2022 Chevrolet Blazer

For 2022 the 2.5L base four is gone, so the volume 2LT/3LT trims use the 2.0L LSY turbo four at 228 hp; the 3.6L V6 at 308 hp is standard on the RS and optional elsewhere.

The turbo four's 258 lb-ft arrives low in the rev range, giving it stronger everyday pull than its horsepower suggests; the V6 adds only 12 lb-ft, and much higher up.

The 2.0T with the nine-speed runs 0–60 in roughly 7.2–7.5 seconds, mid-pack for a mainstream two-row mid-size crossover; the V6 RS is about a second quicker.

The 2.0T pulls cleanly from low revs but turns coarse and noisy when worked hard and shows some lag off the line; the V6 is smoother and more linear but needs revs for its power.

The nine-speed automatic shifts smoothly in normal driving but can be slow to kick down and occasionally hunts among its closely spaced gears.

Properly equipped with the V6 and trailering package the Blazer tows 4,500 lbs; volume 2.0T trims are rated 3,500 lbs with the package and 1,500 lbs without.

FWD is standard but AWD is available on every 2022 trim, with a twin-clutch torque-vectoring system on the RS and Premier V6 and a driver-selectable disconnect and drive modes.

A road-biased unibody crossover with about 7.5 inches of clearance, large wheels, and no low range, lockers, skid plates or off-road trim.

Two gas engines — the 2.0L turbo four and 3.6L V6 — each with FWD or AWD; the 2.5L base engine was dropped for 2022 and there is no hybrid or plug-in.

The volume 2.0T FWD configuration is EPA-rated 25 MPG combined — mid-pack for a gas two-row mid-size crossover; the V6 gives up about three MPG.

22 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 let the turbo four cruise efficiently, making highway its strongest EPA figure.

A 19.4-gallon FWD tank at 25 MPG combined yields about 485 miles; AWD models' 21.7-gallon tank pushes the 2.0T past 500 miles.

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

Both engines run on regular unleaded; no premium requirement and no charging logistics.

NHTSA gives the 2022 Blazer 5 stars overall in both FWD and AWD form: 5 stars frontal, 5 stars side, and 4 stars for rollover.

The 2022 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 2022 Top Safety Pick, so it holds no award.

For 2022 the L and 1LT trims were dropped, so Chevy Safety Assist is standard on every remaining trim (2LT, 3LT, RS, Premier). It includes AEB, front pedestrian braking, forward collision alert, lane keep assist with lane departure warning, following distance indicator and IntelliBeam. The volume 2LT still gets blind-zone alert and rear cross-traffic alert only as an option, and adaptive cruise is optional too.

IIHS rates both the standard and optional systems Superior for vehicle-to-vehicle prevention and Advanced for daytime pedestrian prevention. There is no nighttime pedestrian result or updated-protocol result.

Side blind-zone alert with lane-change alert and rear cross-traffic alert come standard from 3LT upward and are optional on the volume 2LT. The coverage only alerts the driver: there is no active intervention and no safe-exit alert.

Lane Keep Assist with Lane Departure Warning is standard, but it only nudges the car back when it reaches a lane line. The 2022 Blazer has no true lane centering on any trim, while Honda, Toyota and Hyundai rivals make centering standard.

GM's camera and radar adaptive cruise works competently, but it costs extra (the Driver Confidence II package on upper trims) and the volume 2LT goes without it. There is no combined highway-assist function.

The 2022 Blazer offered no Super Cruise or other hands-free system on any trim or package.

The HID projectors fitted to the 2LT, 3LT, RS and Premier rate Poor. The LED projectors, available only with the Driver Confidence II package on RS and Premier, rate just Marginal. IntelliBeam auto high beams are standard.

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, so the volume 2LT gets little camera help.

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 2022 US-market Blazer (2LT, 3LT, RS, Premier) is a two-row, five-seat crossover; the three-row long version is China-only.

Front headroom is roomy 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 third row is offered on any US-market 2022 Blazer, so it has 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.

