2023 Chevrolet Trailblazer

The volume LT FWD uses the 1.2L ECOTEC turbo three-cylinder at 137 hp; the 1.3L (155 hp) is the step-up. 2023 is a carry-over year of the generation that began in 2021, with the refresh arriving for 2024/2025.

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

The volume 1.2L FWD needs roughly ten seconds to 60 mph, past the slow end of the SUV band; even the 1.3L tested at 9.4 s against Chevy's 8.7 s claim.

Both engines are small turbo triples whose thrum is always audible and grows loud when worked — which is often at 137 hp. 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.

GM rates the Trailblazer at 1,000 lbs regardless of engine or drivetrain — the floor of the SUV band, enough only for a small utility trailer.

AWD can be ordered across the range, not only on top trims, but it is never standard and requires the 1.3L/9-speed. It 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, fine for dirt roads and snow. No low range or locker, and LS/LT FWD clearance is about 7.5 in.

Two engines, but both small turbo three-cylinders 18 hp apart, with no hybrid, PHEV or EV variant — a gap against electrified rivals like the Kona, Niro and Corolla Cross.

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

29 mpg city is near the top of the gas SUV band; only the AWD version falls off.

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

A 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 standard assumptions 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; neither is flex-fuel in 2023.

NHTSA rates the 2023 Trailblazer five stars overall, with five stars frontal and side and four stars for rollover. 2023 is a carry-over year for the first-generation (2021–) crossover, before the 2024 refresh.

Every crash test IIHS ran is Good: both small overlaps, the original moderate overlap, roof strength and head restraints. It was not run in the updated side test that the 2023 awards required, though, and it earned no Top Safety Pick.

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 alert come only in optional packages, and adaptive cruise is an LT/upper-trim package, so two of the five headline aids are missing on the volume configurations.

The standard AEB rates Superior in IIHS's original vehicle-to-vehicle test (the rating covers 2021–23 models) and Advanced in the daytime pedestrian test. IIHS lists no nighttime pedestrian rating, and the same hardware later scored Poor in the tougher updated vehicle-to-vehicle test.

Side Blind Zone Alert with Lane Change Alert and Rear Cross Traffic Alert are only in the optional Driver Confidence packages and aren't standard on any trim. They only warn; there is no braking or steering intervention.

Lane Keep Assist with Lane Departure Warning is standard on every trim. It only nudges the car back from the line, and no 2023 trim offers lane centering.

Adaptive cruise is an extra-cost package on LT and upper trims and is unavailable on the LS. There is no lane-centering highway-assist layer, so most 2023 cars were sold with conventional cruise.

No 2023 Trailblazer trim offers Super Cruise, and the car doesn't even have lane centering, so there is no hands-free option.

IIHS rates two variants. The LED-projector lamps rate Good, but they come only with upper-trim Technology packages. The halogen projectors on the volume trims rate Acceptable (inadequate on the sharp left curve). IntelliBeam auto high beams are standard.

Thick rear pillars and a small rear window leave rear and over-the-shoulder visibility poor, a common reviewer complaint about this generation. The only standard help is the rear camera; blind-spot monitoring and rear park assist are optional.

IIHS rates LATCH ease of use Acceptable. The two outboard rear seats have complete lower-anchor sets, the center seat has only a tether anchor, and the tethers are easy to reach. The narrow subcompact rear bench rules out three car seats across.

The 2023 Trailblazer is a two-row, five-seat subcompact SUV on every trim (LS, LT, ACTIV, RS), and no third row is offered. 2023 is a carry-over year of the generation that launched for MY2021.

The tall roofline gives 40 in of front headroom without the sunroof, which is generous for a subcompact.

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

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

39.4 in of rear legroom is the Trailblazer's standout packaging figure, ahead of most subcompact rivals and similar to some compact SUVs.

No 2023 Trailblazer has a third row; it is strictly a two-row, five-seat SUV, which puts this item in the low band by definition.

25.3 cu ft behind the rear seat is class-competitive for a subcompact but sits at the floor of the SUV-wide band.

54.4 cu ft is good for the class but just below the 55 cu ft SUV band floor.

The front passenger seatback folds flat, so items up to about 8.5 ft fit with the liftgate closed, and the rear seats fold flat. Otherwise it has ordinary bins and cubbies, and the 120V outlet is limited to the optional Convenience Package.

The front seats feel firm at first but stay supportive over a few hours, although Consumer Reports finds the cushion soft on thigh support. The volume trims have a manual driver seat, and two adults are comfortable on the roomy rear bench.

Reviewers call the highway ride excellent but note jostling and jittery behavior over rough pavement. It is composed most of the time without leading the class.

Consumer Reports calls the cabin rather loud, with pronounced rumble from coarse pavement that makes you raise the radio volume even on the highway. The three-cylinder engine adds a constant hum.

