Volvo Introduces the 2025 EX30
Volvo’s 2025 EX30 might just be the bite-size electric crossover that catapults Volvo’s sales into new territory. In addition to a trove of pictures and details, we also have the…
The Chevrolet Trailblazer is not the body-on-frame large SUV it once was, and even the ‘Activ’ trim does nothing to really remedy that. If it’s style and value you’re after, the Activ trim does present itself as one of the better choices in the subcompact crossover segment. It is spacious, has all of the tech younger buyers are after, and comes infused with white- (or brown-) roofed pizzazz. It even has a part-time all-wheel drive system that gives you the flexibility of prioritizing fuel economy over four-corner traction.
The Trailblazer’s shape is short and stubby, with a silhouette reminiscent of the smaller Hyundai Venue (which came out after this, keep in mind). The front end is clearly inspired by the larger Blazer with a chrome element sharply dividing the upper and lower portions of the grille. It continues the trend of LED DRLs up high, headlights and fog lights down low. In this particular model those lights are all LED except for the turn signals. Taillights are always LED on the Activ trim. The 18″ wheels fill the car nicely, while the black body cladding reminds you you’re not in a tall hatchback, you’re in an ‘SUV’.
If you like two-tone paint jobs, this Activ trim and the RS trim are the ways to go. Most colors can be had with a white roof, but if you get a white body, you also have the ability to paint the roof Zeus Brown (the same color that debuted on the C8 Corvette three years ago). If you want a black or red roof, you’ll need to get an RS trim. Either way, the orange and white duo makes the Trailblazer pop in a crowded parking lot. It is what my mother would call “cute”, and I can’t disagree with that.
Inside, there is a certain level of ‘Chevy-ness’ to things. Seats are comfortable, but plastics range from pretty alright to 2000’s Cavalier level. My tester was missing the power liftgate and panoramic moonroof (part of a bundle), and with black being the only interior color option, things were pretty dark in there. The front passenger seat has the same range of motion as the driver’s, save for one extra position. You can fold it completely flat, allowing for long cargo to lay all the way through the right side of the cabin. This is a unique feature in the segment for sure, one that I could absolutely see myself using with my active lifestyle.
Again, the seats were comfortable and gave me the feeling that I was sitting up higher than I actually was. The front seats were both heated, though ventilation is not an option. Cargo space was also class-leading, with way more room than you get in a Hyundai Kona. The trunk has a tall, square opening with a low load-over height. This is a car that makes the most of its size by maximizing what you can do with it on the inside, making it even more compelling than I expected it to be. The Chevy Infotainment 3 Plus system made connecting phones easy, with wireless Apple CarPlay and Android Auto being standard. Even if you don’t use those systems, the default user experience is snappy, sharp and intuitive. The small 4.2″ display in the instrument cluster is not overly informative, but it is better than what you get on the smaller monochrome screen on lesser trims.
The Trailblazer is only powered by turbocharged 3-cylinder engines. While that may sound anemic, the larger 1.3L version in my tester had 155 horsepower which felt perfectly acceptable for the car’s 4,409-pound curb weight. Under duress, the engine had a nice growl (albeit a higher pitch one) that was reminiscent of a larger V6 engine. The turbo takes a second to kick in, but once under way the acceleration is smooth and makes the most of the nine speeds in the transmission. If you get front-wheel drive, this gets swapped out for a CVT, meaning fuel economy improves markedly. I saw 26 mpg combined in my testing, which is well below the 31 mpg or so that Chevy claims the front-drive models will get. Acceleration benefits from the all-wheel drive traction, however. My tester reached 60 mph in 9.3 seconds, which is definitely not quick compared to similar cars with larger engines like the Mazda CX-30, for example.
Even with the larger 1.3L displacement, AWD, and a traditional automatic transmission with a ton of ratios, this Trailblazer is not a very quick car. In my testing, 0-60 mph took 9.3 seconds. For the best acceleration experience, you’ll want to press the Sport and AWD buttons. The former for obvious reasons, and the latter because the Trailblazer can decouple the rear axle completely for better fuel economy via this button. Four-corner grip makes off-the-line performance more manageable. Being that this is essentially a six-cylinder cut in half, it doesn’t sound too bad when it’s working hard, though you will hear it a lot. This is not a terribly quiet place to be most of the time. At 50 mph I measured around 72 decibels in the cabin, but luckily there is a surprisingly good Bose premium stereo to cancel out the din.
If it’s a more traditional experience, you’re after in your subcompact crossover, you’ll definitely want to get the 9-speed automatic. This transmission is built in-house by Chevy and works very nicely with the turbo, though it does hesitate to downshift on hard acceleration runs sometimes. If you’re accelerating from a stop, you’re really going to have to push the throttle into the floor and wait a second or two before anything happens. This engine is much more potent on the highway, where passing power is more easily accessible and the transmission is much more responsive. Honestly, there are only three reasons why I would recommend you stick with front-wheel drive and the CVT: you need to save $2000, you need to save at the gas pump, or you drive long distances frequently and prefer smoother transitions from high to low speeds as you cruise along.
Unfortunately, when you turn all-wheel drive on, there is no screen in the dashboard or in the information cluster to show you the distribution of torque. You can’t see where all the power is going, something that every all-wheel drive GM vehicle I’ve driven recently did not allow. As such, you definitely won’t want to use this car to go really far off the beaten path. Jeep offers small crossovers that will do that better than this for sure. When it comes to braking, the pedal itself is very firm, with the bite of the calipers happening right at the top. You have to be a little bit careful because there is no squishiness or long pedal travel to work with. As soon as you nudge the pedal, you’re braking. Some might consider that sporty, others might consider it tricky. Stopping from 60 to 0 mph takes about 130 feet either way.
The steering rack has one of the quickest ratios that I’ve felt in a vehicle in this category. There is barely any delay during turn-in, and the turning circle is pretty tight. This car is great if you find yourself doing u-turns or three-point turns in your neighborhood a lot. The ride quality of the Trailblazer is actually pretty decent, keeping in mind the competitive set. It doesn’t get too upset over really rough pavement. It does everything just fine, rolling down the road with confidence, and remaining planted on the highway. When it comes to fuel economy, the Trailblazer loses its edge over the competition a little bit. In my 40-mile test loop, which is a good mix of city and highway driving around Atlanta, I only managed 26 miles per gallon combined. That’s less than the 1.2L turbo will do, less than what the EPA claims for the front-wheel drive 1.3L. Luckily, you have two choices with merits and demerits that should make it easy to decide which is right for you.
With the ever-so-slightly smaller and less expensive Trax getting a stylish and value-packed redesign for the 2024 model year, the Chevy Trailblazer now has some competitive company in its own lineup. That model starts at around $21k and tops out at $25k, but doesn’t offer AWD or the 1.3L turbo from the Trailblazer. It also loses out on some content and sticks with a 6-speed automatic transmission. Starting at just under $23,000 for an LS with front-wheel drive, to just over $31,000 for my more attractive Activ tester, there is a more sizable bandwidth to the Trailblazer’s lineup. In every iteration, you get a car that is not too expensive and just the right size. This is a great choice for car shoppers on a budget or parents looking to get their kids a safe first car. While it is missing out on the opportunity to chase more frugal hybrid options or more sporty and vivacious high-performance options, it fills the middle of the segment quite nicely.
