theme of the 2021 Chevrolet Trailblazer is that of a mini-Blazer. Not the body-on-frame SUV of the past, but the all-new Blazer midsize crossover that debuted for the 2019 model year. The new Blazer is a very attractive vehicle in its own right, and applying its design language to the Trailblazer – which is two segments smaller – results in another good-looking crossover.
Up front sits a new interpretation of Chevy’s signature dual-port grille with a multi-layered appearance. An accent bar integrated within the headlamps tricks the eye into thinking that this small crossover has a wider stance than it really does. A bold hood leads up to black, upright A-pillars, which in turn harmonize with taut bodyside lines and a sleek roofline. A two-tone roof – standard on the Trailblazer RS – is a unique touch; it joins with the blacked-out A-pillar and unique C-pillar treatment to give the roof a “floating” appearance. The rear end features large wraparound tail lamps.
The RS model, in particular, adds several unique elements that bring even more flair to this already-stylish vehicle. These include a glossy black mesh grille with a black Chevy bowtie and a unique, faux carbon fiber front splitter. Additionally, the headlamp clusters wrapping the optional LED headlamps have a slightly different shape on the RS model. A set of 18-inch high gloss black machined aluminum wheels fill out the wheel wells very nicely, and look great. Out back, the Trailblazer RS features a set of LED tail lamps with a model-specific signature. Dual round exhaust outlets and a faux carbon fiber rear valance round out the styling package.
Overall, the 2021 Chevrolet Trailblazer is a very sharp-looking piece of kit, particularly in RS guise. And that is a big deal, especially in this segment, whose contenders tend to look like their styling is either incomplete (Ford EcoSport, Fiat 500X) or over-styled to the point of looking cartoonish (Toyota C-HR). To that end, the Trailblazer has a character of its own, and it’s quite an attractive one.
In our first three days of driving the new Trailblazer in the Miami area, we had a total of four people ask us about it (the Trailblazer name caught everyone off-guard). Even in the heat of the COVID-19 pandemic, this small yet mighty crossover served as an apt conversation starter.
Lighter environments bring out a shade of brown
Overcast environments bring out a gray hue
We should also note that the Satin Steel Gray Metallic is quite an interesting color. In most cases, the hue takes on a steel-gray persona; but warmer-lit conditions when the sun is out, the color takes on a brown hue.
Bottom line: the 2021 Trailblazer looks superb, and that’s a good thing.
Interior
And that brings us to the interior. The cabin of the 2021 Chevrolet Trailblazer RS is quite comfortable, with a driver-oriented layout, a natural driving position and healthy visibility. All the controls are laid out exactly where one would expect them to be. There’s a real center console with an armrest – which has been an area of discontent surrounding the Trailblazer’s semi-predecessor, the Trax. We say “semi” because the Trailblazer doesn’t replace the Trax, but rather joins to expand Chevrolet’s crossover lineup. Both models will co-exist, at least for the time being.
The touch points – the parts and areas of the interior that the driver actually touches – have a solid, high-quality feel to them, including the items the driver interacts with the most. These include the door pull handles, the engine start button, the leather-wrapped, flat-bottom steering wheel (a particular favorite of ours) and the shifter/gear selector. The door and center console armrests are formed from a polyurethane-type material, and they are just soft enough not to feel hard.
On the front doors, the inlays immediately above the door armrests are soft and have nice red stitching. There’s also a piano black inlay above that area. The rest of the front door panels – above and below the armrest and the aforementioned inlay – is wrapped in a hard plastic. The rear doors don’t get the soft inlay, the stitching, or the piano black accents. It’s a hard door all around, though the armrest is made of the same soft-ish polyurethane material (like for the two front door).
The forward-facing part of the dash is covered in a soft rubber-like material with a sporty-looking texture. It looks good and feels even better. The upper dash is made of a hard plastic, yet looks pleasant to the eye. Not once did any of these “hard” materials bother us during our initial time with this vehicle: they look good to the eye and we can’t imagine a scenario where a normal person would actually need to touch these areas.
We also appreciated all the different storage areas in the cabin, including the bins within the lower door panels and the three storage areas around the center console. Particularly useful was the dedicated upright phone holder that bifurcates the cupholders. After all, a cupholder is for cups, right?
We also appreciated the small “shelf” in front of the front passenger. It has a rubberized floor and can be used to store the passenger’s cell phone and/or wallet. There’s a faux carbon fiber accent below it that looks in place.
