2024 Chevy Blazer could be a top EV
The sleek, advanced, comfortable and fun-to-drive 2024 Chevrolet Blazer electric vehicle could be poised to become one of America’s favorite EVs.
That “could” is largely contingent on GM’s ability to deliver the midsize SUV.
I just spent a couple of days driving Blazer EVs from California’s fog-shrouded coast to twisting mountain roads, open spaces and crawling rush hour traffic.
From its acceleration to General Motors’ controversial decision not to offer Apple CarPlay, I found little to complain about.
Offering up to 324 miles driving range on a charge and an unprecedented variety of drivetrains – front-, rear- or all-wheel drive, a panoply possible only in an EV – the Blazer EV attacks the popular midsize SUV segment with enough variants to compete with everything from modest family haulers to performance models. Competitors include the Ford Mustang Mach-E, Hyundai Ioniq 5, Kia EV6 and Tesla Models Y and X.
Longer and lower than the gasoline version, the Blazer EV bears a family resemblance. Let’s call it an in-shape cousin with a tailored wardrobe. It makes a strong first impression. But first impressions haven’t been a problem for EVs from GM. Delivery has.
The automaker’s advanced Ultium suite of electric vehicle software and hardware has promised performance, freedom from tailpipe emissions and luxury in EVs from the hulking GMC Hummer pickup to the sleek Cadillac Lyriq SUV, workmanlike Chevy Silverado and now the Blazer. Meeting the demand those promises generated has been another matter. Problems building battery packs, and undoubtedly other startup glitches, have left customers waiting for months, even years.
Why should the Blazer EV be different? Chevy stealthily began deliveries to customers in August. The automaker won’t provide hard figures but says “hundreds” are now in customer hands, and each of Chevy’s 2,056 EV-certified dealers has received at least one.
Available now: the Blazer EV RS, in rear- and allwheel drive. Prices start at $58,820 for AWD and $60,395 for RWD. The RWD model costs more because it has a bigger battery, delivering a longer driving range. All prices exclude destination charges.
Coming shortly: The LT with all- or rear-wheel drive and a top of the line SS performance model.
Driving impressions
The Blazer EV is easy and enjoyable to drive. At 78 inches, it’s a wide vehicle, but well-tuned steering made it easy to control on twisting hillside roads. There’s no “start” button; the systems come alive when they detect a key fob in the vehicle, and shut off when it departs. That’s not uncommon in EVs, and while I always find it initially off-putting, I adapted to it quickly. You can program the Blazer not to start unless the driver’s seat belt is buckled, otherwise, the motors start when you depress the brake pedal.
Unlike some other vehicles, however, Chevy doesn’t let you substitute your smartphone for the key fob.
The ride is smooth and quiet. Chevy achieved the commendably quiet cabin without active noise cancellation. The premium Bose audio system is excellent.
The cabin is roomy and comfortable, trimmed in materials that look and feel good. The rear seat and cargo area are both unusually accommodating.
A whopping 17.7-inch landscape-oriented touchscreen controls navigation and many other features. It’s quick and easy to use, and best of all, Chevy provides traditional buttons and dials for climate controls and volume.
The touch screen and 11-inch instrument cluster both provide crystal clear images.
GM’s decision not to allow the popular Apple CarPlay feature to work in its EVs has been controversial, angering potential customers before they even see the new vehicles.
I got a detailed presentation of GM’s alternative system for infotainment and smartphone mirroring in the Blazer. It addressed many of my concerns, though I’ll need extended seat time before I’m certain I don’t miss the Apple feature I’ve come to rely on.
Why get one?
The 2024 Blazer EV is a stylish, comfortable and advanced addition to the selection of EVs in one of the hottest parts of the market. When the full model line is available, the breadth of its range from affordability to high performance looks like a strong contender.
MARK PHELAN/DETROIT FREE PRESS
Charging and motors
Electric vehicles create new opportunities and challenges for drivetrain features and engineering. Unlike traditional vehicles, the Blazer offers front-, rear- and all-wheel-drive models. Front-drive is less expensive, RWD had more power and longer range, and AWD offers tailored traction at all corners. Chevy developed three different electric motors to offer the Blazer’s range of choices.
The Blazer’s two battery sizes bring more choices. The 85 kWh battery has a short range, but it’s lighter and costs less, and its maximum DC fast-charging speed is 150 kW. The bigger 102 kWh battery delivers a longer range and charges at up to 190 kW, but weighs and costs more. That’s why the RWD Blazer EV costs more than AWD, the reverse of what you’d see with internal combustion power.
Either battery will charge fully overnight at the 220/ 240-volt connections most EV owners use to charge at home daily. In the DC fast charging common for long highway trips, the 82 kWh battery can add 69 miles of range in 10 minutes. The 102 kWh battery adds 78 miles in the same time.