2025 Chevrolet Blazer

The volume 2LT and 3LT use the 2.0L LSY turbo four at 228 hp; the 308-hp 3.6L V6 is reserved for the upper trims in the 2025 four-trim lineup (2LT, 3LT, RS, Premier).

The turbo four's 258 lb-ft arrives low in the rev range and nearly matches the V6's 270 lb-ft peak, which keeps the base engine adequate in everyday driving.

Estimates for the 2.0T/9-speed combination cluster around 7.2–7.5 seconds — mid-pack for a two-row mid-size crossover — while the V6 trims run about 6.1 seconds.

The LSY 2.0T pulls cleanly from low revs and is a step up from the older LTG, but it gets coarse and noisy when worked hard with some off-the-line turbo lag; the optional V6 is smoother. Competent rather than polished.

The 9-speed automatic shifts smoothly in normal driving, and Sport mode sharpens its logic, but it can hesitate and hunt between closely spaced upper gears.

The maximum properly equipped rating is 4,500 lbs, but only with the V6. The volume 2.0T trims tow about 3,250–3,500 lbs with the trailering package.

AWD is optional on every 2025 trim rather than standard, with Snow, Tow/Haul and Off-Road drive modes; the V6 RS/Premier get the more sophisticated twin-clutch AWD, while other AWD Blazers use the basic system.

The Blazer is a unibody, pavement-oriented crossover with about 7.5 in of ground clearance and no low range, lockers, skid plates or off-road trim; an AWD-only Off-Road drive mode is the extent of its provision.

There are two gas engines, the 2.0L turbo four and the 3.6L V6, with FWD or AWD, but no hybrid or PHEV; the Blazer EV is a separate vehicle on a different platform.

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

22 MPG city is the weakest part of the Blazer's EPA rating; with no hybrid assist, it trails electrified rivals in stop-and-go driving.

The tall 9-speed top gears let the turbo four cruise efficiently, and 29 MPG highway is respectable for a roughly 4,000-lb mid-size crossover.

The large fuel tank offsets the mediocre MPG, giving roughly 485 miles of range for FWD and about 520 for AWD, which is above the mid-size SUV norm.

EPA estimates $2,600 a year for the volume 2.0T FWD on regular fuel. That is a middling figure, hundreds of dollars more than hybrid competitors.

Both engines run on 87-octane regular unleaded, with TOP TIER detergent gasoline recommended. Premium is not required, and there are no diesel or charging logistics.

NHTSA rates the 2025 Blazer 5 stars overall with 5-star frontal and side results and a 4-star rollover rating, the same result this second-generation crossover (2019–) has carried since launch; 2025 is a carry-over year after the 2024 refresh.

IIHS rates the 2025 Blazer Good in small overlap front, but the results are carried forward from 2020-model testing and it has never been run through the updated moderate overlap (rear occupant) or updated side tests. No Top Safety Pick award for 2025.

Chevy Safety Assist (AEB, front pedestrian braking, forward collision alert, lane keep assist with lane departure warning, following distance indicator) is standard on every 2025 trim, but on the volume 2LT blind-zone alert, rear cross-traffic alert and IntelliBeam sit in the optional Driver Confidence Package (made standard only for 2026), and adaptive cruise is optional on every trim.

IIHS rates both the standard and the optional Enhanced AEB/Front Pedestrian Braking systems Advanced for vehicle-to-pedestrian under the older daytime protocol, but the Blazer has not been evaluated under the updated vehicle-to-vehicle or nighttime pedestrian tests.

Side blind-zone alert with lane-change alert and rear cross-traffic alert are available on every trim and standard on the upper 3LT/RS, but optional on the volume 2LT for 2025. Coverage is alert-only, with no active braking or steering intervention, safe-exit alert or trailer-aware coverage.

Lane Keep Assist with Lane Departure Warning is standard on all trims, but it is a corrective nudge system — the gas Blazer offers no lane centering at any price, behind the centering systems standard on Honda, Toyota and Hyundai rivals.

GM's full-speed-range adaptive cruise is competent in use, but on the 2025 Blazer it is optional on every trim via the Driver Confidence II package, with no combined highway-assist function.

Super Cruise is not offered on the gas Blazer at any trim or package, even though Chevrolet offers it on the Blazer EV.

