2022 Chevrolet Trailblazer

The volume LT FWD uses the 1.2L ECOTEC turbo three-cylinder (137 hp) and the 1.3L (155 hp) is the step-up. 2022 is the second model year of the generation that began in 2021 and carries over unchanged.

The volume 1.2L makes 162 lb-ft, near the bottom of the SUV band, and the 1.3L adds only 12 lb-ft.

The volume 1.2L FWD needs about ten seconds to reach 60 mph, slower than the slow end of the SUV band. The 1.3L tested at 9.4 s in the same generation.

Both engines are small turbo triples whose thrum is always audible and gets loud when worked, which happens often at 137 hp. There is no coarse vibration, but delivery feels strained rather than smooth.

FWD models use a CVT that reviewers call slick and well matched to the low-torque engines, though it drones under hard throttle. AWD models get a 9-speed automatic that shifts unobtrusively.

Chevrolet rates the 2022 Trailblazer at 1,000 lbs regardless of engine or drivetrain. That is the floor of the SUV band and enough only for a small utility trailer.

AWD can be ordered across the range rather than only on top trims. It is never standard, requires the 1.3L and 9-speed, and is a basic on-demand system with no low range or torque vectoring.

The ACTIV trim adds off-road suspension tuning, a skid plate, sport-terrain tires and Terrain Select, which are fine for dirt roads and snow. There is no low range or locker for real trails, and LS/LT FWD clearance is about 7.5 in.

There are two engines, but both are small turbo three-cylinders 18 hp apart, and there is no hybrid, PHEV or EV variant. That leaves a gap against electrified rivals like the Kona and Niro.

The volume LT FWD with the 1.2L turbo and CVT is rated 30 mpg combined, which is strong for a gas subcompact SUV.

29 mpg city is near the top of the gas SUV band. The 1.3L FWD matches it, and only AWD falls off.

31 mpg highway is only mid-pack. The optional 1.3L FWD does better on the highway at 33 mpg.

The 13.2-gallon tank is small even for a subcompact, so good mileage still yields only about 400 miles per fill.

At fueleconomy.gov's current prices, the volume 1.2T FWD costs about $2,150 a year to fuel, toward the cheap end for SUVs.

Both engines run on regular unleaded with no premium recommendation. The flex-fuel/E85 capability did not arrive until the 2025 engine update.

NHTSA rates the 2022 Trailblazer five stars overall, with five stars frontal and side and four stars for rollover; 2022 is a carry-over year of the first-generation (2021–) crossover.

The 2022 Trailblazer earned a 2022 IIHS Top Safety Pick+, with Good ratings in every crashworthiness test (both small overlaps, original moderate overlap, original side, roof strength, head restraints). It predates the updated side and moderate-overlap tests, so it wasn't graded against the stricter later protocols.

Chevy Safety Assist is standard on every trim: AEB, front pedestrian braking, forward collision alert, lane keep assist with lane departure warning, following distance indicator and IntelliBeam. Blind-spot and rear cross-traffic alerts are optional packages, and adaptive cruise is limited to an ACTIV/RS option, so two of the five headline aids are missing on the volume LS/LT cars.

The standard AEB earns Superior in IIHS's vehicle-to-vehicle test and Advanced in daytime pedestrian testing: it avoided collisions at 12 mph and in the 25 mph parallel-adult test, and cut impact speed by 21–22 mph elsewhere. No nighttime pedestrian rating is published.

Side Blind Zone Alert with Lane Change Alert and Rear Cross Traffic Alert come only in the optional Driver Confidence Package, not offered on the base LS. They warn but never brake or steer.

Lane Keep Assist with Lane Departure Warning is standard on every trim but only nudges the car back from the line; no 2022 trim offers lane centering.

Adaptive cruise is offered only in the optional Technology Package on ACTIV and RS, and it has no lane-centering layer. The volume LS/LT cars have conventional cruise only; an LT adaptive-cruise package didn't arrive until 2024.

Super Cruise isn't offered on any 2022 Trailblazer, and the car lacks even lane centering, so there is no hands-free option.

IIHS rates two headlight variants. The LED projector low beams rate Good, and the halogen projector lamps on lower trims rate Acceptable, with fair-to-inadequate reach on curves. High-beam assist (IntelliBeam) is standard on both.

Reviewers often complain about this generation's rear and over-the-shoulder visibility: the rear roof pillars are thick and there's no third side window. The standard rear camera helps, and blind-spot monitoring and rear park assist are optional.

