2024 Chevrolet Blazer

The volume 2LT/3LT trims use the 2.0L LSY turbo four at 228 hp. For 2024 the 3.6L V6 (308 hp) is standard on the RS and optional on 3LT and Premier, so it is more widely available than in 2026.

The turbo four makes 258 lb-ft, nearly as much as the V6, and makes it low in the rev range, so it feels adequate around town.

Published figures put the 2.0T around 7.3 seconds, which is mid-pack for a mainstream two-row mid-size crossover. The V6 runs in the low-to-mid 6s.

The LSY 2.0T is smoother than the LTG it replaced and pulls cleanly in the midrange, but it gets coarse when worked hard and shows some turbo lag off the line. The V6 is the smoother of the two engines.

The 9-speed automatic shifts smoothly in everyday driving, but it can hesitate on kickdown and hunt among its closely spaced upper gears.

The maximum rating when properly equipped is 4,500 lbs, but it requires the V6 and the trailering package. The volume 2.0T trims are rated at 1,500 lbs without the package and 3,250 lbs with it.

AWD is optional on every 2024 trim and brings AWD, Snow, Tow/Haul and Off-Road drive modes. Only the RS gets the more advanced twin-clutch AWD; other AWD Blazers use a basic on-demand system.

Despite the Blazer name, this is a unibody crossover built for pavement. It has about 7.5 in of ground clearance, no low range, no lockers, no skid plates and no off-road trim. Off-Road mode only recalibrates the throttle and traction control.

There are two gas engines, the 2.0L turbo four and the 3.6L V6. The V6 is available on three of the four trims, but there is no hybrid or PHEV; the Blazer EV is a separate vehicle.

The volume 2.0T FWD configuration is EPA-rated at 25 MPG combined. That is mid-pack among turbo-four mid-size crossovers and well behind the hybrid rivals.

22 MPG in the city is the weakest figure on the Blazer's EPA label. With no hybrid assistance, it trails electrified rivals by a wide margin in stop-and-go driving.

The Blazer does best on the highway, where the tall top gears of the 9-speed let the turbo four settle into a relaxed cruise.

The large 19.4-gallon tank makes up for the middling MPG, giving about 485 miles of combined range, which is above the mid-size SUV norm.

EPA's current-price estimate for the 2.0T FWD is $2,600 a year on regular fuel. That is middling for gas SUVs and hundreds of dollars more than hybrid rivals.

Both engines run on 87-octane regular, so there is no premium requirement and no charging to plan around.

NHTSA rates the 2024 Blazer five stars overall, with four stars for rollover resistance.

The 2024 Blazer earned Good in the original small-overlap and moderate-overlap front tests. IIHS has no updated side or updated moderate-overlap results and no award listed for this second-generation carryover, so it can't meet current TSP criteria.

Chevy Safety Assist is standard on every trim: AEB, pedestrian braking, forward collision alert, lane keep assist, following distance indicator and IntelliBeam. On the volume 2LT, blind-spot monitoring and rear cross-traffic alert cost extra, and so does adaptive cruise.

The standard camera-based AEB earns IIHS's Advanced rating for daytime pedestrian prevention. IIHS has no nighttime pedestrian or updated vehicle-to-vehicle results for the gas Blazer, and radar-enhanced braking comes only with the options.

Side Blind Zone Alert and Rear Cross Traffic Alert are optional on the 2LT and standard on upper trims. Both only warn; reverse automatic braking and a trailer-aware blind zone are limited to higher trims or packages.

Lane Keep Assist with lane departure warning is standard, but it only nudges the car back from the lane edge. The gas Blazer offers no active lane centering, and reviewers describe the system as corrective rather than steering.

Adaptive cruise is optional on the volume 2LT and standard or packaged on higher trims. It works, but it isn't paired with lane centering, so it doesn't act as an integrated highway assist.

The gas 2024 Blazer has no hands-free driving option. Super Cruise is offered only on the separate Blazer EV.

IIHS last rated the gas Blazer's headlights Marginal for the LED projectors (weak high beams on curves) and Poor for the HID units. There is no newer Good rating for this generation. Auto high beams (IntelliBeam) are standard.

The Camaro-inspired styling, with its high beltline, thick rear pillars and small rear glass, limits the view out the back. A rear camera is standard, and a 360-degree HD Surround Vision camera and rear park assist are available to make up for it.

