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We have to admit, the Toyota RAV4 isn't the most obvious starting point for a turning a smallish SUV into a 1980s Chevy truck. But somehow Mitsuoka pulled it off with a few new body panels and a chrome grille. The Japanese retro conversion specialist and sometime automaker, infamous for creating cars that look like old Jaguars or catfish, has turned its attention to the latest Toyota sporty utility in creating the Buddy, imagining it as an early '80s Chevrolet K5 Blazer.
The changes on the outside are actually pretty extensive, going beyond the grille itself. Every body panel ahead of the A-pillar has been reworked, giving the SUV a more squared-off appearance and a flatter hood. Out back, Mitsuoka swapped the original horizontal taillights that stretched into the tailgates with more vertical taillights and changed the quarter panels holding them in the process. The tailgate itself has also received new sheetmetal complete with a big, rectangular horizontal stamping meant to evoke old Chevy trucks. The taillights look like something out of the Cadillac parts bin, and they work well enough aesthetically to suggest something retro American, even if their placements seems a little random.
Another cool detail that's easily overlooked is that the tailgate dips into the chrome rear bumper – a bold stylistic choice – but the panel gaps of the tailgate are perhaps best described as "generous." And the two uneven rectangular holes where the tailgate handle should be look a little unfinished. They would look better with the a chrome handle of some sort covering them.
The restyled front end probably works better than the rear end. MITSUOKACan you buy one of these here?
Not quite, but you may be able to have the body panels shipped to you. But fitting them on to your RAV4 is a much more complex, warranty-voiding matter that will involve things like headlight height requirements, pedestrian safety issues and air bag triggers. The RAV4 will surely pass emissions – let's put it that way.
With the debut of the vaguely retro-styled Ford Bronco, we have to wonder if Chevy's latest Blazer is an opportunity missed. If not a completely retro grille, the model could still have received some vintage touches as an homage to Blazers of decades past, given the current nostalgia for all things '80s.
This content is imported from YouTube. You may be able to find the same content in another format, or you may be able to find more information, at their web site.A very special guest star in the video above is a Moskvitch pedal car, made by the actual Moskvitch factory known as AZLK. It appears at the 0:29 mark in the video and, given the inconsistent lighting and focus, it's obviously a separate layer that was pasted in.
A cult toy in the former USSR and former satellites, the Moskvitch pedal car is styled after the 408 sedan, and was produced from the early 1970s through 1994. It was just about the most desirable toy for a whole generation of kids, and its ownership was a status symbol of sorts for pre-schoolers. Almost four feet in length, the Moskvitch featured a working horn and headlights, among other items. A container of these Moskvitches made it to the States in the early 1990s, and these pop up for sale from time to time.
A Moskvitch pedal car guest stars in the Mitsuoka ad for some reason, and it's enough to divert attention away from tailgate panel gaps. But one thing we have to wonder, from a purely video production standpoint, is whether Mitsuoka actually filmed this video somewhere in the U.S. after transporting one of the cars here for a photoshoot, or whether they shot this with a regular RAV4 as a stand-in and later photoshopped it together?
The video doesn't show the Buddy driving in any location, and all the shots of the car in the video are static. And far from all shadows of people and vehicles really match the environment, and lighting and depth of focus is also inconsistent in the static shots in the video. Multiple elements in every shot of the car in a given environment are off, suggesting it was photographed somewhere in Japan and then pasted into plates of environments photographed in the U.S. But the sleight of hand almost works: the video and stills don't show more than they have to, and the video doesn't linger on any one still, lest you start noticing inconsistencies.
One thing is for sure: We'll never be able to look at a RAV4 again without thinking about the Mitsuoka Buddy. Surely Toyota, no stranger to retro-styled vehicles like the FJ Cruiser (which needs to reenter production stat, by the way), could also be persuaded to field something retro-styled again, but inspired by its own history? Toyota once did this in the 1990s with the Origin sedan, which will be importable in five years. Start saving up for it now.