IIHS rates LATCH ease of use Acceptable. The two outboard rear seats have full lower-anchor sets, set a bit deep in the cushion, and the center seat has a tether anchor only. The subcompact rear bench rules out three car seats across.

The 2022 Trailblazer, the second model year of the generation that began in 2021, is a two-row subcompact SUV. LS, LT, ACTIV and RS all seat five, and no third row is offered.

The boxy roofline gives 40.0 in of front headroom, which is generous for a subcompact. The available panoramic sunroof takes some of it away.

At 40.9 in, front legroom is adequate for most drivers but sits near the bottom of the SUV-wide band.

38.4 in of second-row headroom is mid-band for SUVs overall and roomy for a subcompact.

39.4 in of rear legroom is the Trailblazer's standout packaging figure. It beats most subcompact rivals and matches several compact SUVs.

No 2022 Trailblazer has a third row. It is strictly a five-seat, two-row SUV, so this item sits in the low band by definition.

25.3 cu ft behind the rear seat leads the subcompact class, but the SUV-wide band stretches to full-size utilities, so it scores at the floor.

54.4 cu ft maximum is good for a subcompact but falls just below the 55 cu ft floor of the SUV band.

With the fold-flat front passenger seatback and flat-folding rear seats, the cabin takes items up to about 8.5 ft long, and the cargo floor is adjustable. The pre-refresh cabin has ordinary door bins, console and cubbies. Clever for the class, but storage is otherwise unremarkable.

Most drivers will find the front seats supportive enough, but the cushion is soft and adjustment is limited on lower trims. The roomy rear bench holds two adults comfortably.

The ride is comfortable for a short-wheelbase subcompact, especially at highway speed. Rough roads bring some jostling, though never harshness.

Consumer Reports calls the cabin loud: coarse pavement brings pronounced road rumble, and the three-cylinder is audible under load. The evidence as a whole puts it below average.

The volume LT has heated front seats, and ACTIV adds a heated steering wheel. Automatic climate control and remote start come on the LT and upper trims or through packages. There are no ventilated seats and no rear climate controls, and the base LS is sparse.

For 2022 the L trim was dropped, so the LS with the 137-hp 1.2L turbo three and CVT became the entry model. It lists at $22,995 delivered, below the floor of the SUV band.

LT is the volume trim, at $25,195 delivered, which is below the $27,000 floor of the SUV band. AWD (1.3L turbo + 9-speed) and option packages can push a loaded ACTIV or RS past $33,000.

Edmunds and KBB 2022-specific cost-to-own pages did not return figures (Edmunds 403), so this blends nameplate estimates for this generation, which share the same 1.2L/1.3L turbo threes and CVT/9-speed. It lands mid-pack for the class.

The 2022 model year was bought at shortage-era pricing and has held value unusually well in the inflated used market, so retention sits above the nameplate's normal projection. Extrapolating the observed 3–4 year curve gives roughly 57% at five years.

GM's bumper-to-bumper coverage is 3 years/36,000 miles, the industry minimum and the bottom of the band. Hyundai Kona and Kia Seltos offer 5 years/60,000 miles.

The powertrain is covered for 5 years/60,000 miles, the floor of the band and half the 10-year/100,000-mile term Hyundai and Kia give their subcompact SUVs.

Chevrolet includes one maintenance visit in the first year/12,000 miles and 5 years/60,000 miles of roadside assistance and courtesy transportation. Connected services (OnStar, Wi-Fi hotspot) are trial-only; the 8-year OnStar Basics inclusion did not arrive until the 2025 model year. That is short included maintenance with basic roadside.

$25,195 volume-trim price minus its estimated resale value after 5 years (57% retained, or about $14,361) leaves about $10,834 in depreciation. Add the projected $5,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $16,634 in total.

J.D. Power rates the 2022 Trailblazer in its 'Great' quality-and-reliability band, and Consumer Reports' owner data for the second year of the generation is favorable. The exact figures differ between sources (J.D. Power is reported at both 81 and 90/100), so the score sits in the upper part of the average range rather than at the Crosstrek/HR-V level.

Chevrolet has placed consistently above the industry average in J.D. Power's Vehicle Dependability Study during this period, including 5th overall in 2023. Consumer Reports keeps the brand mid-pack, so it is a strong mainstream brand but not consistently top-5 across sources.

One NHTSA campaign covers the 2022 model year, the minor 21V440000 jack recall shared with 2021. The launch-year seat-bolt, brake-boost-sensor and tire-label recalls were confined to 2021. Owner complaints about infotainment and start-stop glitches keep it from the top of the band.

