22 chevrolet blazer main

Automotive journalist from Montreal, AJAC-member, and owner of claveyscorner.com

I remember being at the product launch for the current-generation Chevrolet Blazer back in 2019. During the press conference, the one question that journalists had on their minds was its name. Because, no, this Blazer has absolutely nothing in common with the Blazers that came before it.

Many were expecting the return of the blocky, off-road-dedicated machine of the past, a true contender to the Jeep Wrangler or Ford Bronco. Plus, Chevrolet was bringing back the Blazer nameplate before Ford reincarnated the Bronco. So, we (the automotive press) had huge expectations.

Perhaps the made-up hype was unfair for GM. At the time, the General was more focused on repositioning its SUV offerings on the Chevrolet side. The decision was therefore final: the Blazer’s return would not happen wearing a trail-blazing suite (excuse the pun) but rather as a stylish two-row midsize SUV designed to take on equally quirky vehicles like the Ford Edge, the Nissan Murano, the Honda Passport, the Volkswagen Atlas Cross Sport, and the Kia Sorento/Hyundai Santa Fe twins.

Looking back at the Blazer three years in makes me realize how much we all underestimated it. Collectively, we’ve been so obsessed with its name, that we’ve mostly ignored the product itself. And that’s a shame because this is the vehicle that best represents the segment.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-driving.jpg"><img class="alignnone size-full wp-image-168030" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-driving.jpg" alt="2022 Chevrolet Blazer LT Redline Edition" width="2080" height="1388" /></a>

<strong>For the SUV buyer who doesn’t want an SUV</strong>

The two-row midsize SUV category was created for consumers who desire an SUV, but also want something that’s not like a traditional utility vehicle. Indeed, it’s odd, but it’s nothing more than an evolution of the times we currently live in.

Said consumers look for the high ride height of an SUV as well as cargo space and all-wheel drive capability, but also want something that looks and drives more like a sports car. They don’t exactly need seven-or eight-passenger seating but would appreciate a machine that could tow a small boat or a camper trailer.

In that respect, the Blazer slides right into the target demographic like a fresh pair of gloves. Riding on a platform that’s shared with the GMC Acadia, the Blazer doesn’t borrow any design cues from larger GM SUVs. This front fascia is only slightly mimicked on the smaller Trailblazer. The Blazer was however the first to incorporate this design.

Taking much of its inspiration from the Camaro due to its angular edges and hunkered down front end, the Blazer also takes some design cues from South-Korean designs, notably the split headlight treatment that reminds us of a Hyundai Kona, but somehow better. That’s because the Blazer was designed by South-Korean designer Jawook Koo.

That design particularly pops when the Blazer is fitted with larger wheels and brighter colors. Our tester had a neat package to do this. Called Redline Edition, the $1,495 kit, which adds larger and meaner-looking 20-inch darkened wheels and subtle red accents, can be grafted onto an entry level Blazer LT AWD like the one we tested. This prevents it from inflating the final sticker price. Our Blazer sold for a reasonable $44,653.

<strong>A Good Heart</strong>

Our press unit also had the more potent V6 engine. While entry-level models can be had with a turbocharged 2.0-liter four-cylinder good for 228 horsepower and 258 lb-ft of torque, the optional 3.6-liter V6 is the proper way to enjoy a Blazer. Relying on no turbo or superchargers, it develops a stout 308 horsepower and 270 lb-ft of torque. It’s mated to a nine-speed automatic transmission and, in our case, a selectable all-wheel drive system.

That engine also allows the Blazer to tow up to 4,500 pounds when properly equipped. It’s not the class-leading 5,000-pound rating you’ll get from a Passport or an Atlas Cross Sport, but it’s still ahead of a Kia Sorento (3,500 pounds).