At 2020 SEMA360, Chevrolet will showcase a 1977 K5 Blazer converted to all-electric propulsion. The K5 Blazer-E is a functional proof of concept of the upcoming Electric Connect and Cruise package Chevrolet Performance plans to sell in the second half of 2021.
During the virtual event, Chevrolet Performance will survey SEMA members interested in building their own electric projects to help finalize Chevrolet's initial eCrate offering.
"As GM introduces a new fleet of electric vehicles, it creates an exciting opportunity to bring EV technology to the aftermarket," said Jim Campbell, GM U.S. vice president of Performance and Motorsports. "Our vision is to offer a comprehensive line of Connect and Cruise systems from Chevrolet Performance - delivering a solution for every customer ranging from LSX V-8s to eCrate conversions."
Building the K5 Blazer-E
Chevrolet first previewed the eCrate conversion concept with the Chevrolet eCOPO Camaro in 2018, followed by the Chevrolet E-10 in 2019. Learnings from those vehicles helped inform Chevrolet's Electric Connect and Cruise strategy.
The new Chevrolet K5 Blazer-E retains as much of the stock Blazer as possible and approximately 90 percent of the new parts installed for the eCrate package are factory components from the Chevrolet Bolt EV.
To convert the 1977 K5 Blazer, the team first removed from the Blazer the original 175-horsepower 400 cubic-inch V-8, three-speed automatic, fuel system and exhaust. Then, the team installed a Bolt EV electric motor, delivering 200 horsepower and 266 lb-ft of torque, paired with a Chevrolet Performance electronically controlled four-speed automatic. The rest of the Blazer drivetrain remains untouched, including the transfer case, driveshaft and axles.
Power is supplied by a 400-volt Bolt EV battery pack with 60 kilowatt-hours of usable energy installed in the cargo area. Using production controllers and wiring harnesses preserves many Bolt EV features, including shock protection, battery heating and cooling, battery-overcharge protection and even regenerative braking.
The aftermarket components include an electric power steering kit, an electric pump providing vacuum to the stock brake system, and an electronic controller to drive inputs to the vintage Blazer gauges - such as displaying the battery's state of charge on the original fuel gauge.
eCrate Installer Certification Program
To prepare for the eCrate launch, Chevrolet Performance is certifying Electric Connect and Cruise installers. Participating Chevrolet dealers and aftermarket companies will receive the training, tools and equipment needed to work with high-voltage systems and charging stations to service customers' vehicles.
Lingenfelter Performance Engineering in Brighton, Michigan will be the first company to pilot the training and certification program. This experience will help inform the certification process for future installers.
The 60-kWh Electric Connect and Cruise package, expected to be available in the second half of 2021, includes:
60-kWh battery pack
200-horsepower electric motor
DC-to-AC power inverter to drive the electric motor
DC-to-DC power converter to power low-voltage systems
Wiring harnesses, controllers and water pumps for battery heating and cooling
Chevrolet Performance is also evaluating additional eCrate packages with higher-performance options and new battery configurations to fit a wider range of aftermarket applications. Longer term, the team will work to integrate GM's modular Ultium battery system technologies.
"Minutes after Chevrolet showed the E-10 concept, customers started calling to ask how soon they could build their EV project," said Russ O'Blenes, Chevrolet director of engineering, Performance and Racing. "The K5 Blazer-E demonstrates what is possible for customers who want to convert their vintage truck to a daily driver with the instant torque and unique driving experience of an EV. For customers who want more extreme performance, the modular eCrate system will have virtually limitless applications."
Chevy just dropped official 2022 Blazer information, and there are a few notable changes. For one, the new base engine is listed as the 2.0-liter turbocharged four-cylinder. This replaces the naturally aspirated 2.5-liter four-cylinder at the bottom of the lineup.
