2021 Chevrolet Blazer

The volume 2LT uses the 2.0L LSY turbo four at 227 hp. For 2021 the lineup still includes the 193-hp 2.5L four on the L and 1LT and the 308-hp V6 as the top option. Premier switched to the turbo four as standard for 2021i.

The turbo four's 258 lb-ft arrives low in the rev range, so it feels stronger in daily driving than its horsepower suggests. The V6 adds only slightly more torque, and it arrives much higher up.

Published figures for the 2.0T with the 9-speed land around 7.2–7.5 s, which is mid-pack for a two-row mid-size crossover. The V6 runs mid-6s and the base 2.5L is notably slower.

The 2.0T pulls cleanly from low revs but gets coarse and noisy when pushed, with some turbo lag from a stop. The V6 is smoother. The base 2.5L that is still offered in 2021 feels strained in a vehicle this heavy.

The 9-speed automatic shifts smoothly in normal driving. Reviewers note occasional hesitation on kickdown and some hunting between its closely spaced gears.

The properly equipped maximum is 4,500 lbs with the V6 and the VR2 (FWD) or V92 (AWD) trailering package. Base ratings are 1,500 lbs.

FWD is standard. AWD is optional on 2LT and above: a conventional system on LT/Premier and a twin-clutch torque-vectoring system on the RS, with a driver-selectable disconnect. The base 2.5L L/1LT are FWD only.

A road-biased unibody crossover with about 7.5 in of ground clearance and no low range, lockers, skid plates or off-road trim. The extent of its off-road provision is a drive-mode selector on AWD models.

Three gas engines (2.5L four, 2.0L turbo four, 3.6L V6), with FWD or AWD on the upper two. 2021 is the last year for the 2.5L. There is no hybrid or plug-in.

The volume 2.0T FWD configuration is EPA-rated at 25 MPG combined, mid-pack for a gas two-row mid-size crossover.

22 MPG city is ordinary for a non-hybrid mid-size crossover.

The 9-speed's tall top gears let the turbo four cruise efficiently, so highway is its best EPA figure.

A 19.4-gallon FWD tank at 25 MPG combined gives about 485 miles. AWD models' larger tank pushes the 2.0T past 500, above average for the segment.

At EPA's standard 15,000 miles a year on regular gas, the 2.0T FWD costs about $2,600 a year, middling for a gas mid-size SUV.

All three engines run on regular unleaded. There is no premium requirement.

NHTSA gives the 2021 Blazer 5 stars overall in both FWD and AWD form: 5 stars frontal, 5 stars side, and 4 stars for rollover.

The 2021 Blazer is rated Good in all six IIHS crashworthiness tests: driver and passenger small overlap, moderate overlap, side, roof strength and head restraints. Poor and Marginal headlights kept it from a 2021 Top Safety Pick, so it holds no award.

2021 is the year Chevy Safety Assist arrived: AEB, front pedestrian braking, forward collision alert, lane keep assist with lane departure warning, following distance indicator and IntelliBeam. It is standard on the volume 2LT and every trim above it, but the base L and 1LT still go without. On the 2LT, blind-zone alert, rear cross-traffic alert and adaptive cruise remain options.

IIHS rates both the Chevy Safety Assist AEB and the Enhanced AEB in Driver Confidence II Superior for vehicle-to-vehicle prevention, and Advanced for daytime pedestrian prevention. There is no nighttime pedestrian result, and the L and 1LT lack AEB entirely.

Side blind-zone alert with lane-change alert and rear cross-traffic alert are standard on the 3LT and above, and optional on the 1LT and the volume 2LT through the Convenience and Driver Confidence package. The system only alerts the driver: there is no active intervention and no safe-exit alert.

Lane Keep Assist with Lane Departure Warning is standard on the 2LT and above, but it only nudges the car back when it reaches a lane line. No trim offers true lane centering, and the L and 1LT get no lane assistance at all.

