The Chevrolet Blazer made a comeback in the 2019 model year, and the 2020 model continues to offer a blend of style and utility. For prospective buyers and safety-conscious drivers, understanding vehicle safety ratings is paramount. This article delves into the safety performance of the 2020 Chevrolet Blazer, providing a comprehensive overview based on rigorous testing.
Crashworthiness Evaluations of the 2020 Chevrolet Blazer
The 2020 Chevrolet Blazer has undergone extensive crash testing to evaluate its ability to protect occupants in various collision scenarios. These tests simulate real-world accidents and provide valuable insights into the vehicle’s structural integrity and safety systems.
Small Overlap Front Crash Test: Driver-Side
The small overlap front crash test assesses the vehicle’s structural performance when the front corner of the vehicle impacts a rigid object. This is a challenging test as it concentrates crash forces on a small area of the vehicle’s front structure, bypassing the main energy-absorbing structures.
| Evaluation criteria | Rating |
|---|---|
| Overall | Good (G) |
| Structure and safety cage | Good (G) |
| Driver injury measures | |
| Head/neck | Good (G) |
| Chest | Good (G) |
| Hip/thigh | Good (G) |
| Lower leg/foot | Good (G) |
| Driver restraints and dummy kinematics | Good (G) |
Action shot during the driver-side small overlap frontal crash test of the 2020 Chevrolet Blazer, highlighting vehicle deformation and safety system deployment.
The 2020 Chevrolet Blazer earned a “Good” rating in the driver-side small overlap front crash test, the highest rating possible. This indicates robust structural performance and good occupant protection in this type of severe frontal crash.
Post-crash dummy position in the 2020 Chevrolet Blazer driver-side small overlap test, showing excellent maintenance of driver survival space.
Analysis of the dummy’s position after the test revealed that the driver’s survival space was exceptionally well-maintained. This is a critical factor in preventing serious injuries in a real-world crash.
Driver’s side space maintenance in the 2020 Chevrolet Blazer small overlap crash test, demonstrating minimal intrusion and low injury risk to legs and feet.
Measurements of occupant compartment intrusion confirmed the visual assessment, showing minimal deformation and a low risk of injuries to the driver’s legs and feet.
Effective frontal and side curtain airbag deployment in the 2020 Chevrolet Blazer driver-side small overlap crash, providing optimal head protection.
The frontal and side curtain airbags performed effectively, working in coordination to protect the driver’s head from contacting hard structures or external objects, further minimizing the risk of injury.
Technical Measurements – Driver-Side Small Overlap Front Crash Test
| Measures of occupant compartment intrusion on driver side | Measurement |
|---|---|
| Lower hinge pillar max (cm) | 1 |
| Footrest (cm) | 1 |
| Left toepan (cm) | 5 |
| Brake pedal (cm) | 2 |
| Rocker panel lateral average (cm) | 1 |
| Steering column | 0 |
| Upper hinge pillar max (cm) | 1 |
| Upper dash (cm) | 1 |
| Lower instrument panel (cm) | 0 |
| Driver injury measures | Measurement |
|---|---|
| Head HIC-15 | 90 |
| Peak gs at hard contact | no contact |
| Neck Tension (kN) | 0.6 |
| Neck Extension bending moment (Nm) | 7 |
| Maximum Nij | 0.15 |
| Chest maximum compression (mm) | 19 |
| Femur Left (kN) | 0.2 |
| Femur Right (kN) | 0.1 |
| Knee displacement Left (mm) | 0 |
| Knee displacement Right (mm) | 0 |
| Knee-thigh-hip injury risk Left (%) | 0 |
| Knee-thigh-hip injury risk Right (%) | 0 |
| Maximum tibia index Left | 0.68 |
| Maximum tibia index Right | 0.58 |
| Tibia axial force Left (kN) | 0.9 |
| Tibia axial force Right (kN) | 1.1 |
| Foot acceleration Left (g) | 42 |
| Foot acceleration Right (g) | 44 |
About the small overlap front test
Small Overlap Front Crash Test: Passenger-Side
The passenger-side small overlap test mirrors the driver-side test but evaluates the protection offered to the front passenger.
