General Motors invited us to experience the brand-new Chevy Blazer EV in San Diego, a vehicle powered by Chevrolet’s innovative Ultium-based electric motor, currently available at dealerships nationwide – and test its revolutionary new user interface, derived from Google, which replaces Apple CarPlay for a more seamless driving experience.
The Chevrolet Blazer EV is a newly launched midsize electric SUV that revives the iconic Blazer brand name. Regardless of circumstances, General Motors asserts its commitment to discontinuing all internal combustion engine (ICE) variants, emphasizing that it won’t sacrifice the manufacturer relationships built over the past century.
The electric variant of the Blazer deviates significantly from its gasoline-powered counterpart, boasting a lengthened, reduced, and streamlined silhouette that distinctively sets it apart from the internal combustion engine-equipped model. The electric variant also borrows a limited number of parts from its gasoline-fueled counterpart, with General Motors specifying that no more than 10 percent of components are shared between the two models.
The Chevrolet Blazer EV marks a significant milestone as the first production vehicle from General Motors to utilize its innovative Ultium battery technology, making it accessible to consumers. The Hummer EV, Cadillac Lyriq, and Silverado each take a unique approach, with the former two hailing from separate GM brands, while the latter begins fleet deliveries, awaiting its retail debut.
The electric vehicle is offered in three distinct trim levels: LT, RS, and SS, with additional drivetrain and battery options available within each trim range. The electric vehicle features various powertrain options: front-wheel, rear-wheel, and all-wheel drive, each paired with unique combinations of three electric motors varying in size. Additionally, the vehicle is available with two battery capacities, either 85 kWh or 102 kWh. The DC fast-charging capabilities boast outputs of 150 kW and 190 kW, enabling a remarkable range increase of approximately 69 to 78 miles within just 10 minutes of charging time.
In keeping with GM’s Construct & Worth web page, the “commonplace” value for these trims must be $51,800 for the LT, and $56,200 for the RS, increased than initially anticipated. Currently, the only options available are high-end models, which means you’ll have to shell out until Chevrolet offers more affordable variants. When it debuts next year, the front-wheel-drive LT is expected to start under $50,000, although Chevrolet has yet to disclose pricing details.
The Blazer EV currently qualifies for the full $7,500 US Federal EV Tax Credit, pending potential changes effective January 1st. Starting January 1st, the tax credit score will be readily available upfront, a significant improvement that particularly benefits low-income customers. Unfortunately, we do not currently offer pricing information for the SS pAWD model.
Some configurations won’t be available until a later time – specifically the front-wheel drive (FWD) or sporty, performance-oriented all-wheel-drive (SS AWD) options. While estimates may differ, the 85kWh battery reportedly provides approximately 279 miles of range when paired with all-wheel drive, while the 102kWh battery yields around 324 miles of range in rear-wheel drive configuration.
The Blazer EV’s customizability extends beyond its initial configuration, thanks to numerous drive mode options that allow you to fine-tune the vehicle’s dynamics and tailor its performance to your specific needs or preferences. With its intuitive interface, the vehicle features three pre-programmed driving modes: Tour, Sport, and Snow/Ice, as well as a customizable “My Mode” that allows drivers to tailor throttle response, steering feel, regenerative braking characteristics and artificial engine sounds piped through the car’s audio system. The SS features an innovative Huge Open Watts (“WOW”) mode that optimizes acceleration for unparalleled performance.
Driving impressions
The drive unfolded against a backdrop of quintessential Southern California weather, set amidst the picturesque hills of San Diego County.
We opted to test drive two distinct configurations: the RS RWD and the LT eAWD. While the rear-wheel drive performed admirably, its exceptional stability bordered on being too cautious, as the traction control system ensured no slippage, which, despite being a safety precaution, might have been beneficial in certain situations.
The Blazer’s size became almost imposing on the winding canyon roads, yet its handling remained commendable for a vehicle of its stature. While no SUV can mimic the agility of a sports car, this one proved surprisingly more responsive than the Fisker Ocean I tested recently.
The base eAWD model is the most economical variant, and on freeways, I will undoubtedly accelerate smoothly. Upon pressing the accelerator to merge or accelerate to a desired speed, the response felt sluggish and required noticeably more time to achieve the desired velocity compared to other electric vehicles I’ve driven. While this wasn’t necessarily subpar, the LT is simply not designed for maximum efficiency.
Aside from that, the automobile performed smoothly at freeway speeds, causing me to unwittingly push the limits with its exceptional ride quality. Although you may still sense the road on more rugged terrain, the ride remains unobtrusively smooth and free from jarring bumps.