There’s no explicit declaration on the 2.5-liter four-cylinder’s future in Chevy’s press release, but Car and Driver is reporting that the entry-level L trim is being dropped, thereby eliminating that engine option. The LT is the new base trim, and Chevy says the 2.0-liter turbo is that trim's standard engine. That means the least powerful Blazer is now working with 228 horses and 258 pound-feet of torque — we’ll note that output is down a minuscule 2 horsepower this year, but torque remains the same. The old 2.5-liter only made 193 horsepower and 188 pound-feet of torque, which made it rather slow. You can still nab the 3.6-liter V6 in the 3LT or Premier if you want, and it’s standard in the RS.
Other new items this year are appearance related. Both the LT and RS are available with two-tone roof options. The Premier gets new wheels and dark-painted trim for the front and rear fascias, rockers and wheel moldings. Two new colors join the list of possibles: Nitro Yellow Metallic and Blue Glow Metallic. We’re excited to see both of those vibrant shades hit the street, but we'll have to wait for a preview, because Chevy hasn't released photos yet. Beyond that, Chevy notes that the Trailering package will now be standard on all-wheel-drive 2.0-liter-turbo models — the same package will be optional with front-drive Blazers.
Pricing and availability isn’t out yet, but expect the base price to make a steep climb upward with the elimination of the L trim. The cheapest 2021 Blazer with the 2.0-liter-turbo starts at $34,595. That’s a $4,600 increase over the 2021 Blazer L, so we could see a base price increase in that neighborhood for the 2022 Blazer.
Back in the good ol’ days, the SS badge stood for Super Sport. Named after the Corvette Super Sport concept shown in December 1956, the performance-focused option was first offered for the 1961 Impala. 12 photos
Some consider the 1970 model year Chevrolet Chevelle SS 454 LS6 as the zenith of the Super Sport’s lineage, and they’re not wrong. That big-block ‘Velle is the ultimate street-going muscle car of that era, an undisputed heavyweight of the muscle car’s golden age. Only a handful of Mopars could pose a problem thanks to Chrysler’s legendary 426 HEMI V8.
Following the Malaise Era that started in 1973, the Super Sport badge returned to form with the 454 SS pickup truck and the short-lived TrailBlazer SS. The last hurrah of the Super Sport would be the Holden Commodore-based Chevrolet SS, a four-door sedan that sold rather poorly even though it’s been described as the closest thing to a family-sized Corvette.
For the 2022 model year, only the Camaro flaunts the Super Sport badge although it’s not worthy of being called as such. SS originally meant LT1 small-block V8 when the sixth-generation pony car launched for the 2016 model year. But following the introduction of the LT1 trim level for the 2020 model year, the SS badge became obsolete in my humble opinion.
But General Motors isn’t done yet. Enter the 2024 Blazer SS, which isn’t a body-on-frame utility vehicle like the original. The newcomer is a unibody crossover based on the 2024 Equinox EV that’s been confirmed to start in the ballpark of $30,000 stateside. The first Chevrolet EV to feature this coveted badge, the upcoming Blazer SS can only be described as a disappointment in the making by K5 Blazer enthusiasts as well as Super Sport diehards.
Super Sport? Try Super Sad considering that it's most likely based on the Cadillac Lyriq. The charging port's location on the driver-side front fender and six-lug wheels pretty much confirm the BEV3 platform of the Lyriq.
Chevrolet's forthcoming Blazer SS electric SUV was spotted testing in the wild this week alongside a gasoline-powered Blazer and Volkswagen's ID.4 EV, suggesting that GM is using the German compact as a benchmark for chassis tuning.
This prototype gives off some Hyundai Ioniq 5 vibes under its still-plentiful camouflage, but the lines are unmistakably Blazer, complete with the rippled rear haunches and extensive eyeliner around its headlights. Tape on the driver's side front fender gives away the location of its charge port (no surprise there) and the mocked up rear lighting suggests we're not looking at final sheet metal, at least not at that end of the car, anyway.
