Good things come to those who wait, or so the saying goes. General Motors is banking on the hope that this holds true for its customers. The 2024 Chevrolet Blazer EV, an electric crossover SUV that’s named after its gasoline counterpart but shares little else, was unveiled in the summer of 2022. Production quietly began a few months ago, yet only a few units have reached customers due to production snags affecting all of GM’s new electric vehicles. These issues mostly stem from the challenging scalability of GM’s Ultium component set.
Chevrolet faces a late arrival in the electric crossover market, with competitors like the Ford Mustang Mach-E and Kia EV6 already available. The Blazer EV will eventually come in various configurations, but for now, we’re focusing on the Blazer EV RS — the first variant to hit production. Although Chevy has touted a base price of $44,995, the models we tested were priced around $60,000.
The Blazer name used to be synonymous with rugged, off-road vehicles, but Chevy has re-imagined it using the modern gasoline Blazer — designed more for city driving with no off-road ambitions — as inspiration for the Blazer EV. This new electric model takes the sleek look of the gasoline version and stretches it over a new EV-specific platform. While this design makes the Blazer EV look longer and lower, albeit with odd proportions, some stylistic touches like its curvy fenders and aggressive front might not appeal to everyone.
In its overall appearance, the Blazer EV looks more SUV-like compared to the Ford Mustang Mach-E and Kia EV6. This could be its best design feature since the Ford and Kia’s SUV look is more about marketing. The Blazer EV, on the other hand, genuinely looks like an SUV and is noticeably longer and wider, giving it a more substantial visual presence.
Sitting behind the wheel, the Blazer EV feels like a real SUV, although this isn’t necessarily a compliment. The vehicle feels massive, partly because the driver sits far back behind a deep dashboard with high sills. Despite its size, this doesn’t translate into more interior space. The headroom and legroom are comparable to the Mach-E and EV6. Although it offers slightly more cargo space than the Kia, it falls short of the Ford, which also boasts a useful front trunk.
Inside, Chevy opted for a distinctive design compared to its rivals. While the Mach-E and EV6 interiors embrace a minimalist aesthetic, the Blazer EV features bold design elements like large round air vents and dramatic shapes in the doors. RS models, like the test cars we reviewed, offer striking red leather upholstery. However, some interior elements, such as the fragile gear shifter, don’t feel worthy of the nearly $60,000 price tag. Still, the interior’s fun and unique aesthetic stands out.
The Blazer EV introduces Chevy’s next-generation infotainment system, anchored by a 17.7-inch touchscreen and an 11.0-inch digital instrument cluster equipped with Google Built-in features. Controversially, GM is moving away from Apple CarPlay and Android Auto, which means drivers will have to use the default interface. Other brands like Polestar and Volvo have taken the Google route but still offer Apple CarPlay as an option.
The Google-based interface isn’t bad; the large central touchscreen feels like using Google Maps or other apps on a laptop or tablet. However, it’s a bit awkward as you’re off-center when trying to press icons on the move. The screen tilts towards the driver, making it easier for them to use but harder for the passenger to reach. Thankfully, Google Assistant voice recognition and physical buttons for climate control and audio volume make up for this awkwardness.
Chevy aims for a more Tesla-like experience with features added over time through over-the-air (OTA) updates. The new system facilitates elaborate route planning with charging stops and automatic preconditioning of the battery for optimal charging efficiency. While potentially useful, these features were beyond the scope of our first test drive. We found the infotainment system good but not noticeably different from other screen-centric interfaces currently available.
Chevy’s standard driver-assist features include automatic emergency braking, forward collision warning, lane keep assist, lane departure warning, and automatic high beams. Additional options like reverse automatic braking, park assist, and GM’s Super Cruise hands-free highway driving system are also available. Although our test cars lacked Super Cruise, this system has previously shown strong performance in other GM models.
Chevy offers a variety of configurations with the Blazer EV. Production began with a dual-motor all-wheel drive setup, featuring 288 horsepower and 333 pound-feet of torque, and an 85-kilowatt-hour battery pack. Soon, single-motor rear-wheel drive models will be available, offering more power and a larger 102-kilowatt-hour battery. Furthermore, Chevy plans to introduce a lower-priced front-wheel drive version for the 2025 model year.
A high-performance Blazer EV SS model will debut in spring 2024, boasting 557 horsepower and 648 pound-feet of torque. This model can accelerate from zero to 60 mph in under 4 seconds and includes sportier suspension tuning and better brakes, making it a competitor to the Ford Mustang Mach-E GT Performance Edition and Kia EV6 GT in terms of performance.
During our test drive, both the rear-wheel drive and all-wheel drive RS models felt quick but lacked the explosive acceleration typical of EVs. The all-wheel drive provided better traction, particularly at launch, while the rear-wheel drive sometimes struggled with power management. Despite its size and weight, the Blazer EV performed admirably on tight and twisty roads, thanks to well-tuned steering and regenerative braking.
On the highway, the Blazer EV was impressively quiet, even compared to its luxurious cousin, the Cadillac Lyriq. However, its ride quality was firm, making it less comfortable over rough roads. Chevy estimates a range of 324 miles with the larger battery and 279 miles with the smaller one. While these figures are respectable, they’re not game-changing. The Kia EV6 offers a comparable range from a significantly smaller battery pack and faster charging options.
Safety ratings from the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) are not yet available for the Blazer EV. However, Chevy provides a competitive eight-year or 100,000-mile battery warranty. At launch, the Blazer EV is available in three configurations. The base LT model starts at $53,195 and comes with dual-motor all-wheel drive. The RS model, which we drove, starts at $61,610 for all-wheel drive and $63,185 for rear-wheel drive.
The Blazer EV RS stands out with its cool design and additional features like a head-up display and dual-zone automatic climate control. However, the price might be hard to justify when the RS model is pushing into luxury territory at the same cost as a base Cadillac Lyriq. While the Blazer EV is a well-executed vehicle, so are its competitors like the Ford Mustang Mach-E and Kia EV6. Both Ford and Kia offer features like faster charging and a better balance of ride and handling. Plus, iPhone users might miss Apple CarPlay.
Ultimately, the Blazer EV is a solid entry in the electric vehicle market and might become more compelling with cheaper models or the launch of the performance-oriented Blazer EV SS. For now, it’s an important vehicle for Chevy, even if it’s not yet a game-changer for consumers.