| Pros | Cons | ||
| ✓ Sharp looks | ☓ High entry-level price tag for the LT model | ||
| ✓ Spacious interior, as long as you skip the panoramic sunroof | ☓ The sub-$50,000 model isn’t here…yet | ||
| ✓ Several powertrain options (FWD, RWD or AWD on the menu) | ☓ Annoyingly slow charging port door | ||
| ✓ Solid driving dynamics (for an SUV, at least) | |||
| ✓ 324-mile range with the larger 102-kWh batter RWD model |
2024 Chevy Blazer EV Overview: A surprisingly well-rounded, mass market-friendly option
As we face an onslaught of brand-new EVs hitting the market, we’ve been tapping our feet a little less patiently these days for the 2024 Chevy Blazer EV to arrive. Fortunately, it’s finally here and in dealer showrooms in its sporty looking RS trim, so we have the opportunity to see if it was worth the wait. If you’re just looking for a short answer: Yes, the new Blazer EV is worth your consideration if you’re ready to make the jump. That said, we need to have a more nuanced discussion about this car’s strengths and shortcomings, and if you are aiming to pull the trigger, which Blazer EV you might want to go for.
When I first arrived in sunny San Diego to give the all-electric Blazer a whirl (full disclosure: Chevrolet did bring Nathan and I out for this trip), my initial impression was just how normal it looks. While this car is a fundamental shift from the gasoline-powered model that’s been on sale for a few years and rides on GM’s new Ultium platform, it still looks familiar. It doesn’t look super futuristic or weird for its own sake, which may put people off some of the automaker’s rival EVs. It’s a similar story with the Blazer’s smaller Equinox EV sibling: By and large, these look like a natural evolution of their gasoline counterparts.
Interestingly, the new Chevy Blazer EV also hits buyers with more choice than its rivals offer. While we’re specifically driving the rear-wheel drive and all-wheel drive versions of the mid-range RS trim, you’ll also be able to get the performance-oriented AWD Blazer SS or even a front-wheel drive variant in 2024. That is one of the upsides of going electric, as the platform allows engineers to offer several powertrain options within the same fundamental architecture.
Overall, Chevrolet’s first mainstream Ultium model makes a solid first impression. It looks sharp, it drives with reassuring composure (more on that later) and offers pretty decent range to boot. Keep in mind, though, you are paying a premium for the privilege. The cheapest Blazer EV model currently available is the all-wheel drive LT, also known as the 2LT, which starts at $57,110. In other words, nearly $20,000 more than your equivalent gasoline Blazer 2LT.
If you want the RS, the eAWD model starts at a hefty $60,215, while the RWD version is pricier still, at $61,790. Chevrolet says the base FWD “1LT” will bring the barrier to entry down to below $50,000, but they have not officially announced pricing or exactly when that model will arrive: We just know it will land sometime in 2024.
Looking at the 2024 Chevy Blazer EV by the numbers
Let’s piggyback off my earlier powertrain options comment for a bit longer. That’s the main selling point GM pitches in developing the Ultium ecosystem: It offers the automaker a modular and scalable platform. Granted, that’s not a unique take as every other company with their hat in the EV ring takes the same approach. This is the first time we’re seeing GM package it in a more “affordable” form, though, since we’ve only experienced Ultium in the eye-wateringly expensive GMC Hummer EV, the Cadillac Lyriq and the Chevy Silverado EV pickup. Here, Chevrolet can build out their range of mass market EV to drive electric car adoption, with the Equinox EV arriving in a few months to follow up the Blazer EV’s launch.
To that end, the 2024 Chevy Blazer EV will be most folks’ opportunity to experience Ultium’s flexibility. The base LT model launching in due time packs a single, permanent magnet electric motor making about 241 horsepower (at least, based on what we know from the Equinox: Chevrolet did not discuss specs for this future variant during our trip). Their “eAWD” system is technically optional on the LT model, though it is the only version of the base trim you can build and price on the brand’s configurator site as of December 2023. That option, which comes on the sportier-looking RS by default, adds an induction motor on the rear axle that adds some extra power to the mix, but not as you might expect.
