My journey with the 2024 Blazer Ev started with a touch of range anxiety in Bryce Canyon National Park. Despite the stunning scenery, the dipping predicted arrival state of charge had me turning back from Rainbow Viewpoint. With 80 miles of freezing country roads ahead, the conservative range estimation of my Blazer EV, affectionately nicknamed Gorbo, made me prioritize caution over vistas.
We made it back to the hotel with 18% battery remaining. While Gorbo proved capable, the overly cautious range prediction led to a missed opportunity. This experience, early into my 1,200-mile EV road trip, encapsulates my first six months of 2024 Blazer EV ownership: a blend of reassurance and slight frustration with its conservative nature. Trustworthy, yes, but also a little annoying when it curtails spontaneous adventures.
That tension pretty much sums up daily life with the Blazer EV.
Bryce Canyon holds a special place for me, so missing out on exploring its heights stung. Thankfully, we still managed to experience the canyon’s beauty through hikes.
The High Points of the 2024 Blazer EV Experience
Everyday driving in the Blazer EV is a genuine pleasure. My model is a 2024 LT AWD, a launch edition variant comparable to today’s 2LT trim, complete with added features. It’s a remarkably quiet and refined vehicle, underpinned by impressive software.
Space is another significant advantage. Our 1,200-mile road trip from San Diego to Utah saw the Blazer EV packed to the brim. Camping gear, coolers, tables, chairs, extra clothing – it all fit. We even slept comfortably in the back, the area behind the seats accommodating two adults under 5’7″ without issue.
The integrated software is a standout feature. The inclusion of Google Maps eliminates any longing for Apple CarPlay. The seamless integration means no dropped connections or constant phone dependency. Quick errands without my phone are now hassle-free, with Spotify and navigation readily available.
Ground clearance is another unexpected perk. Boasting 7.9 inches of clearance at its lowest point, 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 less adventure-ready 6.1 inches. Even Jeep’s electric debut SUV falls short with 6.4 inches. This, combined with the generous cargo area and spacious rear seats, positions the Blazer EV as the prime electric choice for those needing to transport four adults and camping gear off the beaten path.
Despite a mountain of camping equipment and supplies, rear visibility remained clear. For superior off-road capability, options like a Rivian, electric G-Wagen, or an electric pickup exist, but at a much higher price point.
The Blazer EV’s ground clearance and short overhangs make it capable on light trails, though its long wheelbase, eco tires, and lack of a spare tire limit true off-road adventures.
Acceptable Aspects of the 2024 Blazer EV
The EPA-estimated range for my Blazer EV LT AWD is 279 miles. While acceptable for its class, it presents minor inconveniences on extended journeys.
In real-world driving, fully depleting or charging to 100% is uncommon. The Blazer EV’s route planning software tends to be conservative, ensuring arrival with a battery buffer above 10%. This often meant reaching charging stops with around 20% remaining. Given the slower charging speeds and significant drop-off beyond 80% charge, effectively only about 60% of the battery capacity was regularly utilized, translating to roughly 160-180 miles between charges. And charging stops still averaged around 35 minutes.
Range is therefore adequate. It aligns with AWD Kia EV6 or Hyundai Ioniq 5 figures, and a higher-range, rear-wheel-drive Blazer EV variant is available. However, the trip underscored the benefit of a 350-mile EPA range for frequent road trippers. It’s worth noting most drivers undertake fewer road trips than they anticipate, and more frequent stops meant arriving in Utah feeling fresher than after white-knuckle, eight-hour drives in the past.
This charging station, one of few in the area, resulted in waiting times. Frustratingly, a nearby Tesla Supercharger station boasted 120 stalls, none accessible to other brands.
Driving dynamics are in the “fine” category. The Blazer EV is a substantial crossover, prioritizing comfort over excitement. Its 288-horsepower powertrain with 333 lb-ft of instant torque is responsive for daily driving. However, its 5,300-lb weight becomes apparent under harder acceleration, and it loses steam relatively quickly. Handling is commendable for its size, outperforming a Toyota RAV4 or Ford Escape, but it’s not designed for spirited driving. It’s simply adequate.
