2024 Chevrolet Trailblazer

The volume LT FWD uses the 1.2L ECOTEC turbo three-cylinder (137 hp), shared with the 2024 Trax; the 1.3L (155 hp) is the step-up. 2024 is a carry-over year of the generation that began in 2021 — the refresh came for 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 optimistic 8.7 s claim.

Both engines are small turbo triples whose thrum is always audible and gets 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 whatever the engine or drivetrain, the floor of the SUV band and enough only for a small utility trailer.

AWD can be ordered across the range, not just on top trims, but it is never standard and requires the 1.3L/9-speed (about $2,000 more). 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. There is no low range or locker for real trails, and LS/LT FWD clearance is 7.5 in.

Two engines, but both are 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; 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.

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 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 2024 1.2L is not flex-fuel; E85 capability arrived with the 2025 engine.

NHTSA rates the 2024 Trailblazer five stars overall, with five stars frontal and side and four stars for rollover — unchanged by the 2024 mid-cycle refresh of the first-generation (2021–) crossover.

Every crash test IIHS ran on the 2024 is Good (driver- and passenger-side small overlap, original moderate overlap), but it was not evaluated in the updated moderate-overlap or updated side tests that the 2024 awards require, 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, IntelliBeam). Blind-spot and rear cross-traffic alert are optional packages from LT up and adaptive cruise is optional from LT up, so two of the five headline aids are missing on the volume configurations.

The standard system earns Advanced in IIHS's daytime pedestrian test (avoided collisions at 12 and 25 mph in some scenarios, cut impact speed by 16–22 mph in others), but IIHS lists no nighttime pedestrian or current vehicle-to-vehicle rating for 2024, and the same hardware later scored Poor in the updated vehicle-to-vehicle test on the 2025.

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 and standard on no trim; the systems are alert-only with no braking or steering intervention.

Lane Keep Assist with Lane Departure Warning is standard on every trim, but it only nudges the car back from the line — no lane centering is available on any 2024 trim.

Adaptive cruise became orderable on the LT for 2024 via a new standalone package and remains in the Adaptive Cruise and Sound Package on ACTIV/RS, but it is unavailable on the LS and has no lane-centering highway-assist layer, so most cars leave the lot with conventional cruise.

Super Cruise is not offered on the 2024 Trailblazer at any trim, and the car lacks even lane centering; there is no hands-free option.

IIHS publishes no headlight rating for the 2024. The refreshed LED lamps that carry into 2025 rate Acceptable on LS/LT and Poor for glare on RS/ACTIV there, so no Good headlight is likely on any 2024 trim; IntelliBeam auto high beams are standard.

Thick rear roof pillars and no third side window leave rear and over-the-shoulder visibility poor, a frequent reviewer complaint for this generation; the 2024 refresh changed the front fascia and cabin tech, not the greenhouse. Compensation is the standard HD rear camera, with blind-spot monitoring and rear park assist optional.

IIHS rates LATCH ease of use Acceptable: complete lower-anchor sets in the two outboard rear seats, with anchors set a bit deep in the cushion, plus a tether-only center seat. A subcompact rear bench rules out three-across.

The 2024 Trailblazer (first model year of the February 2024 facelift) is a two-row, five-seat subcompact SUV on every trim; no third row is offered.

Nearly 40 in of front headroom without the sunroof is generous for a subcompact thanks to the tall, boxy roofline.

40.9 in of 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 all SUVs and roomy for a subcompact.

39.0 in of rear legroom is the Trailblazer's packaging highlight, ahead of most subcompact rivals and on par with some compact SUVs.

There is no third row on any 2024 Trailblazer. 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 most subcompacts but lands at the floor of the SUV-wide band, which runs up to full-size utilities.

54.4 cu ft is good for a subcompact but just under the 55 cu ft SUV band floor, so it scores zero on the absolute scale.

A standard fold-flat front passenger seatback and flat-folding rear seats make a long load floor, and the cargo floor is adjustable. The refreshed cabin keeps ordinary door bins, console and cubbies, so it is clever for the class but has no standout storage feature.

The front seats suit most people, though Consumer Reports finds the cushion soft and short on thigh support. Lower trims have limited adjustment, and a power driver seat comes only with the Convenience Package. The rear bench comfortably seats two adults.

Reviewers find the ride comfortable on the highway but firmer than expected and a little harsh over big bumps, especially on the RS's 19-in wheels. It is composed most of the time without leading the segment.

Consumer Reports calls the cabin loud, with road rumble on coarse pavement, and owners and reviewers note highway noise and an unrefined-sounding three-cylinder. The weight of evidence puts it below average.

Heated front seats and remote start come on the volume LT, and ACTIV and RS add a heated steering wheel. The Convenience Package brings automatic climate control and a power driver seat. There are no ventilated seats or rear climate controls, and the base LS is sparse.

