2026 Chevrolet Blazer EV – BLAZING GLORY?

2026 Chevrolet Blazer EV

BLAZING GLORY?

On my driveway in the northern Virginia ‘burbs, Chevy’s Blazer EV SS is a standout. Coated in what Chevrolet’s product team calls ‘Habanero Orange’, this particular Blazer EV would be the perfect companion to your Old Man Corvette; in fact, it would lower the demographic profile of that garage by a couple of decades…easy. But in the same way I can’t overcome my disconnect with the newest Corvette (there’s so much to love…almost too much to love), the Blazer EV SS delivers – in its proportion, weight and dynamics – way too much. But then, as Dinah Shore famously belted – and you can sing along with me: See the USA in your Chevrolet – America is asking you to call. Yep.

But back to that Habanero Orange. Automotively, orange may not be the new black, but its overall care should be a helluva lot easier. There’s a lot going on with the Blazer EV’s exterior, and while black would minimize the flares, vents, intakes and outlets, the Blazer EV’s orange seems to maximize them. GM was a design leader during Dinah Shore’s window in prime time, while that lead had diminished by the arrival of her daytime talk show; one could argue that GM’s design energy has returned. In the segment composed of performance SUVs, only Lamborghini’s Urus (along with Cadillac’s EV stable) makes a more substantive impression. 

Stretching almost 193 inches on a wheelbase of 122 inches, the Blazer EV sits back on its chassis, looking ready to launch from a standstill. Despite its SUV categorization, the proportions are wagon-like, similar to Honda’s Prologue and Mazda’s CX-50. I like that visually, and if loading something onto its roof – think bicycle – I’d like it functionally. And despite all that’s happening in the Blazer EV’s contours, I’m impressed by its overall vibe, as well as its visual spice underscored by ‘Habanero’. (Hell, I just like mispronouncing ‘Habanero’!)

The one blatant design error is the charging portal mounted on the driver’s side front fender. The location is perfect, in that it’s easily recognizable and allows convenient charging without requiring you to back in. But the portal is oversized, and it’s powered; I don’t understand either decision. Do we really need another motor on this platform? And for a charging receptacle measuring all of two inches in diameter, must that door be 18+ inches wide and 9 inches tall? Finally, what does it cost, once the Blazer EV is out of warranty, to repair or replace the motorized mechanism? That’s all.

Inside, you’ll enjoy the Blazer EV’s 193 inches of overall length in an interior supplying almost 100 cubic feet of passenger volume, 26 cubic feet of cargo volume behind the rear seat and some 60 cubic feet if the rear seat is folded. I threw my road bike in back for a Saturday morning ride, and the cargo area would have almost accommodated a second bike within the same spot. And notably – for those going to the airport with overpacked, extra-large luggage – the load height is acceptably low. 

Behind the wheel you have the predictable info and infotainment layout, spread across almost 18 inches of dashboard. And with the aggressively angled windshield you have enough area in front of the screen to play foosball or miniature pool, using the aircraft-inspired vents for pockets. The overall impression is positive, with but one exception: The hazard warning switch is essentially hidden next to the Onstar actuation above the rearview mirror. It’s there, and once you know it’s location is easy to find. But I needed a good friend to find it; Thank God there was no real emergency!

Keeping you out of harm’s way is an all-wheel drive powertrain utilizing two motors (one in front and one rear-mounted) producing a combined 615 horsepower and 650 lb-ft of torque. Despite a curb weight on the wrong side of 5,700 pounds, the motors will move you to 60 in just over 3 seconds, and get you to 100 in the time it takes your kid’s Civic to get to 60. In short, it will outrun the police department, but not – inevitably – its recently acquired drones. For those not needing to get to 60 in but a hiccup, there’s a base, front-wheel drive option. You could dump the leftover monies into a used superbike, using that to get to 60 in just two seconds!

On the Blazer EV’s window sticker Chevy claims a range of 302 miles, and getting to that from an empty battery – using a Level 2 charger – takes just over 11 hours. In my week I rarely let the battery fall below 70%, and was back up to 90% – again, using Level 2 – in just a couple of hours. In short, the process is pretty civilized. And secure. 

At an investment of $60,000, the Blazer EV SS represents what is typical in the EV marketplace. And there’s a lot to like here. But having come from the Volvo EX30 just a week before, the Blazer’s sheer mass – a curb weight 1,500 pounds more than the twin-motor Volvo – was a little off-putting. 

If walking into a Chevy showroom with $60K, I’m inclined to buy or lease the resurrected Bolt EV for in-town errands, and Chevy’s $30K Trax for those trips out of town. The Trax isn’t particularly quick, but will give you time to take in the scenery. And – of course – the gas stations.