Despite not getting a chance to test the RS RWD on the freeway, I did notice that the RS trim felt noticeably more agile during our canyon run.
One aspect I particularly appreciated about the Blazer EV, consistent with other General Motors electric vehicles, was the potency of its regenerative braking technology. The Chevrolet Bolt boasts impressive regenerative braking capabilities, a feature that is carried over to the stylishly reimagined Blazer.
The car features a one-pedal driving mode that can be engaged in one of three ways: deactivated, activated, or aggressive. The Excessive system delivers a highly effective and intense off-throttle regeneration capability, which aligns with my personal preference. Located conveniently behind the steering wheel is an additional “regen-on-demand” paddle, allowing for on-the-fly control of regenerative braking should the need arise.
While novice electric vehicle (EV) owners may not prioritize one-pedal driving, experienced EV drivers will often appreciate the benefits and find it second nature once they’ve adapted to this unique feature. While the General Motors company excels at offering regenerative braking options, there is a noticeable occasion where friction brakes are unexpectedly introduced when regen is not in use. Although I’m not fond of this inconsistency, which may result in unpredictable braking experiences, it didn’t become an issue during my test drive.
Despite some positive aspects, I encountered a significant shortcoming in terms of the vehicle’s driving dynamics – a noticeably sluggish throttle response, both when accelerating and decelerating through regenerative braking.
One significant advantage of electric vehicles (EVs) is their instantaneously responsive acceleration, which becomes apparent as soon as you press the throttle pedal – the car reacts much faster than its internal combustion engine (ICE) counterpart would. This innovative technology generates an authentic driving sensation and enables more effective vehicle control for the driver. After spending nearly two decades driving electric vehicles, I’ve developed a keen sense of familiarity with the systems, and my patience has been honed to detect even the slightest discrepancies in performance.
On the Blazer EV, I found that the throttle response felt slightly sluggish, regardless of whether I was in standard or sport mode. Although “Sport” mode increased the responsiveness, a minor lag still persisted.
Chevrolet emphasized that its decision prioritized delivering exceptionally high-quality experiences. While an additional instantaneous throttle pedal can create a “twitchy” sensation, frequent fidgeting by drivers unfamiliar with EVs may lead to a jerky ride, unsettling both the driver and passengers.
While it appears to offer a temporary fix, I fear that it merely kicks the problem further down the road. The integration yields a significantly disconnected driving experience, ultimately failing to simplify the travel process for passengers.
As it turned out, the throttle delay prompted me to toggle regenerative braking to its “on” setting rather than the more aggressive “excessive” mode, since “excessive” seemed jarringly abrupt. While I appreciate robust regeneration, the notable lag detracts from my overall satisfaction with the feature. While attempting to ease input may seem like a reasonable approach, I believe the actual outcome is a decline in drive quality rather than an increase?
The “Sport” drive mode effectively amplifies its performance capabilities, with the potential for the forthcoming SS P-AWD variant to further refine and elevate its driving dynamics. I’d still prefer to see a significant reduction in lag between the throttle’s initial activation and the transmission’s subsequent response – whether accelerating or decelerating rapidly. Consider taking the wheel and experiencing the drive for yourself, especially if you’re familiar with handling more responsive electric vehicles like Teslas.
Styling and value
The first thing that caught my attention about the styling of our test drive’s RS was its stunning “Galaxy Grey” hue – and, I must admit, General Motors absolutely nailed the tone of this sophisticated shade. While I’m not one for subtle hues, this grey exhibits an intriguing complexity, recalling the nuances of a color-shifting finish. Upon closer inspection, hints of purple emerge, subtly revealing itself to those willing to view it from certain vantage points. It’s a really cool shade.
While drawing inspiration from the ICE Blazer, the automobile’s design features key modifications. The electric version of the Blazer, in fact, boasts a lengthened design, a lower profile, and an undeniably more aggressive aesthetic compared to its internal combustion engine counterpart.
Despite the lower ceiling, there’s still ample space within. While rear seat legroom impressively accommodates even taller passengers, forcing me to surrender to the inevitable slouch as my knees finally reached the backrest of the front seat – an unexpected bonus, indeed, is the available crimson interior that makes a striking statement. It’s actually a bit of a lot.
Given the limited nature of our initial test drive, we unfortunately missed the chance to fully assess the vehicle’s cargo capacity by transporting substantial items. While it’s undoubtedly an SUV, its size is substantial enough to provide ample cargo space comparable to other mid-size two-row SUVs, boasting more room than you’d typically require.
