The TrailBlazer is mechanically identical to the GMC Envoy, with a different dash design and a lower price. Like the Envoy, the TrailBlazer is much cruder than most of its competitors, designed to a different standard than them. 2006 brought a V8 option for the standard-length vehicle (it is also offered on the Envoy), which provides better refinement and power with a negligible impact on fuel economy, and it is still comparably priced to the I6 Envoy. That V8 sets it apart from its “upscale” twin, but it isn’t enough to transform the vehicle into more than an outdated SUV with a nicer engine.

The TrailBlazer, like the Envoy, has an comfortable, though overly soft ride that is unsettled at high speeds and over imperfect pavement. And like the Envoy, this results in excessive body roll and a generally clumsy feel. They also share their slow, vague steering response. The 5.3-liter V8 is not quiet, but returns impressive power with a nicer engine note than the I6. There is still excessive wind and road noise, however. As noted, the 5.3-liter V8 returns mileage nearly identical to the 4.2-liter 6-cylinder’s, undoubtedly one aided by the “Displacement on Demand” feature which can shut off unneeded cylinders at cruising speeds.

Inside, the TrailBlazer shares its seating accommodations with the Envoy. The front seats are uncomfortably low and soft, and poorly shaped. The rear is set at a more comfortable angle, but is also too low, soft, and lacking in support. Head, leg, and foot space are at least reasonable. A third-row seat is only available on the extended-length EXT variant. The dash is unfortunately not shared with the Envoy; it is of even lower quality, constructed of cheap, misshapen plastic trim pieces that fit together poorly. The instruments are closer to the front passenger than to the driver, making it hard to reach some audio and climate controls. The gauges are generally clear, but would benefit from additional contrast. Drivers sit comfortably enough, if a bit low. Visibility is impeded by thick roof pillars. A high ride height complicates entry/exit, and a poorly shaped door opening doesn’t help. There is a reasonable amount of cargo space, and it is easy to access.

The TrailBlazer earned three stars for the driver and four for the front passenger in its NHTSA frontal crash test, and five for both the driver and for the rear passenger in the NHTSA side crash test. NHTSA estimates a 19% chance of rollover in a single-vehicle accident, good for a rating of 4 out of 5 stars. A 2002 version was rated Marginal (the second lowest of five ratings) in its IIHS offset crash test, but it has not been tested since a 2005 upgrade. The IIHS also has yet to evaluate the TrailBlazer’s head restraints.

The V8 TrailBlazer reviewed here came extremely well equipped at $30,267. There are no torso-protecting side airbags, but OnStar and stability control are standard, and head-protecting side airbags, XM satellite radio, heated power leather seats with memory, rain-sensing wipers, and many other features are optional, and equipped on the version reviewed. In fact, the TrailBlazer was the best-equipped vehicle in this comparison despite coming in easily under the price limit with the cost of the optional engine.

Overall, the TrailBlazer’s appreciably better engine put it ahead of a like-priced Envoy here, and it still offers an impressive value, particularly for a V8-equipped vehicle in this class. But it falls short in too many other ways to be considered even an adequate choice, with notably poor interior quality, uncomfortable seats, clumsy handling, and other flaws.