#2019 Chevy Blazer Ss

[jhapalitimes]

Tesla Cybertruck Production Delayed as Competitors Emerge in EV Pickup Truck Market; General Motors Rolls Out Chevy Blazer EV

Tesla Cybertruck faces production delays amid increasing competition in the EV pickup truck market, while General Motors launches the Chevy Blazer EV When Tesla (TSLA) unveiled its groundbreaking Cybertruck electric pickup prototype in November 2019, it captured the imagination of fans, drawing parallels to iconic vehicles from "Mad Max" and "Blade Runner." Inspired by the James Bond film "The Spy Who Loved Me" and the amphibious Lotus Esprit S1, CEO Elon Musk aimed to revolutionize the automotive industry with this futuristic electric truck. Initial Enthusiasm and Production Challenges: The Cybertruck prototype generated immense excitement, with Tesla receiving a staggering 187,000 pre-orders within five days of its introduction. However, unforeseen hurdles, including the global COVID-19 pandemic, disrupted Tesla's production plans, leading to delays. Initially planned for production in 2021, Cybertruck's timeline had to be revised due to unforeseen circumstances. In July 2022, Musk expressed his optimism about starting Cybertruck production in mid-2023. In January 2023, he provided further updates, mentioning that production would occur "later this year." However, in April, Musk adjusted the timeline again, stating that the electric pickup would be delivered by the end of the third quarter, specifically in late September. During the extended wait for the Cybertruck, Tesla has witnessed the emergence of several competitors in the electric pickup truck market. Prominent rivals include Ford's F-150 Lightning, General Motors' Chevy Silverado, and Rivian's R1T. Other major automakers, such as Stellantis, have also announced plans to introduce their own all-electric pickup trucks in the months following the anticipated release of the Cybertruck.

Expanding Rivalry in the EV SUV Segment

Beyond the electric pickup truck market, Tesla and Ford find themselves engaged in fierce competition within the electric SUV segment. Tesla's Model Y offers various configurations, including the basic all-wheel drive starting at $47,740, the Long Range at $50,490, and the Performance at $54,490. Ford's 2023 Mustang Mach-E Select starts at $42,995, while the Premium version is priced at $46,995. Customers seeking higher-end options can choose the California Route 1 for $56,995 or the GT for $59,995. General Motors aims to make an impact in the SUV/crossover market with its electric version of the iconic Chevy Blazer. Originally introduced in 1969 with an internal combustion engine, the Chevy Blazer EV now targets environmentally conscious consumers. The manufacturing of the 2024 Chevy Blazer EV began on June 26, 2023, at GM's Ramos Arizpe plant in Mexico. The Chevy Blazer EV lineup features four distinct models catering to diverse consumer preferences. The entry-level 1LT starts at $44,995, followed by the 2LT at $47,595. The sporty RS model begins at $51,995, while the high-performance SS variant is priced at $65,995. In addition, General Motors plans to introduce a Police Pursuit Vehicle based on the Chevy Blazer EV platform.

Expectations and Noteworthy Features

GM's Chevy Blazer EV models offer impressive features, including a range of up to 320 miles on a full charge and various front-, rear-, and all-wheel-drive configurations. The vehicles also boast a 17.7-inch diagonal customizable infotainment touchscreen, full LED exterior lighting, and Super Cruise hands-free driving technology. Scott Bell, vice president of Chevrolet, expressed his enthusiasm for the 2024 Blazer EV, stating, "The 2024 Blazer EV sets a new tone for electric SUVs, with options and intuitive technologies that position Chevy as a leader in one of the fastest-growing EV segments." As the highly anticipated Tesla Cybertruck faces production delays, competitors are seizing the opportunity to enter the electric pickup truck market. Tesla's rivals, including Ford, General Motors, and Rivian, have introduced their own electric pickup truck models, intensifying the competition. Meanwhile, in the EV SUV segment, Tesla and Ford continue to vie for market dominance, while General Motors' Chevy Blazer EV makes its debut, offering consumers an eco-friendly SUV option with advanced features and impressive range capabilities. Read the full article

[autoenginenews-blog]

2019 Chevy Blazer Release Date, Color Changes, Engine, Redesign

2019 Chevy Blazer Release Date, Color Changes, Engine, Redesign

2019 Chevy Blazer Release Date, Color Changes, Engine, Redesign – The Detroit-dependent company has not produced any established assertions relating to their new SUV which is designed to fill up space among Equinox and Traverse. But, they did not refute that there may be one thing. And, now we now have spy photographs of what we should believe is 2019 Chevy Blazer. The pictures reflect Chevy’s…

[enginerumors]

2019 Chevrolet Blazer Concept, Release Date, Interior

2019 Chevrolet Blazer Concept, Release Date, Interior

2019 Chevrolet Blazer Concept, Release Date, Interior – Resurrecting the renowned Blazer product is precisely what Chevrolet necessary currently. This crossover SUV is coming back soon after 13 yrs along with the impending 2019 Chevrolet Blazer will be remarkable. Slotted between your Equinox and Traverse versions, new Blazer delivers two series of chairs also it can allow for around 5 various…

[sevenblogger]

2019 Chevy Blazer Rumors, Review, and Release Date

2019 Chevy Blazer Rumors, Review, and Release Date

2019 Chevy Blazer Rumors, Review, and Release Date – The Chevy Blazer is set up to return for 2019 with a sporty, fresh look. Very last marketed back in 2005, the nameplate will likely be reborn as a midsize crossover positioned in between the Equinox and Traverse. Three trims will be presented: Base, RS, and Leading.

