As the predicted range dwindled to a mere 11%, a wave of anxiety washed over me. It was time to make a U-turn. Rainbow Viewpoint, Bryce Canyon National Park’s highest vista, was our intended destination. However, a daunting 80 miles of sub-freezing country roads separated us from the warmth of our hotel, and the question loomed: would Gorbo, our Chevy Blazer EV, make it?
Reluctantly, we reversed course.
Two hours later, we pulled into the hotel parking lot, the battery indicator displaying a reassuring 18%. We could have reached our destination, but the Blazer EV’s overly cautious range estimation had given us pause. Midway through my 1,200-mile electric vehicle road trip, I found myself in a paradox: grateful for the conservative nature of the range predictions, yet frustrated that it had led me to abandon a breathtaking viewpoint. Trust and annoyance warred within me.
This encapsulates my initial six months as a Blazer EV owner.
Bryce Canyon holds a special place in my heart, making it all the more disappointing to have missed an opportunity to explore its hidden corners. At least we managed to experience the majesty of hiking within and across the canyon’s iconic landscape.
What’s Great About the Chevy EV Blazer
Daily driving in the Blazer EV is a genuine pleasure. My model, a 2024 LT AWD, came equipped with launch edition enhancements, mirroring the current 2LT trim. It’s a remarkably quiet and refined vehicle, boasting impressive software integration.
Space is another significant advantage of this Chevy Ev. Our 1,200-mile road trip from San Diego to Utah saw the Blazer EV transformed into a mobile gear hauler, swallowing camping equipment, coolers, tables, chairs, extra clothing, and more. We even utilized its spacious interior for sleeping, with the area behind the rear seats comfortably accommodating two adults (albeit, both under 5′ 7″).
Gallery: 2024 Chevy Blazer EV Long-Term Owner Review
Source: InsideEVs
The integrated software suite is another highlight. Google Maps navigation eliminates any longing for Apple CarPlay. The seamless integration means I no longer fret about CarPlay connection issues or the constant need for my phone. Short errands without my phone are now a breeze, with Spotify streaming and effective navigation still readily available.
Ground clearance is a standout feature. With 7.9 inches separating the undercarriage from the road, it surpasses all other mainstream electric SUVs in ride height. While the Kia EV9 comes close, models like the Hyundai Ioniq 5 or Kia EV6 offer a more car-like 6.1 inches. Even Jeep’s inaugural electric SUV falls short with a modest 6.4 inches of clearance. This, coupled with the generous cargo area and expansive rear seating, positions the Blazer EV as the prime electric choice for those who, like myself, prioritize the ability to transport four adults and camping gear to trailheads down unpaved roads.
The spacious cargo area of the Chevy Blazer EV, even when loaded with camping gear, still allows for rear visibility.
For those seeking even greater off-road capability, options like a Rivian, a G-Wagen or an electric pickup truck exist, albeit at a significantly higher price point.
The Chevy EV Blazer’s ample ground clearance and short overhangs make it capable on light off-road trails. However, the long wheelbase and road-focused tires limit its adventurous spirit.
What’s Just Fine About the Chevy EV
The EPA-estimated range for my Blazer EV LT AWD is 279 miles. While adequate within its class, it presents some limitations on extended road journeys.
In practical use, depleting the battery to zero or consistently charging to 100% is uncommon. The Blazer EV’s navigation system tends to err on the side of caution, ensuring arrival at charging stops with a battery level above 10%. This often resulted in reaching charging stations with around 20% remaining. Given the already moderate charging speeds, which drastically decline above 80%, I was effectively utilizing only about 60% of the battery capacity. This translated to approximately 160-180 miles between charging intervals, with each stop averaging 35 minutes.
Therefore, the range is acceptable, comparable to AWD versions of the Kia EV6 or Hyundai Ioniq 5. A rear-wheel-drive, long-range variant is also available. Yet, this trip underscored the desirability of closer to 350 miles of EPA-rated range for frequent road trippers. It’s worth noting that most drivers undertake fewer road trips than they imagine, and the increased frequency of stops actually left me feeling more refreshed upon reaching Utah compared to marathon, eight-hour drives in the past.
Limited charging infrastructure meant waiting in line at a crowded station, while a vast Tesla Supercharger array nearby remained inaccessible to other brands.
Driving dynamics fall into the “adequate” category. The Blazer EV, being a substantial and heavy crossover, doesn’t deliver exhilarating performance. Its 288-horsepower powertrain, producing 333 lb-ft of instant torque, offers sufficient responsiveness for daily driving. However, pushing the accelerator reveals its 5,300-lb weight, and the power delivery plateaus rather quickly. Handling is commendable for its size, outperforming a Toyota RAV4 or Ford Escape, but it’s not designed for spirited driving. It’s competent, but not thrilling.
The sound system and seats are similarly “just fine.” The Blazer EV provides a quiet and smooth ride on highways, but the average speaker quality and seat comfort leave something to be desired, especially when considering the more luxurious Cadillac Lyriq. A speaker upgrade is a potential future consideration. The seats proved adequate for the 1,200-mile journey, but a more plush setup would be preferable.
