Expect to step up to get in the TrailBlazer. Though not as radical as larger 4x4 rides, the TrailBlazer has a higher seating height than the typical sedan. The payback is that commanding view of the road that SUV owners cherish.The TrailBlazer comes with full instrumentation that is well laid out; it shares its instrument panel with the other Blazer-class trucks. General Motors has made major strides in its minor controls, and the dash of the TrailBlazer is an excellent example. The switches, knobs and levers for the heating, ventilation, air conditioning and audio controls look and feel good and don't require a correspondence course to learn how to operate. The engine fires off eagerly with a twist of the key and settles to an idle that's steady but telegraphs some of the basic imbalance of a 90-degree V-6. That smoothes as revs increase, and in the operating range between 2000 and 3000 rpm the Vortec is a friendly companion. Full throttle causes the V6 to accelerate with a healthy growl that gets louder as revs rise. The TrailBlazer's acceleration is more than adequate to keep up with traffic. The TrailBlazer's Touring Ride suspension is firmer than either the standard Smooth Ride setup of the base Blazer or the optional ZW7 Premium Ride. Some may not appreciate the additional road feel. But the reward is an easily discernable improvement in responsiveness, a reduction in float and, thanks to greater roll resistance, less lean in the corners. The result is an overall greater feel of control and confidence at a minor cost of slightly bumpier ride. I preferred the crisper responses of the firmer suspension on winding mountain roads. The Auto 4WD mode can be used at all times. It keeps the transmission in two-wheel drive until slip occurs, so there's no fuel mileage penalty. Yet it reacts instantly to loose gravel or wet or icy pavement, shifting seamlessly into four-wheel drive. If there's any shortcoming in the system, it's that the driver isn't alerted when the system is shifting into four-wheel drive mode -- as on cars that use warning lights to indicate traction control is functioning). Out on Interstate 80, the TrailBlazer cruised effortlessly. The V6 operates in the low 2000-rpm range at highway speeds and, except for a subtle bass line from the engine and a steady road rumble up through the suspension, the ride is quiet enough for easy conversation between front and rear passengers. The tires selected by Chevrolet are free of whine and aren't so heavy as to overwhelm the suspension. A slight whisper of wind noise around the A-pillars is the only other distraction. The ride, though firm, is not at all harsh or jiggly. Not all sport utilities are this civilized over the road, and we wouldn't hesitate to drive a high-mile day in the TrailBlazer. Loading for a big trip would be easy. Access to the commodious cargo compartment is via a rear liftgate. A cargo cover is standard; unlike those that require you to climb into the cargo area to unreel them, the TrailBlazer's cover goes from side to side. With no separate reel, nothing is in the way when you want to lower the rear seats to load large cargo: the reel need not be removed and become another piece of cargo. With the spare mounted under the rear, a flat tire won't mean unloading all your cargo. |
