2020 Chevrolet Blazer

The 2.0L turbo four, new for 2020, is the standard engine on the volume 2LT and 3LT trims at 230 hp. The range runs from the 193 hp 2.5L base engine up to the 308 hp V6.

The turbo four makes 258 lb-ft from low rpm, nearly matching the V6's 270 lb-ft, which the V6 only reaches high in the rev range.

Published tests of the 2.0T/9-speed range from 6.6 to about 7.5 seconds, so a central 7.2 s figure is used for the volume trim. Edmunds' V6 test ran 6.6 s.

The 2.0T delivers strong low-rev torque but is coarse and noisy when worked and has some lag from a stop. The 2.5L base engine is underpowered for the vehicle's weight; the V6 is the smooth choice.

The nine-speed automatic on every engine shifts smoothly in normal driving, but reviewers note hesitant kickdowns and some hunting between gears.

When properly equipped (V6, AWD and trailering package) the Blazer is rated to tow 4,500 lbs. Volume 2.0T trims without the package are rated at only 1,500 lbs.

FWD is standard. AWD is optional with the 2.0T and V6, and the RS gets a twin-clutch torque-vectoring system, but the 2.5L base trims are FWD-only.

This is a road-biased unibody crossover with roughly 7.5 in of ground clearance, large wheels, and no low range, lockers, skid plates or off-road trim.

Three gas engines (2.5L four, 2.0L turbo four, 3.6L V6), all with a 9-speed automatic, cover the mainstream range. There is no hybrid or plug-in option.

The volume 2.0T FWD configuration is EPA-rated 24 MPG combined, which is middling for a gas two-row mid-size crossover.

21 MPG city is ordinary for a non-hybrid mid-size crossover. Engine stop-start is the only economy aid.

The nine-speed's tall top gears make highway the turbo four's best EPA figure.

The FWD model's 19.4-gallon tank at 24 MPG combined gives about 466 miles, and AWD's larger tank pushes it near 500, both above the segment middle.

At EPA's standard 15,000 miles a year on regular fuel, the 2.0T FWD costs about $2,700, which is below average for a gas mid-size SUV.

All three engines run on regular unleaded, with no premium requirement.

NHTSA rates the 2020 Blazer 5 stars overall, with 5 stars frontal, 5 stars side and 4 stars rollover.

The 2020 Blazer is rated Good in all six IIHS crashworthiness tests. It holds no award because every headlight variant rates Poor or Marginal and AEB is not standard.

For 2020, automatic emergency braking, forward collision alert and lane keep assist are optional, and only on the RS and Premier through the Driver Confidence II package. The volume 2LT cannot get them at all. Standard safety equipment is limited to a rear camera and tire pressure monitoring. Chevy Safety Assist did not reach the Blazer until 2021.

When fitted, the optional Enhanced AEB rates Superior for vehicle-to-vehicle prevention and Advanced for daytime pedestrian prevention. Most Blazers, including the volume 2LT, have no AEB at all.

Side Blind Zone Alert with Lane Change Alert and Rear Cross Traffic Alert are optional on the 2LT through the Driver Confidence Package and standard on upper trims. They are not offered on the L or 1LT. The systems only alert the driver and never intervene.

Lane Keep Assist with Lane Departure Warning comes only in the Driver Confidence II package on the RS and Premier, and it is a line-nudge system rather than true lane centering. Most trims, including the volume 2LT, have no lane assistance.

Adaptive cruise is available only as a package option on the RS and Premier, so the volume 2LT has conventional cruise. The system that exists works competently, but it has no highway-assist integration.

The 2020 Blazer offered no Super Cruise or other hands-free system on any trim.

The base HID projectors, fitted to every trim from L to Premier, rate Poor, and the HID units with high-beam assist also rate Poor. The best option, the LED projectors on some RS and Premier configurations, rates only Marginal.