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

Storage is competitive: a usable center console and door pockets, plus 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 sits at a comfortable height, and it slides and reclines.

The ride is controlled and not harsh on the 2LT's 18-inch wheels, 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, below the segment norm.

Remote start and dual-zone climate are widely available and heated front seats come from the 3LT, but ventilated seats are limited to RS/Premier.

For 2022 the 2.5L four-cylinder and the L/1LT trims were dropped, so the lineup opens at the 2LT with the 228-hp 2.0L turbo. That raises the entry price above the 2021 Blazer's.

The 2LT is the volume trim, and most are ordered with AWD. The AWD price is taken from the 2023 order guide ($2,700 on all trims), which is why confidence is MEDIUM.

Published estimates disagree widely: Edmunds' 2022 figure is high and CarEdge's model-wide figure is low. The blended value sits near the middle of the mid-size SUV band. The 2.0T/9-speed powertrain is conventional, and GM covers only the first maintenance visit.

Residuals are below average for mid-size SUVs, held down by a mainstream badge and heavy rental and fleet volume. Pandemic-era used-car prices propped up early values, but by the 5-year mark the Blazer projects about 48% retention.

GM's bumper-to-bumper coverage is 3 years/36,000 miles, the industry minimum. Hyundai Santa Fe and Kia Sorento 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 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 the Wi-Fi hotspot come only as short trials. That is short included maintenance with basic roadside, the bottom of the middle band.

$37,295 volume-trim price minus its estimated resale value after 5 years (48% retained, or about $17,902) leaves about $19,393 in depreciation. Add the projected $6,100 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,493 in total.

The 2022 Blazer was a clear step up from the 2021 model year, which Consumer Reports had flagged to avoid. CR rated 2022 predicted reliability 4/5, named it one of the most reliable midsize utility vehicles and made it Recommended. J.D. Power's 85/100 ('Great') agrees, though neither source puts it in the top tier across the board.

In the 2022 model-year window 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, where its full-size trucks and SUVs pulled it down.

NHTSA lists just one recall for the 2022 Blazer: a possible improper weld in the power-tilt driver seat cushion frame, shared with the Equinox and XT4 and fixed with an inspect-and-replace. That makes a clean sheet next to the 2023's two drivetrain loss-of-drive recalls. The score is held below 80 by the recall's crash-restraint consequence and by generation-wide TSB activity on the 2.0T and 9-speed.

For 2022 the 2.5L four and the L/1LT trims were dropped, so the volume 2LT/3LT use the 2.0L turbo LSY. That engine has documented valvetrain-debris ticking and thrust-bearing bulletins, and it is paired with GM's 9-speed 9T-family automatic, whose durability record is mixed. The proven naturally aspirated 3.6L LGX V6 remains standard on RS and optional on 3LT and Premier.

The 2022 is the pre-refresh cabin. It has the 8-inch touchscreen and an analog-heavy cluster, with soft-touch trim only at primary touch points and wide hard-plastic areas on the dash and doors. Reviewers call it less premium than the Blazer's pricing suggests, especially on upper trims.

By its fourth year at GM Ramos Arizpe the build had matured past the 2019-2021 launch-era problems. Initial quality ran near the mass-market average, and scattered owner complaints about electrical glitches and drivetrain behavior keep it out of the upper band.

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 Blazer shares its engines, 9-speed automatic and C1 platform hardware with high-volume GM models. Parts are plentiful and cheap, aftermarket and independent-shop support is strong, and repair spending runs slightly below the class average.

Every 2022 Blazer uses an 8.0-inch Chevrolet Infotainment 3 touchscreen, which is small for the class; the 10.2-inch screen came only with the 2023 facelift.

Infotainment 3 is quick, with clear color-coded icons, and physical climate controls remain, but the 8-inch screen feels small next to rivals.

Wireless Apple CarPlay and Android Auto are standard on every 2022 trim.

Built-in navigation is only in the 3LT Sound & Technology package or on upper trims, and native voice control is basic. Most owners use phone projection.

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

Every trim keeps analog gauges. The 2LT/3LT get a 4.2-inch driver info screen, and only RS/Premier upgrade to an 8-inch configurable center display.