Headlights are the Blazer's long-standing safety weak point: IIHS has rated its LED projectors Marginal and HID projectors Poor for weak curve illumination and glare, which has kept it out of Top Safety Pick. IntelliBeam auto high beams are not standard on the 2LT for 2025 (they arrive as standard in 2026).

The Camaro-inspired styling costs real sightlines — rising rear beltline, thick rear pillars and a small third side window compromise rear three-quarter views. HD Surround Vision and a rear camera mirror are available but only in the optional Driver Confidence II package.

IIHS rates the LATCH hardware Acceptable, with two full LATCH positions plus a tether-only center seat. Generous rear legroom and wide doors make two seats easy, but the sloping roof and a two-adult-width bench make three-across tight.

The 2025 Blazer is a two-row, five-passenger crossover in all four trims (2LT, 3LT, RS, Premier). The stretched three-row Blazer is sold only in China.

2025 is a carry-over year inside the 2023-facelifted second generation, so the interior dimensions are unchanged. Front headroom is mid-pack for a mid-size crossover.

Front legroom sits near the bottom of the SUV band because the cabin is low and pushed forward for styling.

Rear headroom is respectable despite the sloping roofline and lands above the middle of the SUV band.

Rear legroom is the Blazer's best space figure. The second row is generous, and the sliding bench lets riders trade legroom for cargo depth.

The Blazer has no third row. It is five seats only, and Chevrolet points three-row shoppers to the Traverse, so buyers comparing it with the Explorer, Telluride or Palisade give up a whole row.

Cargo space is small for a mid-size two-row SUV. Rivals such as the Passport and Edge hold noticeably more with the seats up.

With the seats folded, maximum cargo space is also below the class norm, though the flat-folding split bench makes that space easy to use.

Everyday storage is adequate: a covered console with a phone slot, door pockets that take large bottles, and the sliding rear bench. There is no good place for a purse or large bag, and nothing clever like an underfloor bin or onboard power.

Reviews of the front seats are mixed: most find them comfortable, but some reviewers call the cushions short and unsupportive. The rear bench is roomy but flat. A power driver's seat is standard and leather starts at the 3LT.

The ride is well damped and composed on the volume trims' 18-inch wheels. The RS rides on 21-inch wheels and thuds over bumpy roads, which pulls the lineup score down slightly.

Reviewers call the cabin quiet and credit active noise cancellation. The 2.0T gets noisy when worked hard, and the cabin falls short of luxury-level isolation.

Standard equipment is good for a mainstream SUV: heated front seats, dual-zone automatic climate, rear vents and remote start come on the 2LT. A heated steering wheel is standard on RS and Premier, while ventilated front seats and heated rear seats are options on those two trims only.

The 2025 lineup opens with the 2LT FWD at $35,400 MSRP plus $1,395 destination — a mid-pack entry for a mainstream two-row mid-size SUV. A March 2025 adjustment added $200 MSRP and raised destination to $1,495.

The 2LT with AWD is taken as the representative volume configuration; AWD adds $2,700 on 2LT/3LT and $2,900 on Premier/RS. Premier or RS AWD with the V6 pushes past $47K.

CarEdge puts scheduled maintenance at about $594/yr (~$2,970 over five years) for the Blazer, with major-repair probability slightly worse than the segment; adding repair exposure lands near $5,900 — typical for a GM mid-size crossover.

The Blazer is a weak retainer by mainstream-SUV standards, trailing the Passport, Grand Cherokee and 4Runner; the gas Blazer's 2026 production end removes nameplate continuity as further support for used values.

Standard Chevrolet coverage, at the bottom of the mainstream range — Hyundai and Kia offer 5 years of basic coverage on competing mid-size SUVs.

Chevrolet's 5-year/60,000-mile powertrain term is the segment floor; Hyundai/Kia offer 10 years/100,000 miles.

Chevrolet Complete Care covers a single complimentary maintenance visit in the first 12 months plus 5-year/60,000-mile roadside assistance and a connected-services trial — real but minimal, well short of Toyota's 2-year/25,000-mile ToyotaCare.

$39,495 volume-trim price minus its estimated resale value after 5 years (44% retained, or about $17,378) leaves about $22,117 in depreciation. Add the projected $5,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,017 in total.