GM's camera and radar adaptive cruise works competently but is optional, tied to the Driver Confidence II package on the upper RS and Premier trims. Volume 2LT buyers get conventional cruise, and there is no combined highway-assist function.

The 2021 Blazer offered no Super Cruise or other hands-free system on any trim or package.

The HID projectors on the L through Premier rate Poor, and the L and 1LT also lack high-beam assist. The LED projectors, available only with Driver Confidence II on the RS and Premier, rate just Marginal. IntelliBeam is standard from the 2LT up as part of Chevy Safety Assist.

The Camaro-inspired high beltline, sloping roof, thick rear pillars and small third side window restrict rear three-quarter vision. The rear camera is standard, but HD Surround Vision and the rear camera mirror are limited to upper-trim packages.

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

Every 2021 US-market Blazer (L, 1LT, 2LT, 3LT, RS, Premier) is a two-row, five-seat crossover. The long three-row version is sold only in China.

Front headroom is generous for a two-row mid-size crossover.

Front legroom is on the short side for the class.

Rear headroom holds up well despite the sloping roofline.

Generous second-row legroom is one of the Blazer's packaging strengths.

No US-market 2021 Blazer has a third row, so it offers nothing for buyers who need more than five seats.

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

The coupe-like tail keeps maximum cargo space modest for the segment.

Everyday storage is competitive, with a usable center 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 supportive on long drives. The rear bench is fairly flat but sits at a good height, and it slides and reclines; the L/1LT/2LT cloth seats are plainer.

The ride on the volume 2LT's 18-inch wheels is controlled and not harsh, but the 20-21-inch wheels on RS/Premier make it busy over broken pavement.

Reviewers consistently note a lot of wind, road and tire noise at highway speed, which is below the segment norm.

Remote start and dual-zone climate are widely available and heated front seats come from the 3LT. Ventilated seats are limited to RS/Premier, and for 2021 the lower trims downgraded to a urethane steering wheel.

In 2021 the pre-refresh lineup still started with the 2.5L L trim, which gave the Blazer a low entry price for a mid-size crossover. The 2023 refresh later dropped that trim, and the entry price rose by about $6,500.

The 2LT is the volume and reviewer-recommended trim, and it is typically ordered with AWD. Chevrolet doesn't publish its trim mix, so confidence is MEDIUM.

The 2.5L, 2.0T and V6 powertrains are conventional GM designs, and the estimate lands around the middle of the mid-size SUV band. Published sources disagree widely, and GM covers only the first maintenance visit.

Actual 5-year retention for the 2021 model year is slightly below the middle of the SUV band. That is better than the 2020 model year (48%) but short of Toyota and Honda rivals.

GM's bumper-to-bumper coverage is 3 years/36,000 miles, the industry minimum. Hyundai Santa Fe and Kia Sorento buyers get 5 years/60,000 miles.

Powertrain coverage is 5 years/60,000 miles, the bottom of the band and half of the 10-year/100,000-mile term Hyundai and Kia offer.

Chevrolet includes one maintenance visit in the first year, plus 5 years/60,000 miles of roadside assistance and courtesy transportation. OnStar and Wi-Fi come only as short trials; GM's included 8-year OnStar Basics didn't start until the 2025 model year. That is a minimal maintenance offer with basic roadside coverage.

$36,595 volume-trim price minus its estimated resale value after 5 years (51.7% retained, or about $18,920) leaves about $17,675 in depreciation. Add the projected $5,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,375 in total.

The sources disagree on the 2021 Blazer. Consumer Reports rates it less reliable than other 2021 vehicles, and the 2022 model year's better rating was read as a recovery from it. J.D. Power (85/100) and U.S. News (86/100) are more generous. Consumer Reports' owner-survey data counts most, so the score sits in the low part of the average band.

Around the 2021 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-middle of Consumer Reports' brand rankings.