| Evaluation criteria | Rating |
|---|---|
| Overall evaluation | Good (G) |
| Structure and safety cage | Acceptable (A) |
| Passenger injury measures | |
| Head/neck | Good (G) |
| Chest | Good (G) |
| Hip/thigh | Good (G) |
| Lower leg/foot | Good (G) |
| Passenger restraints and dummy kinematics | Good (G) |
| Driver injury measures | |
| Head/neck | Good (G) |
| Chest | Good (G) |
| Hip/thigh | Good (G) |
| Lower leg/foot | Good (G) |
| Driver restraints and dummy kinematics | Good (G) |
Technical Measurements – Passenger-Side Small Overlap Front Crash Test
| Measures of occupant compartment intrusion on passenger side | Measurement |
|---|---|
| Lower hinge pillar max (cm) | 11 |
| Footrest (cm) | 3 |
| Right toepan (cm) | 2 |
| Center toepan (cm) | 3 |
| Rocker panel lateral average (cm) | 2 |
| Center dash (cm) | 5 |
| Upper hinge pillar max (cm) | 9 |
| Upper dash (cm) | 9 |
| Right lower dash (cm) | 12 |
| Passenger injury measures | Measurement |
|---|---|
| Head HIC-15 | 90 |
| Peak gs at hard contact | no contact |
| Neck Tension (kN) | 1.1 |
| Neck Extension bending moment (Nm) | 7 |
| Maximum Nij | 0.21 |
| Chest maximum compression (mm) | 18 |
| Femur Left (kN) | 1.5 |
| Femur Right (kN) | 0.7 |
| Knee displacement Left (mm) | 3 |
| Knee displacement Right (mm) | 2 |
| Knee-thigh-hip injury risk Left (%) | 0 |
| Knee-thigh-hip injury risk Right (%) | 0 |
| Maximum tibia index Left | 0.59 |
| Maximum tibia index Right | 0.59 |
| Tibia axial force Left (kN) | 1.0 |
| Tibia axial force Right (kN) | 1.1 |
| Foot acceleration Left (g) | 42 |
| Foot acceleration Right (g) | 28 |
| Driver injury measures | Measurement |
|---|---|
| Head HIC-15 | 50 |
| Peak gs at hard contact | no contact |
| Neck Tension (kN) | 1.0 |
| Neck Extension bending moment (Nm) | 46 |
| Maximum Nij | 0.45 |
| Chest maximum compression (mm) | 16 |
| Femur Left (kN) | 0.5 |
| Femur Right (kN) | 0.3 |
| Knee displacement Left (mm) | 1 |
| Knee displacement Right (mm) | 2 |
| Knee-thigh-hip injury risk Left (%) | 0 |
| Knee-thigh-hip injury risk Right (%) | 0 |
| Maximum tibia index Left | 0.31 |
| Maximum tibia index Right | 0.27 |
| Tibia axial force Left (kN) | 1.0 |
| Tibia axial force Right (kN) | 0.6 |
| Foot acceleration Left (g) | 22 |
| Foot acceleration Right (g) | 39 |
About the small overlap front test
Moderate Overlap Front Crash Test: Original Test
In the moderate overlap front test, the vehicle impacts a deformable barrier at 40 mph, with 40% of the vehicle’s width overlapping the barrier. This test represents a significant portion of real-world frontal crashes.