Smash the accelerator pedal in a Blazer V6 and the transmission immediately hands you over a lower gear as the engine shoots up through the rev counter. It’s a vocal engine, a sound that’s slowly disappearing in the age of turbocharging and hybridization. Not the most potent down low, this engine makes most of its horsepower and torque up high in the revs, adding to the pleasure of pushing it to its limits.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-rear.jpg"><img class="alignnone size-full wp-image-168031" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-rear.jpg" alt="2022 Chevrolet Blazer LT Redline Edition" width="2080" height="1388" /></a>

The Blazer isn’t just a stylish SUV with a cool engine. It also has the handling and the braking capability to back it up. Each time I drive this thing, I’m reminded of its well-sorted chassis and suspension tuning. No SUV has the right to turn in so quickly and generate this much grip in the corners, but we’re not complaining. The Blazer is fun and engaging to drive, qualities no other vehicle in this class manage to convey.

<strong>More Camaro resemblance inside</strong>

The Camaro-inspired theme doesn’t end with the sheetmetal. Inside, the large circular air vents appear to have been taken straight out of the iconic sports car. Except for familiar switchgear like the gauges, infotainment system and gear lever, the Blazer looks like no other GM SUV inside.

The entire dashboard is set low in the cabin to improve forward visibility, while the circular air vents and two-tier layout remind us of some sports cars.

In typical GM fashion, the Blazer’s ergonomics are class leading. The fact that most of the vehicle’s controls are physically operated simplifies their ease of operation versus the current screen-extensive stuff currently on sale.

The infotainment screen, while small by today’s standards at 8 inches, is nevertheless easy to grasp, quick to respond, and incorporates all the latest toys like onboard Wi-Fi, the Spotify music app, and a Teen Driver feature in the event your adolescent borrows the keys.

<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-interior.jpg"><img class="alignnone size-full wp-image-168032" src="https://wordpress.wheels.ca/wp-content/uploads/2022/05/22-chevy-blazer-interior.jpg" alt="2022 Chevrolet Blazer LT Redline Edition" width="2080" height="1388" /></a>

The Blazer’s shape does affect rear egress and ingress, but once inside, even tall passengers will find comfort due to more than sufficient leg and head clearance.

From a cargo capacity perspective, the Blazer sits mid-pack. Fold the rear seatbacks down, and you’ll end up with 1,818 liters of total space. Chevrolet’s midsizer is therefore less spacious than the segment-leading Honda Passport (2,854 liters). Even a Nissan Murano (1,897 liters) offers more cargo space.

But since this segment tends to be aimed at empty nesters or young affluent professionals who don’t have children, we feel the Blazer offers more than enough cargo space to satisfy the target demographic.

Add to that a reliability record that’s been, so far, frankly impressive, and we’ll go as far as saying the Chevrolet Blazer is currently GM’s best kept secret. Its just too bad consumers aren’t taking notice. Blazer sales have only been fine for Chevrolet. Would the Blazer have made a larger ripple if it wore another name?

<strong>2022 Chevrolet Blazer LT Redline Edition</strong>

<strong>BODY STYLE:</strong> Midsize SUV

<strong>CONFIGURATION: </strong>Front-engine, all-wheel drive

<strong>ENGINE:</strong> 3.-liter V6 (308 horsepower @ 6,700 rpm / 270 lb-ft @ 5,000 rpm).

<strong>TRANSMISSION</strong>: Nine-speed automatic

<strong>FUEL ECONOMY</strong>: 12.3L/100 km (city) / 8.8L/100 (highway) / 10.7L/100 km (combined).

<strong>OBSERVED FUEL ECONOMY</strong>: 11.2L/100 km

<strong>CARGO CAPACITY</strong>: 864 liters (1,818 liters total).

<strong>PRICE:</strong> $44,653 (as tested)

<strong>WEBSITE:</strong> <a href="http://www.chevrolet.ca">www.chevrolet.ca</a>
<p class="p1"><span class="s1"><b><i><span style="font-size: 9.0pt; font-family: 'Helvetica Neue',serif; color: black;">The vehicle was provided to the writer by the automaker. Content and vehicle evaluations were not subject to approval.</span></i></b></span></p>