The volume LT has remote start, and heated front seats come on the upper trims and in packages. Automatic climate control requires the Convenience Package. There are no ventilated seats or rear climate controls, and the base LS is sparse.

The 2023 LS FWD with the 137-hp turbo 1.2L three-cylinder and CVT lists at $22,100 before destination, or $23,395 delivered. That is below the floor of the SUV band.

LT is the volume trim, at $24,300 before destination or $25,595 delivered, which is below the $27,000 floor of the SUV band. The 155-hp 1.3L turbo is a $395 option on the FWD LT, and AWD (which brings the 1.3L and a 9-speed automatic) adds $1,500–$2,000.

This blends published estimates that disagree widely, and the result lands mid-pack for the class. The small turbo three-cylinders and the CVT or 9-speed are not cheap to service, and GM covers only the first maintenance visit.

Residuals are weak for the class. Heavy incentive and fleet volume on a mainstream subcompact keeps retention in the lower part of the SUV band, and the 2024 refresh (new screen and cluster) further ages the pre-facelift 2023 on the used market.

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 rivals 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 competing subcompact SUVs.

Chevrolet includes one maintenance visit in the first year/12,000 miles, plus 5 years/60,000 miles of roadside assistance and courtesy transportation. Connected services (OnStar, Wi-Fi hotspot) are limited to short trials. The 8-year OnStar Basics inclusion began only with the 2025 model year. That is short included maintenance with basic roadside, which puts it at the bottom of the middle band.

$25,595 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $11,518) leaves about $14,077 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,077 in total.

J.D. Power gives the 2023 Trailblazer an 85/100 quality-and-reliability score, in its 'Great' band, and Consumer Reports' owner-survey data is positive for this third model year of the generation. Both signals are good, but neither puts it at Crosstrek or HR-V level, so it sits in the upper part of the average range.

Chevrolet placed fifth overall in J.D. Power's 2023 Vehicle Dependability Study with 162 PP100, better than the 186 industry average, and it held up in 2024 at 174 against a 190 average. Consumer Reports keeps the brand mid-pack, so it is a strong mainstream brand but not consistently top-5 across sources.

No NHTSA recall campaign lists the 2023 model year. The generation's recalls (seat bolts, brake-boost sensor, tire label, jack) were limited to 2021-2022, and the 2026 rearview-camera campaign starts at 2024. Owner complaints about infotainment and start-stop glitches keep it from the very top of the band.

The 2023 model uses the 1.2L LIH or 1.3L L3T 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 2023 model still 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. It sits a notch below the refreshed 2024.

Build quality is generally solid for the class. 2023 is a mature carry-over year of a generation launched for 2021, so launch-year assembly issues had largely been worked out. 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 and other GM models, 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.

The volume LT comes with a 7-in touchscreen, and the 8-in screen is an option. Both are small by the SUV-wide band; the 11-in screen arrived with the 2024 facelift.

Chevrolet Infotainment 3 is simple, with large icons, fixed shortcuts and physical audio and HVAC controls. The small 7-in screen looks dated next to rivals' larger displays.

Wireless Apple CarPlay and Android Auto are standard on every 2023 trim, which was unusual in the class at this price.

Basic voice recognition is standard. Built-in navigation comes only with Infotainment 3 Plus in the ACTIV/RS Technology Package, so most owners rely on phone projection.

A six-speaker base system is standard, and a seven-speaker Bose system is available only on ACTIV/RS through the Technology Package. That is adequate, with a modest upgrade.

The 2023 model keeps analog gauges with a small monochrome driver information center, and the enhanced 4.2-in multi-color DIC comes only with the Technology Package. The 8-in digital cluster did not arrive until the 2024 facelift.

OnStar-connected GM vehicles can receive some software updates over the air, but there is no evidence of feature-adding OTA updates for the 2023 Trailblazer.

The myChevrolet app covers remote start, lock/unlock, locate and diagnostics, but many functions depend on an OnStar plan after the trial. There is no digital key.

One USB-A and one USB-C port come standard up front. Rear USB and a 120V outlet require the Convenience Package, and wireless charging is limited to the ACTIV/RS Technology Package.

The volume LT has remote start, but the 2021–2023 cars use a turned key on lower trims. Keyless open and start appear on upper trims, and push-button start only became standard with the 2024 refresh.

An HD rear camera is standard. Rear Park Assist comes in the optional Driver Confidence Package, and no surround-view camera or automated parking is offered.

No 2023 Trailblazer trim or package offers a head-up display.

A class-leading 39.4 in of rear legroom and a tall roof make rear-facing seats easier to fit than in most subcompacts, and 25.3 cu ft of cargo takes a stroller. IIHS rates LATCH only Acceptable.

