General Motors basically started its electrification strategy at both ends, with the Chevrolet Bolt handling the subcompact side, and the GMC Hummer on the ridiculous edge of big. But it’s gradually filling in the middle, and so along with electric versions of the Chevrolet Equinox and Silverado, you’ll also find my tester, the 2024 Chevy Blazer EV.
Those three share their names with the long-established gasoline versions, but that’s all. As with all of GM’s electric vehicles now, the Blazer EV is built on the automaker’s battery-specific “Ultium” platform. The chassis and battery are integrated, the platform is modular, and the battery can be sized by the number of cells used, so it can be adapted to larger or smaller vehicles as needed.
What powers the Chevrolet Blazer EV?
The battery you get depends on the configuration you choose. The LT and RS come in all-wheel drive (AWD), with an 85-kWh battery and two electric motors making a combined 288 horsepower and 333 lb-ft of torque. I drove the RS AWD model. To add to the choices, the LT and RS will also be available in entry-level front-wheel drive (FWD) for the 2025 model year.
The RS is also available in rear-wheel drive (RWD) and it gets a 102-kWh battery, with its single motor making 340 horsepower and 325 lb-ft of torque. In early 2025, the lineup will further add an SS AWD model expected to make a maximum of 595 horsepower.
Charging the Chevrolet Blazer EV
Natural Resources Canada (NRCan) rates the AWD models at a range of 449 kilometres on a charge, while the larger battery in the RWD version is rated at 521 kilometres. At the moment, range information on the upcoming FWD models isn’t available. Of course, as with any vehicle – gasoline or electric – where and how you drive will affect how far you go on a tank or a charge. Hilly terrain, a heavy foot, and ambient temperature are all factors. As with virtually all EVs, you can set the Blazer to warm or cool the interior while it’s plugged in and charging in preparation for driving, rather than start from scratch on the battery’s stored charge.
Exactly how you start the charging process is, for me, an issue with the Blazer. Most mainstream EV models have a charging port door, and as with a gas door, you press or unlock it and it simply pops open. On the Blazer, it’s hidden behind a fender panel. Tap the panel’s corner, and then wait…and wait…for the panel to electrically open and swing down. I could open and close a regular port door three or four times by the time this one performs its trick – and while I know it’s been tested in nasty winter weather, watching it wobble down and slowly rise back up doesn’t exactly instill a vote of confidence. Yes, the fender looks smoother; and yes, many premium EVs have similar self-opening ports; but this just seems like unnecessary complication for the sake of complication.
Start your vehicle and open your doors
I’m also not keen on how you start the Blazer, which is by sitting in the driver’s seat. And yes, some other EV manufacturers do this too, but that doesn’t make it a great idea. A start/stop button is simple, and if you run a quick errand while leaving your passengers in the vehicle, you just get out, without having to go into the screen icons to keep the climate system running. While many people say they’d like their lives to be simpler, automakers seem hell-bent on making everything more complicated.
And that said, I do give the Blazer credit for its conventional exterior door handles – walk up, pull on them, door opens. I much prefer them to the flush handles that slide out, especially on a vehicle that’s slicked over with ice; or worse, those that pop out on an angle, like oversized Popsicle sticks, which are frustratingly difficult to grasp when they’re icy or wet and you’re wearing gloves.
What’s the Blazer EV like to drive?
The Blazer EV is an everyday commuter SUV that happens to run on electricity rather than gasoline, and that’s a compliment. It’s peppy rather than neck-snapping, with more than enough strength for highway passing, while staying smooth and pliable in city traffic.
You feel its weight in the corners, where’s it not sloppy on curves but it isn’t quite a nimble-and-sporty dancer either. Performance fans will have to wait for the SS, but those who want a daily driver for the average commute will be happy with this. The ride is on the firm side, and some of that is due to the 21-inch wheels on the RS. The LT has 19-inch rims that will give it a more pliable ride, and likely a smaller bill when it’s time to buy winter or replacement tires.
Regenerative braking captures and stores otherwise-wasted energy during deceleration. Its levels can be increased to the point of “one-pedal” driving, where you only need to use the accelerator – take your foot off it, and the Blazer slows and stops. These systems overall have become pretty sophisticated and easy to modulate, and I ended up using it most of the time.
What’s the Chevrolet Blazer EV like inside?
The roomy cabin is well-finished, with soft-touch materials and comfortable seats. The large metallic air vents are easy to direct, and there are hard buttons and dials for most of the climate functions. The centre console contains two large storage cubbies, along with generous cupholders and large door pockets.
The dash is dominated by a 17.7-inch infotainment screen that’s overlapped by the 11-inch digital instrument cluster, which has pretty much become a GM signature design. That centre touchscreen is fitted with Google Built-In, but here it’s a double-edged sword. On the plus side, you get all the advantages of that, including maps and a digital assistant, and it all works very well. On the down side, it involves a subscription once the trial period is over – and when it is, you can’t simply substitute your phone’s functions, because Apple CarPlay and Android Auto are not included. It’s an unusual omission in an industry where it’s pretty much standard across most vehicle lines, and could be a potential dealbreaker for those who insist on being connected at all times.
What’s the Chevrolet Blazer EV like for practicality?
The Blazer has 868 litres of cargo space when the 60/40 split rear seats are up, but if you have specific large items you need to carry, such as a pet crate, bring it with you when you’re shopping, as the rear wheel wells cut down on some of the side-to-side space. The seats fold down for carrying longer items, although they don’t go down completely flat; and a cubby under the cargo floor can handle items as well.
While some EVs have a front trunk or “frunk,” the Blazer does not – under the hood you’ll just find a plastic cover, with a removable panel for adding washer fluid. Maximum towing capacity is 1,500 lbs for the AWD models, and up to 3,500 lbs for the RS in rear-wheel drive.
How much does the Chevrolet Blazer EV cost?
The 2024 Chevrolet Blazer EV comes in three trims, starting with the LT AWD at $56,999. Both my RS AWD and the RS RWD start at $63,999; and mine was further optioned with its Radiant Red Tintcoat paint for $695. All prices are before delivery and any fees, as well as before any applicable “green” rebates offered by the federal government or, depending on where you live, any provincial reductions.
Final thoughts
The Blazer EV does a lot of things right: It’s a comfortable daily driver, it’s good-looking, and its interior is top-notch. Perhaps its weakest point is that while it’s all that, it’s not a slam-dunk standout in the crowd, which includes such competitors as the Ford Mustang Mach-E, Hyundai Ioniq 5, Kia EV6, Nissan Ariya, Tesla Model Y, and the Blazer’s sibling-under-the-skin Honda Prologue, which shares its Ultium platform. Test-drive a few before you make your electrified decision, but be sure to include the Blazer EV as well.
Pros
✔ Good daily-driver performance
✔ Comfortable interior
✔ AWD or RWD choices
Cons
✘ Too-complicated charging port door
✘ No Apple CarPlay or Android Auto
✘ Not a head-and-shoulders standout in the EV crowd
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