2022 Chevrolet Blazer LT Redline Edition Review

Electrified power, legendary 4x4 capability and commanding perfo

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

For Jeepers, Easter means one thing. No, not an egg hunt, it means that it's time for the Easter Jeep Safari and this year's crop of super-cool concepts from Jeep's off-road-focused engineers. The 2022 crop of Easter Jeep Safari concepts may not have been as wild or as retro-amazing as in past years, but there is still plenty to check out and plenty that might actually make it to production.
<h3>Magneto Two</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Jeep-magneto-2.jpg"><img class="alignnone wp-image-167187 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Jeep-magneto-2.jpg" alt="Jeep Magneto 2 concept" width="2500" height="1667" /></a>

The best of the concepts was Magneto 2.0. Jeep took last year's Magneto EV concept and turned the volume up to 11. 625 hp from a custom electric motor, 850 lb-ft of torque, and a six-speed taken from a Hellcat before getting beefed for even more strength. This time, Magneto gets one-pedal driving, even when you're crawling up and down boulders, making it much more drivable than any gas Wrangler.

Thanks to the electric motors - that need Dynatrac 60 and 80 Pro-Rock axles - you can start off without the clutch. And you can start off in any gear. Jeep stretched the wheelbase to fit more battery cells and powertrain components, but this one isn't about range it is a testbed for Jeep's engineers to learn how to off-road an EV. When it's not rock crawling, it can hit 100 km/h in under 3 seconds despite wearing massive 40-inch off-road tires.
<h3>Jeep Gladiator Bob Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-gladiator-Bob.jpg"><img class="alignnone wp-image-167186 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-gladiator-Bob.jpg" alt="jeep gladiator bob" width="2500" height="1667" /></a>

Bob takes a Gladiator Rubicon and then bobs its tail. Cutting a foot off from behind the axles makes the pickup slightly more maneuverable on tight trails but also maintains much of the truck's cargo space. New bumpers give it even better approach and departure angles, as does a 3-inch lift.

Jeep has removed the B-Pillars, so there's no place to even try attaching doors. Combined with the cool stretched top, it makes for a very unique Jeep that we can see plenty of owners trying to copy.
<h3>Jeep Birdcage</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-birdcage.jpg"><img class="alignnone wp-image-167184 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/jeep-birdcage.jpg" alt="jeep birdcage" width="2500" height="1667" /></a>

The Birdcage concept is built to show off new flat fender flares that can hold the factory DRLs, making them the first fender flare to meet tire coverage and DRL rules in every state. We're not sure about Canada, but it seems like it should do the same here. The rear lights are also on spacers to meet the rules while offering better off-road protection. It also features a locking trunk that doubles cargo space (and makes it more secure) in the rear.
<h3>Rubicon 20th Anniversary Concept and Jeep '41 Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/41-1-scaled.jpg"><img class="alignnone wp-image-167191 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/41-1-scaled.jpg" alt="jeep 41 concept" width="2560" height="1359" /></a>

The Rubicon 20th Anniversary Concept and Jeep '41 Concept are mild rigs that we think could make production as real special editions. The 20AE celebrates 20 years since the first Rubicon model with gold badges, custom half doors, and a slight lift, while the '41 pays tribute to Jeep's roots with an army green matte wrap and canvas top and seats.
<h3>Jeep D-Coder Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/dcoder-header-scaled.jpg"><img class="alignnone wp-image-167192 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/dcoder-header-scaled.jpg" alt="jeep dcoder concept" width="2560" height="1498" /></a>

D-Coder is a rolling Mopar and JPP catalogue. All of the red-finished parts come from that book with the paint to highlight them. A scannable QR code on each one takes you to the Mopar catalogue page that shows you the specs and lets you buy the accessories. Get it? You can decode the codes.
<h3>Jeep Grand Cherokee Trailhawk PHEV Concept</h3>
<a href="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Trailhawk-4xe-2.jpg"><img class="alignnone wp-image-167190 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2022/04/Trailhawk-4xe-2.jpg" alt="Jeep trailhawk phev" width="2500" height="1667" /></a>

Jeep's first go at a new Grand Cherokee 4xe concept takes a Trailhawk-spec model and trims the wheel wells to fit larger fenders and 33-inch BFGoodrich tires. Custom paintwork completes the look and will grab attention when it goes out to exercise the air suspension and sway bar disconnects.