The 2024 refresh-year LS FWD with the 137-hp turbo 1.2L three-cylinder lists at $23,100 before destination. With the $1,295 destination charge in force for MY2024, it is $24,395 delivered, 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 optional 155-hp 1.3L turbo costs $395, and AWD (1.3L + 9-speed) adds $1,500–$2,000.

This blends two 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. Heavy incentive and fleet volume on a mainstream subcompact keeps retention in the lower part of the SUV band. KBB's projection (39%) is the most pessimistic and CarEdge's nameplate figure (~47%) the most optimistic; this sits between them.

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 and 5 years/60,000 miles of roadside assistance and courtesy transportation. Connected services are limited to trials. The 8-year OnStar Basics inclusion began with the 2025 model year, so the 2024 is slightly below its successor. That is short included maintenance with basic roadside, which puts it in the middle band.

$25,595 volume-trim price minus its estimated resale value after 5 years (44% retained, or about $11,262) leaves about $14,333 in depreciation. Add the projected $6,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,333 in total.

Consumer Reports' survey data rates the 2024 Trailblazer as more reliable than the average 2024 vehicle, and J.D. Power gives it an 84/100 quality-and-reliability score, which is in its 'Great' band. Both sources are positive and agree, but neither puts it at the Crosstrek or HR-V level, so it sits in the upper part of the average range.

In J.D. Power's 2024 Vehicle Dependability Study, Chevrolet scored 174 PP100 against a 190 industry average. That tied it for third among mass-market brands behind Toyota and Buick, and the Tahoe, Traverse and Equinox won their segments. In 2023 it scored 162 PP100 and placed fifth. Consumer Reports keeps the brand mid-pack, so it is a strong mainstream brand but not consistently top-5 across sources.

The 2024 Trailblazer has one NHTSA campaign, a rearview camera that may show a distorted or blank image. It covers 2024-2026 VSS-F models and is fixed by inspecting and replacing the camera. This generation's more serious recalls (seat bolts, brake-boost sensor, jack) were limited to the 2021-2022 launch years. Nothing systemic, though owner reports still note infotainment glitches after the 2024 screen update.

The 2024 powertrains carry over unchanged: the volume trims use 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 2024 refresh added a standard 8-inch or optional 11-inch touchscreen and an 8-inch digital cluster, which lifts the dash visually. The cabin is still dominated by hard plastics, and reviewers say its materials trail rivals such as the Mazda CX-30. Evotex upholstery is limited to the ACTIV and RS trims.

Build quality is generally solid for the class, and GM's brands scored well in the 2024 dependability studies. Consumer Reports owners do report scattered squeaks, rattles, wind noise and weather-stripping issues on this generation. 2024 was a refresh year with a new dash and fascias, which slightly raises the risk of first-year teething issues compared with a pure carry-over year.

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 Trax, Encore GX and Envista, 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 2024 facelift replaced the 7-in standard and 8-in optional screens with an 11-in touchscreen from the base LS up. That is among the largest standard screens in the subcompact class, and no larger screen is offered.

Reviewers call the new 11-in system refreshingly simple, with slick graphics, and physical climate and volume controls remain. It is easy to live with, if less deep than the newest rival systems.

Wireless Apple CarPlay and Android Auto are standard on every 2024 trim, bundled with the new 11-in screen. That is the best case this item measures.

No embedded navigation is offered, so routing comes from phone projection or OnStar turn-by-turn, and native voice control is basic. Most owners will use CarPlay or Android Auto instead.

The base system has six speakers. The upgrade is a seven-speaker Bose system in the $995 Adaptive Cruise and Sound Package on ACTIV and RS, a real but small step up that is not offered on the volume LT.

The 2024 refresh made an 8-in digital Driver Information Center standard on every trim, better availability than most subcompact rivals. It is a modest display, though, not a large, deeply configurable gauge panel.

OnStar-connected GM vehicles on this Global-B-era architecture get infotainment and some module software updates over the air. They do not get the feature-adding, whole-vehicle updates of GM's newer platforms.

The myChevrolet app handles remote start, lock/unlock, locate and vehicle health, and the LT has a factory remote starter. Remote commands need an OnStar plan after the trial, and there is no phone-as-key.

Front USB-A and USB-C ports are standard. The Convenience Package adds rear USB-A and USB-C, wireless charging and a 120V outlet, so coverage is broad but optional.

Push-button start became standard for 2024, and the LT adds keyless open and a remote starter. The Convenience Package offers a hands-free power liftgate, but there is no phone-as-key.

An HD rear camera is standard, and Rear Park Assist comes only in the optional Driver Confidence Package. No surround-view camera was confirmed for 2024 and there is no automated parking.

No head-up display is offered on any 2024 Trailblazer trim or package.

39.0 in of rear legroom and 25.3 cu ft behind the second row make two car seats plus a stroller genuinely easy for a subcompact. The IIHS 'Acceptable' LATCH rating (deep lower anchors) and a bench too narrow for three seats hold it back.

