When I drove the 2002 Chevrolet TrailBlazer a few weeks ago at GM's proving grounds near Detroit, the point was actually to test the killer engine under the hood, not consider the SUV itself.
The GM guys in attendance were all "Don't look too closely at the vehicle, it's a pre-production version that's months from market quality."
So I went along with their request, but I couldn't help but think while I was sitting in an early TrailBlazer that, "Whoa, this changes everything."
Changes in the sense that GM now has a vehicle that is aimed right at the heart of the mid-size SUV market that's been owned by Ford Explorer for a decade. Now all of those middle-class buyers will have another 4-door, family-oriented vehicle in roughly the same price category to choose from.
If Ford weren't also revising Explorer for a debut in the first quarter of 2001, the arrival of TrailBlazer would be even more meaningful than it actually will be. Still, it seems unlikely that Explorer will maintain the dominance it currently has.
In the first place, there is the matter of the TrailBlazer's engine, which my short proving ground drives convinced me is a category-killer. Chevy describes the all-new Vortec 4200 inline-6 as having the power of a V8 and the efficiency of a six, and while I can't vouch yet for its efficiency I certainly can sing the praises of its power.
The power numbers (270 horsepower at 6000 rpm and 275 pound-feet of torque at 3500 rpm) are impressive in print, but they don't tell the full story.
The full story is available only between 1600 and 5600 rpm on the engine's power line, since that's when 90 percent of that launch-enabling torque (i.e. about 250 pound-feet) is available for use, and the standard 4-speed electronic transmission does a great job of delivering the power.
The engine is responsive, smooth and quiet, and reminds you of the powerful inline-6s that can be found in premium models from BMW and Jaguar.
If this 4.2-litre engine were somehow jammed under the hood of the current Blazer it would shift the balance of the mid-size market, even with Ford's new Explorer on the market.
But there's more to the TrailBlazer than its standard engine. There is the matter of its increased size, which will much better suit North American tastes than the Blazer or the current Explorer.
Trailblazer's key dimensions include an overall length of 4871 mm, a wheelbase of 2869 mm, a width of 1829 mm, a track width of 1576, and a height of 1773 mm.
When you sit in this kind of space (which is similar to that of the new Explorer, it must be noted), you realize how dinky the current mid-size SUVs really are. This new size is much better suited to current North American tastes.
But pace and space (to steal an old line from Jaguar) are not all that TrailBlazer's about, as Russ Clark, the vehicle's brand manager, likes to point out. "The 2002 TrailBlazer-along with the GMC Envoy and Oldsmobile Bravada-are the first products built on an all-new GM vehicle platform that establishes a new standard for technology in the midsize truck world."
Clark singles out such features as the industry's first fully hydroformed frame (upon which the body sits), dual-stage air bags, a 5-link rear suspension, and GM's exclusive OnStar service as being key components in GM's overall strategy to be the industry's truck leader.
Clark is particularly cranked about what the new architecture does for TrailBlazer's ride and handling. Those hydroformed steel frame side rails "form a strong foundation for the truck's overall strength and ride quality" because they "dramatically increase torsional stiffness, an important enabler to assist the performance of all the suspension components."
The tires are attached to the frame by a double-A arm front suspension and a five-link rear suspension that's similar to the system pioneered by Chevy's Tahoe and Suburban models.
Combine this with rack-and-pinion steering, Clark says, and you get "superior responsiveness, quietness and performance."
Since my drives were restricted to acceleration runs to test the engines and a leisurely turn on one or two with a trailer attached, I can't comment definitively on the TrailBlazer's ride and handling. But I can say my experience showed me that the new vehicle would deliver a much more car-like ride than the trucky Blazer or even the current Explorer, which is very, very good news.
TrailBlazer's ride should also be quiet, Clark notes. He says that, "An advanced system of 12 specially tuned body mounts use hydraulics and rubber pads to isolate road inputs and noise, limiting vibration and harshness dramatically on any kind of road or trail."
On the safety front (and side), TrailBlazer comes with dual-stage front air bags, side impact air bags, and four vented, anti-lock disc brakes.
Styling is a personal taste, but everyone should appreciate that one of the designer's mandates involved a shape that would "dramatically improve visibility and give a commanding view of the road," and this I can affirm has happened.
The attempt to increase occupant comfort through chassis changes carry over to the interior fitments. Clark points to front row seat assemblies that offer "an array of features including 4-way adjustable headrests, seat memory packages, and three-level temperature control heated seats."
The rear seats are equipped with longer and wider seat cushions and high seat backs for improved comfort, and because they 60/40 split-fold they add versatility and stowage space.
What's missing from Trailblazer, of course, is that third row of seats, but Chevy thinks buyers can go for something bigger (like a Tahoe or Suburban) if they need that.