2019 Chevy Blazer Price 2019 Chevy Blazer Review Exterior and Interior

The…

[allcarnews]

Chevy Blazer Conflict 😬______________________________________ [4/1/19] Ok everyone back to real news! GM is under fire in its hometown of Detroit that stems back to their recent mass layoff plans of US factory workers. They were forced to remove the 2019 Chevy Blazer that was on display at Comerica Park because UAW workers were offended that the Blazer is being built in Mexico and not in the US. GM put the American built Traverse up instead where it is built at the Lansing Delta Township plant! 🔥 @Allcarnews Spec Sheet: The Blazer should be a hot selling crossover as it comes with N/A 4cylinder making 193HP and 188 lb-ft of torque but you can get a 3.6L V6 making 305HP and 269 lb-ft of torque in higher trims! 🔥 This issue is big for UAW workers but from a business point it makes more sense to build the Blazer in Mexico where labor is cheaper than the US, but workers aren’t having it! The Blazer actually is an impressive crossover with sharp and muscular styling, a nice camaro inspired interior and prices ranging from $30k to $50k! Some may complain it’s not the same true SUV TrailBlazer of the pst but i’m sure this will sell like crazy for GM... if the UAW doesent get in the way further. ________________________________________ ACN EXTRA: Should they make a 400HP TT V6 Blazer SS ?? 🤔 ________________________________________ - - #Chevy #Blazer #V6 #GM #UAW #Cadillac #USA #crossover #Mexico #SUV #workers #drive #carbon||#powerful #performance #turbocharged#supercharged #advanced#SupercarsRevamped #Supercar#HyperCar #ItsWhiteNoise #CarLifeStyle#MadWhips #CupGang #Carstagram#BlackList #AmazingCars247 An #allcarnews posted https://www.instagram.com/p/BvuyYGNnDWn/?utm_source=ig_tumblr_share&igshid=fkbtxg8gipve

[myfuturecarstrucks]

All You Need To Know About 2024 Chevy Blazer EV

All You Need To Know About 2024 Chevy Blazer EV

2024 Chevy Blazer EV. Back in 2019, Chevrolet brought the Blazer back from the dead– a muscular, Camaro-inspired mid-size SUV slotted between the Chevy’s small Equinox and bigger Traverse. Now, 4 years later on, the Blazer goes all electric– including a powerful SS design making nearly 560 horsepower, an equally stylish RS design with 320 miles of electrical range, and the well-equipped and…

[crosbyru-blog]

Chevy resurrects Blazer as tech-savvy, sporty crossover

The 2019 Blazer is expected to go on sale early next year in three trims -- base, RS and Premier. ATLANTA -- General Motors, aiming for more gains in the booming American market for utility vehicles, is resurrecting the venerable Chevrolet Blazer nameplate as a tech-savvy, yet sporty, crossover. The new midsize Blazer, which GM last produced in 2005 as a body-on-frame SUV, will slot between Chevrolet's compact Equinox and large Traverse crossovers -- both of which were redesigned for 2018 and helped GM post record U.S. crossover sales last year. "The introduction of the all-new Blazer builds on that momentum and further strengthens the most comprehensive lineup of crossovers and SUVs on the market today," Alan Batey, president of GM North America and head of Chevrolet's global business, said in a statement. U.S. consumers are migrating from cars to crossovers, and Chevrolet hopes to capture more of those buyers by offering another utility in a key segment dominated by the Honda Pilot, Ford Edge, Nissan Murano, Hyundai Santa Fe and Subaru Outback. From 2013 to 2017, U.S. sales of midsize crossovers increased 24 percent, according to the Automotive News Data Center. The segment has expanded 4.4 percent through the first five months of 2018. 3 trims The 2019 Blazer is expected to go on sale early next year in three trims -- base, RS and Premier --and introduce a simpler trim strategy for the brand. The trims, GM says, will offer "distinct styling," including custom grille appearances and chrome. {{title}} {{abstract}} Read more > {{/content}} The five-passenger crossover has been designed in line with recent vehicle updates in Chevrolet's lineup but adopts a much more aggressive, sculpted approach. It features a prominent dual grille similar in shape to that of the refreshed 2019 Camaro SS and sleek, horizontal LED daytime running lights between the headlamps. John Cafaro, executive director of Chevrolet design, said the vehicle was styled with "attitude" while "fulfilling the promise of versatility at the heart of every Chevy crossover and SUV." Powering the front-wheel-drive vehicle will be a standard 2.5-liter inline-four engine rated at 193 hp and 188 pound-feet of torque. A 3.6-liter V-6 engine is also available, offering 305 hp and 269 pound-feet of torque. Both direct-injected engines feature intelligent stop-start technology and are paired to a nine-speed transmission. The Blazer's maximum trailering load is an estimated 4,500 pounds with the V-6 engine. GM will produce the Blazer at a plant in Ramos Arizpe, Mexico, alongside the Chevrolet Equinox crossover and Chevrolet Cruze hatchback. It is based on GM's C1XX regular-wheelbase crossover platform, which also underpins the Cadillac XT5 and GMC Acadia. A longer wheelbase is used on the 2018 Chevrolet Traverse and 2018 Buick Enclave. Pricing will be announced closer to the start of production in the fourth quarter. In May, U.S. transaction prices for new midsize crossovers and SUVs averaged $38,175, according to Kelley Blue Book. Tech Traction Select is standard on all models and allows real-time adjustments to the vehicle's driving mode. On all-wheel-drive models, it also allows the system to be completely disconnected from the rear axle, meaning drivers can opt to have their vehicle operate in fwd when awd is not needed. An advanced twin-clutch awd system will be available on RS and Premier models. Inside, the vehicle will come standard with an 8-inch color touch screen with Chevrolet Infotainment, 4G LTE Wi-Fi and Apple CarPlay and Android Auto compatibility. On RS and Premier models, a new Chevrolet cargo management system, with a rail and cargo fence to help secure smaller items by dividing the cargo area, will come standard. Available features (mostly available on RS and Premier) include advanced hitch guidance systems, electronic-locking glove box, heated outboard rear seats, adaptive cruise control and wireless charging. 1970s roots GM introduced the K5 Blazer name in 1969 as part of the famed Chevrolet C/K truck family. The automaker says it has sold more than 8 million Blazers, with annual U.S. deliveries routinely topping 200,000 from the mid-1990s through 2000, according to the Automotive News Data Center. The nameplate was discontinued in early 2005 amid sluggish demand for truck-based SUVs, rising gas prices and a shift in consumer preferences to sport wagons or crossovers. http://www.autonews.com/article/20180621/OEM04/180629938/2019-chevy-blazer-crossover-unveiled