Elsewhere in the cockpit, red piping and stitching combine with tasteful chrome accents throughout the cabin.
The seats are comfortable. The red stitching, piping and other red accents sprinkled throughout the cabin of the RS model add a tasteful touch. Space is plentiful, which is a great for a small vehicle such as this one.
Bottom line: the 2021 Trailblazer has a spacious and comfortable interior that it easy to see out of and a solid place to spend time.
2021 Chevrolet Trailblazer trunk with regular load floor height
Cargo
Another area where the 2021 Chevrolet Trailblazer excels is cargo space. Capacity behind the second row is plentiful (25.3 cubic feet), and the floor can be lowered roughly an inch to provide even more room for taller items.
2021 Chevrolet Trailblazer trunk with lowered load floor height
Additionally, the side cargo dividers can be removed to create a wider loading space.
Side panels in place
Side panels removed
The second row seats fold flat in a 60/40 fashion to provide even more room for longer items (54.4 cubic feet of cargo capacity with the second row folded). The front passenger seat also folds flat, allowing one to fit an item up to 8.5 feet long within the vehicle, which is very impressive for a car this size.
There’s also a reversible cargo floor, with a regular carpet texture on one side and a more rugged texture on the other.
Up to 8.5 feet with the front seat dropped. Also note the reversed cargo floor.
Models not equipped with the power liftgate feature require a bit more effort to slam that boot fully closed. When that’s not done, the hatch door has a tendency to latch, but not completely, resulting in a “trunk open” message in the instrument panel.
Bottom line: not only does the 2021 Trailblazer have a healthy amount of cargo capacity, but it also has the flexibility to punch well above its weight size when it comes to cargo-carrying capacity.
Tech
Technology is another 2021 Chevrolet Trailblazer RS strong suit. The optional eight-inch central infotainment screen (a seven-inch screen is standard) is a marvel. It’s easy to use, is bright, and very quick/responsive. The optional Technology Package upgrades the backup camera to a more high-res HD unit. Working in conjunction with the screen, the image is clear, sharp and very responsive.
Meanwhile, the instrumentation is quite attractive and easy on the eyes, with RS-specific touches within the speedo and tach. The 4.2-inch multi-color driver information center – the screen located between the speedometer and tach – is identical to the unit used in many Chevy models. It gets the job done in a no-fuss sort of fashion, with intuitive steering wheel controls.
The (optional) Wireless Apple CarPlay implementation combines with wireless charging for a cable-free experience, meaning less clutter in the cabin. Those who prefer to use cables can still do so, as all 2021 Trailblazer models feature one type-A and one type-C USB port, along with an auxiliary input jack. A set of charge-only USB-A and USB-C ports on the rear of the center console (for second row passengers) are optional.
Wireless phone charging
The similarly-optional 7-speaker Bose sound system (a 6-speaker system with enhanced performance and amplifier is standard on RS) sounds great, and feels just right playing anything from the latest Hip-Hop tunes to a podcast.
The Trailblazer also excels at the hands-free phone feature: not only could we hear exactly what was being said over the speakers, but the folks on the end of the call told us that the sound quality was superb, even when driving at highway speeds. In fact, one caller couldn’t believe we were actually driving 75 mph and talking to him on the car’s system.
The camera-based Adaptive Cruise Control, also an option, works well on the highway. However, its behavior can be a bit erratic at times, which is the case for all GM models with this feature. Luckily, one can simply switch to the “regular” cruise control, if so desired. The other active safety features, such as Blind Zone Alert and Rear Park Assist, work as one would expect.
We also appreciated the remote start (standard on the RS trim) with automatic air control in the scorching Miami heat. Meanwhile, the onboard 4G LTE-based Wi-Fi helps keep all occupants connected.
Bottom line: the 2021 Trailblazer RS not only has the technology, but also implements it in all the right ways.
Driving Impressions
Now to the part many of you have been waiting for: how does the 2021 Chevrolet Trailblazer drive? In two words, very well.
As mentioned earlier, the turbocharged 1.3L L3T three-cylinder engine is rated at 155 horsepower at 5600 rpm and 174 pound-feet of torque at a very low 1600 rpm. Any notion that the Trailblazer with the optional turbo 1.3L engine is somehow underpowered is, quite frankly, bollocks. During our first three days with this vehicle, we found the power to be more than adequate. Keep in mind that yours truly drives a C7 Corvette as his daily driver.
