Chevrolet had already sold out its initial reservations for the new Blazer EV before anyone outside of Chevy had driven one. It first grabbed everyone’s attention when it was revealed in LA in the summer of 2022 as an absolute looker of an electric midsize crossover riding on the Ultium Platform shared with the Cadillac Lyriq. It was also revealed to come in a variety of trims ranging from 1LT to SS and, unusually, with a choice of all-wheel-, rear-wheel-, or front-wheel-drive.
We finally got a chance to drive the Blazer EV, both in rear-wheel and all-wheel-drive form, and Chevrolet came out with guns blazing in its presentation to point out that the Blazer EV has class-leading cross-car passenger space, interior space, center screen size, as well as bigger wheels and a bigger exterior. This is specifically in comparison to rivals like the Ford Mustang Mach-E, Tesla Model Y, and Hyundai Ioniq 5.
Indeed, Chevy has embraced the simplistic “bigger is better” approach to marketing, but we approached the Blazer EV with the real-world knowledge that “better is better” and this is what we found.
Styling: Chevrolet At Its Finest
Modern Chevrolet hasn’t been lauded lately by the masses, but the Blazer EV is on point both in contemporary terms and in declaring intention. While the Equinox EV is touted as functional and affordable, Chevy aims the Blazer towards those who want both performance and styling. Proportionally, with its wide, low stance and sloped-back roof, the Blazer looks like it’s built to go fast. The front suggests a relationship with the Camaro but with an elegant lightbar stretching across its face, while the side boasts big air vents. The Blazer EV is long for a midsize crossover at 192.2 inches in total, and it has a 122-inch wheelbase and measures 78 inches in width.
Interior: You Can Have Very Red
There’s a lot going on inside the Blazer EV, particularly in the center of the dashboard with the big screen and the knobs underneath it. These are underscored by three shiny, circular air vents. It doesn’t feel overdone, though, as there’s plenty of space for everything and everyone, including passengers in the back. Those in the rear get 38.9 inches of legroom and more headroom than you would expect with the sloped roof at 38.1 inches – just a couple of inches less than the front, which is expected.
The car’s long length with short overhangs translates to loads of cargo space. With the back seats down, it maxes out at just over 59 cubic feet, but even with the seats up there’s enough room to stow everything needed for a long weekend away with the whole family.
We drove both the rear-wheel and all-wheel-drive models in RS trim, with the all-wheel-drive tester done up with the Black/Adrenalin Red perforated suede/Evotex interior, which is very bright and very Chevrolet.
Powertrain: So Much Choice.
The Blazer is configurable with drive going to just the back, just the front, or to all wheels at the same time, which gives buyers a lot of options. Front-wheel drive will be the cheapest option, which will also be the better option than rear-wheel drive for those who encounter snow. The RWD version will be ideal for those who want fun driving and don’t need to worry much about inclement weather, while AWD will make the best all-around setup.
There are two battery choices, an 85 kWh or 102 kWh unit. Chevrolet gave us two EPA-certified ranges: the RWD version goes 324 miles with the 102-kWh battery, and the AWD 85-kWh RS version goes 279 miles on a full battery. DC charging allows the 85-kWh battery to charge up to 69 miles in 10 minutes. The 102-kWh unit can gain 78 miles in the same timeframe.
When it comes to power, Chevy breaks it down to the AWD models making 288 hp with 333 ft-lb of torque, and the RWD RS with the bigger battery making 340 hp and 325 lb-ft of torque. The SS is being touted at 557 hp with 648 lb-ft.
Technology: A Powerhouse
The technology centerpiece for the Blazer EV is a 17.7-inch touchscreen, which doesn’t overwhelm the interior despite its size. It features Google built-in and all the apps that come with that, and has eight years of Google Maps and Voice before a cost is invoked. The interface is snappy and easy to use without needing an instruction manual, including the ability to plan trips and precondition the battery for quicker charging at stops. However – and this is a huge however – there is no Apple CarPlay or Android Auto. It’s a deliberate decision from GM and a frustrating one that isn’t customer-friendly.
There’s a long list of standard safety features that include automatic emergency braking, front pedestrian braking; lane keep assist and lane departure warning, and another long list of convenience features and options that includes a head-up display, rear camera mirror, HD surround vision, heated wiper park, and an AutoSense power liftgate. Super Cruise, GM’s brilliant hands-free driving system, is also available.
On The Road: A Complete Package
We stepped out for a short drive in the RWD RS model, which will arrive at dealers after the AWD version and before the FWD version. The bottom line is that it’s quick, rides nicely on the road, and is easy to drive. It absolutely nails down the basics with super-smooth power delivery, suspension that soaks up road imperfections, and steering that is responsive with a surprisingly small turning circle for tight spots. The variable paddle-controlled regenerative braking strength gives granular control to the driver, with the strongest setting being something that needs time to get used to and the lightest setting having just enough effect to be useful.
It’s clear a lot of thought has gone into the everyday driving experience, and it’s executed almost to the point of perfection. That extends to the pressure sensor in the driver’s seat acting as the stop/start button, as pioneered by Polestar and Volvo.
Of course, we were driving higher spec trims touted as being performance-oriented, but it was the next day we got to stretch the Blazer’s legs with a drive from San Diego up into the mountains, including driving the stunning Sunrise Highway. This time, we were in the AWD version, which isn’t as quick as the RWD model we drove. The real downside we found was that the acceleration quickly runs out of oomph at around 60 mph, so if you pull out to overtake that slow driver, you need to be aware the acceleration curve is an arc that curves over.
The Blazer has a low center of gravity, and in our higher-specced tester, plenty of rubber on the wheels, which are big ingredients to how well the Blazer can handle corner carving. We didn’t push too hard, we’ll save that for the hardcore SS version coming later, but we enjoyed breezy hustle on the backroads with little lean in the chassis despite the road-soaking suspension setup.
The key takeaway, and likely the key ingredient to why the Blazer EV will be celebrated, is the chassis and how it handles the weight. It’s a midsized SUV on the larger side of the segment and packed with heavy motors and batteries, yet it doesn’t show it when being driven. This is not easy to do, just ask Lexus, but Chevrolet has pulled it off. It drives exactly like we want a regular, sporty crossover to, except for the bit where it runs out of steam too early.
It didn’t take long for us in the RWD RS model to figure out that the Blazer EV is quick, rides well over the pavement, steers well, and is comfortable to ride in. Add all that to the space in the second row and the room for cargo, along with a packed list of tech and safety features, and you have a complete package of a car. The Blazer EV is a technological powerhouse and should give other automakers cause for concern – Chevy has been learning fast and dedicating itself to the cause. Why GM has chosen to shoot itself in the foot by leaving out Apple CarPlay and Android Auto, though, is beyond us.
There is, of course, one sore point, and that’s the price. The Blazer EV in LT trim with AWD goes for $51,800 before options and destination ($1,395) while the RS has an MSRP of $56,200 with AWD and $57,200 with RWD and the bigger battery. FWD models will be significantly cheaper, and with loads of configurations in the future, price range will vary quite a bit around these figures.
Pricing can be the downfall of an EV, since demanding premium pricing for a car with a less-than-premium interior just won’t fly. However, it’s worth noting that base models in vehicles comparable to the Blazer EV don’t have the long list of features it does, and when you start comparing trim levels that match the LT and RS, the price makes more sense.