[crarsports]

The Miracle Of Gm Suvs And Crossovers | gm suvs and crossovers

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2020 Chevy Blazer SS, Specs, Redesign, and Release Date

2020 Chevy Blazer SS, Specs, Redesign, and Release Date

2020 Chevy Blazer SS, Specs, Redesign, and Release Date. The new and attractive 2019 Chevy Blazer that has been the icon on the Chicago Auto Show may get the new facelifted version soon. According to the latest rumors, the manufacturer planning to release this year redesigned 2020 Chevy Blazer

Because the 2019 model is all-new SUV on the market, we don’t expect any major changes in the design.…

[enginerumors]

2020 Chevrolet Trailblazer SS Price, Specs, For Sale

2020 Chevrolet Trailblazer SS Price, Specs, For Sale

2020 Chevrolet Trailblazer SS Price, Specs, For Sale– We indeed have viewed a lot of revived designs in past times several years. Chevy also is a thing about this style, and we all have noticed a revival in the renowned Blazer lately. Now, it Trailblazer’s convert. For those not familiar with this nameplate, it had been an SUV that had been in creation on the initial ten years from the 3 rd…

[jesusvasser]

The 2019 Chevrolet Blazer Is the Optimist’s Camaro

SAN DIEGO, California—Who needs a two-row midsize SUV? No one, really, because a one-segment-down, compact two-row like the Toyota RAV4, Ford Escape, or Chevrolet Equinox will carry nearly as much, very likely be priced lower, and probably get better fuel mileage. It’s that category that is rapidly replacing midsize sedans as the vehicular appliance of choice. If you something larger, it’s likely because you need that third row for kids and their friends, or even the extra cargo space with some or all of the seats dropped flat—things that two-row midsizers don’t offer.

But the people that buy such SUVs definitely want them; they’re a lifestyle choice. They’re generally sold in higher trim levels, with more optional equipment, compared with three-row family SUVs. They mostly offer V-6s or at least powerful turbocharged four-cylinders, and sometimes even V-8s. And they tend to be more expressive and more stylish than other SUVs, although that often isn’t saying much given the struggle companies face in distinguishing their tall, slab-sided, two-box models from everyone else’s.

In short, even if they have four doors, those without cynicism could call them the SUV age’s answer to the Ford Mustang and Dodge Challenger. Indeed, GM wants you to see the 2019 Chevrolet Blazer, a late-ish entry into this hot segment, as a Camaro analog. Aesthetically, it has enough style to make Bill Mitchell proud, with a bit of Coke bottle to its shape and a pointy grille, and it is possessed of the same general look that made the reborn Camaro the bestseller in its segment for a while a few years ago. The parallel continues inside, with Camaro-style round HVAC vents punctuating the Blazer’s dashboard.

Lest I take this Camaro story too far, note that there is no hotted-up SS version, as Chevy’s latest crossover is available in L, Blazer, RS, and Premier spec. Both of the latter versions’ interiors are nicely finished with quality materials, punching above the Blazer’s price class inversely to the impression one gets from Cadillac’s SUVs. Outside, the RS has black trim instead of chrome, with a black grille and bowtie.

Both the RS and Premier come standard with a naturally aspirated 3.6-liter V-6 making 308 horsepower, just 27 shy of the Ford Edge ST’s 2.7-liter EcoBoost turbo V-6, though the Blazer’s 270 lb-ft can’t compete with the Edge’s EcoBoosted 380.