Though the Trailblazer is no high-performance machine, the boosted three-banger more than gets the job done in propelling this vehicle. In fact, it can be quite a fun companion at times. The nine-speed automatic gearbox is a gem, delivering quick shifts during acceleration. The small crossover has no issues gaining speed and keeping up with (and passing) traffic in city driving conditions. The same can be said about accelerating on highway on-ramps, even those short ones that require faster acceleration.
Mashing the throttle while in front-wheel-drive mode can even spin the front tires. Turning on AWD does away with that. We’d even go so far as to say that, had we not been following the new Trailblazer from development years ago, we would have never even guessed that there’s a three-cylinder under the hood. The engine feels like a healthy four-pot, and not a three-cylinder.
The sound is uneventful. At idle, it’s barely noticeable. When flogged, it sounds like a typical small engine under strain. Regular driving delivers low NVH levels.
Around town, the 2021 Chevrolet Trailblazer RS is a perfect companion. It’s light on its feet and very maneuverable. The ride is quiet and compliant, and vibration and harshness levels are minimal.
That said, the Trailblazer has a healthy amount of body roll when cornering at speed. But that shouldn’t necessarily be a deal breaker. After all, this is a utility vehicle, not a sports car. Meanwhile, brake pedal feel is one of the best we’ve experienced in a while in a GM crossover: gone is the (almost) universally-hated long pedal travel. Instead, the pedal has a short travel distance that helps the driver feel more in control of the braking experience.
All of those good qualities are dialed up a notch by the Trailblazer’s well-sorted demeanor on the highway, where the crossover just purrs. The vehicle feels solid, competent, and sure-footed, even at high speeds and while driving among a herd of semi trucks. The nine-speed auto gives the boosted three-banger a low cruising engine speed of just around 2,000 rpm at 80 mph.
Much like in the city, noise, vibration and harshness (NVH) levels are kept to a minimum on the highway. In fact, we can’t emphasize enough just how quiet, calm, composed and sure-footed this small crossover at high speeds. The Trailblazer just begs to be driven. Long road trips are its strong suit.
And for those who are wondering: yes, the engine auto stop-start system can be turned off via a button on the center console. The system resets to “on” at every ignition cycle.
Bottom line: the 2021 Trailblazer is a solid driving companion that’s quiet and composed.
Fuel Economy
The EPA rates the 2021 Chevrolet Trailblazer with the turbo 1.3L engine, 9-speed automatic transmission and AWD at 26 MPG city, 30 MPG highway and 28 MPG combined. We averaged 23 miles per gallon during the first 150 miles.
However, those first 150 miles included very taxing driving conditions, consisting of abnormal driving (like hammering on the accelerator for instrumented testing), getting a feel for the vehicle’s limits, and a healthy amount of idling – all of which sap fuel economy. After that initial bout of tests, we got closer to 26 MPG.
The Verdict
During the first three days and 150 miles, the 2021 Chevrolet Trailblazer RS proved to be a solid companion. It looks good, is comfortable, quiet and sure-footed, both in the city and on the highway. Very healthy levels of technology complement its attractive looks and solid driving experience.
More importantly, at no point during the initial three days did we feel like we got an inferior product by opting for the most affordable Chevrolet crossover on the market today. Far from a penalty box that constantly reminds its drivers and occupants about its entry-level position in the marketplace, the new Trailblazer feels like a more premium product.
To that end, the 2021 Chevrolet Trailblazer has a premium price tag. Even though it has a lower starting price than the Trax, get carried away with the trim level and optional packages, and you’re looking at a subcompact crossover that stickers at over $30,000. But given just how well this vehicle does what’s requested of it, we’d say that’s money well spent.
After these initial three days, we will spend another four days with the new Tb. We’ll have a lot more details and driving impressions about the 2021 Chevrolet Trailblazer over the next few weeks, so be sure to subscribe to GM Authority for more Chevrolet Trailblazer news, Chevrolet news, and around-the-clock GM news coverage.
- All photos copyright GM Authority / Motrolix.
Comments
This article was as pleasurable to read as the new Trailblazer is to look at. I do like the fact that a temperature gauge is included in the cluster, something that not all vehicles in this class have.
It is a great entry level car, but when fully equipped at 30k it becomes hard to ignore other vehicles in it’s class with substantially more power and quickness. I would put my money where my mouth is and buy this vehicle if equipped with a 1.6t or 2.0t. I believe Chevy could move enough Trailblazers with an SS badge to make it a worthwhile endeavor.
