2023 Chevrolet Blazer

The volume 2LT/3LT trims use the standard 2.0L LSY turbo four at 228 hp; for 2023 the 3.6L V6 is standard on RS and optional on 3LT and Premier, giving a 308 hp range ceiling.

The turbo four's 258 lb-ft arrives at just 1,500 rpm, so it feels stronger in everyday driving than its horsepower suggests; the V6 makes only slightly more torque, and much higher in the rev range.

Published figures for the 2.0T/9-speed combination land around 7.2–7.5 seconds, mid-pack for a mainstream two-row mid-size crossover; the V6 RS drops to roughly 6.3 seconds.

The LSY 2.0T pulls cleanly from low revs but gets coarse and noisy when pushed and shows some turbo lag from a stop — competent rather than polished. The V6 is smoother and more linear but has to be revved for its power.

The nine-speed automatic shifts smoothly in normal driving, but reviewers note occasional hesitation on kickdown and some hunting between its closely stacked gears.

The properly-equipped maximum is 4,500 lbs with the V6 and trailering package; the volume 2.0T trims are rated 3,500 lbs when equipped and just 1,500 lbs without the package.

FWD is standard but AWD is optional on every 2023 trim, with two systems: a conventional AWD on 2LT/3LT/Premier and a twin-clutch torque-vectoring AWD on the RS, plus a driver-selectable disconnect and AWD/Snow/Off-Road/Tow modes.

A unibody, road-biased crossover with about 7.5 inches of ground clearance, no low range, no lockers, no skid plates and no off-road trim; an Off-Road drive mode on AWD models is the extent of the provision.

Two gas engines — the 2.0L turbo four and 3.6L V6 — each with FWD or AWD; the 2.5L base four is gone, and there is no hybrid or plug-in in the gas Blazer range (the Blazer EV is a separate vehicle).

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

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

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

A 19.4-gallon FWD tank at 25 MPG yields 485 miles, and AWD's larger 21.7-gallon tank pushes the 2.0T past 500 — comfortably 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 — middling for a gas mid-size SUV and several hundred dollars more than hybrid rivals.

Both engines run on 87-octane regular unleaded; no premium requirement, no charging logistics.

NHTSA rates the 2023 Blazer 5 stars overall, with 5 stars in frontal and side impact and 4 stars for rollover resistance, unchanged across the second generation.

Good in the driver- and passenger-side small overlap, original moderate overlap, original side, roof strength and head restraint tests. It was never run through the updated side test that the 2023 award criteria required, and its headlights kept it off the Top Safety Pick list, so it holds no 2023 award.

Chevy Safety Assist is standard on every 2023 trim (2LT, 3LT, RS, Premier): AEB, front pedestrian braking, forward collision alert, lane keep assist with lane departure warning, following distance indicator and IntelliBeam. On the volume 2LT, blind-zone alert and rear cross-traffic alert are only optional, and they arrive as standard from 3LT. Adaptive cruise is an extra-cost option.

IIHS rates the standard and optional systems Superior for vehicle-to-vehicle and Advanced for daytime vehicle-to-pedestrian. Those results come from the older protocol, and there is no nighttime pedestrian or updated higher-speed evaluation.

Side blind-zone alert with lane-change alert and rear cross-traffic alert are standard from 3LT up but 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 nears a lane line. The 2023 Blazer offers no true lane centering on any trim, while Honda, Toyota and Hyundai rivals make centering standard.

GM's camera/radar adaptive cruise is competent, but it is an option (part of the Driver Confidence II package) rather than standard on the volume trims. There is no combined highway-assist function.

Super Cruise was not offered on the 2023 Blazer at any trim or package.

IIHS rates the Blazer's headlights subpar. The LED projectors are Marginal for weak curve illumination, and the HID projectors on lower trims are Poor with added glare. That result kept the Blazer from a Top Safety Pick. IntelliBeam auto high beams are standard.