While the ID.4 is pleasant to drive, it's not particularly quick by EV standards. Chevy is billing the Blazer SS electric as a performance-oriented BEV, so we're fairly confident that GM's interest in Volkswagen's ID.4 ends at its ride and handling balance. The VW ID.4 can sprint to 60 in 5.7 seconds if you spring for the all-wheel-drive model, and while that's a good clip for a mainstream gas-powered CUV, it's mediocre at best for a current-generation electric model.
And speaking of benchmarking, we're hoping GM stays far away from VW's interior UX. This prototype has what appears to be at least an early version of Chevy's intended production interior; why go to such lengths to cover it otherwise? What we've seen of GM's other electric options so far is comforting; even the Bolt's interior amenities are better executed than the ID.4's. We can see some basic elements of its infotainment system (look, a knob!) wrapping behind an all-digital cluster. It also bears resemblances to the upcoming Silverado EV's infotainment system.
Chevy says we'll see the production Blazer SS EV before the end of the year.
Chevrolet announced the Blazer EV in January, teased it in March, and today provided our first full look at the upcoming crossover. We won’t have to wait long for the model’s full rundown and reveal. General Motors CEO Mary Barra took to Twitter to also announce that it would introduce the model on July 18.
We first heard of the Blazer EV at CES in January, when the brand announced the Silverado EV and the Equinox EV. The new Blazer EV will ride on GM’s Ultium EV architecture that will underpin several vehicles from Chevy and its sibling brands. The architecture puts the batteries in the floor, giving GM a scalable skateboard platform to use throughout its lineup.
While Chevrolet hasn’t detailed the powertrain specs, we expect the Blazer EV to offer between 250 and 300 miles (402 and 482 kilometers) of range. That’d put it in direct competition with the Ford Mustang Mach-E, which offers up to 314 miles (505 km) of range.
However, Chevy hasn’t been coy about this EV wearing the coveted, high-performance SS badge. We don’t know what that means for the new Blazer. Power often comes at the expense of range in electric vehicles, but if might need to do that if it’s competing with the likes of the Mustang Mach-E, with the GT trim delivering 480 horsepower (357 kilowatts) and sub-4.0-second sprints to 60 miles per hour (96 kilometers per hour).
The new image shows off an attractive crossover that wears a distinct design that separates it from the gas-powered Blazer. The proportions look a tad wonky, but we’d pin that on the angle of the photo. The black greenhouse and black accents around the bottom pinch a deep dark red exterior color that covers the curvy sheetmetal.There’s a large divot in the door where it meets the front fender, and that’s where the charging port lives. Chevy teased it back in March, showing the charge door closing automatically after removing the charging cable. The video also revealed SS badging on the wheels.
Thankfully, we have just over a month before Chevy reveals the new Blazer SS EV crossover. It will go on sale next spring, but it’s unclear if it’ll have a staggered rollout for the trims. We hope to get all those details when it officially debuts on July 18.
The 2024 Chevrolet Blazer EV finally arrives months after its announcement at the 2022 Consumer Electronics Show. Chevy promises front-, rear- and all-wheel-drive variants are on the way, and the company is even making a version specifically for the police. The range can be as high as 320 miles (515 kilometers).
Chevy isn't yet detailing the specs for all of the trim levels. The range-topping Blazer EV SS boasts 557 horsepower (415 kilowatts) and 648 pound-feet (879 Newton-meters) of torque. The vehicle boasts what the company calls the Wide Open Watts (WOW) mode that allows the sporty EV to reach 60 miles per hour (96 kilometers per hour) in less than four seconds. The charging system supports up to 11.5 kilowatts when plugging into a level 2 AC outlet or 190 kW at a DC fast charger.
The Blazer EV will be available in 1LT, 2LT, RS, and SS trim levels. The LT grades have a monochromatic exterior appearance and come standard with 19-inch wheels. The RS has a black grille and trim, in addition to riding on 21-inch wheels. The SS comes with a black roof and 22-inch wheels.
