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Chevrolet hopes the Blazer EV can achieve targets of a 320-mile range and a 0-60 time under four seconds.
Chevrolet unveiled the new Blazer EV last night at a swanky soiree outside the Pacific Design Center in Los Angeles. Previous teasers and promos all but revealed the fully electric SUV's exterior design details but the event allowed select media, including myself, a chance to get up close and personal with the new model, while also confirming a range of specs and performance targets.
Most OEMs these days seem intent on taking two paths: either committing to electric crossovers or doubling down on off-road variants of their successful SUVs. Instead, Chevrolet plans to build the existing internal-combustion Blazer alongside the new EV, while keeping their four-wheeling focus on the Colorado and Silverado ZR2 pickups. And with a range estimate of up to 320 miles as well as a sticker around $45,000 (to start), the electric Blazer's combination of performance and style for the price point looks likely to help entice more buyers into the expanding EV market.
Unlike Ford's awful cash-grab using the Mustang nameplate on the Mach-E, Chevrolet's decision to build an ICE and electric Blazer concurrently still somewhat manages to live up to the iconic name (the Mach-E is a great EV, just call it something else!). Despite turning towards a more premium, sleek look than the rugged K5 generation that competed with the classic Bronco, a revived Blazer at the very least avoids slipping headlong into the crossover category. And keep in mind, this new EV arrives from the company that built the EV1, Bolt, and Volt—so hopefully, GM's long experience experimenting with electrification can create engaging enough driving dynamics to attract a new demographic. That is, if the range and price point don't do enough on their own.
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The Blazer EV's design definitely refers to the gas version, albeit with a more aggressive aesthetic that Chevrolet Creative Designer Justin Salmon claimed drew inspiration from the C8 Corvette. The excessive exterior fascias and intakes might seem odd for an electric car, but keep in mind that batteries do require cooling. On the SS trim Blazer that rolled out first, a set of massive 22-inch wheels stood out to me immediately, as did the side skirts and slantback-style roofline. Once the presentations ended, I walked up a bit closer and noticed piano-black plastic around the wheel wells that step inward from the body, as opposed to the massive plasticene fender flares that so many companies bolt on in the hopes of adding that extra flavor (the Bronco Raptor and new WRX come to mind).
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Climbing into the electric Blazer's cockpit, I performed my usual test by first adjusting the driver's seat to my optimal position, then jumping into the backseat to try out the head and legroom. As with most electrics, the Blazer EV's skateboard battery layout allows for copious space—despite that slantback roofline, I felt quite roomy in the back at 6'1" tall with long legs and a short torso. Opening up the trunk also revealed plenty of storage space (though, unlike many other EV options, I must sadly inform you that this Blazer does not come with a frunk).
The interior blends modern technology with surprising retro touches, especially the turbine-style climate vents that bring art deco and brushed aluminum into the mix. A flat-bottom steering wheel in the SS trim further enhances the perception that Chevrolet hopes the Blazer EV to embody: namely, that capability and performance go hand-in-hand with electrification.
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The SS sits at the top end of the Blazer EV's gradewalk and starts at just shy of $66,000 (for now). Equipped with dual-motor all-wheel drive, this most powerful variant should easily crack into the four-second range for a sprint to 60 miles per hour, though the enhanced performance mode that Chevy calls "Wide Open Watts" results in a reduced range of "only" 290 miles. The next lower RS spec, meanwhile, earns the 320-mile estimate and also offers the unique choice between all-wheel drive and both single-motor rear-wheel drive or front-wheel drive. Meanwhile, a base 1LT Blazer EV at the lowest $44,995 price point comes in only front-wheel drive with a 247-mile range target.
Of course, the SS also comes fully loaded with tech like Chevy's incredible Super Cruise semi-autonomous driving program, plus a presence-sensing tailgate and all the apps to find all the fast chargers you might need (where the Blazer should manage to add a claimed 78 miles of range in only 10 minutes). Throw on Brembo brakes up front (yes, in addition to regen) and even front and rear skid plates, as well as a nifty LED lightbar up front that reveals the state of battery charge via illumination patterns.
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Last year, Ford tried above all else to prove the F-150 Lightning's rugged longevity as a work truck with easily removable or replaceable batteries and home power backup capabilities. Even though the Blazer EV might not target the same buyer, Chevrolet clearly went all out in the hopes that any remaining EV doubters might leave their gas-guzzling family haulers behind. Presumably, the EV's independent front and rear suspension, low center of gravity, and instantaneously available torque will leave no doubt as to which Blazer actually drives better. Solid range and competitive pricing in a package designed to turn heads probably won't hurt, either.
The only shame about the Blazer EV is that General Motors and Chevrolet no longer qualify for federal rebates, having sold too many Bolts over the years—and the Bolt's recent price cuts sure make the Blazer seem a bit expensive, even as it slots in next to Tesla, Polestar, and the Mach-E quite well. Chevy will happily accept pre-orders for the Blazer EV now, though potential buyers might need to be forgiven for wondering whether the rapidly expanding EV market might outpace this solid new entrant before sales and deliveries begin next summer.
Sources: chevrolet.com, pacificdesigncenter.com, brembo.com, tesla.com, and polestar.com.
Michael Van Runkle grew up surrounded by Los Angeles car culture, going to small enthusiast meets and enormous industry shows. He learned to drive stick shift in a 1948 Chevy pickup with no first gear and currently dailies his 1998 Mitsubishi Montero while daydreaming about one day finishing up that Porsche 914 project. He's written in various media since graduating from UC Berkeley in 2010 and started at HotCars in February 2018.