But do the people who buy these cars care about having more power? I would put my money on the not. There are some exceptions such as yourself and me, but we are few and far between.
Awesome article guys. Love the detail.
I guess GM will find out. Clearly they’re banking on not. In case you’ve been living under a rock they have removed any respectable performance from the Equinox as well.
So only Corvette and truck owners are allowed to request for adequate power from GM? If this is the path GM wants to take with there ICE products over the next decade I would expect more government bailouts to be inbound.
You’re both right, to an extent.
First, let’s remember that GM’s Chevrolet Trax is the best-selling vehicle in this segment today. This model does not offer any more performance than the 138 horsepower and 148 pound-feet of torque from its technologically archaic turbo 1.4L I-4 LUV engine. It’s also outclassed when it comes to the transmission, which is a six-speed in a world of eights and nines. All that hasn’t prevented the Trax from becoming the leader, and maintaining that leadership over the past two to three years. Clearly, customer preference values other factors outside of power.
In that regard, the 1.3L and nine-speed auto in the Trailblazer is a marked improvement over what’s offered in the Trax. The Tb has more power and more torque, while weighing less. In other words, it’s a better performer right out of the gate. Meanwhile, the standard 1.2L turbo is comparable to that of the 1.4L turbo in the Trax.
An important aside is that many of the rivals that offer larger and more powerful engines in this segment do so not because of some strategic plan to offer more, but rather because they don’t have a modern, ultra-small displacement engine to utilize the way GM does with the 1.3T L3T and 1.2T LIH. GM has an advantage here, since a smaller engine not only weighs less, but also costs less to build, while delivering the performance expected by the overwhelming majority of segment customers.
Second, is there an opportunity to offer more power in the Trailblazer? Yes. Is there enough demand to warrant doing so and complicating the lines? It does not seem that way, at least as of this moment.
That may change as the segment continues to grow and attract switchers from other segments, like sporty compact sedans. However, as of right now, a rival offering like the Seltos that makes a few more ponies but weighs more in the process isn’t particularly noteworthy.
I agree , my son just took delivery of a new TB AWD . He and his wife looked at others like the Crosstrek , Tuson etc , and after driving the TB they were sold!!
i have driven it and quite impressed . I agree more power would be nice , but for most people in everyday driving they would never use it .The 1.3 feels peppy both around town and on the highway.
GM has invested in efficient power trains , and the media critics come out . when GM used the older teck 4’s they were critized for that. I think they have a winner , waiting to test drive an Activ model , i think it will be just right!!
I purchased a Buick Encore GX which is sister to the Chevy. I’ve got the 1.3 with FWD and CVT. I’m a car nut and would normally not purchase a car with this engine combination. After 6 months I am very pleased and echo the previous comments. Good power, quite, nimble and etc. I averaging 32 MPG all around and 34-35 on the highway. I’ve read 0-60 times on the 1.3, AWD with 9 speed transmission and would like to know the 0-60 time with the 1.3 and CVT. I suspect my combination would be around 8.5 which is a little faster. Overall very pleased with the car.
@ h4cksaw: If GM is unwilling to cut loose with any other SS models (except the Camaro), don’t count on them doing it to a bargain basement, low-priced, entry-level CUV. Barra and her gang are not interested in it. The only thing you can bank on is the Trailblazer getting a $2,500 sticker package option like all other GM vehicles. Exciting huh?
This does look like a nice option to my current daily driver/work car (’17 Cruze RS), but not much else.
**Still waiting on GM’s answer to the Wrangler/Bronco. Some people want more than just CUV’s.**
My argument for a SS trim for the Trailblazer seems to make the most sense of any GM product in the immediate short term. Cost of development would be like nothing. The platform and engine bay both seem like they can easily accept a 2.0t instantly turning this vehicle into a segment leader. The market will dictate the price on the Trailblazer, but the SS trim could slot in nicely just below the $34k price of a delivered CT4. It could also be a worthy replacement for the Malibu, for some buyers.
As it currently sits, I do not think it is a worthy replacement for many Cruze and Sonic drivers, including myself. As I have said many times, the acceleration during my test drive of this vehicle is much slower than its older siblings, around 20% depending on options. Why would/should people coming out of Cruzes and Sonics settle for a significant downgrade?