What Stinks About the Chevy EV
The MyChevrolet smartphone app is a primary source of frustration. Retrieving the state of charge often takes close to a minute, and remote start commands frequently fail. A helpful forum user suggested sending a lock command first to “wake up” the vehicle, which has improved the success rate. A resourceful Redditor discovered that the MyBuick app is compatible with Chevys and appears more reliable, possibly due to lower user traffic. Despite these workarounds, the app experience remains sluggish, cumbersome, and lags significantly behind Tesla’s industry-leading app.
Attempting to use it for Tesla Supercharger access is even more problematic. Despite GM’s official support for Superchargers through the app, the native Tesla app is vastly superior in consistency and user-friendliness. Ideally, GM EVs would offer automatic payment and charge initiation at Tesla Superchargers, similar to Rivian and Ford, eliminating the need for either app. Sadly, GM does not yet offer this streamlined experience.
While Supercharger access is appreciated, it comes with an undeniable drawback: feeling like an unwelcome guest.
Parking across multiple stalls or on gravel is often necessary when charging a Chevy EV at a Tesla Supercharger due to cable length and station design.
In most instances, I had to occupy two parking stalls, and in one instance, resort to parking on gravel. Positioning the Blazer EV close enough for the short Supercharger cable to reach required multiple adjustments, getting in and out of the car to nudge closer. It’s an undeniably poor user experience, though not directly attributable to GM. It highlights the unfortunate reality that the nation’s premier charging network was designed around a single brand’s vehicles, resulting in frustrating inflexibility.
On the return trip, a newer V4 Supercharger station with 100 stalls and longer cables reaching either side of the vehicle offered a glimpse of a more user-centric future, a stark contrast to the current patchwork system. Charging times also lean towards the longer side. A 350-kW charger can replenish the battery from 10-80% in an optimistic 40 minutes.
A V4 Tesla Supercharger station provides a more harmonious charging experience for all EVs with longer cables and better accessibility.
This extended charging duration becomes particularly irksome in cold weather. Our Bryce Canyon experience illustrated the limitations of winter range. A 160-mile round trip from Springdale, Utah, to Bryce Canyon, with an additional 20-30 miles within the park, should have been well within the Blazer EV’s 279-mile EPA range, especially starting with a 100% charge. However, temperatures plummeted to around 8 degrees Fahrenheit the second morning, and the 4,000-foot elevation gain on the ascent to Bryce significantly impacted energy efficiency. For rural winter road trips, more range is unequivocally necessary.
Finally, GM’s quality control is a concern. A faint rattle persists from the headliner despite a replacement. The panoramic moonroof frequently requires multiple attempts (sometimes up to 11) to close completely, with the pinch sensor apparently misinterpreting obstructions. Another dealer visit will be required to address these ongoing issues.
This marks three dealer service appointments thus far, a tally I’m diligently maintaining.
The cumbersome setup of using an adapter to charge a Chevy EV at a Tesla Supercharger is far from ideal.
My Take on the Chevy EV Blazer So Far
Despite these shortcomings, I remain largely satisfied with the Blazer EV, primarily due to its compelling value proposition. My two-year lease cost of $8,000 for this experience strikes me as a fair exchange.
It’s not a flawless experience. Road trips require more planning and are less seamless compared to some competitors. This isn’t a Tesla where effortless, thought-free journeys are the norm. Adapters are necessary for widespread charging. Third-party route planners are advisable. And some quality gremlins may surface.
These were known compromises going in. What I’ve gained is a comfortable, reasonably stylish, and exceptionally practical SUV at a budget-friendly price. It comes with a learning curve, but that’s precisely the appeal for me. I’m actively exploring how an EV integrates into my lifestyle. The conclusion is it doesn’t seamlessly replace the ingrained gasoline car paradigm, but it’s a compelling alternative.
It also serves as a clear indicator of areas where GM needs to focus its efforts as it expands its EV portfolio and attracts a broader customer base: software refinement, charging infrastructure accessibility, and enhanced quality control.
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However, the Blazer EV offers numerous advantages. It boasts lower running costs, quieter operation, smoother driving dynamics, and a more modern technology interface. It fosters a growing sense of optimism. This current EV ownership experience, even with its imperfections, is still remarkably positive. It simply necessitates a degree of curiosity, adaptability, and a willingness to improvise.
It’s an evolving adventure, and I’m enjoying the electric ride.
Correction 2/5/25 at 1:50 PM ET: An earlier version of this article incorrectly stated that the Blazer’s navigation system indicated Supercharger incompatibility. This was inaccurate; the system defaults to excluding Superchargers, but users can adjust charging filters to enable Supercharger routing. We apologize for the error.
Contact the author: [email protected].
More Long-Term Reviews From The InsideEVs Fleet
I’m A Gas Car Fan. Here’s Why I Love My First EV
Chevy Blazer EV Long-Term Test: Two Dealer Visits In Two Months
Chevy Blazer EV: Why I Traded My 20-Year-Old Gas Truck For This
2024 Kia EV6 Long-Term Test: Let’s Talk Winter Range And Performance
2024 Kia EV6 Long-Term Test: Lessons From An Electric Road Trip
2024 BMW iX xDrive50 Long-Term Review: Extreme Cold, Software Woes
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