According to General Motors, the Blazer EV boasts a generous cargo capacity of 59.8 cubic feet when the rear seats are folded, slightly eclipsed by its internal combustion counterpart’s 64.2 cubic feet. This sleeker design is a direct outcome of EV’s decreasing roofline. Unlike most electric vehicles (EVs), the Blazer EV eschews the traditional “frunk” configuration.
With the $2,295 Convenience and Comfort package, accessing the cargo area becomes remarkably effortless due to General Motors’ innovative walk-up trunk opening feature. When you carry something crucial in your pocket and pause near the trunk for a brief moment, the car will detect your presence and automatically open the trunk for your convenience; however, you can opt-out of this feature in the settings if desired. Despite initial reservations, our efforts proved successful on the second attempt, with a satisfactory outcome achieved in roughly the expected timeframe.
The Chevrolet Blazer EV boasts a suite of proprietary safety and driver-assistance technologies, typical of many modern vehicles in its class. Although one advantage it lacks currently is SuperCruise, which may be added in the near future, our test was unfortunately unable to verify its effectiveness thus far. For those who secure an extremely early production Chevrolet Blazer EV, you won’t have the ability to opt for SuperCruise as an upgrade option.
While the HUD performs well in general, a common issue arises when using polarized sunglasses – namely, they don’t function seamlessly unless the wearer tilts their head at an angle to the vertical.
When behind the wheel, I opt for polarized sun shades, an ideal scenario to utilize this feature given that roads often abound in reflective surfaces – chrome, vehicle windows, and concrete pavement – where polarized lenses excel at reducing glare. Automakers genuinely require prioritizing this aspect more effectively. To dispel any notion that this innovation is unimaginable, the Mercedes EQS’s Heads-Up Display (HUD) seamlessly integrates with polarized glasses, revolutionizing the driving experience. So let’s get moving; everyone else, join in!
What sets the Blazer EV apart is its innovative feature – a driver’s seat equipped with haptic feedback that provides tactile cues, offering an immersive driving experience. As the vehicle attempts to alert you to a specific issue, it would be more effective to transmit a subtle vibration through the driver’s seat, potentially incorporating directional cues during the warning process itself, for instance, if the concern is related to a particular wheel or side of the vehicle. Blind spots, whether left or right, are crucial areas to monitor for safe driving. The warning is quite robust, ensuring you won’t miss it; while it may be slightly too prominent, it remains effective.
I find haptic feedback more effective when situated higher than an audio tone – which many drivers initially find jarring and subsequently disable – or a steering wheel vibration that is often either too subtle and difficult to detect, or overly forceful and akin to being jerked away from the wheel. By prominently featuring these security options, they are guaranteed to capture the driver’s attention effectively. While getting accustomed to these features may require some time and effort, understanding their nuances can be rewarding – allowing for more proactive driving experiences.
No CarPlay? No drawback
The interior design cleverly blends physical and digital controls, allowing you to avoid relying solely on the screen. While the display screen isn’t inherently unhealthy, it’s indeed quite decent.
As General Motors shifts away from Apple CarPlay on its electric vehicles, a pressing question arises: what lies ahead?
Whether utilized or not, cellphone projection has dominated the in-car interface landscape. Car interfaces from traditional automakers have largely been uninspiring and unhealthy.
The experience suggests that many corporations have essentially abandoned their efforts to deliver high-quality interfaces. The automobile’s infotainment system offers seamless access to core vehicle features that CarPlay doesn’t support, making it a valuable addition. Additionally, it enables users to seamlessly project their smartphone onto the in-car display. For this reason, CarPlay is a ubiquitous feature found on nearly all modern American vehicles, with statistics from Apple indicating that it’s present on an astonishing 97% of automobiles offered in the country – the only notable exceptions being Tesla, Rivian, and a handful of other outliers.
So General Motors’ decision to create its own interface instead of using CarPlay was an open question. Considering General Motors’ typically conservative nature, it’s surprising they would contemplate such a bold move.
Here is the improved/revised text:
And so, let’s start by examining their new in-car interface, co-created with Google. We’ve taken a closer look at this innovative technology to provide our readers with an insightful review.
I’m not typically a Google person. They operate outside Apple’s ecosystem, with many preferring iOS applications and branded products; few maintain consistent login credentials across Google’s services, among other differences.
While I’m not particularly enthusiastic about CarPlay, I find it always appears to isolate you from interacting directly with your car, rather than allowing a seamless integration between the two. While only a handful of EVs offer CarPlay-compliant cost routing, this innovative feature helps plan roadtrips by indicating the destination and estimated duration of each stop. Notably, the Blazer EV’s revamped interface now features integrated cost routing capabilities.