Even with this deficit, though, the new Blazer feels plenty powerful and offers a smooth, steady launch from a stop—though without the Edge ST’s kick in the backside. Our friends at Motor Trend recorded a zero-to-60-mph time of 6.1 seconds in the all-wheel-drive Ford, and Chevy estimates the Blazer V-6 can hit the same speed in about 6.5 seconds with front-wheel drive. Paradoxically, the all-wheel-drive version is estimated to be a couple of tenths slower; this won’t matter much to its consumers, but most vehicles are quicker with four driven wheels owing to more off-the-line grip.

The standard Blazer engine is a naturally aspirated 2.5-liter inline four-cylinder, which I did not get to sample. With this four available only on the lowest L trim level, the basic L ($31,190) and 2.5L ($34,690) seem likely to be relegated to rental lots. The four is rated for 193 horsepower and 188 lb-ft of torque and is available with front- or all-wheel drive. Since our spec chart refers only to the two versions I drove, the RS and the Premier, I’ll add that the mid-level Blazer V-6 with cloth seats starts at $35,690 and the Blazer V-6 Leather at $39,890.

That leaves the Premier and RS to start in the $40Ks and compete, both in price and in content, with the Cadillac XT5. This competition according to Chevy includes the Nissan Murano, the new Honda Passport, the aforementioned Edge, and—although it’s a bit of an outlier—the Jeep Grand Cherokee.

The Chevy Blazer’s 3.6-liter V-6 is more spirited than, say, the version of the engine found in the Traverse partly because of its elevated 11.5:1 compression ratio, says Larry Mihalko, the vehicle’s performance manager. Despite the higher ratio, which it shares with the GMC Acadia, it runs on regular unleaded gasoline. A non-defeatable stop-start system adds about 1 mpg in city driving, Chevrolet estimates.

Mihalko attributes the Blazer’s ride-handling acumen to its wide front and rear tracks, high-rate springs, and large-diameter anti-roll bars. The Blazer RS has its own damper tuning that is 40 percent stiffer up front and 15 percent beefier at the rear, and it can be fitted with optional 21-inch wheels. The RS also has direct-acting anti-roll bars that are said to increase roll stiffness in order to deliver a sportier, flatter cornering attitude. The multilink rear suspension is fully isolated from the body, and the rear dampers “are larger than necessary,” for whatever that’s worth. The cross-axis ball joints used here are four times stiffer than rubber bushings, Mihalko says, and “turn easily, but are stiff laterally.”

Mihalko is a gregarious, enthusiastic boffin who tends to geek out about engineering solutions he helps discover. It occurs to me during his outline of the Blazer’s chassis and drivetrain particulars that we have come full-circle since the 1980s, when interlopers like Honda and Toyota proved to GM and its domestic rivals that family sedans don’t have to handle like land yachts. Now automakers both foreign and domestic are trying to figure out how to overcome the laws of physics by making heavy, tall vehicles with 20- or 21-inch wheels handle and ride like cars.

I started in a loaded 2019 Chevrolet Blazer Premier AWD, and while San Diego traffic prevented me from pushing too hard, the suspension is tuned to allow for some body roll and a compliant ride without any wallowing. With 270 lb-ft of torque, the front wheels want to steer themselves a bit under throttle at mid-range rpm, though most aren’t likely to induce the behavior very often. If you’re wondering about torque steer in an all-wheel-drive vehicle, it happened while we were in FWD-only “Normal” mode—the AWD system never engages automatically. Instead, there’s a center-console dial in all-wheel-drive Blazers that is used to call up 4×4 or Sport modes and their attendant full-time AWD. The latter delivers less yaw control via the dual-clutch torque-vectoring rear-differential fitted to RS models (non-RS AWD Blazers have a single-clutch rear differential). There’s also an optional tow/haul feature that engages AWD.

I stuck with the Normal mode, thinking I’d wait to try the AWD system on the RS during the second day of the drive program. Darn the luck, I ended up with a FWD RS instead.

The RS comes with a quicker, 15.1:1 steering ratio versus other Blazers’ 16.1:1 setup. The electrically assisted power steering is a belt-driven rack-mounted system, and while it’s precise with surprisingly good feedback, it never felt particularly quick even in RS-spec. The RS feels more neutral and slightly stiffer while cornering, although its dynamic improvements are incremental and not monumental, mostly because the base suspension is very good. Neither suspension is the least bit harsh—with the caveat that we were on tabletop-smooth roads—and no Blazer is reluctant to turn-in. I did particularly like how the RS fervently holds a lower gear all the way through a corner when in Sport mode.

Is Blazer the new Camaro? Not for enthusiasts who drive cars like the Camaro the way they’re meant to be driven. But mainstream consumers who purchase such crossovers to break out of midsize-sedan or compact-SUV monotony will discover enough Camaro in the Blazer’s design—if not its handling—to find some equivalency. And I’ll admit it is more fun to drive than most utilities. There are a couple of issues surrounding Chevy’s new baby that can’t go unmentioned: Its name first and foremost, because it once belonged to a truck-based Bronco competitor, and that it is being assembled in Mexico, as GM plans to close up to five U.S. factories. These concerns aren’t likely to affect the 2019 Chevrolet Blazer’s success on the sales charts.

