Latest news with #BlazerEV
ArabGT
4 days ago
- Automotive
- ArabGT
Why Are Rear Wipers Still a Joke on Big Family SUVs?
There's a detail on many family SUVs that often goes unnoticed — until it rains or mud splashes your rear windshield: the rear wiper. And when it comes to visibility, especially in large family vehicles, its performance matters more than you might think. In a lighthearted and ironic feature, we raised a curious question: Which cars are battling it out for the title of the world's tiniest rear wiper? These oddly undersized wipers often leave large portions of the rear glass untouched — an inconvenience that turns into frustration in real driving conditions. Small Wipers, Big Vehicles: The Worst Offenders Let's take a closer look at some of the most glaring examples of rear wiper design gone wrong — and explore why this puzzling trend persists. Honda Prologue and Chevrolet Blazer EV: Great Size, Tiny Swipe From a distance, the Honda Prologue might look like a compact SUV — until you realize it's hiding a rear wiper so short it's practically decorative. The blade covers only a sliver of the glass, making it nearly useless in poor weather. The same problem plagues its sibling, the Chevrolet Blazer EV. Both models share the same platform, and both suffer from the same design compromise: a high beltline and narrow rear window opening that restrict the size and movement of the wiper. If a longer blade were used, it would clash with the upper spoiler, so the designers opted for a minimal solution — a small, low-mounted wiper that delivers little functional benefit and draws more laughs than praise. Jeep Grand Cherokee L, Wagoneer, and Ford Bronco Sport: Unmet Expectations The problem doesn't end with Honda and Chevy. Even full-size SUVs like the Jeep Grand Cherokee L and Wagoneer, with their large rear windows, suffer from the same misstep: rear wipers that only clean the lowest strip of glass. The result? A massive rear windshield with just a tiny clean patch — not exactly ideal for visibility or aesthetics. The Ford Bronco Sport, with its rugged appeal, falls into the same trap. Its rear wiper is disproportionately short, especially considering the vehicle's size and adventurous image. When snow or dirt builds up, drivers are often forced to step out and clean the glass themselves — a frustrating task in a vehicle meant for comfort and capability. What Hyundai and Kia Got Right: The Elegant Fix Thankfully, not all automakers are missing the mark. Hyundai and Kia have implemented a simple yet brilliant design tweak on models like the Tucson and Sportage. Instead of mounting the rear wiper at the base of the window, they've cleverly integrated it under the upper spoiler. This hidden, spoiler-mounted setup keeps the rear glass visually clean when the wiper isn't in use, while still delivering full coverage when it's needed. It's a seamless blend of form and function — discreet, effective, and a small innovation that makes a big impact. More Than an Afterthought These examples show that the rear wiper isn't just an aesthetic feature — it's essential for safety and visibility. Unfortunately, poor design choices can turn it into a design joke, as seen in many large SUVs. But as Hyundai and Kia have demonstrated, thoughtful engineering can resolve the issue without compromising the vehicle's design language. So next time you're standing behind a massive SUV with a rear wiper that looks like it belongs on a toy car, ask yourself: How did we end up here? And better yet, what simple ideas could help fix it? We'd love to hear from you — have you experienced the woes of a barely functional rear wiper? Or do you prefer the sleek, hidden approach adopted by some brands? Let us know your thoughts, and share your tips for improving this often-overlooked feature.