The Camaro-inspired high beltline, thick rear pillars and tiny third side window limit rear three-quarter visibility. HD Surround Vision and a rear camera mirror are available only on 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 seat and wide doors take two seats easily, but three across is tight.

The US-market Blazer is a two-row, five-seat crossover on every 2023 trim; the three-row long-wheelbase version is China-only.

Front headroom is roomy by mid-size two-row standards.

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 2023 Blazer, so it has nothing here for 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 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 angle and height, and it slides and reclines.

The ride is stable and controlled without being harsh on standard wheels, but the 20–21-inch wheels on RS/Premier make it busy and tiring over imperfect pavement.

Reviewers repeatedly 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. Heated front seats and a heated wheel start on the 3LT, but ventilated seats are Premier-only.

The 2.5L base engine and the old 1LT/2LT-2.5 entry are gone, so the 2023 lineup starts at the 2LT with the 228-hp 2.0L turbo. That puts the entry price high for a mainstream two-row mid-size crossover.

The 2LT is the volume trim, and it is typically ordered with AWD, which costs $2,700 on any trim. Trim mix isn't published, which is why confidence is MEDIUM.

Published estimates disagree widely, and the blended figure lands a little better than mid-pack for mid-size SUVs. The 2.0T/9-speed powertrain is conventional, and RepairPal rates the Blazer's repair costs favorably, but GM covers only the first maintenance visit.

Residuals are below average for the class. A mainstream nameplate with heavy rental and fleet volume keeps retention in the lower part of the SUV band, though the refreshed 2023 holds up better than the pre-facelift years.

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 Wi-Fi are limited to short trials, and GM's 8-year OnStar Basics inclusion started only with the 2025 model year. That is short included maintenance with basic roadside, the bottom of the middle band.

$39,195 volume-trim price minus its estimated resale value after 5 years (48% retained, or about $18,814) leaves about $20,381 in depreciation. Add the projected $5,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,881 in total.

The 2023 Blazer was the fifth model year of a generation whose early (2019-2020) teething problems were largely worked out. Consumer Reports rates it more reliable than the average 2023 vehicle and J.D. Power scores it 87/100, but J.D. Power puts that at only average for mid-size SUVs, so the signals are good rather than top-tier.

Through the 2023 model-year window Chevrolet sat in the middle of the mass-market pack: roughly at or slightly better than the industry average in J.D. Power's dependability studies, and only average-to-below in Consumer Reports' brand rankings. It had not yet reached the stronger VDS standing it holds by 2026.

NHTSA lists two recalls for the 2023 Blazer, and both are drivetrain-related with a loss-of-drive / rollaway-in-park risk — a missing half-shaft retaining ring and an incorrect transmission sun gear. Each covered a limited build population and was fixed by a parts swap, so this is typical rather than systemic, but it is a worse sheet than a clean year.

The volume 2LT/3LT trims use the 2.0L turbo LSY, which has documented valvetrain-debris ticking and bulletins on thrust-bearing play, paired with GM's 9-speed 9T-family automatic that carries a mixed durability reputation. The proven naturally aspirated 3.6L LGX V6 was still offered on RS and Premier for 2023, which softens the picture versus later years when only the LSY remained.

The 2023 refresh added a larger 10.2-inch touchscreen and an 8-inch digital cluster, but the cabin materials were carried over: soft-touch surfaces only at primary touch points with wide hard-plastic expanses on the dash and doors. Reviewers consistently flag it as lagging rivals, especially at upper-trim prices.

By its fifth year at GM Ramos Arizpe the build was mature and generally solid, with Chevrolet's initial quality near the mass-market average; 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, and its service satisfaction runs around the mass-market average.

The Blazer shares its engines, 9-speed and C1 platform hardware with high-volume GM models, so parts are plentiful and inexpensive with strong aftermarket and independent-shop support, and repair spend runs slightly below the class average.

The 2023 refresh replaced the 8.0-inch screen with a 10.2-inch touchscreen on every trim.

