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The Blazer V-6’s spirited nature is due in part to its
11.5:1 compression ratio, yet it runs on regular unleaded
gasoline, and a non-defeatable stop/start system (better
than it sounds) adds about 1 mpg in city driving. Chevy
estimates a 0-60 time of about 6.5 seconds for a front-drive
Blazer V-6 and figures the all-wheel-drive version will be a
couple of ticks slower, which probably won’t matter much
to those in the market for a mainstream crossover. But
maximum towing capacity might. Equipped with the V-6,
the Blazer can haul as much as 4,500 pounds.
A naturally aspirated 2.5-liter I-4 powers the standard
model. Although we didn’t get a chance to sample it, the
four-banger is rated at 193 hp and 188 lb-ft and is avail-
able only for the two lowest of six trim levels, the Blazer L
($31,190 base) and Blazer 2.5L ($34,690). Both seem likely
to be relegated to rental lots. The midlevel Blazer V-6 with
cloth seats starts at $35,690; with leather, the V-6 starts
at $39,890.
Even as engines get ever smaller, making enough pow-
er to push around heavier crossovers hasn’t been a real
issue for most automakers. A much bigger challenge has
been trying to figure out how to overcome the laws of
physics in an effort to make taller, heavier midsize vehi-
cles with 20- or 21-inch wheels ride and handle more like
cars. Larry Mihalko, the Blazer’s performance manager,
was a key member of the team tasked with doing just that.
A gregarious, enthusiastic boffin who tends to geek out
about engineering solutions he helps discover, Mihalko
says the Blazer’s wide front and rear tracks, high-rate
springs, and large-diameter anti-roll bars help deliver
that elusive carlike ride. In addition, the vehicle’s cross-
axis ball joints are four times stiffer than rubber bush-
ings. The Blazer RS has a sport-tuned suspension fea-
turing stiffer front struts (40 percent) and rear shocks
(15 percent), optional 21-inch wheels, and direct-acting
anti-roll bars designed to improve roll stiffness. Mihalko
also tells us the Blazer’s five-link rear suspension is fully
isolated from the body, and the rear shocks are Chevy
Traverse-sized for greater tuning flexibility.2019
Chevrolet
Blazer RSand
PremierON SALE:
Now
BASE PRICE:
$41,795/$45,865,
$46,795/$51,455
(RS, Premier,
base/as tested)
ENGINE:
3.6L 24-valve
DOHC V-6/308 hp
@ 6,700 rpm,
270 lb-ft @
5,000 rpm
TRANSMISSION:
9-speed automatic
LAYOUT:
4-door, 5-passenger,
front engine
FWD/AWD SUV
EPA MILEAGE:
18-20/25-26 mpg
(city/hwy)
L x W x H:
191.4 x 76.7 x 67.0 in
WHEELBASE:
112.7 in
WEIGHT:
4,017/4,246 lb
(FWD/AWD)
0-60 MPH:
6.5/6.8 sec
(FWD/AWD) (est)
TOP SPEED:
130 mphWe began our day behind the wheel of a loaded 2019
Chevrolet Blazer Premier AWD. While the Southern Cal-
ifornia traffic prevented us from pushing it too much,
we experienced enough body roll at turn-in to determine
that the suspension is compliant without being too wal-
lowy. With the center console dial turned to FWD-only
Normal mode, we felt a smidge of torque steer in the mid-
rev range, though we suspect it’s something the average
SUV driver would never notice. The AWD system never
engages automatically—instead you’ll also need to spin
the dial to switch it to 4x4 full-time AWD or Sport mode,
which opens up the yaw control on dual-clutch rear-
differential RS models. Non-RS AWD Blazers come with
a single-clutch rear differential. There’s also an optional
tow-haul feature that utilizes AWD.
The Blazer’s electrically assisted power steering is a
rack-mounted belt drive system that offered up precise
feel and very good feedback. The RS gets a quicker, 15.1:1
steering ratio, an improvement over the 16.1:1 number
other Blazers boast.