I personally see no reason to make an SS model using the lowest vehicle in a manufacturer’s lineup. I do not see much interest in a performance model, using a bargain basement, $21k CUV. JMHO.
As far as a Cruze/Sonic replacement, this vehicle would simply be a form of transportation for me to and from work. Every few years, I get a new work vehicle, as I also own a highly modified ’11 Camaro SS and a bolt-on ’17 C7 Grand Sport. I need a reliable vehicle for work that also gets good MPG. The Trailblazer fits the bill for what I need it for.
Have you driven the new Trailblazer? Obviously fleet sales and company burner cars will love the cheap Trailblazer. I don’t think most educated consumers who actually purchase their daily drivers intending to drive them for 200k miles will appreciate being stuck in the Trailblazer for that duration. I mean I don’t really care, there are tons of companies out there who already offer a better vehicle in this segment, so GM will just lose my business. I just figured that putting a larger engine in this platform could be a cheap and easy way to cover the entire spectrum of sales in this highly competitive class.
I have not driven one, but an RS model would interest me as a new daily driver. I am obviously a performance junky, but a TB SS just wouldn’t trip my trigger. A “performance model of a cheap, micro-CUV”? Meh. Now, an SS version of the Blazer? I’d be on board. Both Jeep and Ford offer performance (non-supercharged) versions of their mid-size SUV’s (Jeep SRT, Durango SRT & Explorer ST). A Blazer with ~400-450hp would drop into this segment and drub up some interest, IMHO.
Hey, who knows. Right now, GM is infatuated with EV’s and having 19 different CUV models that all look very similar. It is ultimately their choice, but with them refusing to bring exciting models to the table and getting people talking about the brand, people are going elsewhere for their vehicles.
Good talking with you. 🙂
Nice talking with you too homie! One note about a high power Blazer is that the platform in transverse, so putting a 400+ ft/lbs of torque in there is a little sketchy in my opinion. also Transverse layout don’t leave much room under the hood. There are a lot of reasons why an SS version of the current Blazer doesn’t make sense. It would probably cost millions to develop.
A trailblazer and a 2.0t transversely mounted is already a proven combination in many GM platforms. Cost of development would be like nothing, and GM could justify a huge mark up on a relatively cheap vehicle, it’s a win win. a 2.0t combined with a light small vehicle like the Trailblazer it would be the most fun vehicle to drive in the segment, no competition.
For sure. The current Blazer platform does not support a high HP RWD or AWD vehicle. In order for it to work, GM would have to spend a ton on R&D and engineering.
I have a 2021 Buick Encore GX with the 1.3L, FWD with CVT. I echo everything said about the trailblazer. I’m averaging over 32mpg which maybe average for a none AWD. I have not seen a road test on the 1.3L with the CVT. With my on testing I’m reaching 0-60 in less than 9 seconds. I wasn’t fan of the CVT until I purchased my Buick. I am very happy with it and think it may be little faster 0-60 then the AWD with the 9 speed. I think Chevy and Buick will hit a home run with these cars if they are reliable in the long run.
Alex, thank you for the in-depth, insightful review of the new Trailblazer. I’m beginning to consider replacing my 2017 Cruze, which is my daily driver/work vehicle. I drive a lot of miles annually, in my profession. The stumbling block I reach, is that Chevy no longer has a vehicle that achieves the kind of fuel economy numbers that my Cruze achieves. On summer blend fuel, I typically get 42mpg, per tank full (admittedly, mostly highway). I can’t go into a Spark. The Cruze offers a perfect blend of fuel economy, features, cargo room, and comfort. It appears that the Trailblazer covers all of my requisites, save for fuel economy. I have a decision to make! Thanks again, for this wealth of info on Chevy’s latest crossover.
Offer Bison ZR2 suspension components from the Chevrolet Colorado and we instantly have a CUV that can go off-road to compete head-to-head with the Ford Bronco.
Lol. I’ll have what you’re smoking.
Great article. It seems this new vehicle is going to be a huge winner.
I can’t agree with others on here that seem to think performance is such a must. For 2.5 years I’ve owned a Buick Encore with the base 1.4 turbo. Never was there a need for more. I just picked up a ’20 Spark LT with special edition package with 98 HP and a CVT. If I want more performance, I’ll take my ’06 Lucerne V8 out for a ride. The vast majority of people buying these cars like the Trax, Encore, Trailblazer etc are looking for many things. Saying they worry about an extra second or so to hit 60 mph is absurd. With that said, I will say I feel they could have done better to just produce the 1.3L with CVT standard and 9 speed optional across the board and leave the 1.2L out totally. I’d think the extra cost to produce the two different 3 cyl engines would be more than it’s worth. Anyhow, although I’ve just picked up my new car, I’m already thinking ahead two years and if this may be my next ride.
