Holden Trailblazer 2017 Review

Loaded with upgrades
Holden’s seven-seat 4WD SUV has traditionally fared poorly in comparisons with its ute-based SUV rivals. While rarely lacking in off-road ability its more truck-like, utilitarian nature has left it feeling outdated and less refined by comparison to some of its more polished rivals.

However, a substantial update in late-2016 including styling tweaks, technology and safety upgrades as well as mechanical and chassis updates raises expectations for the newly-named Trailblazer in this latest off-road comparison in South Australia’s rugged Flinders Ranges.

On test is the Trailblazer LTZ featuring a 2.8-litre, four-cylinder turbo-diesel carried over from the old Colorado 7, but still offering the most grunt in its class – 147kW/500Nm.

Like others in this field – except for the Mitsubishi Pajero Sport with its eight-speed auto – it runs a six-speed automatic transmission, as well as a basic part-time 4WD system similar to that in the Isuzu MU-X and Toyota Fortuner.

Towing capacity is 3000kg and it comes with Trailer Sway Control.

The Thai-built LTZ is competitively priced at $52,490 (plus on-road costs) with metallic paint a $550 option. Its after-sales support program is also impressive, including a lifetime capped-price servicing program, nine-month/15,000km service intervals and three-year/100,000km warranty.

Quieter and more refined
In the past a chore on-road with its rough, laggy engine and roly-poly ride, the Trailblazer has been transformed and feels more at home over the mixed terrain we encountered in the Flinders Ranges, from fast, flowing bitumen and unsealed roads to slow, bumpy tracks.

In fact, we’d argue it’s now close to front of the ute-based SUV pack in terms of on-road refinement and performance; there’s far less body roll, and little wind, engine or tyre noise intrudes into the cabin at highway speeds. It’s no ‘soft-roader’ but still impressive for a body-on-frame chassis.

Contributing to a more responsive, communicative feel is the new electric steering while the engine and transmission are more responsive, with previous bugbears of turbo ‘lag’ and transmission ‘flare’ ironed out.

Our main criticism is poor grip from the quieter Bridgestone Dueler highway tyres on dirt and gravel, resulting in more sliding and activation of electronic stability control, though it cuts in smoothly and unobtrusively. The four-wheel disc brakes and anti-lock brakes also did the job during some emergency stops to avoid wildlife.

Unlike the softly-sprung MU-X, the rear-end of the Trailblazer didn’t bottom-out when driven at speed over dips and potholes on unsealed roads. The Holden’s locally tuned suspension and steering also delivered a more comfortable and composed drive off-road than the Pajero Sport.

Wins the space race
While still dominated by hard plastics, the big Holden’s cabin is much improved due to the new-look dash including 8.0-inch touch-screen and instrument cluster that delivers sat-nav, digital radio, voice control, and Bluetooth connectivity through Holden’s user-friendly MyLink infotainment system.

Pity then, the flat, leather covered, power-adjustable and heated seats are carried over from the Colorado 7, proving the least comfortable and supportive on test. Like the MU-X, the lack of reach adjustment for the steering wheel is also less than ideal for driver comfort.

However, rear passengers fare better with enough room for three adults across the second row, while like the MU-X there’s enough room for another two adults in the third row. The third row seats fold flat, to maximise cargo space, and second row passengers get a 12-volt outlet and climate control vents.

The Trailblazer’s off-road geometry (30.1 degrees approach angle, 22.6 degrees break-over, 25.1 departure, 219mm clearance and 600mm wading depth) is on a par with its rivals, and it easily kept pace with the convoy on Arkaroola’s undulating tracks. While hill descent control is useful, the lack of a rear locking diff and grippy all-terrain tyres makes the Holden less off-road capable in certain situations than some of its rivals.

While of little use in the Outback, safety tech fitted to the LTZ including blind-spot monitoring and lane departure warning is handy once you get back into the traffic, as is front parking sensors, front heated seats and tyre pressuring monitoring.

Much improved package
While much improved, the Trailblazer still lacks some of the on-road refinement and in-cabin polish of its rivals. But it’s neck and neck in the sort of rough road conditions these type of vehicles are best suited to.

The top-spec Trailblazer’s long list of standard equipment also adds to its value-for-money proposition, while it’s also got the grunt to match its 3000kg towing capacity. A second-best overall fuel consumption of 11.8L/100km also bodes well for a decent touring range from its above-average 76-litre fuel tank.

While not quite matching the Everest, the Holden’s 235 litres of luggage space behind the rear seats – or 1830 litres with second and third-row seating fully folded – also makes it a good option for larger families carrying plenty of gear.

Flat front seats and slick road tyres aside, if there was a ‘most improved’ award the Trailblazer would get it.

2017 Holden Trailblazer LTZ pricing and specifications:
Price: $52,490 (plus on-road costs)
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 147kW/500Nm
Transmission: Six-speed automatic
Fuel: 8.6L/100km (ADR Combined)
CO2: 228g/km (ADR Combined)
Safety Rating: Five-star ANCAP