The Camaro-inspired high beltline, thick rear pillars and small third side window restrict rear three-quarter vision. HD Surround Vision and the rear camera mirror are limited to upper trims and packages, and the volume 2LT typically has only a rear camera plus optional rear park assist.

IIHS rates the LATCH hardware Acceptable. Two rear positions have full LATCH and the center has a tether only. The roomy, sliding rear bench takes two seats easily, but three across is tight.

The US-market 2020 Blazer is a two-row, five-seat crossover on every trim; the three-row long version is China-only.

Front headroom is roomy for a two-row mid-size SUV.

Front legroom is on the short side for the class.

Rear headroom holds up well despite the sloping roofline.

Generous second-row legroom, plus a sliding and reclining rear bench, is one of the Blazer's packaging strengths.

No US-market 2020 Blazer has a third row, so it offers nothing to buyers who need seven seats.

Cargo space behind the rear seats is middling for a mid-size SUV and trails the Passport and Murano.

Maximum cargo space is modest for the segment because of the coupe-like tail.

Storage is competitive: a decent console, door pockets and an available cargo-management rail system with an adjustable fence. There are no standout tricks.

The front seats are well bolstered and stay supportive on long drives. The rear bench is fairly flat but slides and reclines. The cloth 2LT has a manual passenger seat.

On the 18–20-inch wheels of the volume trims the ride is stable and filters out most bumps. The RS and its 20–21-inch wheels are busier over broken pavement.

Reviewers disagree. Car and Driver found it hushed on smooth highways, helped by active noise cancellation, while Edmunds reports plenty of wind, road and tire noise. Overall it is about average.

Dual-zone climate and remote start are widely available. Heated front seats start at the 3LT, while the heated wheel and ventilated seats are limited to upper trims, with cooled seats on the Premier only.

In 2020 the Blazer still offered the stripped L trim with the 2.5L four, so the entry price sits well below the later 2LT-only lineup. The L was a low-volume price leader.

The 2LT is the volume trim and is typically ordered with AWD. Trim mix isn't published, and sources differ on the AWD option price (about $2,000–$2,700), so confidence is MEDIUM.

Published estimates disagree widely, and the blended figure lands a little better than mid-pack for mid-size SUVs. The 2.5L, 2.0T and 3.6L V6 with the 9-speed automatic are conventional GM hardware, but only the first maintenance visit is covered.

Residuals are below average for the class. Heavy rental and fleet volume, strong 2020 incentives and the 2023 refresh all weigh on the pre-facelift model years' resale value.

GM's bumper-to-bumper coverage is 3 years/36,000 miles, the industry minimum. Hyundai and Kia mid-size rivals get 5 years/60,000 miles.

The powertrain is covered for 5 years/60,000 miles, the floor of the band and half the 10-year/100,000-mile term Hyundai and Kia give.

Chevrolet Complete Care for 2020 models includes one maintenance visit in the first year/12,000 miles, plus 5 years/60,000 miles of roadside assistance and courtesy transportation. OnStar and 4G LTE Wi-Fi come only as short trials. That is short included maintenance with basic roadside.

$35,995 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $16,198) leaves about $19,797 in depreciation. Add the projected $5,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,297 in total.

The 2020 is the second model year of the revived crossover Blazer, and Consumer Reports still rates it less reliable than other cars of its model year. Owners report transmission and electrical trouble. J.D. Power's 86/100 ('Great') score is the counterweight, so the sources disagree and the result sits low in the average band.

Around the 2020 model year Chevrolet was a mid-pack mass-market brand. It sat near the industry average in J.D. Power's dependability studies and in the lower half of Consumer Reports' brand rankings.

NHTSA lists three recalls for the 2020 Blazer, one more than the 2019. Two are GM-wide campaigns carried over from 2019: the 9-speed start/stop accumulator endcap (loss of propulsion or fire risk) and over-cured Continental tires. The third is 2020-specific: a roof-rail airbag inflator diffuser that may not be crimped properly. That is typical activity with nothing systemic, but two of the three affect powertrain or restraint safety.

