2024 Chevrolet Blazer Review and Test Drive
This midsize SUV wraps a roomy cabin in Camaro-inspired visuals but struggles to stand out among its many rivals.
Alex Kwanten
The 2024 Chevrolet Blazer is the kind of vehicle you get at the rental counter, and in many ways, it's perfect for that purpose. Step inside, weary from a day of work, a two-hour ride-share trip, and a six-hour flight from Newark to Seattle, and it's immediately comfy. Its systems are easy to use, and there's no shortage of legroom or luggage space. Its bold visuals mean you can also pick it out from the ocean of crossovers in the hotel parking lot.
I've had two or three Blazer rentals now. But a good $150 rental isn't the same as a good $50,000 purchase. The Blazer has many merits, but the midsize crossover market has numerous choices for buyers, and several of those are newer designs. The Blazer badge can also be confusing, as there's now an electric Blazer EV, but we're reviewing the gas-powered version here.
After a 17-year hiatus, the Blazer name returned for 2019 as a midsize crossover. Fans of classic, body-on-frame 1969 to 1995 K5 Blazers were disappointed that Chevy didn't reincarnate that vehicle. Still, despite the popularity of off-roading, most SUV buyers want on-road family fare. Instead of being a Ford Bronco buster, the Blazer fills the void between Chevrolet's compact Equinox and three-row Traverse. It's meant to wow with a blend of Camaro-esque style, engaging handling, and lots of room.
Measured against other two-row competitors such as the Honda Passport and Volkswagen Atlas Cross Sport, the Blazer isn't bad. However, most similarly priced rivals, such as the Kia Sorento, Toyota Highlander, and Mazda CX-90, offer at least small third rows. To keep pace, Chevrolet gave the Blazer a style and tech update in 2023, but the only changes for 2024 are a new color — Riptide Blue Metallic — and standard heated seats up front. The midsize SUV game, however, is constantly evolving — and the Blazer struggles to stand out.
Alex Kwanten
The Best 2024 Chevrolet Blazer Options Balloon the Price
The 2024 Chevrolet Blazer comes in four trims: 2LT, 3LT, RS, and Premier. Base prices range from the upper $30,000s to the mid-$40,000s, including the destination charge for shipping the SUV from the Ramos Arizpe, Mexico, factory that builds it to your local dealership.
For this Blazer review, I test-drove the 3LT and RS trims in Seattle and Washington state's Cascade mountains. The 3LT was one of the rentals, which I paid for myself. It came only with all-wheel drive (AWD) and the 3.6-liter V6 engine, and it cost $43,595, including the $1,395 destination charge.
Separately, Chevrolet loaned me a 2023-spec Blazer RS for a week. Highlights from the options list included the Driver Confidence II and Enhanced Convenience packages. That test vehicle's manufacturer's suggested retail price came to $50,865, including destination.
Alex Kwanten
Muscular on the Outside, Plain Within
Chevrolet gave the Blazer a cosmetic refresh in 2023, but I think it's always looked cool. The muscular haunches and bulging fenders blend seamlessly with sharp creases and knife-edged lighting signatures just as they do on the Camaro. The optional 21-inch wheels and black contrasting roof on the RS I drove only improve it, but even on the stock 18-inch rims, the Blazer looks sportier to me than the snub-nosed Passport or Sorento.
As in the Camaro, Chevrolet employs vast expanses of black and gray plastic in the Blazer's cabin, some of which look and feel cheap.
The RS and Premier trims, which come with leather-appointed seats in colors other than black and higher-grade accent materials in additional hues, are better but still imperfect. On the RS, the seats and giant air vent rings are red or blue. You can get Maple Sugar leather and slightly nicer dashboard materials on the Premier. The Blazer is well made, but I've found Kia, Mazda, and Volkswagen interiors to be appreciably plusher.
The 2023 Blazer's updates included a standard 10.2-inch infotainment screen, and in terms of ergonomics and ease of use, it is an all star. The infotainment system is intuitive, but physical controls exist for all vital functions. Those massive central vents rotate to adjust the air temperature and are a cinch to operate.
Alex Kwanten
2024 Chevrolet Blazer Interior: Comfy and Capacious
The Blazer's plastics may feel downmarket, but its seats do not. I found them well padded, supportive, and comfy even after hours of driving on winding mountain roads. For 2024, all models have heated front seats and all but the base models get power adjustments. Heated and ventilated front buckets are optional on the RS and Premier.
Both rows have plenty of room, and this SUV can seat five people. It's possible to put a 6-foot-5 adult in the back behind an equally sized driver, and they'll both have room to stretch. The rear seat isn't as well padded as those in front, but it's very comfortable. RS and Premier models also offer optional heated rear seats.
Alex Kwanten
A Big Cargo Hold, But Some Rivals Have More
Behind the Blazer's rear seats, you'll find 30.5 cubic-feet of cargo volume. Fold them down and you get 64.2 cu-ft. It's hard to call these generous dimensions small, and visually, it looks like a huge hold, but many competitors offer more space, a partial consequence of the Blazer's sloping rear window.
Small item storage in the cabin is similarly unremarkable. All but the base model get a powered, height-positionable tailgate. RS and Premier models get a hands-free version of that liftgate and a small wireless charging pad.
Alex Kwanten
The 2024 Chevrolet Blazer Infotainment System Is Intuitive and Effortless
For 2023, Chevrolet replaced the Blazer's old 8.0-inch infotainment screen with a 10.2-inch unit. Not only does the screen look good, but I think it's also one of the most effortless and intuitive systems on the market. Wireless Apple CarPlay and Android Auto connectivity are standard, and both reliably stay connected.
The home screen displays the most used functions, such as navigation and audio, and tapping each function makes it take over the screen. There are helpful home and back buttons.
