Trailblazer EXT fills key SUV-world niche
The long-wheelbase Trailblazer EXT looks like a really big kid grabbed it when it was still warm from the oven and tugged on both ends.
Sixteen inches longer than its regular-wheelbase siblings, the EXT has a lanky aspect that makes it look almost svelte. No pregnant, swollen wheel wells; no lower body cladding, massive bumpers or imposing grille — just a big, long rig ready to haul its share of humans, animals and cargo, or all three in various combinations.
The EXT was a midyear addition to the Trailblazer family during Trailblazer’s year of renewal in ‘02. That’s when Chevy got serious about rectifying some of the shortcomings that had plagued its popular sport-ute since the two-door compact S-10 Blazer was launched in 1983.
Engines got more power, styling received a shot in the arm and both cargo and passenger space grew. Even fit and finish and the quality of interior materials were noticeably, and necessarily, upgraded.
For the first time, the words ‘Blazer and luxury could be mentioned in the same sentence.
The EXT offered third-row seating and extra cargo capacity in a midsize package, the equivalent of building a five-bedroom rancher on the footprint of a three-bedroom bungalow. In reality, though, the EXT is like a bungalow with an added sleeping porch — its extra length places it somewhere between the midsize and full-size SUV categories.
Chevy says there’s room enough in the third row for a pair of six-footers. I didn’t test the assertion, but I can affirm there’s plenty of room for a guy who stands 5-foot-10 in his stocking feet.
Even with the third row in place — and presumably occupied by big people — a relatively spacious 22 cubic feet of cargo space is available. Chevy makes the space useful with a pair of rigid shelves that in effect double or even triple carrying capacity, depending on the size of the objects toted.
Fold away that third row and the EXT gives up 107.4 cubic feet of cargo space, or three cf more than the full-size Tahoe and about 27 cf shy of the extra-full-size Suburban.
It’s a nice piece of packaging designed for the needs of families, who often need extra seats so the kids can bring their friends along, but are equally inclined to load the cargo space with bikes, building supplies and lawnmowers on the way to the fix-it shop — rarely using the third row at all.
For all of its newfound gentility, the Trailblazer is old school at heart. It’s built on a sturdy truck chassis, with beefy hydroformed steel rails. Unlike the so-called crossovers, which are built on car unibodies, its default drive wheels are in the rear. Four-wheel-drive and a locking rear differential are optional on both regular and long-wheelbase Trailblazers.
Body-on-frame construction tends to introduce truck-like ride-and-handling qualities, which Chevy counters with 12 tuned body mounts that use hydraulics and rubber pads to filter out road-surface noise and vibration.
Rack-and-pinion steering, unusual in this category when it was introduced, produces car-like steering feel. It’s responsive and accurate, but over-boosted and less than certain at center.
Because the EXT’s mission is more suburban-errand-running than outback-trail-bucking, the ride setting has been tuned to big-C Comfort. The tradeoff imposed by body-on-frame construction is less-fine suspension tuning. Faced with a choice between a rig that drove like a truck or one that drove like a large domestic sedan, Chevy wisely chose the latter.
A Premium Smooth Ride option is available for a $1,270 premium.
Take a quick peak at the online forums and you’ll discover that EXT owners love the way their rigs ride. Your EXT won’t whisper in your ear every time you encounter that brilliant twisty piece of two-lane blacktop, but who needs a truck that gets you into trouble?
Speaking of staying out of trouble — for all its size, the EXT comes standard with a six-cylinder engine. It may be GM’s best; a silky-smooth, torque-laden 4.2-liter inline engine that makes 275 horsepower. So equipped, a 2WD EXT will tow 6,000 pounds.
A seven-quart oil pan keeps things running cool.
This is a strong engine and it pulls the 4,773-pound EXT with conviction. Fully loaded, though, or pulling a large boat, the EXT would be better off with the optional, 290-hp, 5.3-liter eight. It tows up to 7,100 pounds.
GM’s ubiquitous four-speed truck automatic is installed with both engines.
There are two levels of EXT trim, LS and LT. LS models (from $30,040 including destination) include 17-inch wheels, dual-zone manual climate control, a CD player and power windows and door locks.
LT ($32,220) adds cruise control, keyless entry, roof rack, power driver seat, premium cloth upholstery, foglamps, power mirrors and an auto-dimming mirror with compass.
On the safety side, four-wheel antilock disc brakes are standard, along with three-point seat belts. Front side-impact airbags will set you back $495.
GM’s truck interiors have come a long way in the past several years, and still have a ways to go, both in terms of design and materials quality. There are no egregious offenses but the layout and design of the dash assembly — including instrument panel and gauge cluster — is lackluster and dated.
Similarly, a large gap is left exposed in the cargo area floor when the third-row seat is folded.
They’re small things, but of them are large impressions made.
The Trailblazer EXT admirably fills a small but important niche in the midsize SUV world. Legion in number are the families that occasionally need an extra 16 inches and two additional seating positions. By offering it in an affordable midsize package, Chevy answers the call.