IIHS rates the LATCH hardware Acceptable. There are 2 full LATCH positions and a tether-only center seat. The two-row cabin has a roomy back seat, but the anchors take some digging.

Every 2024 US Blazer (2LT, 3LT, RS, Premier) is a two-row, five-seat crossover. The long-wheelbase three-row version is sold only in China.

2024 is a carry-over year within the 2023-facelifted 2019 generation, so interior dimensions are unchanged. Front headroom is comfortably mid-pack for the class.

Front legroom is on the short side for a mid-size SUV.

Rear headroom holds up well on paper despite the sloping roofline, though CarGurus still found it slightly limited for tall riders.

Generous second-row legroom is the Blazer's best packaging figure, and the sliding bench adds flexibility.

No 2024 US Blazer has a third row, so buyers needing seven seats have to look at the Traverse or at three-row rivals.

Cargo space behind the rear seats is below average for a mid-size SUV because of the sloping rear glass.

Maximum cargo space is modest for the segment, though the rear seats fold flat.

Everyday storage is adequate: a console with a phone slot, usable door pockets, a sliding rear bench and an available cargo-management rail and fence. There is nothing clever, and a 120V outlet is standard only on RS and Premier.

Testers found the front seats well padded and supportive over hours of driving. The rear bench is roomy but flat, and the 2LT has cloth with a manual passenger seat.

The ride is civilized and well controlled, and it absorbed broken pavement even on the RS's 21-inch wheels in one test. Other reviewers note some busyness over uneven roads.

Opinions split. Edmunds and Capital One note noticeable wind and tire noise at highway speed, while Consumer Reports found its V6 AWD test car quiet. The net result is about average with some intrusion.

For 2024, heated front seats became standard, and remote start and dual-zone climate are standard too. The heated steering wheel is standard only on RS and Premier, while ventilated front seats and heated rear seats remain options on the upper trims.

The 2024 lineup opens with the 2LT FWD with the 2.0L turbo standard at $35,400 plus $1,395 destination — a mid-pack entry price for a mainstream two-row mid-size SUV.

The 2LT with AWD is the representative volume configuration; AWD adds $2,700. The 3LT FWD starts at $40,695, and RS/Premier with AWD and the V6 push into the mid-$40Ks.

Two independent 5-year estimates, KBB and Edmunds, both place maintenance plus repairs in the low-to-high $6,000s. That is typical-to-slightly-above-average for a mainstream mid-size crossover.

KBB projects the 2024 Blazer to lose $22,127 over five years to a $14,668 residual — about 40% of its starting price and a weak result even among mainstream SUVs.

This is standard Chevrolet coverage and the segment floor; Hyundai and Kia give 5 years of basic coverage on competing mid-size SUVs.

Chevrolet's 5-year/60,000-mile powertrain coverage is the mainstream minimum, half the mileage Hyundai and Kia offer.

Chevrolet Complete Care covers one complimentary maintenance visit in the first 12 months, plus 5-year/60,000-mile roadside assistance and a connected-services trial. That is real but minimal compared with Toyota's 2-year/25,000-mile ToyotaCare.

$39,495 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $15,798) leaves about $23,697 in depreciation. Add the projected $6,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $30,097 in total.

The 2024 Blazer is the sixth model year of the 2019-launched generation, so the platform is well debugged, but the aggregate signals are only average: third-party indexes place it in the 'good' band while owner complaints center on the 9-speed automatic and the turbo 2.0L. That is the mixed-signal middle of the guidance, a touch below the 2026 car's J.D. Power figure.

Chevrolet's long-term dependability standing is strong right now, third among mass-market brands in the 2026 VDS, but initial quality slipped to mid-pack and Consumer Reports still rates the brand only average. That puts it above the mainstream middle and short of the consistent top-5 band.

2024 carries a genuinely safety-relevant recall, door strikers that were not heat-treated to spec and can fracture and let a door open while driving, on top of a handful of smaller campaigns and a mid-2024 GM transmission-fluid-leak fix. That is heavier recall activity than the clean 2026 car, though nothing points to a systemic powertrain recall.

The volume 2LT uses the turbo 2.0L LSY with GM's 9-speed automatic, a pairing with documented valvetrain-ticking, turbo and rough-shift/slipping complaints. Unlike 2026, the 2024 lineup still offers the proven 3.6L LGX V6 on RS/Premier, which keeps this at the low end of 'mixed history' rather than below it.

