AutoTrader SCORE
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STYLING7/10
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Safety9/10
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PRACTICALITY8/10
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USER-FRIENDLINESS8/10
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FEATURES8/10
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POWER7/10
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COMFORT9/10
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DRIVING FEEL6/10
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FUEL ECONOMY9/10
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VALUE7/10
As the market acceptance of electric vehicles (EVs) ebbs and flows, Chevrolet is biding time by focusing its attention where it matters most.
That would be in the compact crossover segment, which is the most popular in this part of the world. In terms of versatility, these machines manage to effectively fit people and their stuff inside tidy dimensions that are just as well suited for city streets as they are rural roads. Alas, for all the options to choose from, a surprising few offer emissions-free propulsion.
That means there are plenty of holes to plug as the market shifts toward full-scale electrification, particularly when it comes to mainstream offerings. And that’s exactly where the 2024 Chevrolet Blazer EV enters the mix, delivering reasonable range to go with driving manners that will feel familiar to first-timers.
Practicality: 8/10
Built on a dedicated EV platform developed by parent company General Motors (GM), this crossover benefits from an entirely flat floor throughout the cabin that makes it feel slightly more spacious than its conventional counterparts. Where the Blazer EV falls short is its cargo area, which is cramped next to the one in the segment-leading Toyota RAV4. That’s as true in practice as it is on paper, with the Blazer EV fitting just a few cleverly arranged suitcases behind the back seats compared to a half dozen in the RAV4. And in fairness that’s reflected on their spec sheets, with this Chevy’s showing just 722 L compared to the Toyota’s 1,059 L (949 L for the plug-in hybrid).
User-Friendliness: 8/10
But then there’s a simple approachability to the space that’s available, with big door openings and low, almost car-like sills inside that make climbing aboard easy. Visibility from the driver’s seat is good, plus the camera resolution is among the best in the business, reducing the risk of bumps and scrapes when backing up in low-light conditions.
The camera feed shows up on a big and bright 17.7-inch touchscreen that sits atop the dash and provides a mostly straightforward user experience. That qualifier exists if only for the absence of Apple CarPlay or Android Auto compatibility, with the Blazer EV relying on a Google-based infotainment system instead. That means smartphones can be paired via Bluetooth, but that’s it.
For all the frustrations that come with it — losing fingertip access to Apple Music, for example, as well as the ability to send and receive handsfree messages on the go — the interface itself integrates features like Google Maps to help get around, with accurate range estimates when navigating to a prescribed destination. The system even offers a glimpse at the remaining state of charge for a full round-trip journey — handy when running errands or even circumnavigating one of the country’s natural wonders.
Fuel Economy: 9/10
On that note, with the ability to travel an estimated 449 km with all-wheel drive — and 521 km with rear-wheel drive — the Blazer EV has ample range for everyday tasks. During this test, a highway-dominant 1,450 km wrapped up with an average consumption of 20.4 kWh/100 km — slightly better than the Blazer EV’s official combined rating of 21.9.
The 85-kWh battery pack can be charged a variety of ways, including via the supplied cable that can work almost like a Level 2 station without the need for specialty equipment. All that’s required is the type of 50-amp outlet that’s used for a dryer and the Blazer EV can charge as fast as 7.7 kW. Meanwhile, DC fast-charging speeds max out at 150 kW. The Blazer EV also benefits from regenerative braking that can recover kinetic energy that would otherwise be lost to charge the battery, while the selectable one-pedal mode means the system can bring the vehicle to a stop without the use of the mechanical brakes.
Power: 7/10
With its dual-motor setup, the Blazer EV LT generates a combined 288 hp and 333 lb-ft of torque — not exactly boastworthy output, but enough to shuffle this Chevy around smoothly and confidently. While it lacks the outright quickness of other EVs on the market — that’s what the forthcoming 557-hp Blazer EV SS is for — there’s more than enough urgency for everyday driving. Credit the instantaneous nature of electric torque, with no waiting around for it to build up like the stuff generated by an internal combustion engine.
Driving Feel: 6/10
Passing slower traffic can lead to a sort of runaway freight train effect, with all the weight low down in the vehicle thanks to the battery and electric motors keeping the momentum going long after easing off the throttle (unless one-pedal mode is active, of course). Otherwise, the drive experience can feel somewhat sterile — not that a crossover like this, electric or otherwise, should be especially sporty, but there’s a serious absence of engagement from behind the wheel.
The electric power steering is impossibly light and overboosted, which betrays the Blazer EV’s weight. Likewise, the mechanical brakes can make every one of its 2,421 kg (5,337 lb) known, although the one-pedal setting counteracts this sensation almost entirely. In fact, outside of emergency situations — or, of course, when shifting gears — it’s possible to avoid the brake pedal altogether and simply ease off the throttle instead, smoothly (if somewhat aggressively) slowing this crossover to a full stop in the process.