The RS and SS also come with LED lights with a special flourish from them and the illuminated Chevy emblem when the driver approaches or walks away. When plugged in, the lamps turn on sequentially to show the vehicle's state of charge.
Inside, the Blazer EV comes with a large infotainment screen that measures 17.7 inches diagonally on the center of the dashboard. There's also an 11-inch display for the digital instrument cluster. GM's Super Cruise advanced driving assistance system is an option.
There is no start button in the cabin. Instead, the vehicle senses the key, and the driver simply needs to press the brake pedal to make the Blazer EV ready to go.
The RS and SS grades come with even more features in their cabins. The RS has blue and red contrasting stitching, and the SS is available in a mix of Adrenaline Red and Argon Orange trim. These models also get a flat-bottom steering wheel and HVAC vents that look like turbines. They come with heated and ventilated front seats.
The Blazer EV comes standard with the Chevy Safety Assist suite of tech. It includes automatic emergency braking, forward collision alert, front pedestrian braking, following distance indicator, lane-keep assist with lane departure warning, and smart headlights. Reverse automatic braking and park assist are also available.
In summer 2023, the Blazer EV 2LT and RS go on sale with estimated prices of $47,595 and $51,995, respectively. The SS arrives later that year for $65,995. The 1LT joins the range in the first quarter of 2024 for a projected $44,995.
The Police Pursuit Vehicle model will also arrive in Q1 2024. It will use the SS grade as a starting point and will come with the largest Ultium battery in the lineup. Law enforcement will be able to select rear- or all-wheel-drive layouts. They'll have a specially outfitted cabin for this job.
There’s an encouraging update for Chevrolet Blazer EV reservation holders. The first customer car rolled off General Motors’ Ramos Arizpe assembly plant in Mexico yesterday – another positive step forward in the company's broader electrification efforts.
The update was posted on the plant’s unofficial Facebook page, with pictures of a spanking new 2024 Chevrolet Blazer EV draped in vibrant Riptide Blue Metallic paint. A Sterling Gray Metallic version was also seen at the site.
GM will offer two variants starting summer 2023, the 2LT and RS. The latter was the first to roll out of the plant, with 21-inch wheels and a blacked-out grille. The entry-level 1LT and the range-topping SS will be available in winter 2024 and fall 2023, respectively. The brand will also offer a Police Pursuit Vehicle (PPV) version of the electric SUV.
Since the release didn't include any mention of the Blazer EV 1LT and noted that "the 2LT FWD will be the entry-level option of the Blazer EV," we reached out to General Motors for official confirmation that the 1LT was born dead. Sadly, that's exactly the case.
"The 2LT is now our entry level trim. We do have more affordable variants coming in 2024, including 2LT with FWD. Customers could qualify for the full $7,500 IRA tax credit with the Blazer EV," a General Motors spokesperson told InsideEVs.
We also asked for the reason the 1LT has been dropped from the lineup, but the automaker did not provide details.
This is a real bummer for buyers who had their eyes on the Blazer EV 1LT, which was supposed to start at $44,995. There's almost a $12,000 difference between that promised model and the $56,715 Blazer EV 2LT AWD, which is the most affordable trim launching this year with a 279-mile range.
The Blazer EV 2LT FWD will be cheaper than its AWD counterpart when it launches next year, but GM did not say by how much. It will clearly be more expensive than the stillborn 1LT, though.
As a reminder, the Blazer EV 1LT was supposed to launch in the first quarter of 2024 as an FWD-only trim with a manufacturer-estimated driving range of 247 miles.
The Blazer EV 2LT FWD will take its place as the entry-level model in the lineup, but GM hasn't announced pricing for this trim yet. The automaker will reveal the price and EPA-rated range rating for the new entry-level Blazer EV trim closer to its launch next year.