2019 Chevrolet Blazer RS/Premier Specifications

ON SALE Now PRICE RS, $41,795; Premier, $46,795 ENGINE 3.6L DOHC 24-valve V-6; 308 hp @ 6,700 rpm, 270 lb-ft @ 5,000 rpm TRANSMISSION 9-speed automatic LAYOUT 2-door, 4-passenger, front-engine, FWD or AWD SUV EPA MILEAGE 18–20/25–26 mpg (city/hwy) L x W x H 191.4 x 76.7 x 67.0 in WHEELBASE 112.7 in WEIGHT 4,017–4,246 lb 0–60 MPH 6.5–6.8 sec. (mfr) TOP SPEED N/A

IFTTT

[eddiejpoplar]

The 2019 Chevrolet Blazer Is the Optimist’s Camaro

SAN DIEGO, California—Who needs a two-row midsize SUV? No one, really, because a one-segment-down, compact two-row like the Toyota RAV4, Ford Escape, or Chevrolet Equinox will carry nearly as much, very likely be priced lower, and probably get better fuel mileage. It’s that category that is rapidly replacing midsize sedans as the vehicular appliance of choice. If you something larger, it’s likely because you need that third row for kids and their friends, or even the extra cargo space with some or all of the seats dropped flat—things that two-row midsizers don’t offer.

But the people that buy such SUVs definitely want them; they’re a lifestyle choice. They’re generally sold in higher trim levels, with more optional equipment, compared with three-row family SUVs. They mostly offer V-6s or at least powerful turbocharged four-cylinders, and sometimes even V-8s. And they tend to be more expressive and more stylish than other SUVs, although that often isn’t saying much given the struggle companies face in distinguishing their tall, slab-sided, two-box models from everyone else’s.

In short, even if they have four doors, those without cynicism could call them the SUV age’s answer to the Ford Mustang and Dodge Challenger. Indeed, GM wants you to see the 2019 Chevrolet Blazer, a late-ish entry into this hot segment, as a Camaro analog. Aesthetically, it has enough style to make Bill Mitchell proud, with a bit of Coke bottle to its shape and a pointy grille, and it is possessed of the same general look that made the reborn Camaro the bestseller in its segment for a while a few years ago. The parallel continues inside, with Camaro-style round HVAC vents punctuating the Blazer’s dashboard.

Lest I take this Camaro story too far, note that there is no hotted-up SS version, as Chevy’s latest crossover is available in L, Blazer, RS, and Premier spec. Both of the latter versions’ interiors are nicely finished with quality materials, punching above the Blazer’s price class inversely to the impression one gets from Cadillac’s SUVs. Outside, the RS has black trim instead of chrome, with a black grille and bowtie.

Both the RS and Premier come standard with a naturally aspirated 3.6-liter V-6 making 308 horsepower, just 27 shy of the Ford Edge ST’s 2.7-liter EcoBoost turbo V-6, though the Blazer’s 270 lb-ft can’t compete with the Edge’s EcoBoosted 380.

Even with this deficit, though, the new Blazer feels plenty powerful and offers a smooth, steady launch from a stop—though without the Edge ST’s kick in the backside. Our friends at Motor Trend recorded a zero-to-60-mph time of 6.1 seconds in the all-wheel-drive Ford, and Chevy estimates the Blazer V-6 can hit the same speed in about 6.5 seconds with front-wheel drive. Paradoxically, the all-wheel-drive version is estimated to be a couple of tenths slower; this won’t matter much to its consumers, but most vehicles are quicker with four driven wheels owing to more off-the-line grip.

The standard Blazer engine is a naturally aspirated 2.5-liter inline four-cylinder, which I did not get to sample. With this four available only on the lowest L trim level, the basic L ($31,190) and 2.5L ($34,690) seem likely to be relegated to rental lots. The four is rated for 193 horsepower and 188 lb-ft of torque and is available with front- or all-wheel drive. Since our spec chart refers only to the two versions I drove, the RS and the Premier, I’ll add that the mid-level Blazer V-6 with cloth seats starts at $35,690 and the Blazer V-6 Leather at $39,890.

That leaves the Premier and RS to start in the $40Ks and compete, both in price and in content, with the Cadillac XT5. This competition according to Chevy includes the Nissan Murano, the new Honda Passport, the aforementioned Edge, and—although it’s a bit of an outlier—the Jeep Grand Cherokee.

The Chevy Blazer’s 3.6-liter V-6 is more spirited than, say, the version of the engine found in the Traverse partly because of its elevated 11.5:1 compression ratio, says Larry Mihalko, the vehicle’s performance manager. Despite the higher ratio, which it shares with the GMC Acadia, it runs on regular unleaded gasoline. A non-defeatable stop-start system adds about 1 mpg in city driving, Chevrolet estimates.

Mihalko attributes the Blazer’s ride-handling acumen to its wide front and rear tracks, high-rate springs, and large-diameter anti-roll bars. The Blazer RS has its own damper tuning that is 40 percent stiffer up front and 15 percent beefier at the rear, and it can be fitted with optional 21-inch wheels. The RS also has direct-acting anti-roll bars that are said to increase roll stiffness in order to deliver a sportier, flatter cornering attitude. The multilink rear suspension is fully isolated from the body, and the rear dampers “are larger than necessary,” for whatever that’s worth. The cross-axis ball joints used here are four times stiffer than rubber bushings, Mihalko says, and “turn easily, but are stiff laterally.”