NHTSA lists one recall for the 2021 Blazer. Incorrect bolts may have been used to secure the seat belts, which is fixed with a bolt replacement. The recall is narrow, but it touches occupant restraint, and the generation has TSB activity on the digital cluster going blank, electrical faults, and the 2.0T and 9-speed. That holds the score below 80.

The 2021 lineup had three engines: the 2.5L LCV four on lower trims, the 2.0L turbo LSY on mid and upper LT trims, and the proven 3.6L LGX V6 on RS and Premier. All three use GM's 9-speed 9T-family automatic. The LCV and LGX have good high-mileage records. The LSY has documented valvetrain-ticking and thrust-bearing bulletins, and the 9-speed has a mixed record, so the powertrain lands mid-band.

The 2021 has the pre-refresh cabin: an 8-inch touchscreen and an analog-heavy cluster. Soft-touch trim is limited to the primary touch points, and large hard-plastic areas remain. Reviewers say the materials trail rivals and feel less premium than upper-trim pricing suggests.

The 2021 was the third year of production at GM Ramos Arizpe and still carried launch-era complaints: electrical glitches, a blank instrument display, and scattered rattles. Consumer Reports' below-average rating for this year points to more early issues than the maturer 2022.

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

The Blazer's engines, 9-speed automatic and C1 platform hardware are shared with high-volume GM models. Parts are plentiful and cheap, aftermarket and independent-shop support is strong, and repair costs run slightly below the class average.

Every 2021 Blazer uses an 8.0-inch touchscreen (Infotainment 3, or Infotainment 3 Plus on 3LT/RS/Premier), which is small for the class.

The Infotainment 3 interface is quick and easy to read and keeps physical climate controls, but the 8-inch screen looks small next to rivals.

Apple CarPlay and Android Auto are standard, and wireless projection arrived with 2021 production as GM rolled it out across its Infotainment 3 vehicles. Aftermarket wireless upgrades target only the 2019-2020 cars.

Connected navigation comes only with Infotainment 3 Plus (3LT Sound & Technology package, RS, Premier), and native voice control is basic. Most owners rely on phone projection.

The standard six-speaker system is adequate. The eight-speaker Bose upgrade sounds fuller but is package-locked on the 3LT and is no premium standout.

Every trim keeps analog gauges. Lower trims get a small driver info screen, and only RS/Premier upgrade to an 8-inch configurable center display.

The 2021 Blazer uses GM's older electrical architecture rather than the Vehicle Intelligence Platform, so over-the-air updates are limited to infotainment and apps.

The myChevrolet app offers remote start, lock and locate, but most connected features need an OnStar/Connected Services plan and there is no phone-as-key.

Front and rear USB ports are standard, but wireless charging and the 120V outlet are limited to upper trims and packages.

Push-button start and remote start are widely standard, and a power liftgate comes from the 3LT (hands-free on RS/Premier). Phone-as-key is not offered.

A rear camera is standard and rear park assist comes on upper trims, but HD Surround Vision and the rear camera mirror are package-locked.

No head-up display is offered on any 2021 Blazer trim or package.

Generous rear legroom (39.6 in) and a sliding, reclining rear seat make car seats easy to fit, and IIHS rates LATCH Acceptable. The 30.5 cu ft cargo hold is only average for a stroller plus gear.

It earns a 5-star NHTSA overall rating and Good IIHS crash scores, but AEB and lane keep are standard only from the 2LT, blind-spot alerts need a package, and the headlights rate Poor.

Rear passengers get good legroom and rear vents, but highway noise and average cargo space limit long family trips.

The volume 2.0T's low-end torque (258 lb-ft at 1,500 rpm) suits traffic, but the 9-speed is slow to downshift and the steering is heavy, with torque steer on FWD models.

About 24-25 MPG combined from the 2.0T on regular fuel is average for gas mid-size two-row SUVs and well short of hybrid rivals.

The 38.8 ft turning circle is average, but the sloping roof and small rear quarter windows hurt rear visibility, and surround-view cameras are package-locked.