The cabin is the Blazer's most criticized area: soft-touch material only at the main touch points, broad hard-plastic expanses across the dash and door tops, and unlined bins. That is acceptable on a 2LT but weak at the Premier/RS price points.

Assembly is generally sound for a design that has been built at Ramos Arizpe since 2018, and Chevrolet's initial quality sits around the mass-market average. Owner reports still include scattered transmission and electrical complaints, and the door-striker recall was a supplier quality escape.

Chevrolet has one of the densest service networks in the US, with a dealer in essentially every market including rural ones, and its service satisfaction measures slightly above the mass-market average.

The Blazer shares its 2.0T, 3.6L V6, 9-speed and C1 platform hardware with high-volume GM models, so parts are commodity items with deep aftermarket and independent-shop support. Measured repair spend runs slightly below the class average.

Every 2024 Blazer has the 10.2-inch Chevrolet Infotainment 3 Plus touchscreen that arrived with the 2023 refresh.

Testers call Infotainment 3 intuitive, with a sensible home screen and separate physical climate controls. It lacks Google built-in and looks plainer than GM's newer systems.

Wireless Apple CarPlay and Android Auto are standard on every 2024 trim.

Native navigation comes only on RS and Premier, and testers found the voice commands imprecise. Most owners will use phone projection instead.

2LT and 3LT get a basic six-speaker system. RS and Premier get an eight-speaker Bose setup, a modest premium upgrade rather than a standout.

The volume 2LT and 3LT pair analog gauges with a small 4.2-inch driver information screen. The 8-inch display on RS and Premier is still not a full digital cluster.

OnStar-connected over-the-air updates can refresh infotainment and module software, but they are fixes rather than feature additions like those on GM's Google-built-in and Ultium vehicles.

The myChevrolet app covers remote start, lock/unlock, locate and vehicle status, but most remote commands need an OnStar/Connected plan after the trial and there is no phone-as-key.

Both rows get a mix of USB ports. Wireless charging is standard only on RS and Premier (optional on 2LT/3LT), and the 120V outlet is also limited to the upper trims.

Keyless entry, push-button start and remote start are standard. The 3LT adds a programmable power liftgate and the RS/Premier add a hands-free liftgate. There is no phone-as-key.

An HD rear camera is standard. Rear park assist arrives at 3LT (optional on 2LT), and HD Surround Vision is an upper-trim or package option. There is no automated parking.

No 2024 Blazer trim or package offers a head-up display.

Wide rear doors, 39.6 in of rear legroom and a sliding 60/40 bench make it easy to fit a rear-facing seat. However, only two positions have full LATCH hardware and the 30.5 cu ft cargo hold is tight for a stroller plus groceries.

Crash credentials are good (NHTSA 5 stars overall, IIHS Good in the frontal tests), and AEB with pedestrian detection, lane-keep assist and the Rear Seat Reminder are standard. On the 2LT, blind-spot monitoring is a $690 package and adaptive cruise a $1,225 package, and the IIHS headlight ratings are weak with no TSP award.

Supportive front seats, a roomy (if flat) rear bench, rear vents and USB ports make the Blazer a pleasant long-trip car for four. Heated rear seats are an upper-trim option, there is no rear-seat entertainment, and luggage space with all seats up is small for a mid-size SUV.

The 2.0T's 258 lb-ft arrives low in the rev range, the ride is civilized and the infotainment is easy to use, so the Blazer is relaxed in traffic. Rear visibility through the sloped glass is poor, and the 9-speed can be slow to kick down.

25 MPG combined on regular fuel (24 AWD) is average for a non-hybrid mid-size crossover. No hybrid is offered, so hybrid rivals commute for noticeably less.

At about 192 in long with a roughly 38.7 ft turning circle, the Blazer takes up three-row-class curb space for a five-seater. Thick rear pillars hurt the view out back. A rear camera is standard, but park sensors start at 3LT and surround view is an option.

The volume 2.0T tows only 1,500 lbs without the trailering package (3,250 with it). The 3.6L V6 reaches 4,500 lbs, and for 2024 it is standard on the RS and optional on 3LT/Premier, a bit wider than in later years. With a small 30.5 cu ft cargo hold, it handles light duty only.