To get to the neatly arranged apps, just swipe right. Audio controls, phone pairing, navigation, and settings are all on the first page. Less frequently used apps move to the other pages.
Similarly, most functions have buttons to adjust appropriate settings, such as audio levels pinned to the audio display, eliminating complex menus. A six-speaker stereo is standard on the base model, but the other Blazers get a deeper and clearer-sounding eight-speaker Bose system.
Unlike the Blazer EV, this system doesn't have full Google built-in, but you can download apps from the Google Play Store. Notably, that requires a connectivity plan, as does the standard Wi-Fi hot spot.
If there's a down side, it's that voice commands can be a little imprecise. It's vastly superior to systems from just a few years ago, but I don't think it's as capable as newer digital voice assistants from premium automakers.
Alex Kwanten
The 2024 Chevrolet Blazer's Safety Features Work Well, But Few Are Standard
Chevrolet offers plenty of active safety tech on the Blazer — but you must pay extra for everything but the basics. Forward automated emergency braking with pedestrian detection, automatic high-beam headlights, a following-distance indicator, and lane-departure warning with lane-keep assist are standard. A standard Teen Driver system allows parents to measure and monitor how a young driver uses the Blazer.
Those are all worthwhile standard features, but blind-spot monitoring, rear cross-traffic alert, rear parking sensors, and adaptive cruise control are optional or only available on the higher trims. Some luxury automakers also play this game, but alternatives such as the Hyundai Santa Fe and Subaru Ascent, include broader and — in some cases — more sophisticated gear.
My 3LT rental had only the basics, but on my test RS, adaptive cruise control was part of a $1,375 package. It's standard for those competitors. Additionally, the Blazer's lane-keeping system only gently corrects if you start to stray from your lane; it doesn't center the SUV or provide any Level 2 driver-assistance capability. Happily, the lane-keeping tech isn't invasive or irritating like some systems can be.
Surround-view monitoring and an HD rearview camera are optional on the Blazer. The resolution is remarkable, but most competitors also offer similar systems.
The Insurance Institute for Highway Safety (IIHS) gives the 2024 Blazer Good and Advanced ratings in several assessments, while the National Highway Traffic Safety Administration gives the SUV a five-star overall crash-test rating.
Alex Kwanten
By the Numbers: The 2024 Blazer's V6 Is Potent
Chevrolet offers two engine choices in the Blazer: a turbocharged 2.0-liter four-cylinder making 228 horsepower and 258 pound-feet of torque and a 3.6-liter V6 with a much more satisfying 308 horsepower and 270 lb-ft of torque. Each mate to a nine-speed automatic transmission. Front-wheel drive is standard, with AWD as an option depending on the model. All but the lightest Blazers weigh more than two tons, but they don't feel heavy or huge.
The Blazer RS comes only with the V6. It also gets unique steering and suspension tuning that sharpens its handling.
Alex Kwanten
Plenty of Fun, But Not as Fast as It Looks
In RS spec, the Blazer will accelerate to 60 mph in the mid-6-second range (my unscientific testing saw 6.6 seconds), which is reasonably quick for the segment. There's plenty of passing power for rural two-lanes, and the nine-speed automatic shifts smoothly and responds quickly. The engine does get noisy when pushed hard, but I found it made less of a racket than some turbocharged four-cylinder competitors.
Of course, a V6 engine uses more fuel than turbo fours. The four-cylinder Blazer can return 24 or 25 mpg in city, highway combined driving, according to the EPA, but the V6 does only 21 or 22 mpg. In both cases, the lower figures are for the AWD models. In my weeklong RS test, I saw 22 mpg, while the 3LT did 21 mpg.
Alex Kwanten
Both Blazers rode smoothly on broken pavement, even the RS with its 21-inch wheels. Big wheels with lower-profile tires usually produce more vibrations and impact harshness, but not in the Blazer RS. There is a fair amount of wind and tire noise, however. The AWD Blazer can handle light dirt roads and grassy fields, but with long overhangs and only about 7.5 inches of ground clearance, it's not meant for the rough stuff.
While I've found many rivals feel floaty and soft on the road, the Blazer's reflexes are sharp. The steering is precise and provides plenty of feedback without being harsh. It encourages hard cornering and doesn't lean or roll very much. The tires provide plenty of grip, and the brakes quickly haul it down to a stop. The RS is more engaging to drive than the 3LT, but both feel like they could handle more power than the V6 provides.
Alex Kwanten
The 2024 Chevrolet Blazer Is Fun and Good Looking But Pricey
There's lots to like about the 2024 Blazer, and it scores well in terms of ease of use and livability. The infotainment system and controls have almost no learning curve; everything it does, it does well. The roomy interior is comfortable, and the Blazer rides smoothly, considering its handling brio. It's not as fast as its styling suggests, but it's still fun to drive.
The trouble is, getting the most out of the Blazer means spending extra for its nicest options, which add up quickly.
My Blazer RS tester's $51,320 price tag puts it in competition with plusher and sometimes more capable competitors or prices it beyond vehicles with more features and similar capabilities. The top-trim Kia Sorento feels appreciably more luxurious and packs many more features. The lower-trim Mazda CX-90 feels similarly rich and is sportier to drive, while the Honda Passport and Subaru Ascent feel more rugged and better equipped.
This is a crowded field, and despite all the Blazer's merits and recent updates, it isn't easy to take on so many opponents.
Written by humans.
Edited by humans.
Alex KwantenAlex Kwanten has worked in automotive media for 15 years and reported on buying, selling, and servicing cars for many outlets. He helps make car buying less intimidating for ordinary folks, but he also loves telling the stories of the people and cultural forces behind new and classic vehicles. A lifelong automotive enthusiast, he's owned scores of cars from more than a dozen countries.
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