No, Jeep hasn't announced any plans for these concepts apart from driving them around EJS 2022. Still, we can dream, can't we?

Jeep's 2022 Easter Safari Concepts Include Bobtail Gladiator, 625 hp Wrangler EV

2022 traverse main header

The 2022 Chevrolet Traverse RS, who doesn't love it when a vehicle has a good party trick. A little thing that's innovative and cool, and the trick is even better when it adds function to the vehicle. Think the first pickup with a rear door, or the Rolls-Royce umbrella holder in the door. The Chevrolet Traverse has one of my favourites with an infotainment screen that power-slides upward to reveal a handy storage bin. For 2022, Chevrolet has updated the Traverse, but while the automaker has freshened up the exterior and expanded the availability of some key tech features, that screen is still as cool and as useful as ever.

<img class="alignnone size-full wp-image-166921" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-traverse-screen-1-1-scaled.jpg" alt="2022 Chevrolet Traverse SR" width="2560" height="1920" />

Chevrolet's styling changes on the outside are subtle but do freshen the look of the Traverse slightly. The grille gains a little more aggression (so do the running and taillights), and, usefully, the headlights are now LED units as standard.

Safety Assist is now standard across the line, including automatic emergency braking, front pedestrian detection and braking, forward collision alert, automatic high beams, and lane-keeping assist. Adaptive cruise is now standard on more trims as well, including my tester, an RS grade which wouldn't have gotten the highway helper previously.

Thanks to the supply chain issues surrounding the pandemic, some 2022 Traverse models are missing some features. On my tester, the heated seat buttons sat there with no purpose and the build sheet listed a $50 credit for no rear parking sensors (the seats are also a $50 credit). While other automakers are stopping production completely over chip shortages, this is an innovative solution from GM.

The plan is that, when the availability of microchips improves, you'll be able to get the features retrofitted at the dealer for no charge and everything will work just fine. With used vehicle prices through the roof and new cars sold weeks or more before they arrive, this is a good decision even if it means your first winter is a bit chillier.

Traverse is offered with just one engine, but it's a solid choice for this vehicle. A 310 hp 3.6-litre V6 that GM uses across much of the lineup, including in some of its performance cars. Though it lives in a three-row crossover, it doesn't feel like a truck engine. Instead, the V6 pulls satisfyingly toward redline, while the nine-speed automatic is happy to let it run to its rev limit before shifting gears. The combo is rated at 13.6 L/100 km city, 9.6 highway, and I saw mid 11s in largely city driving with snow tires and some heavy snowfalls.

The pleasant engine made the automatic transmission a bit of a drag. In this tester, it had an odd habit of holding gears at times when high r.p.m. didn't make sense and making the occasional sluggish downshift when I wanted something more abrupt. I will say that I haven't experienced this in other vehicles with this same driveline, including older Traverse models, so it may have been an issue specific to this unit rather than a 2022 programming change.

No three-row mainstream crossover is ever going to be "fun" to drive, but this engine makes the acceleration part of the drive much more enjoyable. The pull is accompanied by a startling amount of torque steer for a vehicle this large, especially if you're on the gas and changing lanes - like you would when passing slower traffic. Tap the AWD button a few seconds ahead of a quick pass and you'll quell the steering's tug, just remember to switch it back off after.

<img class="alignnone size-full wp-image-166903" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022traverse-3-scaled.jpg" alt="2022 Chevrolet Traverse RS" width="2560" height="1707" />

It's never going to be a sports car, but ride quality impresses for a vehicle of this size. Drive over the worst that winter roads have to offer, and you'll experience little more than a thump from the wheels thanks to a very stiff chassis and a well-put-together interior. Three-row vehicles tend to make a tremendous racket over even smaller bumps thanks to their massive cabins packed with so much plastic and so many moving seats. In stark contrast, I heard not even a squeak from the rear of this 2022 Chevrolet Traverse RS.

It's pleasantly quiet on the highway, too. Part of that goes to what must be an extensive amount of sound deadening material as well as standard active noise cancellation through the audio system, but I'll also credit some to the small sunroofs. The massive panoramic roofs found in so many crossovers let in loads of light, but they also let in lots of noise. Two smaller panels will let in plenty of light but less noise.