The LSY 2.0T, LGX V6 and 9-speed are high-volume GM hardware with well-known service histories, but the Blazer has no fleet or work following and no rubber-floor or work-grade trim. It is a style-led crossover, not a work tool.

The trailering package adds a hitch, a 7-pin harness and HD cooling, and the RS/Premier get a 120V outlet. Beyond that there are few work provisions: only basic cargo tie-downs, an optional rail/fence system and accessory roof cross rails.

Range is a strength at roughly 485 miles from the FWD tank. Supportive front seats and a composed highway ride help too. Wind and tire noise, adaptive cruise costing extra on 2LT, and no lane centering or Super Cruise limit it as a mile-eater.

This is a paved-road crossover with about 7.5 in of ground clearance and optional AWD with drive modes, and the V6 can tow a small camper. There is no low range, no underbody protection and no off-road trim.

The layout is right: a sliding 60/40 bench that folds flat, underfloor storage and an available hitch and roof rails. The volume is not, at 30.5 and 64.2 cu ft, both below the class norm.

The Blazer is one of the sportier-handling two-row mid-size crossovers, with sharp reflexes and little body roll, though it is still a FWD-based family crossover rather than a performance SUV.

Reviewers disagree. Capital One praised precise steering with good feedback, while Edmunds called it slow and heavy with torque steer (mostly on V6 FWD cars). The score lands in the precise-but-inconsistent middle.

Testers report the brakes stop the Blazer quickly and without drama. No instrumented 2024 stopping distance was found, so this is scored on qualitative consensus.

The LSY 2.0T with the 9-speed is smooth in steady driving and has good low-end torque, but it shows some turbo lag and occasional kickdown hesitation. The optional V6 is smoother and quicker to respond.

The turbo four is audible and coarse when worked hard, though Capital One found it quieter than some turbo-four rivals. The V6 is the smoother, quieter engine.

The chassis is unchanged in this generation (113.0 in wheelbase), so the turning circle carries over. It is mediocre for a two-row mid-size SUV.

The layout is simple, with physical climate controls, a standard 8-way power driver's seat and good front room, so most drivers settle in easily. The sloping, Camaro-inspired greenhouse and thick rear pillars limit the view out, and the 2LT has a manual passenger seat.

By mid-size-crossover standards the Blazer has character: bold styling, a willing chassis and a V6 option that runs 0–60 in the mid-6s. The volume 2.0T keeps it pleasant rather than exciting.

After the 2023 refresh, the entry 2LT comes with the 2.0L turbo, a 10.2-inch touchscreen with wireless CarPlay and Android Auto, dual-zone climate, remote start, heated front seats, LED lighting and Chevy Safety Assist. Adaptive cruise, a power liftgate and a sunroof still cost extra.

The Blazer starts at $36,795, which undercuts two-row rivals like the Passport, Murano and Grand Cherokee, and its 228-hp turbo (or 308-hp V6) is competitive power for the money. Weak resale, budget cabin materials and class-trailing cargo space claw back some of that advantage, especially on the $45K+ RS and Premier trims.

Four trims — 2LT, 3LT, RS and Premier — each come in FWD or AWD, with the 3.6L V6 on the upper trims, spanning roughly $36.8K–$47.1K. That is a sensibly spaced ladder for the mainstream band, though the V6 is not offered on the lower trims.

US sales fell about 20% to 52,576 units in calendar 2024, down from the 2020 peak of about 94,600. That still places the Blazer fourth among ten rivals in Q4, so it is a mid-pack seller on a clearly declining trajectory.

Chevrolet is a widely considered mainstream brand, but it carries no price or resale halo, and putting the Blazer name on a car-based crossover still divides enthusiasts.

With sales falling ~20% and inventory building through 2024, Chevrolet ran regular cash-back, low-APR financing and lease programs on the Blazer, plus stackable affinity allowances. Transaction prices sat below MSRP.

In 2024 the Blazer was in the sixth year of a generation launched for 2019, one year after its 2023 facelift, and carried over largely unchanged. It was mid-cycle rather than aging out, although redesigned rivals such as the Passport and Murano were on the way.

Reviewers credit the Blazer's aggressive styling, V6 option, intuitive infotainment and handling. They consistently fault its cheap cabin materials and small cargo hold, and it wins no major awards or comparison tests.