Chevrolet Infotainment 3 is quick and logically laid out, and the refresh kept physical climate controls. It is simple rather than feature-rich.

Wireless Apple CarPlay and Android Auto are standard across the 2023 lineup and connect reliably.

Built-in navigation is limited to RS/Premier, and the 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 clearer and fuller but not a premium standout.

Volume 2LT/3LT trims keep analog gauges with a 4.2-inch driver info screen. The 8-inch digital cluster is limited to RS and Premier.

The 2023 Blazer sits on GM's older electrical architecture rather than the Vehicle Intelligence Platform, so over-the-air updates are limited to infotainment and apps, not 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.

Multiple USB ports front and rear are standard. Wireless charging is standard on RS/Premier and packaged on lower trims, and a 120V outlet is available.

Remote start is standard, and keyless open/start is on most trims. The hands-free power liftgate comes on upper trims, and phone-as-key is not offered.

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

No head-up display is offered on any 2023 Blazer trim or package.

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 strollers plus gear.

It earns a 5-star NHTSA overall rating, and AEB and lane keep are standard. Blind-spot and cross-traffic alerts only arrive at 3LT, the headlights rate poorly and there is no IIHS award.

Rear passengers get good legroom and rear vents, but highway noise and average cargo space 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 indecisive, the steering is heavy and there is noticeable torque steer.

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

The turning circle (38.8 ft) is average, but poor rear visibility from the sloping roof and tiny rear quarter windows makes the package-locked cameras important.

It can tow 4,500 lbs with the V6 and trailering package, or 3,500 lbs for the 2.0T, which is fine for light trailers. The cargo bay is modest and it is not a work vehicle.

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 120V outlet and a trailering package. There is no real upfit ecosystem.

Supportive front seats and 485–521 miles of EPA range help, but it is noisy at speed and has no lane centering, with adaptive cruise optional only.

AWD is available and it tows 3,500–4,500 lbs, but the modest ground clearance (~7.5 in), large road-biased wheels and no 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. 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 on the RS with its twin-clutch AWD. The FWD 2.0T suffers torque steer.

Reviewers 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 nothing in 2023 reviews reports fade. Instrumented stops are mid-pack for the class.

The turbo-four has strong midrange torque but gets unrefined under load, and the 9-speed can hesitate 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 seat is supportive and well bolstered and the physical climate controls are easy to use, but the sporty low-ish cowl and sloping roof create large rear blind spots.

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

The 2LT includes the 2.0T turbo, a 10-inch touchscreen with CarPlay/Android Auto, a Wi-Fi hotspot, remote start, a power driver seat, lane-keep assist and automatic emergency braking. Adaptive cruise and several comfort features cost extra, and the entry price is high because the cheaper 2.5L trims were dropped. Competitive equipment for the money, not generous.

Handling and styling beat most rivals, and the V6 RS offers real performance for about $45k. But the base is a two-row, five-seat crossover priced above the Edge and Murano, it has short warranties, and three-row rivals like the Sorento and Santa Fe cost about the same. Fair value, not a bargain.

There are four trims (2LT, 3LT, RS, Premier) and two engines, with the V6 available on 3LT/Premier and standard on RS, and FWD or AWD on every trim. Dropping the 2.5L base trims left a gap at the low end, and there is no off-road trim.

A steady mid-pack seller among mid-size two-row crossovers. Early 2023 volume fell because inventory was tight, then recovered by the end of the year after the refresh.

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.

Inventory was tight early in the 2023 model year, but by mid-2023 modest cash offers and low-APR financing were common. These are occasional-to-regular modest incentives, not deep discounts.

The generation launched for 2019, but 2023 is the mid-cycle refresh year: new front and rear styling, a redesigned interior with a larger touchscreen and digital cluster, and more standard driver aids. It's current, but the platform and V6 are aging.

Reviewers praise the handling, styling and infotainment but criticize rear-seat and cargo space, cabin materials and the indecisive 9-speed. It is rarely the pick of its class, and no major award was found for the 2023 model year.