My mom owns an Encore and it’s underpowered. I recently test drove the TB LT, both the 1.2 and 1.3. The 1.2 was loud. The 1.3 was peppy decent. GM should have used a small 4 cylinder for the upgrade.
I found the seats in the TB to be tight which seems to be a common gripe in the few reviews I read. Also not, not, impressed with the interior, fair amount of plastic and the carpet seemed low grade. I seat in the Encore GX which has a much nicer interior, far less plastic.
Underpowered is relative.
Given the astounding sales success of the Encore (second or third best seller in segment right behind Trax in fist), your opinion that it’s underpowered is clearly not in line with what actual people look for in these vehicles, putting your entire opinion under question.
Plastic in interior is not what matters. It’s how the plastic is executed. Look at the photos – it looks good. Chevy did its homework on the Trailblazer. End of story.
Underpowered is relative is nail on the head. When I was a teen I remember thinking that the 150 hp in my 3.1L V6 to be pretty quick, which it was in the early 90s. None of these small vehicles will win drag races, but then again if that’s what you want buy a Camero.
Or, more logically, if you want more power in a similar platform buy a Mazda Cx-30, Mazda Cx-3, Mazda3, Kia Seltos, Hyundai Kona, Toyota Corolla Hatch, Jeep Renegade. Just naming a few and not including European manufacturers. I have included nonCUV hatchbacks in my list because the Trailblazer is the only current GM product that can directly compete with them.
Indeed power (and looks) is all relative. It would be interesting if the folks here did one of their polls about engines (hint hint) – if the two 3-cylinder is enough or if they should have offered a 4-cylinder as the upgrade
I think you put it best in your earlier post “. . . so GM will just lose my business. I just figured that putting a larger engine in this platform could be a cheap and easy way to cover the entire spectrum of sales in this highly competitive class.” Interesting long list of competitors that bests the TB – is this the best GM can offer being second best!?!?!
@h4cksaw: You and I have been down this road before. Maybe you need to be the one selling Mazda since you feel they are so good. I’ve been with them for 4 1/2 years now. The more I’m around them, the more I dislike them. Although Mazda does some things really well, they do more things really badly. It’s funny because although I’ve owned my Encore for 2 1/2 year and 17,000 miles before trading it on the Spark last week, I’ve actually driven more miles overall in Mazda’s as I deliver them all over the southern California market. Because of my very unique job where I do get to drive them many miles as well as bring return lease cars (mostly 2-3 years old with 9 to 30,000 miles on them), I get to put miles on cars that are not mine. I see first hand how they hold up (or don’t). I have seem the many issues with the all new Mazda 3 as well as the all new CX30 now. I’ve seen the trim pieces laying in the back of the cars because they just fall off and can’t be put back on. I’ve driven them many miles with the center arm rest that won’t stay closed because the cheap plastic tab breaks off. I’ve stared at the foam trim coming out of the dash/windshield area. I’ve sat on the overly hard/harsh leather seats that are pulling apart at the seams/warping/discolored and look worse than many 20 year old cars do. I’ve experienced the throttle responses that are either jerky and way over sensitive or it feels like the car has an anchor hanging off the back. Shall I go on?
I will put my money where my mouth is when I say the Encore I owned was a true pleasure to drive compared to the CX3, CX30 or CX5. The power in the Encore was lower but much more refined. Interior quality was years better. And that’s just compared to the Mazda’s. Don’t even get me going on the junk from Toyota! Of the vehicles you listed, only the Kia, Hyundai and Jeep would be serious contenders against this Trailblazer.
I rented a CX-5 for a week for a road trip back east. I found it to have a fair amount of road noise which was a turnoff. Other than that it was a decent ride. My neighbor’s wife has a CX-3 which he says has a fair amount of road noise. I’ve looked at the new CX-30, not a fan of the exterior, but the interior is very well done steps above the TB. I haven’t test drove the CX-30 but hear it’s sweet.