For 2020 the Blazer added the 2.0L turbo LSY to the proven 2.5L LCV four and 3.6L LGX V6. The LSY has documented valvetrain-ticking and thrust-bearing bulletins, and every engine pairs with GM's 9-speed 9T-family automatic, whose accumulator recall and owner shift/failure complaints give it a mixed record. Volume trims can still run the durable naturally aspirated engines, which keeps the score mid-band.

The cabin is unchanged from 2019. The Camaro-inspired design looks sporty, but reviewers widely criticize hard plastics on the dash and doors, with soft-touch trim only at primary touch points. That is weak against rivals at the Blazer's $29k-$45k+ price range.

In its second year at GM Ramos Arizpe the build was still settling. Owners report electrical glitches and trim complaints, and CR's below-average model-year verdict keeps it in the lower half of the average band. It is marginally better than the 2019 launch year.

Chevrolet has one of the densest dealer and service networks in the US, reaching rural markets most brands don't. Its service satisfaction runs around the mass-market average.

The 2020 Blazer's engines, 9-speed automatic and C1 platform hardware are shared with high-volume GM models (Equinox, Traverse, Acadia, XT5). Parts are plentiful and cheap, independent-shop support is strong, and repair spending runs slightly below the class average.

Every 2020 Blazer uses Chevrolet Infotainment 3 with an 8-inch touchscreen, and no larger screen is offered.

Infotainment 3 is quick, with big clear icons and a sensible menu structure, and physical climate controls sit in the Camaro-style vents. The screen is small by today's standards.

Apple CarPlay and Android Auto are standard on every trim but require a USB cable in 2020. Wireless projection arrived later in the generation.

Built-in navigation is only in the optional Sound & Technology package or on the top trims, and native voice control is basic. Most owners rely on phone projection.

The standard six-speaker system is adequate, and the available eight-speaker Bose is fuller but not a premium standout. On the 3LT the Bose is package-locked.

The 2020 Blazer keeps analog gauges flanking a small driver information screen on the trims people buy. A larger digital display came only with the 2023 refresh on RS/Premier.

The 2020 Blazer predates GM's Vehicle Intelligence Platform, so over-the-air updates are limited to connected apps and maps rather than whole-vehicle software.

The myChevrolet app offers remote start, lock and locate on equipped trims. Many connected features need an OnStar or Connected Services plan, and there is no phone-as-key.

USB ports are provided front and rear. Wireless charging is standard only on the Premier and RS, and the 120V outlet is tied to the 3LT's Sound & Technology package.

Keyless entry and push-button start are standard, and remote start arrives at the 3LT. The power liftgate is on 3LT and up, but hands-free operation is limited to the Premier and RS. Phone-as-key is not offered.

A rear camera is standard and rear park assist comes with the Driver Confidence package on 3LT and up. HD Surround Vision and the rear camera mirror are package options.

No head-up display is offered on any 2020 Blazer trim or package.

The roomy, sliding rear bench and two full LATCH positions (IIHS Acceptable) handle two car seats well. The 30.5 cu ft cargo hold and sloping tail limit stroller-plus-groceries loads.

It earns 5-star NHTSA and all-Good IIHS crash results, but automatic emergency braking is walled off to packaged RS and Premier models and the headlights rate Poor. The trims families buy lack key ADAS.

Rear-seat room is generous and the ride is smooth on non-RS wheels. Rear amenities are thin, however: there is no rear climate zone or rear seat heat on volume trims, and luggage space is only average.

The 2.0T's low-rev torque and smooth ride make easy work of traffic. Heavy steering, torque steer, some turbo lag and hesitant 9-speed kickdowns add minor annoyances.

The 2.0T FWD is EPA-rated at 24 mpg combined on regular fuel, about $2,700 a year, which is average-to-slightly-below for a two-row mid-size SUV. Running costs are neither cheap nor high.