It earns 5-star NHTSA and good IIHS crash results, and Chevy Safety Assist (AEB, lane keep) is standard. Blind-spot and rear cross-traffic alerts and adaptive cruise cost extra on the trims families buy.

The rear seat is roomy and the highway ride is good, but the cabin is loud, rear USB is optional and there are no rear vents or climate controls. Cargo is fine for four people's luggage.

The compact size, light steering and a smooth CVT make it easy in town, but the 137-hp 1.2L three-cylinder feels leisurely merging and the brake pedal is touchy.

30 MPG combined on regular fuel and a low price make it cheap to commute in for a crossover.

A 173.5-in length and a ~37-ft turning circle make it easy to park, though the chunky rear pillars limit rear three-quarter visibility and parking sensors are optional.

A 1,000-lb tow rating and a small engine rule out real work duty, although the fold-flat front seat takes long items.

It is a light-duty commuter crossover with small turbo three-cylinders and no fleet reputation. It should hold up in normal use but is unproven under hard use.

It offers only basic cargo tie-downs, an optional 120V outlet and a dealer hitch/trailering option; there is no work-oriented upfit ecosystem.

It rides well on the highway and goes nearly 400 miles per tank, but road noise, the droning three-cylinder and adaptive cruise that is package-only on upper trims limit it as a tourer.

The ACTIV adds off-road suspension tuning, a skid plate, all-terrain tires and optional AWD, which is fine for gravel roads. The volume LT is FWD-only with about 7.5 in of clearance and a 1,000-lb tow rating.

Flat-folding rear seats, a fold-flat front passenger seat for 8.5-ft items and 54.4 cu ft of maximum cargo space put it near the top of the subcompact class. Bulky gear is still limited by its absolute size.

It is secure but unremarkable, with notable body lean that makes it feel dull and a bit clumsy in corners. It stays controlled in avoidance maneuvers.

The steering is light and reasonably accurate but gives little feedback.

Stopping power is adequate and secure in emergency maneuvers, but the pedal is touchy and hard to modulate smoothly. No 2023-specific instrumented stop was found.

The volume 137-hp 1.2L turbo three-cylinder with CVT is smooth around town but strained on the highway, at about 10 s to 60 mph. The 1.3L (155 hp) is better but is not the representative configuration.

The three-cylinder's growl is subdued at full throttle, but its hum is always present and grows under load, adding to an already loud cabin.

A 37.3-ft turning diameter is tighter than the SUV band midpoint. The chassis is unchanged across the 2021–2024 cars.

The upright seating and tall roof give a good forward view and easy entry, and the audio and climate knobs are physical and simple. A manual driver seat on volume trims, a soft cushion and poor rear three-quarter visibility keep it mid-band.

Slow acceleration, a droning three-cylinder, numb steering and body lean make it an appliance, and the RS changes looks rather than dynamics.

Every 2023 trim gets Chevy Safety Assist as standard (AEB, lane keep assist, forward collision alert, auto high beams), plus wireless Apple CarPlay/Android Auto and a Wi-Fi hotspot. The base LS is otherwise sparse, with a 7-inch touchscreen and analog gauges. The pre-refresh 2023 lacks the 11-inch screen and digital cluster the 2024 made standard, so it scores below its successor.

Fair-to-good value. About $23,400–$29,000 delivered buys a roomy subcompact with standard driver-assist tech. The trade-off is the 137-hp 1.2L turbo three and CVT at the volume end, which make it slow against rivals. The 155-hp 1.3L is a cheap $395 upgrade on the LT.

Choice is wide for a subcompact: four trims (LS, LT, ACTIV, RS), two turbo three-cylinders, and FWD or AWD. There are distinct off-road-flavored (ACTIV) and sport-look (RS) variants, plus sunroof and two-tone roof options. No hybrid or electrified version is offered.

Calendar 2023 was the revived nameplate's best year, with about 111,000 US sales, making it a rising volume player among the top subcompact crossovers. It trailed the segment leaders in Q4 2023 as the cheaper new Trax arrived.

Chevrolet is a neutral mainstream badge with no aspirational pull and no real drag. The cost of that image shows up in resale, which trails Honda, Toyota and Subaru rivals.

In 2023, inventory was still recovering from the chip shortage, so deals were modest early in the year. Low-APR financing and lease offers became more common through the second half. That gave buyers some discount, but less than in 2024.

2023 is a carry-over year in the third season of the generation that launched for 2021. The mid-cycle facelift, with its new fascia, 11-inch screen and digital cluster, arrived for 2024, so a 2023 buyer got the soon-superseded pre-refresh design.

Well reviewed but rarely the top pick. Reviewers praise its rear-seat and cargo space, its styling and its value, and criticize its sluggish powertrains, its hard interior plastics and the small base screen. It won no 10Best, NACTOY or comparison tests.