Mihalko is a gregarious, enthusiastic boffin who tends to geek out about engineering solutions he helps discover. It occurs to me during his outline of the Blazer’s chassis and drivetrain particulars that we have come full-circle since the 1980s, when interlopers like Honda and Toyota proved to GM and its domestic rivals that family sedans don’t have to handle like land yachts. Now automakers both foreign and domestic are trying to figure out how to overcome the laws of physics by making heavy, tall vehicles with 20- or 21-inch wheels handle and ride like cars.

I started in a loaded 2019 Chevrolet Blazer Premier AWD, and while San Diego traffic prevented me from pushing too hard, the suspension is tuned to allow for some body roll and a compliant ride without any wallowing. With 270 lb-ft of torque, the front wheels want to steer themselves a bit under throttle at mid-range rpm, though most aren’t likely to induce the behavior very often. If you’re wondering about torque steer in an all-wheel-drive vehicle, it happened while we were in FWD-only “Normal” mode—the AWD system never engages automatically. Instead, there’s a center-console dial in all-wheel-drive Blazers that is used to call up 4×4 or Sport modes and their attendant full-time AWD. The latter delivers less yaw control via the dual-clutch torque-vectoring rear-differential fitted to RS models (non-RS AWD Blazers have a single-clutch rear differential). There’s also an optional tow/haul feature that engages AWD.

I stuck with the Normal mode, thinking I’d wait to try the AWD system on the RS during the second day of the drive program. Darn the luck, I ended up with a FWD RS instead.

The RS comes with a quicker, 15.1:1 steering ratio versus other Blazers’ 16.1:1 setup. The electrically assisted power steering is a belt-driven rack-mounted system, and while it’s precise with surprisingly good feedback, it never felt particularly quick even in RS-spec. The RS feels more neutral and slightly stiffer while cornering, although its dynamic improvements are incremental and not monumental, mostly because the base suspension is very good. Neither suspension is the least bit harsh—with the caveat that we were on tabletop-smooth roads—and no Blazer is reluctant to turn-in. I did particularly like how the RS fervently holds a lower gear all the way through a corner when in Sport mode.

Is Blazer the new Camaro? Not for enthusiasts who drive cars like the Camaro the way they’re meant to be driven. But mainstream consumers who purchase such crossovers to break out of midsize-sedan or compact-SUV monotony will discover enough Camaro in the Blazer’s design—if not its handling—to find some equivalency. And I’ll admit it is more fun to drive than most utilities. There are a couple of issues surrounding Chevy’s new baby that can’t go unmentioned: Its name first and foremost, because it once belonged to a truck-based Bronco competitor, and that it is being assembled in Mexico, as GM plans to close up to five U.S. factories. These concerns aren’t likely to affect the 2019 Chevrolet Blazer’s success on the sales charts.

2019 Chevrolet Blazer RS/Premier Specifications

ON SALE Now PRICE RS, $41,795; Premier, $46,795 ENGINE 3.6L DOHC 24-valve V-6; 308 hp @ 6,700 rpm, 270 lb-ft @ 5,000 rpm TRANSMISSION 9-speed automatic LAYOUT 2-door, 4-passenger, front-engine, FWD or AWD SUV EPA MILEAGE 18–20/25–26 mpg (city/hwy) L x W x H 191.4 x 76.7 x 67.0 in WHEELBASE 112.7 in WEIGHT 4,017–4,246 lb 0–60 MPH 6.5–6.8 sec. (mfr) TOP SPEED N/A

IFTTT

[jonathanbelloblog]

The 2019 Chevrolet Blazer Is the Optimist’s Camaro

SAN DIEGO, California—Who needs a two-row midsize SUV? No one, really, because a one-segment-down, compact two-row like the Toyota RAV4, Ford Escape, or Chevrolet Equinox will carry nearly as much, very likely be priced lower, and probably get better fuel mileage. It’s that category that is rapidly replacing midsize sedans as the vehicular appliance of choice. If you something larger, it’s likely because you need that third row for kids and their friends, or even the extra cargo space with some or all of the seats dropped flat—things that two-row midsizers don’t offer.

But the people that buy such SUVs definitely want them; they’re a lifestyle choice. They’re generally sold in higher trim levels, with more optional equipment, compared with three-row family SUVs. They mostly offer V-6s or at least powerful turbocharged four-cylinders, and sometimes even V-8s. And they tend to be more expressive and more stylish than other SUVs, although that often isn’t saying much given the struggle companies face in distinguishing their tall, slab-sided, two-box models from everyone else’s.

In short, even if they have four doors, those without cynicism could call them the SUV age’s answer to the Ford Mustang and Dodge Challenger. Indeed, GM wants you to see the 2019 Chevrolet Blazer, a late-ish entry into this hot segment, as a Camaro analog. Aesthetically, it has enough style to make Bill Mitchell proud, with a bit of Coke bottle to its shape and a pointy grille, and it is possessed of the same general look that made the reborn Camaro the bestseller in its segment for a while a few years ago. The parallel continues inside, with Camaro-style round HVAC vents punctuating the Blazer’s dashboard.