Other than that third seat, however, it's tough to point out an area where the 2002 TrailBlazer will leave consumers wanting.
The GM guys in attendance were all "Don't look too closely at the vehicle, it's a pre-production version that's months from market quality."
So I went along with their request, but I couldn't help but think while I was sitting in an early TrailBlazer that, "Whoa, this changes everything."
Changes in the sense that GM now has a vehicle that is aimed right at the heart of the mid-size SUV market that's been owned by Ford Explorer for a decade. Now all of those middle-class buyers will have another 4-door, family-oriented vehicle in roughly the same price category to choose from.
If Ford weren't also revising Explorer for a debut in the first quarter of 2001, the arrival of TrailBlazer would be even more meaningful than it actually will be. Still, it seems unlikely that Explorer will maintain the dominance it currently has.
In the first place, there is the matter of the TrailBlazer's engine, which my short proving ground drives convinced me is a category-killer. Chevy describes the all-new Vortec 4200 inline-6 as having the power of a V8 and the efficiency of a six, and while I can't vouch yet for its efficiency I certainly can sing the praises of its power.
The power numbers (270 horsepower at 6000 rpm and 275 pound-feet of torque at 3500 rpm) are impressive in print, but they don't tell the full story.
The full story is available only between 1600 and 5600 rpm on the engine's power line, since that's when 90 percent of that launch-enabling torque (i.e. about 250 pound-feet) is available for use, and the standard 4-speed electronic transmission does a great job of delivering the power.
The engine is responsive, smooth and quiet, and reminds you of the powerful inline-6s that can be found in premium models from BMW and Jaguar.
If this 4.2-litre engine were somehow jammed under the hood of the current Blazer it would shift the balance of the mid-size market, even with Ford's new Explorer on the market.
But there's more to the TrailBlazer than its standard engine. There is the matter of its increased size, which will much better suit North American tastes than the Blazer or the current Explorer.
Trailblazer's key dimensions include an overall length of 4871 mm, a wheelbase of 2869 mm, a width of 1829 mm, a track width of 1576, and a height of 1773 mm.
When you sit in this kind of space (which is similar to that of the new Explorer, it must be noted), you realize how dinky the current mid-size SUVs really are. This new size is much better suited to current North American tastes.
But pace and space (to steal an old line from Jaguar) are not all that TrailBlazer's about, as Russ Clark, the vehicle's brand manager, likes to point out. "The 2002 TrailBlazer-along with the GMC Envoy and Oldsmobile Bravada-are the first products built on an all-new GM vehicle platform that establishes a new standard for technology in the midsize truck world."
Clark singles out such features as the industry's first fully hydroformed frame (upon which the body sits), dual-stage air bags, a 5-link rear suspension, and GM's exclusive OnStar service as being key components in GM's overall strategy to be the industry's truck leader.
Clark is particularly cranked about what the new architecture does for TrailBlazer's ride and handling. Those hydroformed steel frame side rails "form a strong foundation for the truck's overall strength and ride quality" because they "dramatically increase torsional stiffness, an important enabler to assist the performance of all the suspension components."
The tires are attached to the frame by a double-A arm front suspension and a five-link rear suspension that's similar to the system pioneered by Chevy's Tahoe and Suburban models.
Combine this with rack-and-pinion steering, Clark says, and you get "superior responsiveness, quietness and performance."
Since my drives were restricted to acceleration runs to test the engines and a leisurely turn on one or two with a trailer attached, I can't comment definitively on the TrailBlazer's ride and handling. But I can say my experience showed me that the new vehicle would deliver a much more car-like ride than the trucky Blazer or even the current Explorer, which is very, very good news.
TrailBlazer's ride should also be quiet, Clark notes. He says that, "An advanced system of 12 specially tuned body mounts use hydraulics and rubber pads to isolate road inputs and noise, limiting vibration and harshness dramatically on any kind of road or trail."
On the safety front (and side), TrailBlazer comes with dual-stage front air bags, side impact air bags, and four vented, anti-lock disc brakes.
Styling is a personal taste, but everyone should appreciate that one of the designer's mandates involved a shape that would "dramatically improve visibility and give a commanding view of the road," and this I can affirm has happened.
The attempt to increase occupant comfort through chassis changes carry over to the interior fitments. Clark points to front row seat assemblies that offer "an array of features including 4-way adjustable headrests, seat memory packages, and three-level temperature control heated seats."
The rear seats are equipped with longer and wider seat cushions and high seat backs for improved comfort, and because they 60/40 split-fold they add versatility and stowage space.
What's missing from Trailblazer, of course, is that third row of seats, but Chevy thinks buyers can go for something bigger (like a Tahoe or Suburban) if they need that.
Other than that third seat, however, it's tough to point out an area where the 2002 TrailBlazer will leave consumers wanting.
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