The two main sources disagree sharply for 2025: Consumer Reports predicts below-average reliability, while J.D. Power places the Blazer among the top three midsize SUVs for dependability and RepairPal rates it highly. That's a mixed signal, pulled below the 2026 car's score by CR's worse-than-average verdict.

Chevrolet sits in the upper-middle of mass-market dependability. It landed around the industry average in the 2025 VDS and climbed to 3rd among mass-market brands in 2026. Consumer Reports still ranks the brand only average, so it falls short of the consistent top-5 band.

The gas 2025 Blazer has one notable safety recall: door strikers that weren't heat-treated properly, a real safety defect but caught mostly while the cars were still in dealer inventory. Open GM bulletins on the 2.0T and the 9-speed keep this in the typical band rather than clean.

The volume 2LT uses the turbo 2.0L LSY, which has documented valvetrain-debris and thrust-bearing bulletins, paired with a GM 9-speed known for occasional sudden failures. For 2025, unlike 2026, the proven naturally aspirated 3.6L LGX V6 was still available on upper trims, which softens the overall picture a little.

The cabin is unchanged from the 2023 refresh and is the Blazer's most-criticized area: soft-touch material only in the main touch points, with large hard-plastic areas on the dash and door tops and unlined bins. That feels fine on a base 2LT but lags rivals at RS and Premier prices.

Build quality is generally solid on a design Ramos Arizpe has built since late 2018. Owner reviews still include scattered transmission and electrical complaints, and the 2025 door-striker defect shows a supplier quality slip.

Chevrolet has one of the densest US dealer networks, reaching into rural markets, and its service satisfaction scores run slightly above the mass-market average.

The Blazer shares its engines, 9-speed and C1 platform hardware with high-volume GM models. Parts are commodity items with deep aftermarket and independent-shop support, and repair spending runs slightly below the class average.

Every 2025 Blazer has a 10.2-inch HD touchscreen, which arrived with the 2023 facelift. No larger screen is offered.

Infotainment 3 is a generation behind GM's Google built-in system and looks plain. It is still easy to use, with logical menus and physical climate controls below the screen.

Wireless Apple CarPlay and Android Auto are standard on every 2025 trim. The gas Blazer keeps phone projection, which the Blazer EV drops.

Voice recognition is basic and there is no Google Assistant. Built-in navigation comes only with the upgraded Infotainment 3 Premium on RS and Premier, not on the volume 2LT/3LT.

The 2LT and 3LT use a basic six-speaker system. An eight-speaker Bose system with a subwoofer is standard on RS and Premier, which is a modest premium upgrade.

No trim gets a full digital cluster. The gauges are analog around a driver information screen, which grows to 8 inches on the upper trims.

OnStar delivers over-the-air updates for infotainment and module software, but they are fixes rather than new features, unlike the updates on GM's Google built-in EVs.

The myChevrolet app handles remote start, lock/unlock, locate and vehicle status, but remote commands need a paid plan after the trial ends and there is no phone-as-key.

Both rows get a mix of USB-A and USB-C ports. Wireless charging is standard only on RS and Premier, and there is no household outlet.

Keyless entry, push-button start and remote start are standard. The 3LT adds a programmable power liftgate and the top trims add a hands-free liftgate. Phone-as-key is not offered.

A rear camera is standard. On the 2LT, rear park assist sits in the optional Driver Confidence Package, which the 3LT includes. The HD Surround Vision 360-degree camera is limited to the upper trims and packages, and there is no automated parking.

No 2025 Blazer trim or package offers a head-up display.

The roomy, sliding rear bench makes car seats easy to fit, and rear-facing seats have space. The low roofline narrows the door openings and the 30.5 cu ft cargo area is tight once a stroller goes in.

The crash rating is a strong 5-star NHTSA overall, and Chevy Safety Assist is standard. However, blind-spot and rear cross-traffic alert cost extra on the 2LT in 2025, and the IIHS tests are dated with no award.

Rear passengers get good legroom, vents and USB ports, and the ride is quiet. Luggage space with all seats in use is small, and rear amenities are thin unless you buy an upper trim.

It is easy enough to drive every day, with plenty of low-end torque from the 2.0T and a composed ride. Heavy steering, torque steer in FWD models, slow transmission downshifts and below-average visibility are small annoyances.

At 25 MPG combined for the FWD 2.0T, commuting costs are average to slightly above average for a gas mid-size SUV, and hybrid rivals cost clearly less to run.