According to GM’s assistant chief engineer for electrification Patrick Lencioni, that rear motor is more of a traction assist motor, than an element to boost performance. So, while the company states the eAWD’s output as 288 horsepower and 333 lb-ft of torque, that’s not an entirely linear jump from what the purely FWD model should put out, when it arrives. In fact, Patrick told me that rear motor is just “along for the ride” most of the time, and only kicks in when accelerating or when the front wheels start to slip, and the induction motor can bring a bit of extra traction to help sort things out. The two power units are not directly connected like your conventional all-wheel drive system, and only work in tandem through the car’s onboard software.
When Nathan and I tested it out, the Blazer EV RS AWD managed a 0-60 time of about 7.88 seconds.
The rear-wheel drive version of the 2024 Chevy Blazer EV actually uses a completely different (and beefier) motor. That’s part of the reason the RS RWD is more expensive: You get 340 horsepower and 325 lb-ft of torque by way of the larger unit. Thanks to the extra grunt, we managed a quicker 6.55-second 0-60 time in an impromptu 0-60 test.
What about range and charging?
Not only are the drive units different between the eAWD and RWD versions of the 2024 Chevy Blazer EV, but so are the battery packs. The rear-wheel drive model uses a larger 102-kWh module, while the front- and all-wheel drive variants get a smaller 85-kWh pack. That translates to a real-world driving range of 279 miles for the eAWD models, according to GM’s figures. If you want to get much better range, though, you’ll want to go for the RWD, which returns up to 324 miles on a single charge.
The physical size of the packs is not the only difference, either. You’re also able to charge up each version at different rates. If you get the 85-kWh version, GM says you can charge at up to 150 kW on a DC fast charger (good for 69 miles of range in ~10 minutes), while the 102-kW pack can charge up to 190 kW (78 miles in 10 minutes) in appropriate conditions. On a Level 2 AC charger, both batteries can pull up to 11 kW.
There is one caveat to the Blazer EV that annoyed me and Nathan in our days with both RS models. The charging door, which you open with a touch-sensitive button on the driver’s side, is agonizingly slow. It looks cool, don’t get me wrong, but waiting around while you’re holding a heavy DC fast charging cable will bother some people after awhile, I suspect. You’ll also only experience that when you go to charge, but because charging up is a fundamental part of the EV ownership experience, for better or worse…it’s definitely something you should sample on your test drive.
The 2024 Chevy Blazer EV has a fantastic interior
Once you get inside, though, it’s an almost entirely pleasant experience. Chevrolet decided to fit the Blazer EV with a standard 11-inch digital instrument cluster and 17.7-inch infotainment screen, both of which look great and offer a wide range of useful information. Unlike some other EVs, too, you still get a decent range of hard buttons for the major controls, including a volume knob. You also get wireless charging and Google Built-in apps, though you don’t get Apple CarPlay or Android Auto. GM says it can deliver a more curated experience by bringing its own infotainment system to the party (that includes baking in popular apps like Google Maps, Waze and Spotify), but the Blazer EV is one of the first vehicles to see the effects of GM’s highly publicized and contentious decision.
On the whole, the company’s system is responsive and fairly intuitive to use. One of the best parts about it are the drive modes — Normal, Sport, Snow and My Mode on the RS — that tune the throttle, brake and steering feel to the conditions or your preferences. The 360-degree camera system is also a major plus point, as it brings several frontal, overhead and rear-facing views, as well as guidance lines for parking or even hitching up for towing. The eAWD variants can tow up to 1,500 pounds, while the RWD version can tow up to 3,500 pounds, when properly equipped.