At 191 inches long with an average 38.7-ft turning circle it is manageable, but the thick rear pillars and small rear glass hurt rear vision. Surround view is a package option.

The volume 2.0T is rated to tow only 1,500 lbs, and 4,500 lbs requires the V6, AWD and the trailering package. The coupe-like cargo hold is modest, so it handles only light utility duty.

It is a style-led crossover on a car-based platform and early in its generation, with no fleet or work reputation, and its interior plastics draw quality criticism. It is fine for family use but unproven under hard use.

It offers cargo tie-downs, an available cargo-management rail and fence, and a 120V outlet in a package, but few other work-oriented provisions and no meaningful upfit ecosystem.

The seats are supportive and it cruises fairly quietly with active noise cancellation on smooth highways, and range from a 19.4-gal tank is decent. Adaptive cruise and lane keeping are missing on the volume trims, which adds fatigue.

Available AWD, roof rails on 3LT and up, and a 4,500-lb V6 tow rating let it pull small toys, but about 7.5 in of clearance, large wheels and no off-road trim keep it on graded roads.

A 60/40 fold-flat bench, available cargo rails and a hitch with the trailering package help, but the sloped liftgate and 64 cu ft maximum make bulky gear a squeeze.

It handles crisply for a two-row mid-size SUV, with agility through turns and well-controlled body roll, especially the RS with its twin-clutch AWD. The FWD 2.0T suffers torque steer.

The steering is firm and precise enough, but it feels artificial with little road feel. Edmunds calls it slow and heavy.

The brakes stop adequately with a firm, predictable pedal and no reported fade. Instrumented stops for this generation are mid-pack for the class.

The 2.0T has strong low-rev torque but some lag from a stop and coarseness under load, and the 9-speed hesitates on kickdowns. The V6 is smoother.

The 2.0T sounds coarse when worked hard but is subdued at cruise with active noise cancellation. The V6 is more pleasant.

An average turning diameter for a mid-size SUV.

The seat is supportive and well bolstered and the vent-mounted climate controls are easy to use. The high beltline, sloping roof and small rear quarter windows create large rear blind spots.

It is sportier than most mainstream mid-size crossovers, especially the V6 RS, but the volume turbo-four is merely pleasant.

The $28,800 L gets the 2.5L four, an 8-inch touchscreen with CarPlay/Android Auto, a Wi-Fi hotspot and 18-inch wheels. Automatic emergency braking and most driver aids were still optional on most trims, and the volume 2LT adds only modest comfort content. Competitive for the price, not generous.

Sharp handling, strong styling, and a V6 upgrade that costs just $500 on 2LT/3LT make for good performance per dollar. But it is a five-seat two-row crossover priced near three-row rivals like the Sorento and Santa Fe, with short warranties and a tight cargo hold. Fair value.

The range runs from the $28.8k L to the $42.7k Premier across six trims. There were three engines for 2020 (2.5L four, a newly added 2.0L turbo, and the 3.6L V6), with FWD or AWD on most trims. It is well spaced, though there is no off-road trim.

In its first full production year the Blazer's sales roughly doubled, and it ranked second among two-row mid-size crossovers in Q3 2020. It was a fast riser, though not the segment leader.

Chevrolet has neutral-to-positive mass-market recognition, and the Camaro-inspired styling draws buyers. But reviving the Blazer name as a car-based crossover irritated enthusiasts, and the brand doesn't lift resale the way Toyota or Honda do.

Through 2020, GM backed the Blazer with regular cash allowances and, during the pandemic, 0% financing for up to 84 months. Owners report double-digit-percent discounts. Meaningful incentives were common without fire-sale pricing.

The 2020 model year is only the second year of an all-new generation (production began December 2018), with a turbo-four added for 2020. It is fresh, with no redesign imminent. The mid-cycle refresh arrived for 2023.

Reviewers praise the handling, ride and styling but criticize rear headroom, cargo space, and cabin materials that don't match the price. It is rarely a comparison-test winner, and no major award was found for 2020.