REVIEWS AND ROAD TESTS

Not too soon

Re-named to provide a feeling of novelty (?), this year ’ s Chevrolet TrailBlazer is launched in the sport utility arena with renewed ambitions: more powerful, more modern, roomier and more rigid (haven ’ t we heard that song before?)

Hardly anyone will miss the Blazer and its rustic manners, all the opposed of the newcomer. This TrailBlazer can, with costly options, play dandy with its chrome-grille and wheels too shiny for dipping in mud pits.

Expected by aficionados of the genre, the remake of this compact utility almost turned to a nightmare. Less than one week after its official introduction, General Motors issued a wide and costly recall for a suspension part threatening to break. The issue was promptly solved, but marketing had to idle in promoting this new TrailBlazer as well as its peers GMC Envoy and Oldsmobile Bravada. But GM ’ s problems did no good for Ford, the immediate competitor, because of the chaotic first steps of its renewed Explorer. So, this year ’ s TrailBlazer wears one size larger, but also dresses up as compared to the Blazer (that remains in dealer showrooms incidentally). It is offered in one model (4 door), two drive modes (two and four-wheel drive) and three trims (LS LT, LTZ), with prices ranging from $34.600 to $45,555.

In our common interest, let ’ s not discuss the two-wheel drives and let ’ s go directly to the costlier all-wheel-drives, more adapted to our climate. "Yes, but what about the anti-skid system that now equips two-wheel drives?, ” will you ask. Let me just say that such a device does not improve rear-wheel drive performances dramatically and that anti-spin is not offered on the basic LS model (it is standard on the two other deliveries, though). Even if climbing trees is not on your program, the four-wheel drive system is preferable by far. Once taxes, transport and preparation fees paid, this vehicle costs over $40,000, but still lacks many accessories. The basic model has no cruise control, power door lock or trunk cover. But all TrailBlazer have power windows, a CD player and air.

With the handy (optional) step, climbing on board is easy and the driver ’ s position is definitely more comfortable than on previous models. The seat cushion and backrest are too flat, though. Previously, the to-long steering column forced the driver to tuck the elbows in and stretch the legs. Rear passengers are the big winners in this facelift. They are no longer squeezed like sardines, although the rear doors remain narrow. A central passenger will have to bring the knees up and wont count on a heard rest. Let me mention here that in 2003, a longer version with a third row of seats will be proposed. Until then, the back seat folds (partly or entirely) and the trunk is quite roomy. Access to it is another story. The hatch is heavy (but the window opens independently and the threshold is high enough to complicate loading heavy objects. Back to the front seats, equipped with a saddening dashboard. Grey plastic everywhere (is the proposed oak trim just as sad?) The comprehensive instrument block is much better, and on more expensive trims, comes with an on-board computer.

To conclude our visit, a few words on the uneven assembly quality. Badly attached waterproof joints, badly adjusted body panels, grossly trimmed plastics show there ’ s still grounds for improvement. One word on safety. The TrailBlazer is no more innovative as its closest rival the Ford Explorer, with dual front and side airbags, but no air curtain or anti-skid system. Instead of offering zillions of safety devices, the TrailBlazer has big bones, according to Chevrolet officials. Engineers say that the TrailBlazer ’ s chassis is 270 times more rigid than the one it replaces. Impressive statistics, but the toughness feeling from a driver ’ s perspective is just as impressive. The TrailBlazer no longer swings the hips like the previous Blazer and won ’ t try to snap your head off at every pothole. Don ’ t be mistaken by this more civilized road handling; it remains a truck in every way. .

What this means is that, like with every vehicle of the category, boldness is not tolerated, especially in curves. And when the road is less than perfect (like all our roads for that matter), the rear axle tends to start dancing. The huge tires bite in the asphalt like teeth in a ripe apple and the gravity center is quite high (like the driving position.) Fortunately, the steering is quite accurate and the turning radius is short enough to provide for decent city manners. In the wonderful world of utilities, we ’ ve seen worse, but we ’ ve seen better, too

The beauty, or the strength, or the TrailBlazer lies under the hood. Open it and you ’ ll find a 270 hp, 4.2-litre in-line 6, with double overhead camshaft and aluminum head. The only engine offered produces 60 hp more than the 4.0-litre V6 and 30 hp more than the 4.6-litre V8 used on the Explorer. In concrete terms, the TrailBlazer reached 100km/h one second earlier than its Ford rival, shows solid pick-up and can tow loads of nearly 3,000 kg, while using gasoline in a most efficient manner. It ’ s no small feat considering the weight of this utility.

GM engineers took great care in fixing the previous version ’ s Achilles ’ heel: poor braking. The TrailBlazer comes standard with four disks and ABS. This provides for safer and easier to control stops (and a less cheesy pedal) than the previous Blazer. Although more expensive than its ancestor, the TrailBlazer proves fun to drive, more fuel efficient and more powerful than the Ford Explorer. But the latter will offer this fall better active (anti-skid) and passive safety as well as a third row of seats for more passengers. Now the choice is yours!

PROS
Strong engine
Surefooted
Good fuel mileage

CONS
Rigid axle
No 3rd seat Fit and
finish to improve