Lest I take this Camaro story too far, note that there is no hotted-up SS version, as Chevy’s latest crossover is available in L, Blazer, RS, and Premier spec. Both of the latter versions’ interiors are nicely finished with quality materials, punching above the Blazer’s price class inversely to the impression one gets from Cadillac’s SUVs. Outside, the RS has black trim instead of chrome, with a black grille and bowtie.

Both the RS and Premier come standard with a naturally aspirated 3.6-liter V-6 making 308 horsepower, just 27 shy of the Ford Edge ST’s 2.7-liter EcoBoost turbo V-6, though the Blazer’s 270 lb-ft can’t compete with the Edge’s EcoBoosted 380.

Even with this deficit, though, the new Blazer feels plenty powerful and offers a smooth, steady launch from a stop—though without the Edge ST’s kick in the backside. Our friends at Motor Trend recorded a zero-to-60-mph time of 6.1 seconds in the all-wheel-drive Ford, and Chevy estimates the Blazer V-6 can hit the same speed in about 6.5 seconds with front-wheel drive. Paradoxically, the all-wheel-drive version is estimated to be a couple of tenths slower; this won’t matter much to its consumers, but most vehicles are quicker with four driven wheels owing to more off-the-line grip.

The standard Blazer engine is a naturally aspirated 2.5-liter inline four-cylinder, which I did not get to sample. With this four available only on the lowest L trim level, the basic L ($31,190) and 2.5L ($34,690) seem likely to be relegated to rental lots. The four is rated for 193 horsepower and 188 lb-ft of torque and is available with front- or all-wheel drive. Since our spec chart refers only to the two versions I drove, the RS and the Premier, I’ll add that the mid-level Blazer V-6 with cloth seats starts at $35,690 and the Blazer V-6 Leather at $39,890.

That leaves the Premier and RS to start in the $40Ks and compete, both in price and in content, with the Cadillac XT5. This competition according to Chevy includes the Nissan Murano, the new Honda Passport, the aforementioned Edge, and—although it’s a bit of an outlier—the Jeep Grand Cherokee.

The Chevy Blazer’s 3.6-liter V-6 is more spirited than, say, the version of the engine found in the Traverse partly because of its elevated 11.5:1 compression ratio, says Larry Mihalko, the vehicle’s performance manager. Despite the higher ratio, which it shares with the GMC Acadia, it runs on regular unleaded gasoline. A non-defeatable stop-start system adds about 1 mpg in city driving, Chevrolet estimates.

Mihalko attributes the Blazer’s ride-handling acumen to its wide front and rear tracks, high-rate springs, and large-diameter anti-roll bars. The Blazer RS has its own damper tuning that is 40 percent stiffer up front and 15 percent beefier at the rear, and it can be fitted with optional 21-inch wheels. The RS also has direct-acting anti-roll bars that are said to increase roll stiffness in order to deliver a sportier, flatter cornering attitude. The multilink rear suspension is fully isolated from the body, and the rear dampers “are larger than necessary,” for whatever that’s worth. The cross-axis ball joints used here are four times stiffer than rubber bushings, Mihalko says, and “turn easily, but are stiff laterally.”

Mihalko is a gregarious, enthusiastic boffin who tends to geek out about engineering solutions he helps discover. It occurs to me during his outline of the Blazer’s chassis and drivetrain particulars that we have come full-circle since the 1980s, when interlopers like Honda and Toyota proved to GM and its domestic rivals that family sedans don’t have to handle like land yachts. Now automakers both foreign and domestic are trying to figure out how to overcome the laws of physics by making heavy, tall vehicles with 20- or 21-inch wheels handle and ride like cars.

I started in a loaded 2019 Chevrolet Blazer Premier AWD, and while San Diego traffic prevented me from pushing too hard, the suspension is tuned to allow for some body roll and a compliant ride without any wallowing. With 270 lb-ft of torque, the front wheels want to steer themselves a bit under throttle at mid-range rpm, though most aren’t likely to induce the behavior very often. If you’re wondering about torque steer in an all-wheel-drive vehicle, it happened while we were in FWD-only “Normal” mode—the AWD system never engages automatically. Instead, there’s a center-console dial in all-wheel-drive Blazers that is used to call up 4×4 or Sport modes and their attendant full-time AWD. The latter delivers less yaw control via the dual-clutch torque-vectoring rear-differential fitted to RS models (non-RS AWD Blazers have a single-clutch rear differential). There’s also an optional tow/haul feature that engages AWD.

I stuck with the Normal mode, thinking I’d wait to try the AWD system on the RS during the second day of the drive program. Darn the luck, I ended up with a FWD RS instead.

The RS comes with a quicker, 15.1:1 steering ratio versus other Blazers’ 16.1:1 setup. The electrically assisted power steering is a belt-driven rack-mounted system, and while it’s precise with surprisingly good feedback, it never felt particularly quick even in RS-spec. The RS feels more neutral and slightly stiffer while cornering, although its dynamic improvements are incremental and not monumental, mostly because the base suspension is very good. Neither suspension is the least bit harsh—with the caveat that we were on tabletop-smooth roads—and no Blazer is reluctant to turn-in. I did particularly like how the RS fervently holds a lower gear all the way through a corner when in Sport mode.