A five-star NHTSA overall rating and Chevy Safety Assist on every trim give families a solid floor. But there is no IIHS award, and blind-spot monitoring and adaptive cruise cost extra.

An adult-friendly rear seat and 25.3 cu ft of luggage space make medium trips pleasant. Rear amenities are thin (no rear climate controls, rear charging only in the Convenience Package), and highway noise wears on everyone over long days.

Light steering, a compact footprint, and the new 11-in screen with wireless phone projection make daily driving simple. The drag is the 137-hp 1.2L turbo three-cylinder with CVT, which is slow to 60 mph and buzzy when merging.

About 30 MPG combined on regular fuel from the volume 1.2T FWD, plus cheap tires and consumables, make this an inexpensive non-hybrid commuter. Hybrid rivals and the AWD version's 27 MPG keep it out of the top band.

A roughly 174-in length and a 37.3-ft turning circle make it easy to thread through the city, and an HD rear camera is standard. Chunky rear pillars limit three-quarter visibility, and park sensors are optional.

A 1,000-lb tow rating across the range and 137–155 hp three-cylinders leave no real work headroom. The fold-flat front passenger seat, which swallows long loads, is its only work asset.

It should hold up in everyday use, but small-displacement turbo three-cylinders paired with a CVT have no fleet or hard-duty track record. Owners have reported turbo and timing-chain complaints on the 1.3L.

It is better provisioned than most subcompacts, with an adjustable cargo floor, a fold-flat passenger seat, roof rails from LT and a 120V outlet in the Convenience Package. The Trailering Package was temporarily unavailable to order for 2024, and there are no tie-down tracks or washable surfaces.

Roughly 395 miles of range from the 13.2-gal tank and a comfortable highway ride make medium tours pleasant. Cabin noise, three-cylinder drone when passing, optional adaptive cruise and no lane centering limit endurance.

The ACTIV trim is a credible gravel-road car, with off-road suspension tuning, a skid plate, sport-terrain tires, available AWD and roof rails. The 1,000-lb tow cap and lack of low range keep it a soft-roader.

25.3 and 54.4 cu ft of cargo space lead most subcompacts, and the fold-flat front passenger seat creates a channel for items up to about 8.5 ft. The adjustable floor and roof rails help, but modest roof and tow ratings and a hitch package that was unorderable for part of 2024 keep it under 80.

It is secure and predictable but not nimble. Reviewers note relaxed handling with noticeable body roll, though it stays controlled in avoidance maneuvers, and the 2024 refresh left the chassis unchanged.

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

Reviewers don't fault its stopping power in avoidance testing, but the pedal is touchy and hard to modulate smoothly. No instrumented 60–0 mph figure was found for 2024.

The volume 137-hp 1.2L turbo three-cylinder with CVT is adequate around town but strained on the highway, at about 10 s to 60 mph. The 155-hp 1.3L (ACTIV/RS, and AWD with the 9-speed) is better but is not the representative configuration.

Both engines are three-cylinders with a constant thrum that grows louder under load. One 2024 review found the growl subdued, while others call the 1.3L noisy and unrefined, so on balance it is intrusive rather than merely audible.

A 37.3-ft turning diameter is tighter than the midpoint of the SUV band.

The upright, tall-roofed seating gives a good forward view and easy entry, and the refreshed dash keeps the 11-in screen and physical HVAC controls within reach. A soft front cushion, a manual driver seat on volume trims and poor rear three-quarter visibility keep it mid-band.

A 10-second 0–60 time, a droning three-cylinder, numb steering, body lean and grabby brakes make it an appliance. The RS changes the looks, not the chassis or powertrain.

The 2024 refresh made the 11-inch touchscreen with wireless Apple CarPlay/Android Auto and the 8-inch digital cluster standard on every trim, along with Chevy Safety Assist (AEB, lane keep assist, forward collision alert, auto high beams). Rivals often keep that tech for mid trims. Beyond that the base LS is sparse, which keeps the score out of the top band.

Fair-to-good value. About $24,400–$30,500 delivered buys a well-equipped cabin and decent space for a subcompact. 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 LS/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.

It is a strong volume player: carfigures puts calendar-2024 US sales around 104,000, placing it fourth or fifth in the subcompact crossover segment through the year. It is held back from the top band by being outsold in its own showroom by the cheaper new Trax.

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.

Deals on the 2024 were meaningful and ran all year: low-interest financing, 90-day payment deferral, national lease offers and occasional cash. Buyers got a real discount without the car being priced desperately.

2024 is the mid-cycle refresh year of the generation that launched for 2021, bringing a new fascia and LED lighting, the 11-inch screen, the digital cluster and a redesigned interior. It is as fresh as this generation gets, but the platform and powertrains are carried over.

Well reviewed but rarely the top pick. Reviewers praise its space, tech and value for money and criticize its sluggish powertrains and body roll. It ranks mid-pack in the U.S. News subcompact SUV rankings and has no 10Best, NACTOY or comparison-test wins.