Hamilton Spectator
26-05-2025
- Automotive
- Hamilton Spectator
This car has gone electric and it's an absolute beast
CONCORD, N.C.—I can't remember the last time I experienced such braking force. At least, when I was behind the wheel. It's incredible! Recently, I was on a closed course in North Carolina to test the track performance of the all-new 2025 Chevrolet Blazer EV SS. One of the exercises Chevy put me through is launch control, which I have done before, but not in an EV. Launch control consists of putting the foot to the floor on both the brake and accelerator pedals at the same time. You then lift your left foot off the brake and launch the car. Simple, right? Not this time. I kinda screwed it up. I had my Blazer EV SS tester pointed down the front straight on track, and once I got the OK from my co-pilot, a Chevy engineer, I lifted my left foot off the brake. And my Radiant Red Tintcoat Blazer EV SS rocketed down the track with such force, the back of my head hit the headrest. 0-97 km/h in 3.4 seconds? Can confirm. Bright orange cones marked the braking point down range, but my brain didn't switch back to right-foot braking, so, instead, I used my left. Big mistake. I don't normally use my left foot for anything except clutch work, which is a rare occurrence in new cars these days. Instead of decelerating smoothly, my left foot mashed the brake pedal. Hard. I jerked myself and the engineer violently forward. The car went into limp mode. OnStar, GM's emergency services hotline, called in asking us if we were OK and needed help. We didn't. But I could've used some for my acute case of embarrassment. The warning symbol on the gigantic 17.7-inch infotainment display was dismissed after I parked the car trackside and opened the door to restart. Everything was fine. I apologized profusely to the engineer. He took it in stride. As my embarrassment began to fade, I cracked a lame joke about how good the SS's Brembo brakes are. He laughed. Or humoured me at least. We carried on without further incident. So, if you wanted to know if the Blazer EV SS is, indeed, a performance machine, my experience is proof positive that it is. The SS model, which joins the LT and RS in the Blazer EV lineup, gets all the performance kit Chevy can throw at it. The most important is propulsion, which comes from dual electric motors and a 102-kWh lithium-ion battery. Total output is rated at 615 horsepower and 650 lbs.-ft. of torque, or motive force. To match its immense power, Chevy has beefed up the Blazer EV SS chassis. This means stiffer anti-roll bars and stiffer front and rear springs, which are 60 per cent and 30 per cent firmer, respectively, than those on the regular Blazer EV. These changes contribute to a sportier ride, while a faster steering ratio and Monotube dampers deliver quicker steering and vehicle response. Standard 22-inch wheels and low-profile Michelin all-season tires also help with the steering. Optional Continental summer performance tires included in the Performance Package ($495) improve handling and grip even more. Then there's the stopping force from the Brembo brakes, which performed quite well during my accidental test. These enhancements really make a difference for road driving. While the Blazer EV SS handles well enough on track, it's not designed for this use. Chevy reps talked a lot about its 'canyon carving' abilities during the product briefing, and I think it's a good descriptor, based on my experience on Charlotte-area roads. Its stiffer chassis, bigger tires and excellent brakes make the Blazer EV SS a fun car for zooming along on two-lane country roads, of which there are many in the Charlotte area. Body lean is minimal, steering feels light and accurate, and its big power output make for a very fast performance EV. Canyon carver, indeed. And the performance character extends to the cabin. The flat bottom steering wheel, adrenalin-red, perforated synthetic leather seats, and large digital displays really drive the sporty feel. The displays, especially the 17.7-inch multimedia touchscreen, are customizable, with pin-sharp graphics and a glut of deep colour. Because the centre display is powered by Google, it doesn't support phone-tethering with Apple CarPlay or Android Auto. But native Google Maps worked well in my test vehicle, and I didn't miss CarPlay much. It is something buyers should consider, however. Of note, most GM EVs use the same tech. Overall, the Blazer EV SS checks EV boxes, with up to 190-kW charging speeds and 488 km of range. It can also be fitted with a NACS DC adapter ($325) for use on the Tesla Supercharger network. The Blazer EV SS has a lot going for it; it offers sharp styling, loads of standard high-tech features … oh, and blistering performance. Type: Battery-electric, mid-size SUV, all-wheel drive Motor: Dual electric motors plus 102 kWh battery; 615 horsepower, 650 pounds-feet of torque (motive force) Transmission: Single-speed direct drive Fuel: 2.5 litres equivalent/100 km in the city; 3.0 Le/100 km on the highway; 2.8 Le/100 km combined Range: 488 km Cargo: 730 litres, or 25.8 cubic feet; 1,693l, or 59.8 cu. ft. in total Price: $69,999; $71,894 as tested, plus $2,600 freight
