photos by: TurboSmart, Chevrolet, MotorTrend, Brian Hogan Photography, WeBe Autos

Looking Back at Chevrolet’s Only Performance V8 SUV

While TrailBlazer and Super Sport may seem to be on opposite ends of the car enthusiast spectrum, it made total sense to GM in the mid-2000’s. In an SS badging frenzing, the GM Performance Division turned their mid-size SUV up to 11 and dubbed it the TrailBlazer SS. In truth, there were several specialty vehicles that helped pave the way. The TrailBlazer was built on GM’s GMT360 along with the GMC Envoy, Oldsmobile Bravada, and eventually, even the Buick Rainier, Saab 9-7X, and Isuzu Ascender.

Believe it or not, one of the first examples of a performance minded vehicle came from the Oldsmobile division. In 2001, Oldsmobile provided a Bravada pace car for the Indy 500. The Bravada was advertised to have the 270hp Atlas 4.2L Inline-6 and a 140 mph top speed for pace car duty. Little is known about performance modifications, so It seems to have been a mostly cosmetic package but was the first ever SUV to perform as a pace vehicle. Obviously, GM was beginning to think of performance possibilities for the GMT360. 

An Exercise in GMT-360 Performance

In 2002, a convergence of some new faces in GM engineering decided to see what performance could be squeezed out of the humble Atlas 4.2L Inline-6 most common in the GMT360. The engineers took the most direct route to power with two Aerodyne turbos and an air-to-water intercooler to the tune of 400hp. In a testament to the 4.2L’s strength, the bottom-end only needed lower compression pistons, oil squirters, and thicker rings to handle the 8.5-lbs of boost.

A stronger 4L60E and conversion to AWD was required to make use of the power. With the Chevy SSR on the eve of its debut, the engineers borrowed some of its suspension and brake parts to dial in the TrailBlazers’ track prowess. MotorTrend marveled at its quiet and smooth engine while clocking a 5.35 to 60, 0.86g on the skidpad and stopping in 120ft. 

Not to be outdone by Chevy, Buick turned the dial even more for its performance concept. In homage to the Grand National, it was branded the Rainier GNX. Since the 5.3 LM4 had already been fitted to the GMT360 in 2003, it was decided the V8 would make the best starting point. This time a Magnuson supercharger was added to bump horsepower to 600, besting the Chevy by 200hp. The Rainier GNX continued the use of the 4L60E and AWD. The body received a blacked-out treatment and GNX badges to hint at the power under the hood.

After a few years and several brands took a shot at a performance GMT360, Chevrolet debuted the 2006 TrailBlazer SS. Many enthusiasts saw the TrailBlazer SS as a reincarnation of the GMC Typhoon. It did stick to the hopped-up AWD SUV formula but used a naturally-aspirated V8 and it was much larger. The SS package (RPO B4U) was a substantial upgrade that included:

• LS2 6.0 engine with 395 horsepower and 400 pound-feet of torque
• Cold-air intake induction through the grill
• 4L70e transmission (RPO M70)
• American Axle Manufacturing 9.5” rear axle with 4:10 gears and Eaton limited slip differential
• 16.0:1 steering ratio (vs 20.4:1 on normal TrailBlazer)
• 10% larger front sway bar and specific tuned Bilstein shocks
• 25% stiffer springs, and rear air bags dropping the ride height by 1”
• Torsen T-3 transfer case (AWD Versions)
• Larger front disc brakes, more aggressive pads, and cooling ducts
• Goodyear Eagle RS-A P255/50R20
• 20” polished aluminum 6-spoke wheels
• Sleeker body-colored cladding, and tinted windows
• Single rear chrome exhaust
• SS badges on the interior and exterior and SS-specific instrument cluster

Although many performance packages today are bundled with high-end features, the 2006 TrailBlazer SS package could be added at the LS trim level for a reasonable total cost of $31,255. All-Wheel Drive could be added for an additional $2,250. Most of the options available to the typical TrailBlazer like leather, navigation, power adjustable pedals, Bose sound, rear-seat entertainment, etc. could be added to max out the price at $40,305. By comparison, a base C6 Corvette in 2006 was $44,490; obviously there’s no comparison in performance but a family man could get the heart and sound of the Corvette in more practical packaging.