| Evaluation criteria | Rating |
|---|---|
| Overall evaluation | Good (G) |
| Structure and safety cage | Good (G) |
| Driver injury measures | |
| Head/neck | Good (G) |
| Chest | Good (G) |
| Leg/foot, left | Good (G) |
| Leg/foot, right | Acceptable (A) |
| Driver restraints and dummy kinematics | Good (G) |
Technical Measurements – Moderate Overlap Front Crash Test
| Measures of occupant compartment intrusion on driver side | Measurement |
|---|---|
| Footrest (cm) | 3 |
| Left (cm) | 6 |
| Center (cm) | 8 |
| Right (cm) | 11 |
| Brake pedal (cm) | 3 |
| Left (cm) | 0 |
| Right (cm) | 0 |
| Upward (cm) | -1 |
| Rearward (cm) | -7 |
| A-pillar rearward movement (cm) | 0 |
| Driver injury measures | Measurement |
|---|---|
| Head HIC-15 | 136 |
| Peak gs at hard contact | no contact |
| Neck Tension (kN) | 1.1 |
| Neck Extension bending moment (Nm) | 6 |
| Maximum Nij | 0.17 |
| Chest maximum compression (mm) | 23 |
| Femur force – left (kN) | 0.4 |
| Femur force – right (kN) | 1.9 |
| Knee displacement – left (mm) | 0 |
| Knee displacement – right (mm) | 1 |
| Maximum tibia index – left | 0.47 |
| Maximum tibia index – right | 0.48 |
| Tibia axial force – left (kN) | 2.4 |
| Tibia axial force – right (kN) | 4.1 |
| Foot acceleration Left (g) | 40 |
| Foot acceleration Right (g) | 69 |
About the original moderate overlap front test
Side Impact Crash Test: Original Test
The side impact test simulates a typical intersection collision where a vehicle is struck in the side by another vehicle.
| Evaluation criteria | Rating |
|---|---|
| Overall evaluation | Good (G) |
| Structure and safety cage | Good (G) |
| Driver injury measures | |
| Head/neck | Good (G) |
| Torso | Good (G) |
| Pelvis/leg | Good (G) |
| Driver head protection | Good (G) |
| Rear passenger injury measures | |
| Head/neck | Good (G) |
| Torso | Good (G) |
| Pelvis/leg | Good (G) |
| Rear passenger head protection | Good (G) |
Technical Measurements – Side Impact Crash Test
| Measures of occupant compartment intrusion on driver side | Measurement |
|---|---|
| B-pillar to longitudinal centerline of driver’s seat (cm) | -19.5 |
| Driver injury measures | Measurement |
|---|---|
| Head HIC-15 | 152 |
| Neck Tension (kN) | 1.0 |
| Neck Compression (kN) | 0.3 |
| Shoulder Lateral deflection (mm) | 26 |
| Shoulder Lateral force (kN) | 1.4 |
| Torso Maximum deflection (mm) | 31 |
| Torso Average deflection (mm) | 30 |
| Torso Maximum deflection rate (m/s) | 3.25 |
| Torso Maximum viscous criterion (m/s) | 0.47 |
| Pelvis Iliac force (kN) | 1.2 |
| Pelvis Acetabulum force (kN) | 1.0 |
| Pelvis Combined force (kN) | 2.0 |
| Left femur L-M force (kN) | 1.2 |
| Left femur L-M moment (Nm) | 16 |
| Left femur A-P moment (Nm) | 176 |
| Passenger injury measures | Measurement |
|---|---|
| Head HIC-15 | 197 |
| Neck Tension (kN) | 0.2 |
| Neck Compression (kN) | 0.6 |
| Shoulder Lateral deflection (mm) | 31 |
| Shoulder Lateral force (kN) | 1.7 |
| Torso Maximum deflection (mm) | 39 |
| Torso Average deflection (mm) | 25 |
| Torso Maximum deflection rate (m/s) | 3.96 |
| Torso Maximum viscous criterion (m/s) | 0.51 |
| Pelvis Iliac force (kN) | 0.2 |
| Pelvis Acetabulum force (kN) | 1.5 |
| Pelvis Combined force (kN) | 1.5 |
| Left femur L-M force (kN) | 0.4 |
| Left femur L-M moment (Nm) | 28 |
| Left femur A-P moment (Nm) | 55 |
About the original side crash test
Roof Strength Test
The roof strength test evaluates the roof’s ability to withstand forces in a rollover crash, a critical aspect of occupant protection.
| Overall evaluation | Good (G) |
|---|---|
| Curb weight | 4,300 lbs |
| Peak force | 20,696 lbs |
| Strength-to-weight ratio | 4.81 |
Safety Features and Technology in the 2020 Chevrolet Blazer
Beyond crashworthiness, the 2020 Chevrolet Blazer is equipped with features designed to prevent accidents and protect occupants.