I’ve driven my mom’s Encore dozens of times, as I’ve noted not a fan of engine, personally I think it’s under-powered which based on the comments here is up for debate. I agree the Encore interior is well done, the ride seems refined and interior quiet.
I’ve also looked at Jeeps — I’m in the market for a new (smaller) set of wheels to replace my Mariner. I really like the look of the Renegade and Compass, both have a decent engine. The Renegade’s interior seems really cheap to me and the Compass my issue is trim levels/packages.
I really really wanted the TB to be my next vehicle but sadly it probably won’t happen with the disappointing interior and the soso (1.3) engine.
My wife purchased a 2018 cx-3 and I really enjoy the spirited driving dynamics. We have put 40k miles on it so far without a single issue. There is a fair amount of road noise in the cabin, but no more than any other car in this class. The cabin is quieter than my 2013 Sonic, which I’m not ragging on, because I love my Sonic, the Mazda is just a little quieter. The fit and finish of my wife’s Cx-3 was also marginally better than that of my Sonic.
However, her cost of maintenance is way more, the AWD Cx-3 will need all new tires after just 45k miles. The rear brakes will need to be done soon. I don’t think I’ll ever have to do the drum brakes in my Sonic. Mazdas also don’t let you change the transmission fluid or it voids the warranty, which just seems weird.
If you’re in the market for this type of vehicle I would definitely test drive the Cx-30 and Kia Seltos 1.6t. The Hyundai Kona and Seltos weren’t really on the market yet when my wife purchased her car or we would have also considered those. If you can deal with a 2wd try to find a Buick Regal sportback near you. Happy car hunting!
“There is a fair amount of road noise in the cabin [of the cx-3], but no more than any other car in this class.”
Not the case for the Trailblazer. The cabin is very quiet, even at high highway speeds. NVH levels in general are very impressive in that vehicle as it relates to cruising.
“Not the case for the Trailblazer. The cabin is very quiet, even at high highway speeds. NVH levels in general are very impressive in that vehicle as it relates to cruising”
This is the clearly unbiased opinion of a GMAuthority writer. I’m just telling it like it is from my test drive of a 1.3t AWD LT Trailblazer. The cabin was slightly quieter than the CX-3, but nothing to write home about. I’m not saying that’s the main problem with the Trailblazer, vehicles in this class aren’t supposed to ride as quiet as a Cadillac. The Trailblazer has one problem and it’s the top of the line 1.3t.
That’s the problem Dan, they don’t make that V8 Lucerne anymore. In fact you won’t find any car in GMs line up with a V8 (sans Vette/Camaro), and barely a V6 unless you go Caddy.
GM seems determined to make their ICE engine applications underpowered until electric comes into mainstream.
Yup. All I’m saying is that an SS trim 2.0t would make this one of, if not the best vehicle in its class. People do care about compact vehicles, and sales across all manufacturers reflect that.
You wouldn’t even need to go all the way up to the 2.0t, the 1.5T tuned for about 190-200 hp would put it at or near the top.
Yes agreed. Chevy SUVs are doing quite well in their market segment, so GM is doing it right so far. The middle trim line is 80% of volume for most models, and people want value and dependability in their vehicle, not massive power.
As for power, it’s all about power to weight ratio and transmission tuning. My ’16 Malibu LT makes 160hp from its 1.5T engine, but it’s plenty powerful (0-60 ~8 secs). Gone are the days of “no replacement for displacement”, just as they are for needing huge speakers for great bass.
These pictures by the GMAuthority really do the new Trailblazer justice. The vehicle is gorgeous in ways that I never realized. Its bold and aggressive but also mature in a way that many competitors are not.
The Trailblazer now has my attention when my Kia Sportage lease comes up in a year. Thanks for taking these awesome photos and detailed review.
Bet the FWD version with the 1.2T and CVT is a real dog to drive.
GM Korea make a masterpiece. Great car!
I still want ask if the features of an RS time model but do look for power. Look at the Subaru Crosstrek, sells like crazy, but can’t get you from up an on-ramp, you have to determine if you can pass vehicle two hours before you get to it. 0-60 in 10 seconds? I too am a Corvette daily driver but 0-60 in 10 seconds i can’t see anyone putting up with, and yet they sell them like crazy. So I am not looking for Corvette power, but more than some of these segments, maybe the Blazer RS is what I need, the Trailblazer just sounds like it’s great at so many things. Thanks for the article
$30,000 is a lot of money.
I think the base model is where it’s at on these, $20,000 first vehicles.