Truly the TrailBlazer SS was no small package. On a real truck frame and chassis, it dwarfed today’s front-wheel drive eco-oriented crossovers in terms of weight. Curb weight ranged from 4,600 to 4,750 based on options and AWD. The size and heft is what made it a more useful toy with these capabilities:

• Towing capacity 6,700-lbs
• Payload 1,449 lbs
• Comfortable Seating for 5 adults
• 43.7 cubic foot trunk/hatch

Though the weight did hinder performance, the TrailBlazer SS put up very respectable performance numbers for 2006. MotorWeek’s initial test of an AWD fully-loaded SS produced these results:

• 0 – 60 mph = 5.8 Seconds
• ¼ Mile = 14.3 Seconds with 97mph trap speed
• 60 – 0 mph braking = 119 feet

Car and Driver tested a 2WD version with slightly quicker results:

• 0 – 60 mph = 5.4 Seconds
• ¼ Mile = 13.9 Seconds
• Skidpad = 0.8 g

Legacy; How Does it Stack Up Against its Predecessor, and Today’s Performer’s?

Compared to GM’s original hot-rod SUV, the turbocharged V6 280hp GMC Typhoon, the TrailBlazer SS stacks up well. Car and Driver clocked the Typhoon at 5.3 seconds from 0-60 mph and 14.1 in the quarter at 95 mph. The 800-lb. weight advantage of the Typhoon gets it to 60 faster, but the 395hp TrailBlazer SS advantage is making up the difference once it gets moving. The Typhoon was not nearly as useful though; GM recommended not taking it off-road or towing anything with it.

Beyond the performance, the appearance of the TrailBlazer SS was liked almost universally. With an aggressive but stealthy look, it could go mostly unnoticed in the car-rider line and then surprise unsuspecting mustangs and imports. Color options varied by year but typically Black, Silverstone Metallic, Superior Blue Metallic, Summit White, and Red Jewel Tintcoat were offered. The interior could be optioned in light gray or ebony clad leather or cloth. 

The TrailBlazer SS was sold from 2006 – 2009 but only cracked 10k units in 2007 and fell under 1k units by 2009.

• 2006: 9,361 
• 2007: 10,726
• 2008: 5,744
• 2009: 610

The TrailBlazer SS’ Swedish Cousin

Obviously the Trailblazer SS was the center of attention but it actually had a lesser known sibling. GM’s ownership of SAAB resulted in several GM vehicles being rebranded for SAAB. The Trailblazer was rebranded as the SAAB 9-7x with the performance version given the 9-7x Aero designation.

Where the Trailblazer SS had a 2wd option the SAAB 9-7X Aero was only available in all-wheel-drive. The 9-7X Aero was more upscale and had a 10K higher sticker price but maintained the same performance equipment as the SS. Where the Trailblazer SS was attractive but stealthy, the 9-7X Aero was pure soccer mom. It had very limited production in 2008 and 2009.

• 2008: 442
• 2009: 112

A Quick Q&A with Matt Cole, Owner of The Revenant — the Fastest Trailblazer SS on the Planet

GM may not have anticipated how well the racing community would embrace the Trailblazer SS. With the LS2 engine many GM performance parts interchange and aftermarket companies have produced a plethora of Trailblazer SS drivetrain and suspension parts. How fast could someone realistically make this family hauler though? Well Matt Cole owner of The Revenant has dedicated himself to finding out.

He currently holds the title of fastest Trailblazer SS in the world. His 2006 Trailblazer SS has gone 7.82 @ 174mph in the quarter. Yeah, a family hauler that can do a different type of hauling. As the top dog in the Trailblazer SS racing world, who better to give us some insight than Matt Cole himself. Matt was gracious enough to take the time and answer a few questions for us.

GMEFI: For anyone considering buying a Trailblazer SS or a new owner, what are potential problems/issues to look out for and how can they avoid them?

Matt: The Trailblazer SS uses the same oil pan on both awd and 2wd models. The pan has a hole for the front axle to pass through. It’s an interesting design and there are a few issues that it causes. For one, oiling isn’t the greatest. The old saying, “Add an extra quart” seems to help some. Also, there are oil pick up relocation kits and baffles you can install, but the best option is to swap the pan out for a C6 oil pan on the 2wd. The awd guys don’t have that option. At one time, there was an aftermarket option, but I’m not sure if it’s still available. You can always modify the pan yourself by opening it up and making it larger, but this isn’t an option for everyone. 

Another issue with an oil pan like this is, on the AWD, the passenger side uses a carrier to connect the pass through axle to the wheel axle. This is kind of like a slip collar that is only greased when assembled, so there is no way to really service it. So after some miles, the grease slings off, it goes dry, and eventually it wears out, strips an axle spline and it leaves you stranded. There have been some pretty interesting approaches to fix this over the years. Obviously, stripping it down, cleaning, and repacking it with grease is an option. There are also some guys that drilled the housing and added a few fittings to convert them over to run gear oil. 

As they have aged there seems to be a few that burn up a trace in the fuse box which can be a pain to track down and fix. 