Two of the best features of the 2024 Chevy Blazer EV’s interior are the gear selector stalk and the HVAC vent design. GM is moving to a column-style shifter rather than a push-button system, and while it’s electronically controlled, it does feel more satisfying than just pushing a button to get going. The red inlays for the vents on the center stack and the upper portions of the instrument panel also bring a bit of spice to what otherwise would be a fairly utilitarian interior.
My biggest gripe with this car’s ergonomics is the “Controls” screen, wherein Chevrolet decided to place all the headlight controls, meaning you can’t turn the headlights on our off through a stalk or knob to the left of the steering wheel, as you normally would. That’s also something you’ll have to contend with in several of Chevy’s newer gas models including the Colorado. Again, there is technically a shortcut button right next to the steering wheel on the infotainment screen and you never have to worry about it if you leave the lights in Auto, but still…just as the little things can really set a car apart, they can also annoy you to no end.
While we’re on the subject, there’s no push-button to start the car, either. As long as you have the key on your person, you just hit the brake and put the car into gear. That’s actually fairly nifty and straightforward, but the control to turn the vehicle off is also placed on the infotainment screen. Again, you don’t have to do it, as the Blazer EV will shut itself off when you exit and lock it, but it’s one other feature with which you’ll have to change how you would normally operate the car.
Both front and rear, the 2024 Chevy Blazer EV has plentiful leg and hip room. Especially in the back, there is ample legroom to seat five adults comfortably. Rear passengers also get heated outboard seats in the RS, as well as a couple USB-C charging parts. Headroom, on the other hand, is at a premium on models with the panoramic sunroof equipped. The red and blue contrast stitching is a nice styling touch, though, and the seats themselves are remarkably comfortable for longer trips, no matter which row you’re on.
On the cargo volume front, the 2024 Chevy Blazer EV offers up ample cargo volume thanks to the car’s overall dimensions. The electric Blazer rides on a 122-inch wheelbase and measures out to 192.6 inches long and 78 inches wide, which translates to 59.8 cubic feet of maximum rear cargo space with the second row folded. That’s not all, either, as there’s a deep storage pocket below the cargo floor, which can stow your valuables out of sight along with your charging cable.
Between vast legroom, good cargo room and surprisingly conventional console storage up front, the 2024 Chevy Blazer EV aims to be a far more approachable prospect than a lot of other EVs, and that’s a good thing.
Verdict: The 2024 Chevy Blazer EV RS is a great choice for the EV-wary
Even in the first few miles, I’m impressed with how well this new Blazer EV handles itself. It may be even greater sacrilege than the gasoline model to the old K5 Blazer faithful, but on its own merits this car looks great, at least in my opinion. It also offers up some decent power in the RWD model and it drives with composure and refinement. It’s no sports car, I’ll grant you, but as family-minded rigs are concerned, the Blazer EV is a good choice…so long as you’re looking for something conventional.
That leads me to Nathan’s final comment in our video review below: “I like it, but I don’t know if I love it.” While GM’s approach makes this an appealing prospect to a wide audience, the general lack of weirdness or an element that seriously stands out from the pack may keep some folks searching for their next EV purchase.
And I agree: As an all-around proposition, the 2024 Chevy Blazer EV is seriously tough to fault. Apart from the relatively high price, all my complaints about this car are fairly minor. Whether it will call to you depends on what your needs and tastes are. For instance, if you need all-weather capability, you’ll likely gravitate toward the FWD or eAWD models. If you live in a sunny, warm climate, the RWD is the obvious choice. But keep this in mind if you want a bit more: We have not yet driven the SS version of the new Blazer EV.
With 557 horsepower, 648 lb-ft of torque and a 0-60 time of under 4 seconds in GM’s so-called “Watts to Freedom” mode (see the acronym there?), that could be the tipping point for those who aren’t quite on board with what the RS model offers. We’ll have to wait and see on that one.
Check out more on the new Blazer EV below:
