IN-BETWEENER CROSSOVER FACES TOUGH COMPETITION
One of the most active segments in the broad SUV market is the “in-betweeners,” a relatively new sub-segment of crossovers that slot in size between the subcompact and compact models. Think Hyundai Kona, Kia Seltos, Mazda CX-30, Nissan Qashqai, etc. Now, from General Motors, come the new Buick Encore GX and its near twin, the Chevrolet Trailblazer, the subject of this review.
This compact hauler starts off at $23,698 for the base frontwheel-drive LS, with another $2,200 for AWD. Moving up the price ladder past the LT and Activ, one comes to this topof-the-line RS ($30,398 before options). It is the sportiest-looking and most youth-oriented model, and the two-tone RS takes some of its styling cues from the larger Blazer, which in turn gets its cues from the Camaro.
That said, the Trailblazer is about as mild mannered as vehicles in its segment get, despite the macho connotation of its name. This Chevy will be more adept at tackling a Costco parking lot than the Rubicon trail, though the Activ trim level attempts a tougher demeanour with shock tuning as well as extra ground clearance and Hankook Sport Terrain 17-inch tires.
In one key area, though, there’s a decided uniqueness about the Trailblazer, something uncommon within the small-crossover community, and something GM hasn’t been particularly upfront about: its models are powered by turbocharged three-cylinder engines. There’s a 1.2-litre engine for front-wheel-drive versions and a 1.3 L for the AWD models. Kudos to GM’S powertrain engineers, because that tiny 1.3-L engine punches out a substantial 155 horsepower and 174 pound-feet of torque, more or less equivalent to the output of a regular normally aspirated four-cylinder. It’s mated to a nine-speed automatic.
Yet, considering GM has no shortage of four-cylinder engines throughout its model range — both turbocharged and normally aspirated — one has to wonder why not just stuff one of those under the Trailblazer’s hood.
The fuel economy of the AWD turbo-three — 8.9 L/100 km in the city and 7.8 on the highway, according to Natural Resources Canada — is good, though not class leading.
To be fair though, unless you’re trying to merge onto a highway or passing a slower-moving vehicle — in which case the engine note is rather discordant — you really won’t notice the lack of a fourth cylinder. Don’t expect scintillating acceleration, though: the Trailblazer will take the better part of 10 seconds to achieve 100 km/h.
Pushing the Sport button modifies steering effort and shifting for a supposedly sportier feel and response, but the improvement is very mild. Under less strenuous circumstances, such as cruising along at a steady speed, the engine is quite smooth.
Like the Blazer and Traverse, the Trailblazer’s all-wheel-drive system is selectable, which allows you to decide whether to activate it in off-road or inclement weather situations, or to deactivate when not required to achieve better fuel economy. As for ride and handling, the Trailblazer is a bit stiff — not quite harsh, but definitely firm over bumpier tarmac. The steering has a light touch to it, and communication with the road is about average.
Inside, the Chevy’s cabin features a dual-cockpit interior design with an integrated centre stack. It’s a smart layout, with easy-to-reach buttons and knobs, clear gauges, and an intuitive touch-screen infotainment system. There’s a fair amount of black plastic throughout, both hard and soft, though seat stitching and red anodized trim bits help alleviate the monotony.
The centre console provides
3.5 L of open storage and 4.4 L of storage under the armrest, as well as dual cup holders. The infotainment allows you to use two Bluetooth-paired phones concurrently, as well as Apple Carplay and Android Auto connectivity, and the available Siriusxm with 360L features exclusive content, including commercial-free music, interviews, shows and performances. There is no integrated navigation system, however, which is something older buyers may miss.
Front-seat legroom and headroom is generous, and even rearseat legroom is reasonable for most. The Trailblazer features 40/60-split folding second-row seats, so the vehicle can accommodate objects up to 8.5 feet long. Overall cargo capacity is rated at 1,540 L with the second row of seats folded. For additional convenience, an optional hands-free liftgate is offered.
Still, lacking a compelling reason from GM as to why it went with the three-cylinder setup instead of a more conventional four-cylinder, I can’t help but feel this won’t play as well as the company hopes. If you can wrap your head around this powertrain peccadillo, the Trailblazer is certainly worth a look. Bottom line, though: if you’re wondering if it’s as good as the new Kia Seltos or Mazda CX-30? In a word — no.