While many people appreciate CarPlay for its ability to standardize the in-car experience across various vehicle brands, ultimately, their primary affection stems from the fact that the default infotainment systems within individual cars are often subpar? A seamless and intuitive automotive experience, akin to that offered by pioneers like Tesla or Rivian, could involve a single, unified user interface providing direct access to all relevant features and a deeper understanding of the vehicle’s capabilities.
With its revamped interface, GM seemingly offers a fresh take on customer interaction.
The interface will remain uniform across all General Motors’ electric vehicles, featuring a consistent 17.7-inch display layout, regardless of the trim level selected? This design approach empowers companies to create a unified interface that seamlessly adapts across various display sizes and ergonomic layouts, allowing them to focus on perfecting the single interface and reducing component complexity and customer confusion in the process? Nice choice, GM.
The design is well-organized, boasting thoughtful customization options and a responsive user interface that seamlessly adapts to touch commands.
While it may not be as intuitive as using an iPad or iPhone, the technology is still significantly more advanced than what’s typically found in standard car interfaces. Given the complexity of modern vehicle software, it’s astonishing that even companies at the forefront of innovation, such as Fisker and Polestar, struggle to surpass General Motors’ achievement in this regard. Despite both startups having access to cutting-edge technology – Fisker with its Ocean and Polestar with Google collaboration, similar to GM’s own partnership – their pre-release software fell short of expectations.
Unlike many traditional automotive interfaces, General Motors is committed to providing timely software updates whenever new features or improvements become available. In lieu of restricting these updates by model year or necessitating trips to dealerships for firmware replacement, they are expected to become available wirelessly. Although updates have raised concerns about automakers releasing incomplete software and fixing it later, this scenario appears to be an exception, as our current understanding suggests otherwise.
General Motors has explicitly confirmed that the Blazer EV’s range will increase over time, a trait I’ve come to appreciate about early Model 3 purchases, which have consistently outperformed their initial specs six years on. Although this isn’t a traditional area of expertise in the automotive industry, I’m eager to observe how this innovation will evolve and shape the future of transportation.
Within the context of this idea, GM is poised to grant users access to Google’s Play Store, thereby enabling them to download and install their preferred applications. While the app selection is significantly more limited compared to the phone-based version of the store, allowing developers to create customized apps for vehicles is an innovation that, despite being discussed by Tesla for over a decade, has yet to be fully realized – although this is about to change. As developers continue to innovate, builders will have the flexibility to upgrade existing applications, introduce fresh ideas, and expand your vehicle’s features, ultimately transforming it into a more sophisticated mode of transportation.
I’m not convinced that the interface is perfect, nor do I entirely believe in the efficacy of the Google integration, particularly when it comes to handling relevant information or a comprehensive digital approach. General Motors has hinted that a subscription-based revenue stream is being considered, implying the transfer may not be entirely altruistic. The vehicle comes equipped with eight years of comprehensive Electric Vehicle entry, as well as seamless integration with Google Maps and Assistant, allowing for effortless navigation and control. Additionally, it features three years of access to popular subscription-based apps such as iHeartRadio. After that, there will probably be some type of fee plan, although details are unclear at this point.
Throughout my experience using the interface during this testing period, it struck me as an impressively capable tool that I would be happy to utilize indefinitely. I never imagined it would happen, yet here we are. Well executed, General Manager, your design team has created a first-rate user interface.
Charging and effectivity
On this drive, unfortunately, we did not have a chance to test the vehicle’s DC charging functionality as one typically would. The 150kW and 190kW charging speeds for the 85kWh and 102kWh batteries, respectively, represent relatively swift replenishment of energy stores. Various cars on the streets possess electric motors capable of producing over 200kW, while others are compact and environmentally friendly, allowing them to charge their batteries more efficiently within a given timeframe.
While we’re still awaiting visibility into the Blazer EV’s cost structure, specifically its energy consumption profile, which is typically depicted as a “cost curve,” showing how much power it uses and its associated expense at varying speeds before gradually losing momentum. The Chevrolet Bolt EV’s initial pricing strategy featured an unusually steep discount structure, ultimately leading to slower-than-expected adoption rates and reduced demand for direct current charging infrastructure. Will attendance reveal whether the Blazer can sustain its high-cost demands?
For comparison purposes, the Hyundai Ioniq 5 can charge at full velocity to as much as 80 percent in around 18 minutes, with approximately 10 miles of range added per minute, making it one of the fastest-charging electric vehicles currently available on the market? The Chevrolet Blazer reportedly claims a charging rate of 78 miles in 10 minutes, equivalent to approximately 42 percent of its battery capacity charged within 18 minutes. A decent start, but room for improvement! Here’s a revised version:
Moderate, rather than exceptional.