Motor Trend
26-05-2025
- Automotive
- Motor Trend
The Adrenaline Red Interior of the 2025 Chevy Blazer EV RS Gets Our Hearts Pumping
There's something to be said about never showing your hand. Take our yearlong review 2025 Chevrolet Blazer EV RS for example. From the outside, it looks like something an agent in the United States Secret Service would drive. Its black paint and black badging give the electric SUV a subtle yet sleek appearance, with lighting signatures emphasizing its on-road presence. 0:00 / 0:00 Yet once you open the door, our Blazer EV's Adrenaline Red interior reveals itself, betraying its rather serious-looking exterior with a sporty and youthful interior. We've now spent over 4,000 miles surrounded by these trappings, which look like they could've been ripped from a life-size Hot Wheels car before being installed in our Blazer EV RS. We've come to love the way our long-term test car is equipped, but we also have some gripes with the electric SUV's cabin. What We Like Whenever someone new goes for a ride in the Blazer EV, they invariably remark on how much they love the red seats. The Adrenaline Red elements of the interior use Chevy's Evotex material and extend to the armrests, door panels, center console, dashboard, and center console corners. All-red chairs can look gaudy, but Chevy does a good job breaking up the visuals with its perforated suede inlays and headrests. Compare the quality of the interior materials on our Blazer EV RS with the gasoline-only Blazer RS, and the difference is astounding. Although the cockpits both use the Camaro-style round vents (RIP), our long-termer has a lot more soft-touch surfaces and a far more attractive center stack. Chevy has struggled to make its interiors look premium for some time, but the Blazer EV's cabin is convincingly upscale. Chevy takes the appropriate measures to ensure the Blazer EV's occupants don't get too hot or too cold. The RS RWD trim comes standard with dual-zone climate control, with physical temperature control knobs for the driver and passenger side. Up front, the seats are heated and ventilated. In the second row, the outboard seats are heated. Chevy also bundles in a heated steering wheel. Once you're situated in the Blazer EV RS after you've used the power controls to adjust your seat and the memory functions to save your settings, your attention inevitably turns to the massive displays ahead of you. The driver display measures 11.0 inches, and the 17.7-inch infotainment screen runs a Google built-in operating system; Apple CarPlay and Android Auto are not offered. Chevy offers five different cluster views: single gauge, dual gauge, map, driver assistance, and clean. Single gauge is our favorite of the lot. It consolidates range, speed, and power flow into a single central pod while allowing other driving information, navigation, or entertainment information to be displayed on its flanks. Chevy makes the most of this space and does so with attractive graphics. The Google built-in suite performs well, especially if you've logged into your Google account. In the pre-installed Google Maps app, you have access to your pinned or favorited locations with Google Assistant voice commands. Speaking of Google Assistant, we've enjoyed the software's snappy responsiveness. We frequently use voice commands to request songs to play on Spotify or YouTube Music, allowing us to keep our eyes on the road while driving. Chevy also did a solid job providing charging options throughout the Blazer EV's cabin. Up front, there are two USB-C ports under the center console's sliding storage bin. Rear-seat passengers also have access to dual USB-C ports below the air vents. RS models come standard with wireless phone charging, which is conveniently positioned between the driver and passenger at the end of the armrest. Our only gripe with this feature is that there's nothing to indicate exactly where your phone should be positioned aside from an error icon that appears at the top of the infotainment display. You have to keep nudging your device back and forth until the icon changes to show the charge is working. If you want to charge your phone with a cable, Chevy includes a shelf deep under the infotainment display where you can stash it. Storage solutions like this make for great daily usability. There are wide door pockets, two bins between the driver and passenger, and front cupholders that can accommodate larger vessels. The final praiseworthy aspect of our long-term Blazer EV's cabin is its generous interior space. The front row feels wide, giving lots of shoulder room for the driver and passenger to feel relaxed, though some of our staff think the seats need more bolstering. The same goes for the second row, which feels particularly roomy. Our passengers have also loved the amount of legroom