Test Bench – Chevrolet Blazer EV | Shy, but it can be cured

Chevrolet had accustomed us to more audacity. Although the Blazer EV adopts a cutting-edge architecture, the development of this vehicle appeared perfectible compared to better prepared competition.

It’s a fact that the Blazer EV had a rocky start. Chevrolet delayed the launch of the entry-level 1LT and performance SS models to address software issues. GM ordered dealers to stop selling the Blazer EV until a critical software update could be performed. The sales halt was lifted on March 8, 2024, and the Blazer EV has been climbing ever since in sales and consumer recognition.

The Blazer EV is the first Chevrolet vehicle to debut General Motors’ new Ultium platform. An architecture also shared by the Cadillac Lyriq, Acura ZDX and Honda Prologue. It is also the first Chevrolet car to drop compatibility with Android Auto And Apple CarPlay for the benefit of custom software designed in partnership with Google.

Loaded with several hundred kilos of batteries, the Blazer EV feels like it’s on rails. Its surprisingly smooth steering creates a comfortable feeling, but it completely isolates you from the road. Pure driving pleasure is completely non-existent. This is more of a vehicle built for endless highways.

Its large turning circle (12.1 metres) does not help it in the twists and turns of the city. In its dual-engine configuration (all-wheel drive), the power is adequate, nothing more. Acceleration is sharp and fluid, but nothing exceptional. The RS version with rear-wheel drive (single engine) provides more sensations. And a better range (over 500 km). Without forcing, we noted an average consumption of 21.2 kWh every 100 km. And, unlike other models, the on-board computer avoids displaying too many sudden variations in the range calculation so as not to disturb the person behind the wheel.

On the other hand, driving an electric vehicle remains an exercise that escapes banality. We appreciate the silent operation and the driving pleasure despite the weight of this vehicle. Everything encourages us to drive smoothly by taking advantage of the extreme elasticity of the electric group. In practice, we barely use the brake pedal – the inertia of the engine is sufficient –, provided we anticipate the vagaries of traffic. And then, from time to time, it is not forbidden to allow ourselves a little pleasure. By accelerating sharply when the light turns green, we leave (almost) everyone else behind… With its constant torque, the Blazer EV jumps instantly.

Update wanted

The cabin is spacious, its presentation is neat, without being luxurious. The interior layout is not really innovative at first glance, but its designers have taken care to offer plenty of storage space to make life on board as pleasant as possible. The space, both front and rear, is vast. The trunk, modular, offers a very competitive utility volume. Like many electric vehicles, the quality of the materials does not match the price at which it is displayed. There is too much hard plastic. The competition does better. The infotainment system screen is a sight to behold, but its use is not the most user-friendly, far from it. Navigation is unnecessarily complex and the buttons, tiny, are difficult to spot while driving. Even more so when night falls. The driving modes, including the regenerative braking levels, are unfortunately only accessible from the touch screen. Chevrolet should not have too much difficulty remedying these irritants using remote updates. On the other hand, some ergonomic errors will be impossible to correct (hazard light button or USB-C sockets) before a partial redesign of this model. That is to say not before three years.