The 11kW AC charging capability offers a welcome enhancement over the typical 7kW offered in many Stage 2 vehicles, enabling faster replenishment of larger batteries like the 102kWh variant that would otherwise require several hours to fully recharge at lower charge rates? The system also facilitates bi-directional charging and will subsequently offer a voluntary vehicle-to-home option.
Despite the unorthodox route, which featured canyon roads and mountainous terrain, our fuel efficiency did not closely align with typical driving scenarios, though we fell short of meeting EPA estimates. During a 146-mile drive in the all-wheel-drive (AWD) LT model with a 279-mile range, the vehicle consumed 207 miles worth of fuel. While the quantity should be viewed with some skepticism, a rigorous evaluation would necessarily consider additional “typical” traffic scenarios. While assessments have varied in tone and degree, the Blazer EV has consistently outpaced expectations.
Conclusion
The Blazer is a highly successful and impressive vehicle, boasting a wide range of innovative features. Specifically, the newly introduced non-CarPlay consumer interface surpasses expectations, with General Motors committing to keep it updated and continually improve its performance over time.
While the journey quality is satisfactory, the handling feels economical for a vehicle of its size – although somewhat muted even in RWD RS trim, one must prioritize safety as it’s an SUV after all. However, power delivery falls short, and sluggish throttle response was a notable weakness that didn’t sit well with me. While regenerative braking may be a desirable feature, its effectiveness is hindered by the slow and unresponsive acceleration that often accompanies it?
The Blazer’s greatest strength lies in its astonishing array of options and personalization capabilities, offering an unparalleled degree of versatility. The platform offers customizable options within its intuitive user interface, allowing users to personalize their experience by selecting individual applications that cater to their unique needs. Additionally, it provides flexible drive modes, including the option to choose between forward-wheel drive (FWD), all-wheel drive (AWD) and rear-wheel drive (RWD) configurations. While Chevrolet may cater to most car enthusiasts, the truth is that they don’t offer a compact car option, leaving those seeking smaller vehicles out of luck.
Despite initial appearances, further examination reveals uncertainties surrounding the remaining market segments.
Currently, you can’t purchase a Blazer EV for less than $56,000? Additionally, General Motors is poised to unveil a second “mid-size” electric vehicle, the Cadillac Lyriq, with dimensional parallels (albeit 5 inches longer) and several specification upgrades, including With enhanced performance boasting increased horsepower, a robust 102 kWh base battery capacity, and an even more opulent ambiance, the luxury sedan now sports a refined aesthetic, replete with the prestige of the iconic Cadillac logo. The all-electric Lyriq begins at a price of $57,000.
While a degree-by-point comparison reveals the Blazer boasts certain features absent from the Lyriq, such as its innovative UI, the latter can still utilize CarPlay; strikingly, considering the luxury brands and price points involved, these vehicles appear surprisingly close in value.
For those who aren’t particular about luxury brands, the Chevrolet Blazer remains a viable option. As the Forward-Looking Design LT model hits the market at an affordable price point under $50,000, it’s likely to offer a more attractive value proposition compared to General Motors’ other options.
Despite this, you still face the challenge of competitiveness within the broader market, where the world’s best-selling car, the award-winning Tesla Model Y, now available at an unprecedented low price point of $44,000. The value disparity is quite stark compared to the Blazer’s worth for an EV that serves a similar niche, assuming you can tolerate Tesla’s unconventional management style; otherwise, the Mustang Mach-E offers a comparable starting price.
While the same cautions apply to the impressive Hyundai Ioniq 5, its starting price of $41,650 demands consideration, particularly as taxpayers will need to navigate additional hurdles to secure credits. While GM perceives the Blazer as larger and more substantial than rivals like the Ioniq 5, it’s essential to reframe this perspective: size doesn’t always equate to value. As a small-car enthusiast myself, I’d argue that we should focus on evaluating the Blazer’s merits beyond its dimensions.
While the Blazer is a solid and highly customizable introduction to the market for Chevrolet and Ultium, its decent ride quality is overshadowed by mediocre fuel efficiency; impressively, the user interface shines through despite these drawbacks, making it worthwhile considering lower-priced alternatives. We’re eager to test the sub-$50,000 front-wheel-drive model to see how it stacks up against the entry-level models from other electric vehicle manufacturers.
The all-electric Blazer is now available, offering various trim options and additional configurations to be rolled out over the next year.