Head Restraints & Seats
Head restraints and seats play a crucial role in preventing whiplash and other neck injuries in rear-end collisions.
| Overall evaluation | Good (G) |
|---|---|
| Dynamic rating | Good (G) |
| Seat/head restraint geometry | Good (G) |
Technical Measurements – Head Restraints & Seats
| Seat type | Power leatherette seat |
|---|---|
| Backset (mm) | 16 |
| Distance below top of head (mm) | 47 |
| Pass/fail | Pass |
| Max T1 acceleration (g) | 12.5 |
| Head contact time (ms) | 55 |
| Force rating | 1 |
| Max neck shear force (N) | 39 |
| Max neck tension (N) | 549 |
About the head restraint & seat test
Headlight Performance
Headlight performance is critical for nighttime visibility and accident prevention. The 2020 Chevrolet Blazer offers different headlight options with varying ratings.
LED Projector Headlights (Certain Trims)
| Evaluation criteria | Rating |
|---|---|
| Low-beam headlight type | LED projector |
| High-beam headlight type | LED projector |
| Curve-adaptive? | No |
| High-beam assist? | Yes |
| Overall rating | Marginal (M) |
HID Projector Headlights with High-Beam Assist (Certain Trims)
| Evaluation criteria | Rating |
|---|---|
| Low-beam headlight type | HID projector |
| High-beam headlight type | HID projector |
| Curve-adaptive? | No |
| High-beam assist? | Yes |
| Overall rating | Poor (P) |
HID Projector Headlights without High-Beam Assist (Standard Trims)
| Evaluation criteria | Rating |
|---|---|
| Low-beam headlight type | HID projector |
| High-beam headlight type | HID projector |
| Curve-adaptive? | No |
| High-beam assist? | No |
| Overall rating | Poor (P) |
About the headlight evaluation
Front Crash Prevention: Vehicle-to-Vehicle
Forward collision prevention systems can significantly reduce the risk of rear-end collisions. The 2020 Chevrolet Blazer offers optional systems.
| Overall evaluation | Superior |
|---|---|
| Forward Collision Warning | Meets requirements |
| 12 mph test | Collision avoided |
| 25 mph test | Collision avoided |
About the original front crash prevention test
Front Crash Prevention: Pedestrian (Day)
Pedestrian detection systems are increasingly important for urban safety. The 2020 Chevrolet Blazer offers an optional pedestrian front crash prevention system.
| Overall evaluation | Advanced |
|---|---|
| Crossing child (12 mph) | Collision avoided |
| Crossing child (25 mph) | Impact speed reduced by 18 mph |
| Crossing adult (12 mph) | Collision avoided |
| Crossing adult (25 mph) | Collision avoided |
| Parallel adult (25 mph) | Collision avoided |
| Parallel adult (37 mph) | Impact speed reduced by 17 mph |
About the pedestrian front crash prevention test
Child Seat Anchors (LATCH)
Ease of use of child seat anchors (LATCH) is important for parents installing child restraints.
| Overall evaluation | Acceptable (A) |
|---|
About the child seat anchor evaluation
Conclusion: 2020 Chevrolet Blazer Safety Performance
The 2020 Chevrolet Blazer demonstrates strong safety performance in crash tests, achieving “Good” ratings in key evaluations. Its structural design and airbag systems contribute to robust occupant protection. While headlight ratings vary by trim and some advanced safety features are optional, the Blazer provides a solid foundation for safety. Prospective buyers should consider these safety ratings and available safety technologies when making their purchase decision, prioritizing trims and options that align with their safety needs and expectations.
