Automakers are currently on a tear with resurrected nameplates. But except to those who came of age during its brief North American run in the 2000s, the TrailBlazer badge doesn’t carry much in the way of nostalgia. With its return for 2021, now with a lowercase “b” and as a much smaller front-wheel drive crossover, the Trailblazer starts fresh, unfettered by any purist expectations or iconic lineage that could snarl its reentry. 

The all-new Chevrolet Trailblazer is a smaller version of the Blazer midsize crossover. It slots in between the subcompact Trax and compact Equinox.  Chevrolet

This new Trailblazer is an appealing subcompact crossover, with the chiseled looks of a scaled-down Blazer. At 173.5 inches in length, it’s bigger by a foot than truly tiny subcompacts like the Hyundai Venue and Ford EcoSport, and instead plays in the same pool as middle children like the Mazda CX-30 and Kia Seltos. It’s a ‘tweener within the Chevy stable as well, slotting in between the subcompact Trax and compact Equinox. 

Despite its diminutive size, the Trailblazer boasts a spacious cabin, with ample head and elbow room. Even backseat space is generous, its 39.4 inches of legroom beating nearly everything in the segment. Cargo volume is average—with the rear seats folded the Trailblazer’s 54.4 cubic-feet puts it ahead of the CX-30 (45.2) but well behind the Seltos (62.8). What sweetens the deal is the Trailblazer’s superior cargo functionality, which includes a configurable load floor, available power liftgate and available fold-flat front passenger seat, enabling items up to 8.5 feet long to be secured inside the cabin.  

The Chevrolet Trailblazer comes in five trims: L, LS, LT, Activ and RS. Though the base interior is a sea of drab plastic, higher trims bring some nice finishes, including durable leatherette, cozy tweed and satin-copper accents. Front seat-warmers and power adjustability are available, as is a power panoramic sunroof that gives the cabin a welcome sense of openness. The Trailblazer has analog gauges and a proper physical shifter, which stands in for the fussy electronic gear selectors favored increasingly by automakers. 

This is not to suggest the Trailblazer is low on tech—its standard offering includes 4G LTE Wi-Fi hotspot capability, a “teen driver” function that enables limits on the vehicle’s borrowers and a rear-seat reminder that alerts the driver to forgotten items. A 7-inch infotainment screen is standard, and an 8-incher is available, each running a version of Chevrolet’s crisply responsive and user-friendly infotainment platform. Curiously, navigation isn’t an option—Chevy is betting that owners will rely on the Trailblazer’s wireless Apple CarPlay and Android Auto capability to get around.

The Trailblazer offers stylish two-tone paint treatments and a power panoramic sunroof that adds a sense of space to the compact crossover’s interior.  Chevrolet

It also boasts a comprehensive suite of advanced driver-assistance safety technology: all Trailblazers get automatic emergency braking, forward collision alert, front pedestrian braking, auto high-beams, lane-departure warning and lane-keep assist. Blind-spot monitors with cross-traffic alert can be optioned on all but the base trim. And adaptive cruise control, often absent from GM vehicles, is available on the LT trim and up when bundled with two other options packages.

The Trailblazer is available with a choice of two turbocharged three-cylinder engines. A tiny 1.2-liter is standard and provides 137 horsepower and 162 pound-feet of torque. A 1.3-liter that delivers 155 horsepower and 174 pound-feet of torque is available on the LS and LT and standard on the Activ and RS. Front-wheel drive is standard, but all-wheel drive can be added for $1,500 to $3,000, depending on trim, to any Trailblazer above the base model. Doing so makes the 1.3-liter engine mandatory, and also furnishes a 9-speed automatic in place of the default continuously-variable transmission.

On the road the Trailblazer delivers mixed results. While its low-peaking torque helps it feel reasonably chipper at city speeds, the 1.3-liter with the nine-speed and AWD makes for some balky power delivery that brings awkwardness to take-offs and merging. It’s also anemic on the highway, which makes passing a chore. And this configuration is only average on fuel. While EPA estimates are 26 mpg in city driving and 30 mpg on the highway, in a week of mostly-city driving the Trailblazer delivered real-world combined fuel economy of 23 mpg combined, a figure easily beaten by larger SUVs like the Nissan Rogue and Honda CR-V. 

Chevrolet opted for analog gauges behind the wheel, which sit beside a standard 7-inch touchscreen (a larger 8-inch screen is available as an upgrade). Chevrolet

In the city, the Trailblazer earns back some points for its road manners. Extra-quick steering helps it feel nimble and maneuverable in tight urban environments, and its wide stance gives it a planted, competent feel under everyday driving conditions. Even with the Activ trim’s off-road-tuned suspension, it doesn’t wallow terribly under hard driving, though it lacks the tautness of the Mazda CX-30. There is noticeable road noise at highway speeds anytime the road surface isn’t perfect, though this may be specific to the Activ’s terrain tires.  

A base Trailblazer L starts at just over $20,000 with the destination fee, putting it in line with base versions of smaller rivals like the Nissan Kicks and Hyundai Kona. Moving up to the LS ($22,595) unlocks the ability to add AWD as well as next-level driver assistance features, while the LT ($24,695) includes standard powered items like keyless entry, remote start and heated power-adjustable front seats. Topping out the line, the Activ soft-roader and sportier RS each start at $26,495 and come standard with a host of trim-specific styling upgrades.

Select one of these upper trims and check all the right boxes—AWD, powered liftgate and pano sunroof, blindspot and cross-traffic monitors, the tech package (8-inch screen, wireless device charging, adaptive cruise, Sirius XM and Bose premium sound system), plus a handful of other nice-to-haves like automatic climate control—and a very well-equipped Trailblazer will squeak in at around $30,000. That’s in line with a loaded CX-30, and a better deal than the smaller Honda HR-V, which can crest $32,000 when comparably equipped.

To maximize its small footprint, the Trailblazer offers flexible cargo loading, which includes an available fold-flat front passenger seat, enabling items up to 8.5 feet long to be secured inside the cabin.  Chevrolet

Unlike these competitors, though, the early-production Trailblazer received only four stars from NHTSA, its three-star front-passenger crash test score dragging down its overall safety rating rating. Chevy made some quick changes to improve crash safety on Trailblazers built after December 2020 and urged NHTSA to retest, but the four-star rating still stands on NHTSA’s site at time of writing. 

While its powertrain and crash ratings may need some additional tweaking, overall the Trailblazer is a well-balanced crossover with standout styling, a well-executed interior and an impressive offering of standard and available tech. It’s also a compelling value, both in its base form and in higher trims. Without the big shoes of a beloved ancestor to fill, the Trailblazer is free to reinvent itself independently of its past. And it does that well, standing on its own merits as a solid choice in an increasingly crowded segment.