they get. We put our Blazer EV's cargo volume to the test by moving a pre-assembled bookshelf measuring 5 feet, 8 inches tall that we found on Facebook Marketplace. We flipped down the right rear seat, passed the shelves through, and fit the entire piece of furniture behind the front passenger seat. My wife could still sit comfortably in that seat with room to spare. Underneath the floor of the trunk, the Blazer EV has a secondary storage area with a shelf for the charging-cable carrying bag and other emergency equipment. The rest of the space is left open with a wide plastic bin that can easily hold several bags of groceries. If you want to keep stuff hidden, this is the place for it. What Could Be Better While we overwhelmingly find our 2025 Chevrolet Blazer EV RS' interior to be a nice place, we've noted some negatives over the last few months. Our nitpicks begin with the cheap-feeling turn signal and column shifting stalks: There's a very weak click when you move them into place. The stalks in our Blazer EV tend to wiggle about, as well. We've also detected some build quality shortcomings. Songs with more bass than average tend to rattle interior plastics. This problem seems to be more related to audio frequency than volume, but it's annoying to hear a buzz coming from what sounds like the door panel. Driving over bigger bumps or rougher surfaces can produce squeaks and rattles from the interior, as well. Our final complaint is about the number of commonly used features that have been scattered throughout the main infotainment display's menus. Although our Blazer EV has a lot of physical controls for the HVAC settings, Chevy has taken other important functions like the headlights and made them adjustable via the touchscreen. Fortunately, there's a physical knob for volume adjustment and a capacitive touch button on the ridge of the display above. Our car has no power button and turns on when you put a foot on the brake pedal. It turns off when you shift it to park, open the door, and take your foot off the brake pedal. However, if you put a foot back on the brake pedal with the door open, the Blazer EV turns back on. It won't turn off unless you hit the power off button on the touchscreen and then confirm that you do in fact want to power down. It's especially inconvenient if you're already outside the car and realize that you've accidentally turned it on again. A Royal Flush? While our 2025 Blazer EV RS RWD certainly has a poker face with its somewhat conservative exterior colorway, the vibrant interior has been a pleasant surprise. Chevy has made leaps forward when it comes to designing interiors that both look cool and feel special. Like all cars, our Blazer EV has its quirks, but these weaknesses are largely offset by thoughtful packaging and slick software. The Blazer EV's cabin may not be a royal flush, but our long-term SUV certainly has a few cards up its sleeve. More On Our Long-Term 2025 Chevrolet Blazer EV RS RWD:
Digital Trends
14-05-2025
- Automotive
- Digital Trends
Cheaper EVs ahead? GM and LG say new battery cells are the key
General Motors and LG Energy Solution have announced a new phase in their ongoing partnership: developing a new battery cell chemistry that could significantly lower the cost of electric vehicles. The joint effort centers on lithium manganese iron phosphate (LMFP) battery cells, a variation of lithium iron phosphate (LFP) that's gaining popularity for being more affordable and less reliant on expensive materials like nickel and cobalt. This is a big deal because battery costs are still the single largest expense in producing EVs. According to GM and industry experts, LMFP cells could help bring the cost of electric vehicles close to — or even on par with — gas-powered cars. The goal? Making EVs accessible to a broader range of drivers without sacrificing range or performance. Recommended Videos GM plans to use these LMFP batteries in future Ultium-based EVs, its modular electric platform that underpins models like the Chevrolet Equinox EV and Blazer EV. Those models are priced starting around $35,000–$50,000 — still noticeably higher than GM's most popular internal combustion engine (ICE) vehicles like the gas-powered Equinox and Silverado, which often start closer to $28,000 and $36,000, respectively. If LMFP batteries can knock down those EV prices, that gap could shrink fast. This would be key to helping GM hit its long-term EV adoption targets while maintaining profitability. Unlike some pricier battery chemistries, LMFP batteries are more stable and cost-efficient, especially when produced at scale. GM and LG say production of these new cells will happen in the U.S., supporting domestic supply chains and eligibility for tax incentives. In short, this partnership isn't just a science experiment — it's a step toward solving one of the EV market's biggest roadblocks: affordability. If successful, it could mark a turning point in the electric era, where choosing an EV no longer means paying a premium.