The Chevrolet Blazer EV is a mid-size crossover that competes with the likes of Tesla Model Y and Ford Mustang Mach-E, both of which are significantly more affordable at the moment. The Model Y currently starts at $49,130, while the Mustang Mach-E is priced from $44,795 – both including destination charges. Both rivals are eligible for federal tax credits.
DEL MAR, Calif. — A man named Everett Rogers came up with something called the Diffusion of Innovations theory in 1962. Don’t worry, I’ll keep this short. It outlined five stages that innovative new products typically move through, and when it comes to electric vehicles, we’re still in the second stage: Early Adopters. Generally speaking, electric cars for them have needed to stand out in terms of design and branding. Different is a must, weird is OK. For EV adoption to move into the next, “Early Majority” stage, risks have to be minimized, familiarity is important and practicality made paramount.
The 2025 Chevrolet Blazer EV is basically intended to spark that Early Majority. It’s boldly styled, sure, but not in a way that’s foreign or overly futuristic. It mostly looks like the next generation of the existing, gas-powered Chevy Blazer (and clearly related to the similarly gas-only Chevy Trax). The interior may be rocking a gigantic screen, but there are still buttons and a tall center console with bins aplenty. The core of the lineup comes standard with front-wheel drive and offers all-wheel drive as an option for poor-weather traction – just like the existing Blazer and most other crossovers. Heck, even using the name Blazer speaks to the goal of familiarity.
Importantly, it’s not dull. It looks great inside and out, and while it may not be as sporty to drive as some might infer by those looks, its suspension, steering and throttle response are tuned consistently with Chevrolet’s dynamic renaissance that’s attempted to make its core products consistent in character with its halo ones, the Corvette and Camaro. It’s no different than Mazda SUVs feeling related to the Miata or four-door Porsches to the 911. To “drive like a Chevrolet” means something now, and it’s very much a positive. That the Blazer EV achieves that dynamic cohesion despite its electric platform is commendable.
The hurdles regarding charging and cost are still there – home charging will remain impossible for some, public fast charging will remain a crap shoot for all, and the Blazer EV costs considerably more than the surviving (for now) gas-powered Blazer. Groups four and five in the innovation adoption theory, “Late Majority” and “Laggards,” still aren’t signing up. Yet, it’s much easier to see the Blazer EV piquing the interest of those who have thus far found EVs too alien.
To dive deeper into the Blazer EV story, it’s important to start with its Ultium EV platform. Blazer is the first mainstream Ultium product, following the Hummer EV and Cadillac Lyriq, with the Chevy Equinox EV to follow in the short term (along with the Honda Prologue and Acura ZDX, long story). Think of Ultium as the Lego-ification of car building. Battery modules that are roughly the size of a fat briefcase can be added or subtracted based on range, performance and packaging requirements. Motor units of differing output and type can also be mixed and matched to satisfy differing goals. That attribute is fully on display in the Blazer EV – uniquely, it can be front-, rear- or all-wheel drive.
The LT trim levels come standard with an approximately 241-horsepower permanent magnet motor that powers the front axle (official horsepower and torque figures are yet to be announced). Optional on the LT and standard on the RS is a small, 90-horsepower induction motor added to the rear axle (you can read about the differences in motor types here) for a combined 288 horsepower and 333 pound-feet of torque, but the resulting all-wheel drive system is much different than the usual “dual-motor” all-wheel-drive EVs that have motors of the same type, a more similar output on each axle and therefore a considerable performance bump. GM engineer Patrick Lencioni explained that the Blazer’s rear motor really only responds to front-wheel slippage or to aid traction when accelerating – in this way, it’s more like an all-wheel-drive Toyota hybrid. This functionality is also comparable to most conventional, mechanical all-wheel-drive systems.
This is a smart, consumer-friendly approach for the mainstream market. Most of the Blazer EV’s competitors are rear-wheel-drive as standard, which is not ideal for those living in colder climates. For many customers, that means selecting all-wheel drive, but unlike the $1,500 or $2,000 AWD upcharge for gas-powered cars, you’re looking at two or three times that since the added traction also comes with that considerable performance bump. With the Blazer, customers are fine to stick with front-wheel drive for winter driving or should at least face a much smaller AWD upcharge (exact pricing has not been confirmed).