The 2022 model uses the 1.2L or 1.3L turbo three-cylinder with a CVT in front-drive form, and AWD models get the 1.3L with a nine-speed automatic. Both engines have reports of turbo oil-seal leaks, intake-valve carbon buildup and start-stop faults, and the CVT has drawn shudder complaints. None of these is a catastrophic failure pattern, but neither engine has a proven high-mileage record.

The 2022 model has the pre-refresh dash, with a 7-inch touchscreen standard, an 8-inch screen on upper trims and an analog cluster. Hard plastics dominate, and reviewers put its materials behind rivals such as the Mazda CX-30.

Build quality is generally solid for the class. 2022 is the second year of the generation, past the launch-year recall cluster, but Consumer Reports owners still report scattered squeaks, rattles, wind noise and weather-stripping issues.

Chevrolet has one of the densest US dealer networks, with roughly 2,800 franchised stores, so service is easy to reach nationwide, including in rural areas. Its service satisfaction runs at or slightly above the mass-market average in J.D. Power's Customer Service Index.

The Trailblazer shares its VSS-F platform, Ecotec turbo-three engines and transmissions with the Buick Encore GX, so parts are high-volume, widely stocked and cheap, and routine maintenance costs little. The exceptions are turbocharger and CVT repairs, which are expensive, and the aftermarket for these small turbo threes is thinner than for conventional four-cylinders.

Before the 2024 refresh, the base Chevrolet Infotainment 3 system with a 7-inch touchscreen was standard on every trim, including the volume LT. The 8-inch Infotainment 3 Plus unit was an upgrade: a Convenience Package option on the LT, offered on ACTIV/RS.

Infotainment 3 is simple and reasonably quick, with physical climate and volume controls, but the small 7-inch screen in a dash-top housing feels dated next to the 2024 redesign and many rivals.

Wireless Apple CarPlay and Android Auto are standard from the base LS on the 7-inch Infotainment 3 system, which was ahead of much of the class in 2022.

Built-in navigation is not part of the volume configuration. Routing comes from phone projection or OnStar turn-by-turn, and native voice control handles basic commands, with Amazon Alexa integration on the Infotainment 3 Plus system.

The standard setup is a modest six-speaker system. A seven-speaker Bose system is optional only on the upper trims, bundled with adaptive cruise in the Technology Package. It is a real but small-format step up.

Analog gauges with a 3.5-inch monochrome Driver Information Center are standard. A 4.2-inch color DIC comes only in option packages, and no full digital cluster is offered. The 8-inch digital cluster arrived with the 2024 refresh.

OnStar-connected GM vehicles of this era can receive some infotainment and module software updates over the air. There is no feature-adding whole-vehicle OTA like GM's newer platforms offer.

The myChevrolet app handles remote start, lock/unlock, locating the car and vehicle-health status. Remote commands need an OnStar plan once the trial ends, and phone-as-key is not offered.

Front USB ports are standard. Wireless charging and rear USB ports are optional, through packages, rather than standard on the volume trim.

Push-button start is standard, the volume LT adds proximity keyless entry, and a remote starter is available. There is no hands-free liftgate and no phone-as-key.

An HD rear-vision camera is standard. Rear Park Assist, Rear Cross Traffic Alert and blind-zone alert come only in the optional Driver Confidence packages, and there is no automated parking.

No 2022 Trailblazer trim or package offers a head-up display.

With 39.4 in of rear legroom and 25.3 cu ft behind the second row, two car seats plus a stroller fit easily for a subcompact. The IIHS 'Acceptable' LATCH rating and a bench too narrow for three seats hold it back.

The 2022 model earned an IIHS Top Safety Pick+ and a five-star NHTSA overall rating. Chevy Safety Assist is standard, including AEB rated Superior and pedestrian AEB. Blind-spot alert and adaptive cruise cost extra.

The adult-friendly rear seat and class-leading 25.3 cu ft of luggage space suit medium trips. Rear amenities are thin, with no rear climate controls and charging only by option, and the loud cabin wears on long days.

Light steering, a compact footprint and standard wireless phone projection make daily driving simple. The 137-hp 1.2L turbo triple with CVT holds it back: it needs about 10 s to reach 60 mph and is buzzy when merging.

The volume 1.2T FWD returns 30 MPG combined on regular fuel, and its consumables are inexpensive, which makes it a cheap non-hybrid commuter. Hybrid rivals keep it out of the top band.

