That nervous feeling crept in as the predicted arrival state of charge for our Chevy Blazer Ev ticked down to 11%. It was time to turn back. Our goal was Rainbow Viewpoint, Bryce Canyon National Park’s highest overlook. But with 80 miles of freezing country roads separating us from the hotel, the question hung in the air: would Gorbo, our Blazer EV, make it?
We made the turn.
Pulling into the hotel parking lot a couple of hours later, the battery displayed 18% remaining. We could have reached the viewpoint, but the Blazer’s overly cautious range estimation gave us pause. Halfway through my 1,200-mile EV road trip, I found myself both appreciative of its conservative nature and frustrated that it had made us miss a stunning vista. Trust and annoyance – that pretty much sums up my first six months of Chevy Blazer EV ownership.
Bryce Canyon holds a special place for me, so missing out on exploring more of it stung. At least we managed to hike within the canyon itself.
What’s Great About the Blazer EV
Day-to-day driving in the Blazer EV is a joy. My model is a 2024 LT AWD, a launch edition variant comparable to today’s 2LT trim. It’s a remarkably quiet and refined vehicle with impressive software integration.
Space is another standout feature. Our 1,200-mile road trip from San Diego to Utah saw the Blazer EV packed to the brim with camping equipment, coolers, tables, chairs, extra clothing, and more. We even slept comfortably in the back, the area behind the seats proving spacious enough for two adults under 5’7”.
2024 Chevy Blazer EV LT in Radiant Red
Image caption: The 2024 Chevy Blazer EV LT, showcased in a vibrant Radiant Red, combines style and functionality in an all-electric SUV.
The integrated software is another win. Google Maps’ seamless integration eliminates any longing for Apple CarPlay. The freedom from phone dependence is a significant plus. I can run errands without my phone and still access Spotify or navigation effortlessly.
Ground clearance is another unexpected advantage. With 7.9 inches of clearance, the Blazer EV sits higher than most mainstream electric SUVs. While the Kia EV9 comes close, competitors like the Hyundai Ioniq 5 or Kia EV6 offer a more car-like 6.1 inches. Even Jeep’s initial electric SUV offering falls short with 6.4 inches. This, coupled with the generous cargo space and roomy back seats, makes the Blazer EV the top electric choice for those needing to transport four adults and camping gear off the beaten path.
{width=213 height=120}Image caption: Spacious cargo area of the Chevy Blazer EV, easily accommodating camping gear while maintaining rear visibility, making it ideal for road trips.
For superior off-road capability, you’d need to step up to a Rivian, an electric G-Wagen, or an electric pickup – all significantly pricier options.
{width=213 height=120}Image caption: The Chevy Blazer EV demonstrates its off-road capability with ample ground clearance on a fire road, though not designed for extreme adventures.
The Blazer EV’s ground clearance and short overhangs make it competent on mild trails. However, its long wheelbase, eco-focused tires, and lack of a spare tire limit its adventurous spirit.
What’s Just Fine About the Blazer EV
The EPA-estimated range for my Blazer EV LT AWD is 279 miles. While acceptable for its class, it presents some challenges on longer journeys.
In practice, you rarely deplete the battery to zero or consistently charge to 100%. The Blazer’s route planning software tends to be conservative, aiming for arrival at charging stops with at least 10% charge remaining. This often meant arriving with closer to 20%. Considering the already moderate charging speeds, which significantly decrease above 80%, I effectively utilized only 60% of the battery capacity. This translated to roughly 160-180 miles between charging stops, each requiring around 35 minutes.
Therefore, the range is adequate. It mirrors the range of AWD Kia EV6 or Hyundai Ioniq 5 models, and a rear-wheel-drive version with extended range is available. However, this trip highlighted the desirability of a 350-mile EPA range for frequent road trippers. It’s worth noting that most people travel less than they imagine, and the more frequent stops actually left me feeling more refreshed upon reaching Utah than on past non-stop eight-hour drives.
{width=213 height=120}Image caption: Waiting in line at a crowded charging station, emphasizing the need for expanded EV charging infrastructure beyond Tesla Superchargers.
Driving dynamics fall into the “just okay” category. The Blazer EV is a substantial, heavy crossover, lacking true driving excitement. Its 288-horsepower powertrain, delivering 333 lb-ft of instant torque, provides ample power for daily driving. However, aggressive throttle input reveals its 5,300-lb weight, quickly diminishing any initial thrill. Handling is commendable for its weight, outperforming vehicles like the Toyota RAV4 or Ford Escape, but it’s not designed for spirited driving. It’s simply adequate.