The 2022 Blazer uses GM's older electrical architecture rather than the Vehicle Intelligence Platform, so OTA is limited to infotainment/apps rather than whole-vehicle updates.

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

USB ports front and rear are standard, but wireless charging is only available from the RS up, and the 120V outlet is package-locked on the 3LT.

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

A rear camera is standard, rear park assist comes on the 3LT and up, and HD Surround Vision with a rear camera mirror is package-locked.

No head-up display is offered on any 2022 Blazer trim or package.

Rear legroom of 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 strollers plus gear.

It has a 5-star NHTSA overall rating, Good IIHS crash results, and AEB with lane keep standard from 2022. Blind-spot and cross-traffic alerts only come standard from the 3LT, the headlights rate Poor/Marginal and there is no IIHS award.

Rear passengers get good legroom and rear vents, but highway noise, average cargo space and wireless charging only on upper trims limit long family trips.

The turbo-four's low-end torque (258 lb-ft at 1,500 rpm) suits traffic, but the 9-speed can be slow to kick down, the steering is heavy and FWD models show torque steer.

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

The turning circle (38.8 ft) is average, but poor rear visibility from the sloping roof matters more because the surround camera is package-locked.

It tows up to 4,500 lbs with the V6 and trailering package, or 3,500 lbs with the 2.0T, which is fine for light trailers. The cargo bay is modest.

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

Work provisions are basic: cargo tie-downs, an available cargo rail/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 upper-trim packages for 2022.

AWD is available and it tows 3,500-4,500 lbs, but the modest ~7.5 in ground clearance, road-biased wheels and lack of an off-road trim keep it on 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. A max volume of 64.2 cu ft and the 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 twin-clutch AWD. The FWD 2.0T suffers torque steer.

Reviewers are split: TCC praises the steering relative to 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 there are no fade complaints. Instrumented stops are mid-pack for the class.

The turbo-four has strong low-end torque but turns coarse under load and has some lag off the line, and the 9-speed hesitates on downshifts. The V6 is smoother.

The 2.0T sounds coarse when worked hard, while the V6 is more pleasant. The engine is audible but not droning at cruise.

An average turning diameter for a mid-size SUV; the chassis is unchanged across 2019-2023.

The seats are supportive and the physical climate controls are easy to use, but the sloping roof and small rear quarter windows create large blind spots.

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

The 2LT includes the 2.0T turbo, 18-inch wheels, a power driver seat, proximity key, dual-zone climate control, a Wi-Fi hotspot and the Chevy Safety Assist suite (automatic emergency braking, lane-keep assist). But the screen is only 8 inches, adaptive cruise is not standard, and the cabin is pre-refresh. Competitive equipment for the price, not generous.

Handling and styling beat most rivals, and the 308-hp V6 is available for about $40–45k. But this two-row, five-seat crossover is priced about the same as three-row rivals like the Sorento and Santa Fe, carries short warranties, and has lower-rent cabin materials before the 2023 refresh. Fair value, not a bargain.

There are four trims (2LT, 3LT, RS, Premier), two engines and FWD or AWD on every trim. Dropping the L/1LT trims and the 2.5L for 2022 narrowed the low end, and there is no off-road or rugged trim.

A steady mid-pack seller among two-row mid-size crossovers. 2022 volume was held back by the semiconductor-shortage production constraints rather than weak demand.

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

The 2022 model year sold during the chip shortage, when GM inventory was thin and discounts across the industry shrank to near zero, with many dealers adding markups. Low-APR financing reappeared late in the model year, but buyers had little room to negotiate.

2022 is the fourth year of the generation that launched for 2019 and the last before the 2023 mid-cycle refresh, which brought new styling, a redesigned interior and a larger screen. A 2022 buyer gets the pre-refresh car just as it was replaced.

Reviewers praise the sporty handling, styling and V6 power but criticize rear-seat and cargo space, cabin materials, rearward visibility and the 9-speed. It is rarely the pick of its class, and no major award was found for 2022.