Chevrolet started its first generation of electric vehicles with the Bolt and Bolt EUV. While costing nearly as much as a new Toyota Corolla or Honda Civic, these models didn't offer all-wheel drive or a spacious interior. The new Chevrolet Blazer EV improves on both aspects: it is bigger and more powerful. Let's jump into it: the Chevrolet Blazer EV RS we tested had an MSRP of $67,295 and was manufactured at the Ramos Arizpe, MEX plant.

The Blazer nameplate has a long heritage dating back to the 1969 K5 Blazer. The American automaker discontinued the model nearly 25 years ago before bringing it back in 2019 (you can find our review here). The Blazer EV is not related to the gas-powered Blazer. It is built on a new electric platform called Ultium, also used for other General Motors products like the Cadillac Lyriq, GMC Hummer EV, and the upcoming Chevrolet Equinox EV.

The Chevrolet Blazer EV features new LED headlights, with a long light strip across the hood, including Chevrolet's bowtie. The lights animate when you come close to the vehicle, and they also serve as an indicator of the charge. Also, the front grille is closed off, thus reducing drag. Both Blazers are similar on the sides, except for the massive driver's side charging door on the EV; this is the first time we've seen one this large. We like that Chevrolet gave it traditional door handles rather than the funky or hidden ones found on other electric vehicles. The 21-inch aluminum wheels add character, especially on the RS trim in this Radiant Red colour. In the back, the design is toned down compared to the front; you will find LED tail lights that indicate the battery's state of charge in real-time.  Overall, this is a good, modern-looking vehicle, ready to elevate Chevrolet to the next level as a leader in electrification. 

Getting inside the Chevrolet Blazer EV, you realize the vehicle turns on immediately! There's no Start/stop button; if you sit in the driver's seat and the key is in your pocket, you can be on your way. Otherwise, the interior is typical of the rest of Chevy's lineup, one of its main selling points. You can quickly transfer from another GM product since it has similar window switches and steering wheel. You can still find two stocks from the steering wheel: the right puts the vehicle in Drive or Reverse, while the left controls some lighting elements and windshield wipers. The wheel has many features, with cruise controls on the left, an instrument cluster, and a heated steering wheel control on the right. The controls for volume and skip tracks are on the back; Chevrolet added the Regen on Demand too close to the skip track, meaning you might push one instead of the other by accident. A quick word on practicality: the Blazer EV comfortably seats four tall adults compared to the gas-powered Blazer. The Blazer EV is closer in size to Chevy's three-row Traverse, especially in terms of wheelbase (3,094 mm vs 3,072 mm) and width (1,982 mm vs 1,996 mm), translating into ample luggage space in the back for a road trip with the family. The front bucket seats are comfortable, but the rear seats could be better due to the panel accommodating the ISOFIX ports for child seats; the rear anchors are also within reach in the back.

The Chevrolet Blazer EV is packed with technology, as expected from an electric vehicle. The 11-inch Driver Information Centre is a new gauge cluster, which is quite big and displays plenty of helpful information in front of the driver. It can be configured in multiple ways, including a full-screen map. The 17.7-inch infotainment display is also important, housing the lighting control and the button to turn off the car on the left side under the volume knob. Additionally, this display shows trip information, charging settings, and Google Maps, allowing you to find charging stations if needed on your next trip. This is a great way to discuss the biggest flaw in the vehicle: the absence of Apple Carplay and Android Auto. General Motors announced it two years ago, and it's finally here. We're not fans. It's so easy to get in the vehicle: the system connects wirelessly to your phone, and that's it. If you don't have a Google Account, you must create one and manually log into all your apps, like Google Maps, Waze, and Spotify. Once done, it's easier to use, but if your household has different drivers using the car, switching between them can be a hassle. To top it off, only some apps you might have on your phone are available on Chevrolet's App Store. It's disappointing that GM's new Super Cruise system is only available for the SS trim, especially considering it's offered across all trims for the smaller Equinox EV.

Performance-wise, we eagerly awaited to drive the Chevrolet Blazer EV. Our test model was the RS AWD, which includes an 85 kWh battery pack and a dual-motor setup which develops 288 hp and 333 lb-ft of torque combined. Interestingly, the RS rear-wheel drive (RWD) has a larger battery pack and is more potent than the version we tested. It has a 102 kWh battery and packs 340 hp and 325 lb-ft of torque. The upcoming SS model will be even more powerful, with a maximum output of 557 hp and 648 lb-ft of torque and a 0-96 kph (60 mph) time of under 4.0 seconds. The Blazer EV isn't fast by electric standards, but you get a good 6.5 sec acceleration to 100 kph. Most of the power is sent to the front wheels, but the vehicle manages it effortlessly. Braking is predictable and doesn't have the squishy feeling in the pedal, which we didn't like in the Chevy Bolt. Steering and handling are easy and light; in curves, you feel some oversteer, which can also be attributed to the sheer weight of the vehicle, weighing close to 3 tons. The Blazer EV's suspension is configured to deliver a smooth ride, effectively absorbing road bumps while keeping the cabin quiet.

Charging and range are also a strong suit; Chevrolet announces a 449 km (279 mi) range for the RS AWD trim. We got an even higher number during our testing at 18-28 degrees Celsius; we averaged about 470 km (292 mi). This new electric setup enables the full potential of the vehicle, with an electric consumption in the city of 5.3km/kWh (18.9kWh/100km) and an average during the week of 4.5km/kWh (22.2kWh/100km) of combined city and highway. These are excellent numbers for a midsize electric SUV. Charging isn't the fastest in the category: on a level two charger, the vehicle can accept up to 11.5kW. The Blazer EV will take roughly 14 hours on a public charger to charge 100% from an empty battery. The car is also capable of DC Fast charging speeds of up to 150kW; we charged from 30% to 60% on a 100kW charging station in 30 minutes, which allows the vehicle to go a further 274 km (171 mi). We observed 60kW of charging speed, which is relatively low for the newest generation of EVs like this one. 

In conclusion, the Chevrolet Blazer EV is great. It has a modern look, a spacious interior, and an efficient powertrain that optimizes its large battery pack. While we're not sold on dropping Apple CarPlay and Android Auto, its versatile and roomy interior makes up for it. We would have preferred to see the larger battery pack in an all-wheel drive option, and we hope to see this in the future. We can't wait to drive the more powerful Chevy Blazer EV SS, which should be available soon. In the ever-evolving world of electric vehicles, the Chevrolet Blazer EV is a strong contender and one of the best models in its segment. 

Chevrolet has lent us this vehicle for one week as a press vehicle. We have no affiliation with Chevrolet Canada. The above is a recollection of our personal opinion of the car referred above.