The 191.9-inch footprint is reasonable, but the 38.7 ft turning circle and poor rear visibility through the narrow glass make parking harder. The surround camera is limited to upper trims.

It can tow light loads, up to 4,500 lbs with the V6 package but only about 3,500 lbs with the volume 2.0T. The small cargo bay limits hauling.

It is a unibody crossover built for style, not hard use. The LSY 2.0T has a ticking-noise service bulletin, and the interior plastics and leather are not designed to take a beating.

There are few work-oriented features beyond cargo tie-downs, roof rails from 3LT and a dealer hitch. It has no onboard AC power and little upfit support.

On the highway it is quiet and composed, with a range of about 485–520 miles. Adaptive cruise without lane centering and the mixed front-seat reviews limit it on long drives.

AWD is available and it handles gravel roads, but it is built for the road. Edmunds says off-road capability is minimal, the large wheels are a liability off pavement, and there is no campsite power.

The sliding, flat-folding 60/40 bench and roof rails from the 3LT help, but 30.5/64.2 cu ft is below the mid-size norm, so bulky gear is a squeeze.

It is among the more agile mid-size crossovers, with well-controlled body roll. The 2025 RS adds its own suspension and steering tuning plus a torque-vectoring rear differential.

The steering is accurate enough to feel confident on twisty roads, but it is heavy and numb, and FWD models suffer torque steer.

No major review criticizes the brakes, but no instrumented 2025 stopping distance was found, so this is scored from qualitative consensus at an average level.

The 2.0T delivers torque early, but the 9-speed automatic is slow to downshift and there is some turbo lag. The optional V6 on RS and Premier is smoother.

The volume 2.0T sounds coarse when pushed, and a service bulletin covers LSY ticking. The V6 is quieter.

The turning circle is about average to slightly wide for the SUV band. The chassis is unchanged since the 2023 facelift.

It has a sporty, low-slung driving position with a power seat and easy physical climate controls. Visibility is below average and some drivers find the seat cushions short.

It is more engaging than most family crossovers, especially the V6 RS with torque vectoring. The volume 2.0T FWD is pleasant but forgettable.

The entry 2LT at $35,400 comes with the 228-hp 2.0L turbo, a 10.2-inch touchscreen with wireless CarPlay/Android Auto, remote start, dual-zone climate, LED lighting and the full Chevy Safety Assist suite, so there are no glaring omissions at the base price. Adaptive cruise, power liftgate and sunroof remain extra-cost or higher-trim items.

The Blazer's entry price undercuts two-row rivals such as the Grand Cherokee, Murano and Passport by several thousand dollars, and a 308-hp V6 available for just $500 on 3LT/Premier is strong power per dollar. Middling interior materials, small cargo space and below-average resale claw back some of that advantage.

Four trims — 2LT, 3LT, Premier and RS — each in FWD or AWD, with the 3.6L V6 optional on 3LT and Premier and standard on RS, plus a Redline Edition package on 2LT/3LT. That spans roughly $35K–$47K with reasonable spacing, though there is no stripped-down entry below the 2LT.

US volume has fallen every year since the 2020 peak — 65,511 in 2023, 52,576 in 2024 and 46,531 in 2025 — still respectable mid-pack volume for the segment, but on a clearly declining trajectory.

Chevrolet is a broadly accepted mainstream brand, among the top non-luxury marques for shopper consideration, but it carries no price or resale halo here, and applying the Blazer name to a car-based crossover still divides buyers who associate it with the body-on-frame K5.

Chevrolet ran steady buyer offers on the 2025 Blazer through the model year — low-APR financing, 90-day deferred payments, customer cash and a nationwide lease program on the LT — meaningful savings without clearance-level desperation.

2025 is a carry-over year (only new paint colors) on a generation that entered production in December 2018, two years after the 2023 facelift. It is aging against newly redesigned rivals like the Passport, Murano and Grand Cherokee, and it proved to be the penultimate year before gas Blazer production ended in 2026.

Reviewers credit the Blazer's handling, styling and price — U.S. News 8.2/10, CarBuzz 8.6/10 — but it ranks in the back half of the mid-size SUV class and is faulted for a stiff ride, small cargo area and ordinary cabin materials. It won no major 2025 award.