The Chevrolet TrailBlazer sport-utility vehicle (SUV) is just what you’d expect from Chevy — an attractive vehicle that offers value for the dollar. It has the same basic 4-door design, size, powertrain and body-on-frame construction as General Motors’ (GM) Oldsmobile Bravada and GMC Envoy — both which have higher base prices than the $25,155 - $33,730 TrailBlazer.
   It isn’t quite as innovative as some expected it would be — especially when compared to the Blazer it replaced — but it is very competitive, and offers roominess and a soft, user-friendly feel, as well as a powerful, 270-horse, BMW-style straight 6 engine.
   Although it looks like the Bravada and Envoy, 70 percent of body panels are actually unique to the rugged looking TrailBlazer, including the grille, hood, front fenders, rear doors and quarter panels. Weirdly though, or maybe it’s just me, but the taillights look as if they came right off a 1960s era Aston Martin.
   The TrailBlazer comes in three trim levels — LS, LT and the top-of-the-line LTZ — and it boasts lots of standard equipment.
   It comes in 2X4 rear-wheel drive and 4X4 configurations and has an available traction control system. The electronic 4-wheel-drive system can be left engaged on dry roads and it has a low-range for serious off-road driving — a place where the TrailBlazer’s rigid construction also comes in handy.
   Chevrolet insists the TrailBlazer — which was developed as an SUV from the ground up — doesn’t replace the Chevy Blazer V6. Chevy says the pickup truck-based Blazer — complete with its 1995 styling — is offered as a lower-cost alternative to the TrailBlazer. Yeah, right. Although it was offered as a 2002 model, try finding one in another year.
   The TrailBlazer gives Chevy an SUV that is much more competitive with the likes of the redesigned Ford Explorer, and the venerable Jeep Grand Cherokee, as well as the Nissan Pathfinder, Toyota 4-Runner, Honda Pilot, and the rest of that extremely crowded market segment.
   Compared to the Blazer, at 191.6 inches, the TrailBlazer is 8.3 inches longer, 6.9 inches wider and noticeably taller.
   At 113 inches, the wheelbase is also six inches longer, which provides a smoother ride, although it has a tighter turning radius. That’s partly because narrower inline 6-cylinder engine allows more room for the front wheels to turn.
   Chevy rolled the dice not putting a V8 under the hood of the TrailBlazer because many buyers of larger domestic SUVs expect one. But the 4.2-liter six delivers V8 performance and 6-cylinder fuel economy. The engine is reminiscent of BMW’s inline six because it’s light, high-revving, has four valves per cylinder, variable valve timing and dual overhead cams — a first for a GM truck.
   At 270 horsepower, it wins best-in-class bragging rights, but doesn’t have the explosive acceleration of a powerful V8 when you floor it because power builds in a linear fashion. However, the TrailBlazer is fast enough, has plenty of torque at lower speeds and can tow up to 6,400 pounds. At 70 mph, the engine is loafing at around 2100 rpm.
   It’s married to a standard GM 4-speed automatic transmission that upshifts well but is a bit slow downshifting when passing or climbing a steep grade because it wasn’t designed to work with such a high-rev engine.
   Fuel economy is estimated at 15-16 mpg in the city and 21 on highways, which isn’t spectacular. But when you consider the fact the 2X4 TrailBlazer weighs in at 4,442 pounds, and 4,628 pounds for the 4X4, it isn’t all that bad.
   Despite the fact it doesn’t have an independent rear suspension like the one offered by its rival, the redesigned Ford Explorer, the TrailBlazer’s rigid rear axle provides a softer ride than the Explorer.
   Stopping distances are decent for a vehicle this size and there is a standard anti-lock brake system (ABS).
   A low floor makes it fairly easy to get in and out. Once inside, occupants sit high up with decent room for four tall adults. The interior is quiet and nicely designed with easy to read instrumentation and simple to use climate and sound controls
   The cargo area is large and boasts an impressive 80-plus cubic foot rating when the rear seatbacks are flipped forward. But the hatch has a flip-up glass area with a high sill that makes it hard to load larger items.

Whines: The slow-ratio steering seemed a bit vague and the brake pedal is kind of mushy. The rear door openings are a bit narrow, however, the doors open wide and have easily grasped handles. The large, somewhat cumbersome hatch has a rather high opening. There’s no third seat in the 2002 version. The running boards aren’t meant for large shoes — or high heels. The front seats could provide more side support.

Applause: Despite its faults, the TrailBlazer has a lot going for it — roominess, a comfortable ride, decent handling, adequate power and towing capacity — not to mention Chevrolet’s venerable nameplate, traditional value, and huge dealer network.

Bottom Line: It’s been said time and again that all midsize SUVs are nothing more than substitutes for the big, old powerful American V8 sedans and station wagons that faded away years ago. Indeed, the 4-door TrailBlazer is somewhat reminiscent, offering plenty of power, room and comfort. But the TrailBlazer will also be highly competitive in a market segment crowed with above average SUVs.