2021 Chevrolet Blazer RS AWD & 2022 Chevrolet Trailblazer AWD Activ

Blending utility with sportiness is one of the most intriguing challenges for designers of SUVs—or should we call them crossovers?

No one is really sure what the difference is anymore, but regardless of the label we place on these most popular personal transportation machines, getting that balance right is the difference between success and also-ran status. In this regard, Chevrolet has done a masterful job with both the Blazer and smaller Trailblazer; they looks athletic and fun, with artfully formed panels and graceful detailing. In RS trim, there is a distinct Camaro vibe to the bigger rig, and when you drive it, the Blazer doesn’t disappoint. Its normally aspirated, 308hp V6 is sonorous and strong running—though it does loose power in proportion to altitude, meaning it isn’t as good in the mountains as it is in town. No matter how high you are though, the Blazer RS cuts up the corners. A quicker steering ratio and firmer suspension give it real moves, and is comparatively svelte, 4300lb mass changes direction with surprising alacrity. Brakes feel stout and it is really fun to hustle. The ride is firm but well damped, and it is also refined.

In contrast, the Trailblazer promises more than it can deliver dynamically. Its ride quality is fine; it is generally smooth riding for something short and tall, and steering precision is fine. It never engages the driver, nor carves corners like its big brother, but it seems targeted for urbanites anyway. What it can’t do is get out of its own way. The 1.3-liter, turbocharged engine is fairly refined, and since it is hooked up to a transmission with real gears, there is none of the mooing, moaning silliness of a Nissan or Subaru, whose CVTs exacerbate how bad a 4-cylinder engine can sound and feel. But for the price the Trailblazer Activ AWD test vehicle, there are much quicker choices, such as the Kia Seltos and Mazda CX-30. Chevrolet seems to consider 155 horses as enough, but 9.4 seconds to get to 60 is pretty pathetic. And since you need to cane it all the time, fuel economy suffers. The Trailblazer’s interior is better overall than the Kia’s, though, with a really nice dash design and creative use of textiles and gold trim. But the Mazda crushes it, with cockpit materials worthy of the price. Set against that, the Chevy’s more upright stance grant it more cargo room and a much more accommodating back seat than the CX-30, if not the Seltos.

The Blazer is roomy too; this size of crossover seems terrific for most people, most of the time. It isn’t as hard to dock as a big SUV and is actually shorter than a conventional sedan. The Blazer is dramatic looking inside, with those Camaro-inspired vents and anodized red trim. But many of the plastics seem unworthy of the price, and the front seats suffer from being a bit too small for those of larger frame. Both Chevrolets use the company’s fast and intuitive software for their infotainment systems and have real buttons to shortcut to functions one accesses often. Their driver assist systems likewise are well wrought and not overly invasive, though neither is standard equipment, unlike several competitors. Now that the market has shifted to crossovers like these as being the default choice for consumers, competition has increased, and both the Blazer and Trailblazer are compelling—if expensive—choices, with the kind of styling that really sets them apart.

 

                                    BLAZER                        TRAILBLAZER  

EPA Ratings:                19/26/21mpg              26/30/28mpg

0-60mph:                    6.3sec                          9.4sec

Price as tested:           $48,380                       $32,155

Rating:                         3.5 Stars                      2.5 Stars

This is what Chevrolet has to say and the Blazer and Trailblazer.