Comfort: 9/10
The Blazer EV is a smooth and sophisticated machine that emphasizes comfort the easy way. There’s no fancy adaptive or air suspension — just a simple independent setup that relies on softer damping rates to counteract the mass being moved. That’s a boon to occupant enjoyment, with a comfortable ride that’s aided by the LT trim’s 19-inch wheels wrapped in tires with cushy sidewalls. (Opting for larger wheels lowers the profile of the tires, thus reducing their ability to absorb road imperfections.)
Hours of driving went by without complaint during this test, with the seats offering decent support if not much contouring. Both front seats feature two-way power lumbar controls, while the driver’s side has eight-way adjustability and the passenger gets six-way settings. Those seats are also heated, as is the steering wheel, but ventilation — as well as heat for the back seats — is reserved for the more expensive RS trim.
Styling: 7/10
Opting for that RS version spruces up the cabin with varying amounts of red accents, depending on upholstery choice. With the Blazer EV LT, the space stays understated to the point of being underwhelming. While the dash-mounted air vents offer a bit of character, there’s nothing beyond some white accents on the front seats to break up the sea of black. Even the massive dash-mounted touchscreen and adjacent instrument display feature dark themes that add to the sort of sedated nature of the space.
The exterior aesthetic doesn’t shout about the way it’s powered like the jelly bean-shaped Tesla Model Y, but the Blazer EV looks considerably different than the gas-powered crossover bearing the same name. This version is much more squat, with a flat and wide shape that subtly speaks to its aerodynamic aspirations, as does its grille-free fascia and slippery wheel design.
Features: 8/10
Plenty of the niceties expected of a modern vehicle are here, although Apple CarPlay and Android Auto aren’t among them. There is, however, satellite radio, a Wi-Fi hotspot, and OnStar connected services, all of which require paid subscriptions, a wireless phone charger, automatic climate control (single zone only), heated front seats and a heated steering wheel, and a power tailgate. Opting for the RS trim adds ventilated front seats, heated rear seats, and perforated suede upholstery, among other items.
Safety: 9/10
Forward collision warning with pedestrian and cyclist detection, blind-spot monitoring with rear cross-traffic alert, lane departure warning and keeping assistance, and adaptive cruise control are all standard, as is reverse automatic braking and a so-called Teen Driver suite that can automatically activate certain safety features and send speed alerts to connected devices. Super Cruise hands-free functionality for the adaptive cruise has “late availability,” according to Chevrolet Canada, but the feature wasn’t ready at the time of this writing.
Value: 7/10
With a pre-tax starting price of nearly $60,000 before tax, the 2024 Blazer EV LT is more expensive than the slightly smaller Chevrolet Equinox EV, but cheaper than the Honda Prologue they share a platform with. (All three are built on the same scalable EV architecture.) Meanwhile, a comparably equipped Ford Mustang Mach-E — all-wheel drive; extended-range battery — starts at $63,590, while the Tesla Model Y Long Range All-Wheel Drive is almost $66,000 before options and taxes. All of them qualify for federal, provincial, and territorial incentives.
The same is true of the Nissan Ariya, which starts at a little more than $59,000 before tax for an all-wheel-drive example, as well as the recently updated Volkswagen ID.4 that’s a little more than $60,000 in a similar configuration. Both are offered with two-wheel drive and smaller battery packs that are more affordable still.
The Verdict
Competitively priced yet not especially affordable, the 2024 Chevrolet Blazer EV sums up the quandary of the modern market quite neatly. It might not be exciting, but it manages the basics rather well, right up to the distance it can travel on a fully charged battery. How much that resonates with shoppers at what’s seemingly a low point in EV interest and acceptance remains to be seen, but those willing to take a leap of faith will find a crossover that has the right tools to help ease them into electrified life.
| Engine Displacement | 247 kW |
|---|---|
| Engine Cylinders | Dual electric motors |
| Peak Horsepower | 288 hp |
| Peak Torque | 333 lb-ft |
| Fuel Economy | 2.3 / 2.7 / 2.5 Le/100 km city, hwy, cmb, 20.3 / 23.8 / 21.9 kWh/100 km; 449 km est. range |
| Cargo Space | 722 / 1,674 L seats up/down |
| Model Tested | 2024 Chevrolet Blazer EV 2LT AWD |
| Base Price | $56,999 |
| A/C Tax | $100 |
| Destination Fee | $2,500 |
| Price as Tested | $59,599 |
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Optional Equipment
None
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