2019 Chevrolet Blazer Review: What Does and Doesn't Impress About the Camaro of SUVs
Get pros and cons on the Blazer, a 2020 SUV of the Year contender
Pros:
Cons:
It was pretty hard to ignore the many updates to past SUV of the Year winners this time around. There were six total in the field: the Mercedes-Benz GLS-Class (GL, 2013 winner), Range Rover Evoque (2012), Porsche Cayenne (2011), Subaru Outback (2010), Mercedes-Benz GLE-Class (from the ML, 1998 Truck of the Year winner), and Chevrolet Blazer (1995 Truck of the Year). Of those, it's the modern incarnation of the Blazer that has the least in common with its predecessor.
Read about other SUV of the Year contenders—including models fromFord,Cadillac, andBMW—HERE.The 2020 SUV of the Year is...
It doesn't take a trained eye to spot the differences between the new Blazer and the old; the '95 winner was little more than a Chevy S-10 pickup with a rear hatch—utilitarian and rugged. The new Blazer, at least in sporty RS trim, is among Chevy's most successful designs of late, equally at home on beaches of California and on the plains of Nebraska. It seamlessly blends Camaro styling cues into the crossover format, providing a sporty-looking alternative to the traditional cookie-cutter SUV box or lozenge.
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Although it's a design-driven exercise, the Blazer doesn't give up much in utility, either. Once past the well-received Camaro styling cues inside—like the clever rotating HVAC vents and downward-canted infotainment system—the Blazer's cabin is comfortable and flexible. In back, passengers get a flat floor and reclining rear seats, and when more cargo space is needed, the seats fold flat with the pull of a handle in the cargo area. "Interior packaging is impressive for such a small-looking vehicle," executive editor Mark Rechtin said. "Did Chevy steal someone from Honda?"
Chevy offers two powertrains on the Blazer: a front-drive-only 2.5-liter I-4 good for 193 hp and a 3.6-liter V-6 making 308 hp and available with front- or all-wheel drive. Both engines are paired with a nine-speed auto. Chevy was only brave enough to send us a Blazer RS—complete with the V-6 and a more advanced all-wheel-drive system—for our testing. Of our staff, only senior production editor Zach Gale had driven a lesser Blazer, and he was not impressed by the non-RS models, which lose many of the (few) interior accoutrements: "Be careful which model you pick; the Blazer's magic doesn't extend evenly across the entire line."
That said, the RS model does at least deliver on the sporty performance its sheetmetal promises. Acceleration is quick for the segment, though some judges wanted more from the engine and transmission. "I know this isn't technically a Camaro, but there aren't even paddle shifters or a manual shift mode,"MotorTrend en Españolmanaging editor Miguel Cortina said. "That seems like a huge oversight."
ChevroletBlazer vs.Honda Passport:Read the MotorTrend comparison to find out which SUV will come out on top.
Steering is heavy yet direct for a front-drive-based crossover. The Blazer's chassis and suspension tuning, however, was most impressive; the Blazer manages the difficult task of balancing steering feel with compliant, livable ride quality.
Misses? There are a few. We're continually disappointed by GM's insistence on making its all-wheel-drive systems driver-selectable, which is a slimy way to goose its segment-worst 18/25/21 mpg city/highway/combined EPA rating. Worse, it's a quick way for customers to find themselves stuck in the snow when the Blazer's computers don't warn you to manually shift into all-wheel drive fast enough. It also leads to decidedly un-sporty torque steer if you're too eager with the throttle.
Our tester's $50,765 as-tested price also gave us pause because although the Blazer makes a good first impression both inside and out, interior quality is lacking. Fit and finish was generally OK, but the cheap switchgear from GM's junk drawer—including the plastic drive mode knob that literally flexes when you twist it—detract from an otherwise nice cabin.
Still, if you want to be the "cool dad"—features editor Scott Evans' words—this might be the SUV for you.
I generally like writing—especially when it’s about cars—but I hate writing about myself. So instead of blathering on about where I was born (New York City, in case you were wondering) or what type of cars I like (all of ’em, as long as it has a certain sense of soul or purpose), I’ll answer the one question I probably get most, right after what’s your favorite car (see above): How’d you get that job? Luck. Well, mostly. Hard work, too. Lots of it. I sort of fell into my major of journalism/mass communication at St. Bonaventure University and generally liked it a lot. In order to complete my degree senior year, we had to spend our last two semesters on some sort of project. Seeing as I loved cars and already spent a good portion of my time reading about cars on sites such as Motor Trend, I opted to create a car blog. I started a Tumblr, came up with a car-related name (The Stig’s American Cousin), signed up for media access on a bunch of manufacturer’s websites, and started writing. I did everything from cover new trim levels to reviewing my friends’ cars. I even wrote a really bad April Fool’s Day post about the next Subaru Impreza WRX being Toyota-Corolla-based. It was fun, and because it was fun, it never felt like work. Sometime after my blog had gotten off the ground, I noticed that Motor Trend was hiring for what’s now our Daily News Team. I sent in my résumé and a link to my blog. I got the job, and two weeks after graduation I made the move from New York to California. I’ve been happily plugging away at a keyboard—and driving some seriously awesome hardware—ever since.
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