The 4L70 transmission is a decent transmission if you plan to leave it stock, but as you start to add power it can become a problem that will need to be addressed. There are several well built 4L70 options — RPM Transmissions comes to mind. Or you can also jump right to a 4L80 which will handle a lot more power. 

Also, I think one thing to keep in mind with a question like this is the TrailBlazer SS is a performance model. We all know performance models get beat on just a little extra, but I think a lot of people fail to think about maintenance. If you’re going to use the car extra hard then do extra maintenance, and watch for issues a little extra hard also. If you do that, I think a lot of these issues would be less of an issue. Personally, I’ve never had a bearing failure on my stock LS2 short block and I made a lot of 11-second passes with a heads cam and intake set up. I also drove it all the time and took it on many trips from TN to West TX, to Charlotte, NC to the beach in FL and to Minneapolis, MN. But I also monitored oil pressure closely when I was at the track, and I changed the oil a little extra, etc.

GMEFI: What do you think are the best parts and areas to start modifying for performance?

Matt: The best part to start with is a converter. It’s the biggest bang for your buck. Nothing matches the seat of the pants feel and the ET improvement. After that you kind of need to have an idea of what your end goal is. There are so many good parts out there but you can waste a lot of money in the process if you don’t have an end goal. For example, if you eventually want to put a turbo on it then you should source parts that will support that end goal.

GMEFI: What are the pros and cons of the AWD versus 2WD?

Matt: Everyone has their opinion, but I think the AWD handled better on the twisty roads, and it’s also probably better in inclement weather. The 2WD is lighter, and with someone that knows how to make a 2WD work at the track it will be faster on the drag strip. Also the 2WD wouldn’t have the axle issues that the AWD does and it’s decently easy to swap a c6 oil pan onto a 2WD which is a great improvement of the oiling system.

GMEFI: Once getting deeper into performance modifications are there any recommendations you would give?

Matt: I would always suggest for someone to start off being as forward thinking as possible. Think about what your end goal is, what would your dream build would be? I mean sure, we never really finish a build since there’s always something else we come up with. But if you can start with a really good idea you can build your car a little at a time and not have to redo things two or three times. 

Also, reach out to professionals that have been there and done it, not just some fly by night shop that needs to learn at your expense to build their business and reputation. They might offer you parts a little cheaper, but what good is that when you have to redo things that were wrong. The little extra that the true professional charges is well worth it in the end. 

Look for a professional with the heart of a teacher. I am naturally a very inquisitive person and I want/need to know “why.” Having a good understanding of why you need to do something one way or another will also help you make other decisions. 

Also, listen to the professionals you reach out to. You called them for a reason because they have the knowledge you need. I’ll add an example here: when I built my first LS, I didn’t have a lot of experience with them because everything before that was a big-block Chevy. I reached out to Mike Lough for his great reputation, he is also full of knowledge and is willing to share that knowledge. Mike and I talked about my build and what I ultimately wanted to do. He suggested I build an iron block with specific parts. I was worried about the extra weight and this was before any of the good aftermarket aluminum blocks were available. But I wanted aluminum and I pushed mike to build me an aluminum block so he did. I made a lot of power with that motor but I kept pushing it until ultimately I built what Mike suggested from the very start: an iron block.

GMEFI: Anything else you’d like to say about the TrailBlazer SS?

Matt: Ultimately, the TrailBlazer SS was a pretty good car. I would buy another one if they were still building them today. Granted, it’s not as light and nimble as other sports cars, but that’s not what it was meant to be. It was meant to be a sleeper – something that did things people didn’t expect it to do. That is really what I fell in love with and I still enjoy today. There’s nothing better than being at the track and hearing a kid ask his Dad, “Why does that SUV have a parachute?” or seeing and hearing the reaction of the crowd when you roll up and bust a 4 second 1/8 mile pass. People are shocked and completely surprised, and that’s what these trucks were about from the very beginning.

The Fate of the TrailBlazer SS

Matt is absolutely right about the essence of the Trailblazer SS. A performance car masquerading as a family transport tool that can surprise both passengers and onlookers. Looking back, it was a low-production vehicle but helped keep some of Chevy’s mojo alive until the Camaro could return in 2010. It still has a huge following today with multiple websites, forums, and social media groups dedicated to the TrailBlazer SS. Will there be a fully-restored TrailBlazer SS gracing your local car-show in 30 years? Only time will tell if it has lasting popularity.

Colby Malone

Fascinated with anything on wheels since he could walk, Colby’s obsession quickly narrowed to late-model GM muscle. Modifying, breaking, and fixing project cars over the past 15 years has been his hard knocks education toward a BS degree in Car Guy.