It tows up to 4,500 lbs with the V6 and trailering package, which suits light trailers, but only 1,500 lbs without the package. The cargo bay is modest, so it is not a work vehicle.

It is a style-led consumer crossover with no fleet track record, and its interior plastics and large-wheel packages aren't aimed at hard use.

Work provisions are basic: cargo tie-downs, an available cargo rail and fence system, a package-locked 120V outlet and a trailering package. There is no real upfit ecosystem.

Supportive front seats and 485-521 miles of range help, but it is noisy at speed, has no lane centering, and adaptive cruise is limited to an RS/Premier package.

AWD is available with the 2.0T and V6 and it can tow 3,500-4,500 lbs, but modest ground clearance (~7.5 in), large road-biased wheels and no off-road trim keep it to gravel roads at best.

The 60/40 rear seats fold flat, roof rails and a hitch are available, and there is a cargo rail system. The 64.2 cu ft maximum and sloped tailgate limit bulky gear.

It is one of the more composed-handling two-row mid-size SUVs, with tight body control, especially the RS with its twin-clutch AWD. FWD turbo models suffer torque steer.

Reviewers split: The Car Connection rates the steering better than rivals, while Edmunds calls it slow and heavy with torque-steer tug. It is precise but not communicative.

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

The volume 2.0T has strong midrange torque but gets unrefined under load, and the 9-speed is slow to downshift. The V6 is smoother and the base 2.5L feels strained.

The 2.0T sounds coarse when worked hard, while the V6 is more pleasant. The engine is audible but doesn't drone at cruise.

An average turning diameter for a mid-size SUV.

The seat is supportive and well bolstered and the physical climate controls are easy to use, but the sloping roof creates large rear blind spots.

It is sportier than most mainstream mid-size crossovers, especially the V6 RS at about 6.3 seconds to 60 mph, but the volume turbo-four is merely pleasant.

The L and 1LT trims are sparse. They come with the 193-hp 2.5L and don't get the Chevy Safety Assist suite (automatic emergency braking, lane keep) that is standard from the 2LT up, while rivals like the RAV4, CR-V and Santa Fe make AEB standard across the range. The 2LT is reasonably equipped with CarPlay/Android Auto, a Wi-Fi hotspot and the new standard driver aids.

The entry price is low for the segment, and V6 performance is available for the low $40ks. But the Blazer is a two-row, five-seat crossover with small rear-seat and cargo space and short warranties, priced near three-row rivals like the Sorento. Fair value, not a bargain.

There are six trims (L, 1LT, 2LT, 3LT, RS, Premier) and three engines: the 2.5L, the 2.0T and the 3.6L V6, with FWD or AWD available across most of the range. The spacing runs from about $30k to $47k. There is no off-road trim.

Sales held steady in the first half of 2021, then collapsed in Q3 when the chip shortage cut production at the Ramos Arizpe plant, leaving the Blazer near the bottom of its segment for the quarter. Nine-month volume fell about 29%.

Chevrolet has neutral mass-market recognition, and the Camaro-inspired styling pulls buyers in. But reviving the Blazer name as a car-based crossover alienated enthusiasts, and the brand does not lift resale the way Toyota or Honda do.

Early in the 2021 model year, discounts of about 10% off MSRP plus low-APR financing were available. The chip shortage then tightened inventory from mid-2021 on and reduced the deals.

2021 is the third year of the generation that launched for 2019, and it is a carry-over year with minor updates: new colors, more standard driver aids from the 2LT up, and the 2.0T made standard on the Premier. The 2023 refresh was already coming, which puts this year mid-cycle on its way out.

Reviewers praise the handling, styling and engine lineup but criticize the rear-seat space, the cargo room and the base 2.5L. U.S. News ranked it low among affordable mid-size SUVs, and Consumer Reports listed it as a mid-size SUV to avoid. No major awards were found.