All Traverses get an 8.0-inch touchscreen with that sliding panel and hidden compartment, and both wireless Apple CarPlay and Android Auto are standard across the board. LT and up get wireless phone charging, too, a feature often limited to top trims. Upper spec Traverse models get built-in navigation on the same-size screen, though while GM offers an excellent system, we expect most buyers will use their wirelessly connected phones for navigation assistance.

&nbsp;

Plenty of crossovers today come with three rows of seats, with even some compact models stuffing in the extra row. If you plan on actually using those seats, Traverse is one of the best. With enough head and knee room even for this six-foot-three driver. Yes, I'd be comfortable in the third row for trips of at least an hour or two, though not with the three passengers Chevy expects you to put there. More importantly, it's one of the easiest for climbing in and out thanks to generous movement of the second-row seats and the tall cabin.

The tall cabin means plenty of space for anyone in the front seats, while a low dashboard improves visibility even for shorter drivers.

Without passengers, the 2022 Chevrolet Traverse RS offers 2,781 litres of max cargo space. The best-in-class figure is as much as you'll get without moving to something with a frame like a Suburban, and with all seats in use there is still room for 651 litres of stuff. It's a big and almost square box with plenty of cubby space and even more cupholders.

<img class="alignnone size-full wp-image-166920" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022chev-traverse-third-row-1-scaled.jpg" alt="2022 Chevrolet Traverse SR" width="2560" height="1707" />

<img class="alignnone size-full wp-image-166924" src="https://wordpress.wheels.ca/wp-content/uploads/2022/03/2022-chev-traverse-cargo-1-scaled.jpg" alt="2022 Chevrolet Traverse SR" width="2560" height="1707" />

The controls will be familiar to anyone who has driven a Chevrolet, Buick, or GMC launched since around 2015, and for someone who jumps from car to car on a near-weekly basis, the layout is one of the best. Buttons are easy to find, they're large, and they're well-marked. To borrow a tired automotive cliché, the controls fall close at hand.

Now for the real reason I love the Traverse's motorized screen so much: For a very tall driver, a low dash means a low screen, and eyes off of the road when you need to check the map or the radio. Chevrolet lets you leave the screen in the raised mode while you drive, putting it high up and in my eye-line. Was it intentional? I'll never know. Does it make the vehicle better for a wider range of drivers? Absolutely.

Chevrolet's changes to the Traverse crossover for 2022 are aimed at making it a little bit easier to use and to let you get the good features without shelling out for the top trims. They make what was already an excellent way to transport a large family a little bit easier to live with. Just don't tell the kids where you stashed the good snacks.

<strong>2022 Chevrolet Traverse RS</strong><strong> </strong>

<strong>BODY STYLE: five-door, seven-passenger midsize crossover</strong>

<strong>CONFIGURATION: Front-engine, all-wheel drive</strong>

<strong>ENGINE: 3.6-litre V6 (310 hp @ 6,800 r.p.m., 266 lb-ft @ 2,800 r.p.m.)</strong>

<strong>TRANSMISSION: Nine-speed automatic</strong>

<strong>CARGO CAPACITY: 651 litres behind third row, 1,637 litres behind second row, 2,781L with all seats folded</strong>

<strong>FUEL ECONOMY: (regular Gasoline in L/100 km) 13.6 city; 9.6 highway; 11.8 combined</strong>

<strong>OBSERVED FUEL ECONOMY: 11.1 L/100 km</strong>

<strong>PRICE: Chevrolet Traverse LS $39,498. Chevrolet RS $50,398. As Tested $51,523 (Includes $595 Cherry Red Tintcoat, $195 engine block heater, $360 black lug nut kit). Prices exclude $1,900 destination</strong>

NEWS

2022 Chevrolet Blazer LT Redline Edition Review

Jeep's 2022 Easter Safari Concepts Include Bobtail Gladiator, 625 hp Wrangler EV

2022 Chevrolet Traverse RS Review