Most of our seat time happened in an all-wheel-drive RS. Its 288 horsepower and 333 pound-feet of torque does indeed fall short of other dual-motor EVs, and not surprisingly, its acceleration falls short as well. It doesn’t provide that “EV smack,” partly because it doesn’t have the guts to do so, but also because GM smartly tuned the throttle to ease into the available torque in a more civilized, natural manner. This also prevents torque steer. All that said, the Blazer EV e-AWD offers far more compelling performance, not to mention being quieter and smoother, than the current Blazer’s turbo-four and V6 engine options.
Here is where things get weird, though. The RS is available with rear-wheel drive courtesy of a totally different 250-kW motor that produces 340 hp and 325 lb-ft of torque. It also gets more of those battery modules, for a total capacity of 102 kWh versus 85, to achieve the best-possible range of 324 miles. The e-AWD versions will go a maximum of 279 miles. Although there is certainly a performance advantage with the rear-drive Blazer, it doesn’t radically transform the driving experience. Get visions of doughnuts in the parking lot out of your head. Instead, chief engineer Marisa Cullen says that the purpose of the rear-drive RS was to clear the 300-mile threshold that market research shows is a mental hurdle for those reluctant to make the jump to EVs. It’s also a nice bonus choice for those in warm weather climates.
Unfortunately, Chevrolet has only announced prices for the rear-wheel-drive RS ($58,595, including destination) and the all-wheel-drive 2 LT ($53,195), so the full value proposition of this trim level and powertrain lineup is still TBD. The Blazer EV’s marketing director, Brad Franz, did say “we’re well positioned for the 2024 (federal EV) tax credit,” referring to the fact that even some American-made EVs will no longer qualify due to materials sourcing requirements.
Now, for those who do want a substantial performance increase, the range-topping Blazer EV SS arriving later next year is a proper dual-motor EV, with one of those 250-kW motors on each axle. That’ll be good for 557 hp and 648 lb-ft of torque. We didn’t get a chance to drive the SS, nor did we sample the front-drive LT on the other end of the spectrum.
Recharging capability depends on battery. The 85-kWh pack is capable of a max DC fast charging speed of 150 kW (recoups 69 miles in 10 minutes), while the 102-kWh pack can max out at 190 kW (78 miles in 10 minutes). These are sufficient speeds, but Hyundai/Kia blitzes them by a considerable margin. Both Blazer batteries are capable of pulling 11 kW from AC home charging – you’d need a home charger to achieve that, but it’s pretty much the industry norm at the moment. You will also be able to send power back to your house, thereby making the Blazer EV a battery backup, but it requires additional GM Energy products.
The interior is free from gimmicks or weirdness to impress the friends of early adopters. Pennies haven’t been pinched by removing buttons or adopting a stripped-down, minimalist look. On the contrary, the Blazer EV probably has the nicest interior Chevrolet has ever created. Although getting an RS and its stunning red simulated leather is certainly its best foot forward, the overall materials and build quality are excellent, the switchgear is top-notch (including new pieces to the GM parts bin), and the big, vibrant screens are beautifully integrated rather than bolted-on tablets. I couldn’t help but think that the Mustang Mach-E is not going to fare well when cross-shopped.
Importantly, everything works. The Android-based infotainment system is incredibly easy to figure out and to use, with permanently docked menu shortcuts atop the 17.7-inch touchscreen that are within a short reach from the steering wheel. Navigation is provided by Google Maps with increased capability beyond the usual Apple CarPlay/Android Auto app, including the ability for its map to be one of several layout options in the configurable 11-inch instrument panel. The full Google-Built-In suite is on board, too, including integrated Spotify, Audible and Waze apps plus a variety of others in the Google Play store. While this mostly renders Android Auto a moot point, Apple CarPlay could still be of use to many, and neither smartphone integration features are present. The Blazer EV is the first GM new vehicle to walk away from these now-expected features, and it’s hard to see why it’s a plus. But GM has a new explanation.