Miami Herald
13-05-2025
- Automotive
- Miami Herald
Battle of the Top Trims: 2025 Chevrolet Blazer RS vs Premier
The Chevrolet Blazer raced onto the scene back in 2019, with plenty of flash and the equipment to back it up. Not to be confused with its all-electric counterpart, the Blazer EV, the gas-powered crossover comes with two engine options. Interestingly, word around the rumor mill is that GM was planning to make the 2025 model year the last for the Blazer. More recently, however, per GM Authority, it looks like the manufacturer has revised those plans, and the Blazer will stick around for 2026. Even so, it's still only a matter of time before the Blazer gets the ax in favor of EVs. The Blazer received a styling update back in 2023, and not much else in the way of new equipment or any major changes since. For the second year in a row, the only change on the Blazer's docket is the introduction of a new paint color. The Camaro-inspired style is sticking around, though, as are the turbocharged four-cylinder and V6 engine options. The 2025 Chevrolet Blazer starts at $35,600 and has four trim levels, but the real meat and potatoes of the model comes at the $43,000 price tag. There, the RS and Premier trims both feature a range of amenities that make them stand out, ranging from performance to stance. Both models start at the same price, but the Chevrolet Blazer RS and Premier have a handful of differences that set them apart. The Blazer is available with two engine options: a 2.0-liter turbocharged four-cylinder and a naturally aspirated 3.6-liter V6. Both engines come mated to a nine-speed automatic transmission and front-wheel drive. All-wheel drive is optional and will cost you another $2,700. The turbocharged powertrain comes standard on most models and produces a peppy 228 horsepower and 258 lb-ft of torque. It earns up to 25 mpg in combined city/highway driving for an estimated 485-mile range. The naturally aspirated 3.6-liter V6 engine is an option on most trim levels and generates 308 horsepower and 270 lb-ft of torque. The V6 powerhouse isn't quite as efficient as the turbo four, earning up to 22 mpg in combined city/highway driving and offering 427 miles of range. The 2025 Chevrolet Blazer RS, short for Rally Sport, puts an emphasis on performance and creating a more engaging driving experience. While some family crossovers are on the more boring side, the Blazer RS taps into the power of its standard V6 engine to create a potent driving experience, especially when paired with all-wheel drive. When equipped with the Trailering Package, the V6-powered Blazer RS can even tow up to 4,500 lbs. The Blazer RS emphasizes athleticism and performance, with standard 20-inch wheels and optional 21-inch wheels that provide extra grip when cornering. The RS trim adds black exterior accents, including a black grille, roof rails, and bowties. A dual exhaust with rectangular tips further highlights the crossover's performance-driven design. You can also add a black roof on models with two-tone color combinations, but it'll cost you $550. Inside, the Blazer RS boasts jet black perforated leather-appointed front seats complete with red accents. An eight-speaker Bose premium sound system comes standard, with controls easily accessed via physical buttons or on the 10.2-inch touchscreen display. Wireless Apple CarPlay and Android Auto come standard. The Enhanced Convenience Package will cost you another $950 and is well worth the money, as it adds memory settings, heated rear outboard seats, and ventilated front seats. Where the Blazer RS puts more emphasis on performance and athletic styling, the Premier trim focuses on creating a refined driving experience, but the two still have some similarities. For example, both trim levels feature an eight-speaker Bose premium audio system and a 10.2-inch touchscreen display with wireless Apple CarPlay and Android Auto compatibility. A heated steering wheel and ambient interior lighting are just a few of the other features the two models share. The differences between the RS and Premier largely come down to styling. Whereas the RS features a blacked-out aesthetic, the Premier leans into chrome instead. A horizontal chrome grille, silver roof rails, and chrome accents make the Blazer Premier stand out from the crowd. While the RS features a standard V6 engine, the Premier's focus on a more refined ride means that the turbocharged four-cylinder engine is the powerhouse of the Camaro-inspired crossover. As the owner of a 2022 Chevrolet Blazer RS, I'm obviously a little biased towards the RS trim. The latest model's driving dynamics, exciting V6 engine, and well-appointed interior make it a tough trim level to pass up. If a more engaging driving experience just isn't your style, though, the Premier trim might be the better pick thanks to its more refined ride and upscale amenities. Regardless of which Blazer model you pick, make sure you give both the Blazer RS and Premier a fair shake before driving off into the sunset! Copyright 2025 The Arena Group, Inc. All Rights Reserved.