The sound system and seats follow a similar “just fine” assessment. The Blazer EV is quiet and smooth on highways, but the average speakers and seats make me consider upgrades, perhaps envying Cadillac Lyriq owners. While the seats were acceptable for the 1,200-mile trip, a more luxurious setup would be preferable.
The Disappointments of the 2024 Blazer EV
The MyChevrolet smartphone app is a major letdown. Checking state of charge frequently takes close to a minute, and remote start commands often fail. Forum advice suggests sending a lock command first to “wake up” the vehicle, which improves success rates. A resourceful Redditor discovered the MyBuick app works with Chevys and seems more reliable, possibly due to lower user volume. Even with these workarounds, the app experience remains slow, clunky, and far behind Tesla’s benchmark.
Using the app to access Tesla Superchargers is also problematic. Despite GM’s official support for Supercharger access through the app, the native Tesla app is significantly more consistent and user-friendly. Ideally, GM EVs would support automatic payment and charge initiation at Tesla Superchargers, like Rivian and Ford, but this isn’t currently the case.
While Supercharger access is appreciated, the user experience feels compromised. Parking across multiple stalls or on gravel becomes necessary due to the Supercharger cable length and vehicle placement. Positioning the Blazer EV close enough often requires multiple adjustments. It’s an undeniably poor user experience, though not directly GM’s fault, stemming from the Supercharger network’s original design around Tesla vehicles and its inherent inflexibility.
Parking at Superchargers often felt awkward and inconvenient, requiring taking up multiple stalls.
V4 Supercharger stations with longer cables, capable of reaching either side of the car, represent a more user-centric future. However, current charging times are still lengthy. A 350-kW charger achieves a 10-80% charge in around 40 minutes under optimal conditions.
Modern V4 Superchargers offer a glimpse of a more harmonious and less restrictive charging experience.
Winter range is another area needing improvement, highlighted by the Bryce Canyon trip. A 160-mile round trip from Springdale, Utah to Bryce Canyon, with minimal park driving, should have been easily within the 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 concerning. A faint rattle persists from the headliner despite replacement. The panoramic moonroof frequently requires multiple attempts to close, with its pinch sensor seemingly oversensitive. These issues necessitate further dealer visits. This marks three service appointments so far.
The current Supercharger experience for non-Tesla vehicles is far from ideal, sometimes requiring unconventional parking solutions.
Final Thoughts on the 2024 Blazer EV
Despite its shortcomings, I remain largely satisfied with the Blazer EV, primarily due to its value proposition. At a cost of $8,000 over two years, it feels like a fair deal.
The road trip experience isn’t seamless and demands planning. It’s not the effortless “get in and go” experience of a Tesla. Adapters are needed, third-party route planners are recommended, and quality issues might arise.
However, these were anticipated trade-offs. What I gained is a comfortable, reasonably stylish, and highly practical SUV at a competitive price. There’s a learning curve involved in EV ownership, and the Blazer EV is part of that learning process for me. It highlights that EV integration isn’t a perfect replacement for traditional gas-car habits but a new paradigm.
The Blazer EV also underscores areas for GM to improve as they expand their EV presence: software, charging infrastructure access, and quality control.
But the vehicle brings significant advantages. It’s cheaper to operate, quieter, smoother, and more refined. The technology feels contemporary, not outdated. And it fosters optimism about the future of EVs. This current EV ownership experience, even with its imperfections, is still remarkably good. It requires some curiosity, flexibility, and a willingness to improvise.
It’s an adventure, and I’m enjoying this electric ride.
Correction 2/5/25 at 1:50 PM ET: An earlier version of this article mistakenly said that the Blazer’s navigation system says it cannot charge at Superchargers. That is incorrect, it says that by default but you can update the system via the charging filters option, after which the car will find and route to Superchargers properly. We regret the error.
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