A bevy of driver assistance safety features are at least present, with adaptive cruise control available within a larger package and Super Cruise available as a stand-alone option.
Although many EVs have open spaces between the front footwells or novel center console functionality, the Blazer is purposely old school. Why? People have gotten used to and actually like a regular flip-up armrest with a bin underneath, some generously sized cupholders and an overall height that’s on the high side. There’s also a wireless phone charger, a second shallow phone tray and a deep bin forward of the cupholders. The electronic shifter, which is a column-mounted stalk, will be foreign to current GM owners and many others, but it’s straightforward, and basically what Mercedes has been using for years. Tesla did, too, before opting for a touchscreen-based shifter.
In terms of space, the Blazer EV’s vast wheelbase affords it an immense amount of back seat legroom. The available panoramic sunroof, on the other hand, robs it of considerable headroom. I wouldn’t check that box. Chevrolet did not provide a cargo capacity figure, but to my trained eye, I doubt it’s more than 30 cubic feet of space. The area is long and wide, but the height is minimal, and unlike the Equinox EV, there isn’t a dual-level floor to increase capacity. There is a deep well underneath the floor, but it’s best suited to grocery bags.
Another potential shortfall is the ride quality of the RS trim level and its 21-inch wheels. It’s on the firm side, and it results in a fair bit of head bobbing on certain types of pavement. Big bumps are dispatched well, but there wasn’t an LT available to drive to see how much a difference its 19-inch wheels make besides looking worse.
Indeed, the RS looks fantastic, especially in our test car’s metallic candy apple red. The Blazer EV may be pretty normal for an EV, but for a midsize SUV, it’ll stand out in the best possible way. If the Bolt had looked this good, we might’ve been further along that EV adoption curve by now.
Automotive News reports that the stop-sale order was issued late Friday and affects "a limited number" of Blazer EVs. GM did not say how many are impacted; about 1,000 are currently for sale nationwide, according to Cars.com.
Chevrolet engineers are working on solving issues related to the vehicle's touchscreen, "and, rarely, during charging attempts at some public DC fast chargers," according to Automotive News. Kevin encountered both issues during his attempted Ohio to North Carolina drive this week, which ended with the car stuck at an Electrify America station in rural Virginia. "We are aware that a limited number of Blazer EV owners have experienced some software quality issues," the automaker said in a statement to InsideEVs. "To ensure our customers have a great experience with their vehicle, we are temporarily pausing sales of Blazer EVs. Our team is working quickly to roll out a fix, and owners will be contacted with further information on how to schedule their update. We apologize for the inconvenience."
Scott Bell, vice president of Chevrolet, added: “Customer satisfaction is our priority and as such, we will take a brief pause on new deliveries.” The automaker said the issue is not safety-related.
The stop-sale order also comes after car-buying website Edmunds issued a scathing report about the Blazer EV the staff purchased for evaluation two months ago. The publication reported window switches that refused to work, the infotainment display getting stuck in a shutdown loop, a number of error messages and the failure of various driving functions. "What we got back from the dealer was alarming: the single longest list of major faults we at Edmunds have ever seen on a new car," the publication said.
Moreover, Blazer EV owners who contacted InsideEVs following our report indicated similar problems, as well as other issues with GM's Ultium-branded cars. That name refers to the automaker's new common platform and battery setup due to underpin all its future EVs. Though the Ultium platform is considered crucial to GM's future and its goal of going all-electric by 2035, the cars themselves have been subject to numerous delays throughout the year, generally slow rollouts and issues with early examples. (GM did add today that the Blazer EV stop-sale is "not related to Ultium or Google Built-In.")
11-01-2020, 12:10 AM