Agreed, $30K is not a small figure. A well-equipped Equinox can be had for that. However, the Trailblazer – even at $30K – is a lot of car. During my time with it, it’s has all I could want in such a vehicle.
Incentives should begin to show up in 3-6 months from launch, which should help.
I have a 2021 Trailblazer I love this little truck 1.3 turbo really runs great, does anyone know a safe way I can clean my engine it starting to get road dust on it.
I have a 2021 Trailblazer I love this little truck 3.0 turbo really runs great, does anyone know a safe way I can clean my engine it starting to get road dust on it.
I like how aggressive Chevrolet has made their CUVs. Compared to everyone else in the segment they standout. I would never buy one but I expect these to sell well. Hopefully GM can take a significant share in the market from the imports with this vehicle added to the lineup.
C&D and Autoblog tested the same exact vehicle and were far less impressed with power, mileage and engine sound/feel, especially for the over 30K price point. The 9.4 second 0-60 time and lifeless response they got from the top of line 155 HP 1.3 and 9 speed auto was noted. And this was the top of the line mill. I would expect even slower times from the 137 HP mill.
Now at the 19995-25995 price point this is expected and hardly out of line. But for over 30k I would expect better than 9.4 seconds 0-60 and lifeless response. I also expect better than the same highway figure and only a slight increase in city and combined compared to the older, heavier AWD 4 cylinder Trax! I mean why bother with a 3 cylinder engine with electric waste-gate, DI, 9 speed automatics and CVT’s, lighter weight etc when the net result is mileage so close to the older heavier Equinox? This is also an especially hard pill for me to swallow seeing as how GM killed off there 40 plus highway MPG Cruze with a 4 cylinder engine making 155 Horses that sold for thousands less!
Well put. The Encore GX maxes out a little over $37 g’s — for that price i want something a little bigger than 3-cylinder.
Title of the Car & Driver article is “2021 Chevrolet Trailblazer: Lots of Show, Not Much Go” Not exactly what I would call rave reviews.
Car & Driver and many other enthusiast publications have different expectations of vehicles that border on unrealistic. They also didn’t like the Trax… but that hasn’t prevented it from being the segment sales champion for the last two years straight.
Joe – the 9.4 second 0-60 time is right in line with the segment. These are not race cars nor are they performance cars. Heck, they’re not even sports cars or sporty cars… so I’m not sure what those publications expected from this kind of vehicle to begin with. It’s like buying a motorcycle and then complaining that it can’t tow a boat.
By the way, to get that 9.4 second 0-60 time, one has to do a brake stand. My best time off the line with regular acceleration (no brake stand) in AWD mode was 10.1 seconds. I will say what I said earlier: does it actually matter? Is the customer who is buying these cars going in caring about and focused on 0-60 times? No, they’re going in to buy a small and affordable crossover. The overwhelming majority of these customers do not care about acceleration times, horsepower figures or many technical/mechanical details. They will care about how the vehicle feels, and in that area, I believe that the Trailblazer excels. It doesn’t feel slow and has very good driving characteristics. That’s the expectation from the target customer, and that’s what the Trailblazer delivers.
And as I stated above that kind of performance or lack of would be fine in a 19995-25995 vehicle. When the price tag is over 30K it’s an issue for many including myself and anybody I know shelling out that kind of dough. And to keep this in perspective this is the top of the line model with the largest engine available so expect even slower performance from the base 1.2 engine. Add in A/C and a few passengers and their cargo and suddenly you have a 13-14 second vehicle that has trouble passing on a two lane road. Add an incline to the mix and your all done! I find it very hard to believe folks spending that kind of money will be happy with that. I know I would be very upset!
I drove the encore gx essence. Its was a nice little cruiser but could definitely use some more power. The 1.3 with the 9 speed transmission was a little loud on the interstate for a 35th dollar cuv.
Surprised that you’d say that. During my time with the Trailblazer, I could not hear the engine on the highway when cruising (driving at a steady speed). At around 80 mph, the engine purrs at 2,000 RPM… and any engine noise is imperceptible. I couldn’t even tell that there is an engine in there, period.
That changes under hard acceleration… but it’s as good they come on the highway. In fact, the Encore GX is likely even quieter than the Tb in this regard.
This author nailed what I think about the Toyota C-HR: “over-styled to the point of looking cartoonish.” Looks ridiculous. I just bought this Trailblazer RS.
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