A roughly 174-in length, a tight turning circle and a standard HD rear camera make it easy to handle in the city. Thick rear pillars limit three-quarter visibility, and park sensors are optional.

Every Trailblazer is rated to tow 1,000 lb, and the three-cylinder engines make 137–155 hp, which leaves no real work headroom. The fold-flat front passenger seat for long loads is its one work asset.

Reliability is fine for everyday use, but small-displacement turbo triples paired with a CVT have no fleet or hard-duty track record.

It has an adjustable cargo floor, a fold-flat front passenger seat, roof rails on upper trims and an available Trailering package. There are no tie-down tracks, washable surfaces or standard power outlets, so it stays a light-duty runabout.

About 396 miles of range from the 13.2-gal tank and a comfortable highway ride make medium tours pleasant. Cabin noise, three-cylinder drone and adaptive cruise limited to upper-trim packages limit its endurance, and lane centering is not offered.

The ACTIV trim adds off-road suspension tuning, skid plates, sport-terrain tires and a tow hitch, and roof rails are available. That makes it a credible gravel-road car. The 1,000-lb tow cap and the lack of low range keep it a soft-roader.

Its 25.3 / 54.4 cu ft leads the subcompact class, and the fold-flat front passenger seat carries items up to about 8.5 ft long. Roof rails and a hitch are available. Only the modest roof and tow ratings keep it under 80.

It is secure and predictable rather than nimble. Reviewers note body lean and dull responses in corners, though it stays controlled in avoidance maneuvers. The chassis is unchanged from the 2021 launch.

The electric steering is light and reasonably accurate but gives little feedback: precise enough, but numb.

Avoidance testing does not fault its stopping power, but the pedal is touchy and hard to modulate smoothly.

The volume powertrain, a 137-hp 1.2L turbo triple with a CVT, is adequate around town but strained on the highway at about 10 s to 60 mph. The 155-hp 1.3L, especially with the AWD 9-speed automatic, is noticeably better.

Both engines are three-cylinders with a constant thrum that turns loud under load. In an already loud cabin, the noise is intrusive rather than merely audible.

The turning circle is unchanged across the 2021–2023 generation. Published figures of 37.3 ft (some dealer pages quote 36.8 ft) are tighter than the middle of the SUV band.

The upright, tall-roofed seating gives a good forward view and easy entry, and the physical HVAC controls are simple. The small 7-inch screen, soft front cushion and poor rear three-quarter visibility from thick pillars hold it back.

A 10-second 0–60 run, a droning three-cylinder, numb steering, body lean and grabby brakes make it an appliance. The RS trim changes the appearance only.

Every 2022 Trailblazer includes a 7-inch touchscreen with wireless Apple CarPlay/Android Auto, a 4G LTE Wi-Fi hotspot and Chevy Safety Assist (AEB, lane keep assist, forward collision alert, auto high beams). That is competitive for the price. The base LS is otherwise sparse, and wireless charging, the 8-inch screen and the heated steering wheel are reserved for higher trims or packages.

Fair-to-good value. About $23,000–$28,600 delivered buys a stylish, roomy subcompact with standard safety tech. The trade-off is the slow 137-hp 1.2L turbo three and CVT at the volume end, and a loaded ACTIV AWD past $33,000 crowds compact-SUV money.

Choice is wide for a subcompact: four trims (LS, LT, ACTIV, RS), two turbo three-cylinders, and FWD or AWD, with distinct off-road-flavored and sport-look variants. The 2022 lineup lost the cheapest L trim, and no electrified version is offered.

After a strong 2021 launch, 2022 sales fell sharply as GM's chip-shortage production cuts hit the model. It stayed fourth in the subcompact crossover segment, but volume was down roughly 40% year over year.

Chevrolet is a neutral mainstream badge with no aspirational pull and no real drag. The nameplate's resale normally trails Honda, Toyota and Subaru rivals, though the 2022 has been propped up by the shortage-era used market.

The 2022 model year sold into the chip shortage, when inventory was thin and discounts were modest across the industry. Chevrolet still ran monthly Trailblazer offers (mainly financing and lease), but they were smaller than the heavier incentives of 2024–2025.

2022 is the second model year of a generation that launched in the US for 2021, so the design and platform were current. It was a light carry-over year (L trim dropped, trailering package and roof rails made optional, heated wheel on ACTIV/RS), with the mid-cycle refresh still two years away.

Well reviewed but rarely the top pick. Reviewers praise its styling, space and price and criticize its sluggish powertrains and busy ride on rough roads. It has no 10Best, NACTOY or comparison-test wins.