The sound system and seats are also merely satisfactory. The Blazer EV offers a quiet and comfortable highway ride, but the mediocre speakers and seats leave me slightly envious of Cadillac Lyriq owners. A speaker upgrade might be on the horizon. The seats were sufficient for the 1,200-mile trip, but I prefer a more luxurious setup.
What Stinks About the Blazer EV
The MyChevrolet smartphone app is a primary source of frustration. Checking the state of charge often takes close to a minute, and remote start commands frequently fail. A helpful forum user suggested sending a lock command first to “wake up” the vehicle, which has improved success rates. A resourceful Redditor discovered that the MyBuick app, seemingly more reliable, also works with Chevrolets, possibly due to lower user volume. Despite these workarounds, the app experience remains slow, clunky, and lags significantly behind Tesla’s app.
Using the app to access Tesla Superchargers is also problematic. Despite GM’s official support, the native Tesla app offers far superior consistency and user-friendliness. Automatic payment and charge initiation at Tesla Superchargers, features available in Rivian and Ford EVs, are notably absent in GM vehicles, adding an unnecessary layer of complexity.
Beyond the app, using Tesla Superchargers as a non-Tesla EV owner carries a social cost: feeling out of place.
{width=213 height=120}Image caption: The Chevy Blazer EV awkwardly parked across multiple Tesla Supercharger stalls, highlighting the charging cable reach issue for non-Tesla vehicles.
In most instances, I had to park across two stalls, and once even on gravel. Positioning the car close enough for the short Supercharger cable required multiple adjustments, getting in and out of the vehicle. It’s an undeniably poor user experience, though not directly GM’s fault. It’s an unfortunate reality that the leading charging network was designed around a specific vehicle type with limited flexibility.
On the return journey, a V4 Supercharger station with 100 stalls and longer cables reaching either side of the car offered a glimpse of a more user-friendly future, contrasting sharply with the current fragmented and frustrating charging landscape. Charging times also lean towards the longer side. On an ideal day, a 350-kW charger can replenish the battery from 10% to 80% in 40 minutes.
{width=213 height=120}Image caption: A modern Tesla V4 Supercharger station, showcasing improved accessibility and ease of use for all EVs, representing a positive shift in charging infrastructure.
This extended charging time becomes particularly bothersome in cold weather. Our Bryce Canyon experience underscored the limitations of winter range. A 160-mile round trip from Springdale, Utah, to Bryce Canyon, with an additional 20-30 miles within the park, seemed well within the Blazer EV’s 279-mile EPA range, especially starting at 100% charge. However, temperatures dropping to 8 degrees and the 4,000-foot elevation gain significantly impacted efficiency. For cold-weather rural road trips, more range is essential.
Finally, GM’s quality control is underwhelming. A faint rattle persists in the headliner despite its replacement. The panoramic moonroof often requires multiple attempts (sometimes up to 11) to close, with its pinch sensor seemingly malfunctioning just before sealing. Another dealer visit will be necessary to address these issues.
{width=213 height=120}Image caption: Using an adapter to connect the Chevy Blazer EV to a Tesla Supercharger, illustrating the current workaround for accessing Tesla’s charging network.
This marks the third dealer service appointment for various issues since taking ownership.
My Take So Far on the Chevy Blazer EV
Despite its shortcomings, I remain largely satisfied with the Blazer EV, primarily due to its affordability. My two-year lease cost of $8,000 feels reasonable for the experience.
It’s not a seamless EV ownership experience. Road trips require more planning and are less elegant compared to a Tesla. Adapters, third-party route planners, and potential quality issues are part of the equation.
However, I went in with open eyes. What I’ve gained is a comfortable, reasonably stylish, and highly practical SUV at a compelling price point. There’s a learning curve involved in adapting to EV ownership, which is part of the appeal for me. I’m exploring how an EV fits into my lifestyle. It’s not a perfect, direct replacement for a gasoline car, but a different paradigm altogether.
It also highlights areas where GM needs to improve as they push forward with their EV transition: software, charging access, and overall quality control.
But the Blazer EV offers significant advantages. It’s cheaper to operate, quieter, smoother, and more refined. The integrated technology feels modern and intuitive. This experience makes me optimistic about the future of EVs. This is arguably the most challenging phase of EV ownership, and it’s still quite good. It simply requires a bit of curiosity, adaptability, and improvisation.
It’s an adventure, and I’m enjoying the journey.
