New Chevy Attacks Explorer Without V-8, Irs - Brief Article

Automotive Industries, Nov, 2000 by Don Sherman

The introduction of the all-new TrailBlazer SUV finally provides Chevrolet with an opportunity to challenge the class-dominating Ford Explorer on equitable terms. It's no coincidence that both of these new-for-2002 trucks are larger, more powerful, better equipped and notably more sophisticated than the designs they replace. Except for the Explorer's 21 inch taller height, their key exterior dimensions line up within fractions of an inch. Yet these midsized arch rivals are in no way clones.

Major differences are a choice between a 4.OL V-6 or a 4.6L V-8 in the Explorer, versus the TrailBlazer's strict reliance on GM'S new Vortec 4200 4.2L dohc inline six. And while Ford stepped up to engineer an advanced independent short-and-long arm (SLA) rear suspension in pursuit of a smoother ride and superior rear packaging, Chevrolet is sticking with a live rear axle, albeit with coil springs (replacing semi-elliptic leaf springs) and a highly refined five link locating system. Defending these strategies, the GMT36O program's Assistant VIE Rick Spina reveals: "The need for a V-8 engine in the TrailBlazer is something we wrestled with. In clinic research, we discovered that those customers who really want a V-8 are buying the larger trucks. We also learned that more customers are showing concern for the environment So we decided to roll the dice with just one engine and did everything we could to make it the best of all worlds.

"If we can convince buyers to consider the specifications," he continues, "they'll realize that we have more power, better performance and higher fuel economy. But there will still be die-hards who will have to have a V-8." Spina adds that the GMT360 platform is "package protected" to add a V-8 if needed in the future.

Ford will surely promote the advantages of its new independent rear suspension as a major 2002 Explorer attribute.

The crunch of crossover SUVs entering the market will also heighten awareness that there are alternatives to classic live-rear-axle designs. Asked f the IRS approach was at least considered for TrailBlazer, Spina explained: "We did investigate the independent approach early in the program. It was a tough choice, but ultimately we decided to stay with our roots and use a design we knew we could execute properly."

Spina explains that customer surveys reveal SUV buyers are most interested in benefits such as a smooth ride and towing capacity.

GMT360 production commences at GM'S Moraine, Ohio, truck plant in the first quarter of next year, only a few weeks after the Ford Explorer's Jan. 1 on-sale date. Moraine's annual capacity is 330,000 units (including TrailBlazer and the mechanically similar GMC Envoy and Oldsmobile Bravada). While GMC and Oldsmobile will retire their current GMT33O models, GM will keep the Linden, N.J., two-door Blazer line running through the 2003 model year to maintain an offering at the $20,000 to $23,000 end of the midsize SUV range.