Is Blazer the new Camaro? Not for enthusiasts who drive cars like the Camaro the way they’re meant to be driven. But mainstream consumers who purchase such crossovers to break out of midsize-sedan or compact-SUV monotony will discover enough Camaro in the Blazer’s design—if not its handling—to find some equivalency. And I’ll admit it is more fun to drive than most utilities. There are a couple of issues surrounding Chevy’s new baby that can’t go unmentioned: Its name first and foremost, because it once belonged to a truck-based Bronco competitor, and that it is being assembled in Mexico, as GM plans to close up to five U.S. factories. These concerns aren’t likely to affect the 2019 Chevrolet Blazer’s success on the sales charts.

2019 Chevrolet Blazer RS/Premier Specifications

ON SALE Now PRICE RS, $41,795; Premier, $46,795 ENGINE 3.6L DOHC 24-valve V-6; 308 hp @ 6,700 rpm, 270 lb-ft @ 5,000 rpm TRANSMISSION 9-speed automatic LAYOUT 2-door, 4-passenger, front-engine, FWD or AWD SUV EPA MILEAGE 18–20/25–26 mpg (city/hwy) L x W x H 191.4 x 76.7 x 67.0 in WHEELBASE 112.7 in WEIGHT 4,017–4,246 lb 0–60 MPH 6.5–6.8 sec. (mfr) TOP SPEED N/A

IFTTT

[robertkstone]

The Ford, Chevy, and Mopar Show Cars of SEMA 2018

After a week of crazy, modified vehicles and wacky concepts at the Las Vegas Convention Center, another SEMA Show is in the books. It’s estimated that 170,000 people visited Las Vegas for SEMA, and we believe that figure after wading through the rivers of attendees that inundated the halls of the convention center.

Automakers use SEMA to show off their upcoming products, and although we didn’t see anything too crazy this year, there was still plenty of interesting sheetmetal to see from the OEMs. Ford had the biggest stand out of the Detroit Big Three, and they devoted a lot of that space to the new 2019 Ranger pickup, with seven concepts equipped with performance parts and accessories. Chevy surprised everyone with the eCOPO Camaro Concept, an entirely electric Camaro drag racer that delivers more than 700 hp and 600 lb-ft of torque. Not satisfied with the 840 hp from the Demon engine, Mopar took the covers off its Hellephant crate engine, which delivers an insane 1,000 hp and 950 lb-ft of torque.

Here’s a look at the best show cars from Ford, Chevy, and FCA at this year’s SEMA Show.

Chevrolet eCOPO Camaro concept

2019 Chevrolet Camaro SS Shock

Ringbrothers Chevrolet K5 Blazer

2019 Chevrolet Colorado ZR2 Bison

2019 Ford Edge ST by Blood Type Racing

LGE CTS Ford Expedition Classic

Tucci Designs Big Adventures Ford EcoSport

Hot Wheels Ford F-Series

1977 Ford F-150 Hoonitruck

2019 Ford Ranger Concepts

2019 Ford GT Carbon Series

Bojix Design, Cobra Jet, and Corruptt Ford Mustangs

Ford F-Series Concepts

[crosbyru-blog]

Chevy resurrects Blazer as tech-savvy, sporty crossover

The 2019 Blazer is expected to go on sale early next year in three trims -- base, RS and Premier. ATLANTA -- General Motors, aiming for more gains in the booming American market for utility vehicles, is resurrecting the venerable Chevrolet Blazer nameplate as a tech-savvy, yet sporty, crossover. The new midsize Blazer, which GM last produced in 2005 as a body-on-frame SUV, will slot between Chevrolet's compact Equinox and large Traverse crossovers -- both of which were redesigned for 2018 and helped GM post record U.S. crossover sales last year. "The introduction of the all-new Blazer builds on that momentum and further strengthens the most comprehensive lineup of crossovers and SUVs on the market today," Alan Batey, president of GM North America and head of Chevrolet's global business, said in a statement. U.S. consumers are migrating from cars to crossovers, and Chevrolet hopes to capture more of those buyers by offering another utility in a key segment dominated by the Honda Pilot, Ford Edge, Nissan Murano, Hyundai Santa Fe and Subaru Outback. From 2013 to 2017, U.S. sales of midsize crossovers increased 24 percent, according to the Automotive News Data Center. The segment has expanded 4.4 percent through the first five months of 2018. 3 trims The 2019 Blazer is expected to go on sale early next year in three trims -- base, RS and Premier --and introduce a simpler trim strategy for the brand. The trims, GM says, will offer "distinct styling," including custom grille appearances and chrome. {{title}} {{abstract}} Read more > {{/content}} The five-passenger crossover has been designed in line with recent vehicle updates in Chevrolet's lineup but adopts a much more aggressive, sculpted approach. It features a prominent dual grille similar in shape to that of the refreshed 2019 Camaro SS and sleek, horizontal LED daytime running lights between the headlamps. John Cafaro, executive director of Chevrolet design, said the vehicle was styled with "attitude" while "fulfilling the promise of versatility at the heart of every Chevy crossover and SUV." Powering the front-wheel-drive vehicle will be a standard 2.5-liter inline-four engine rated at 193 hp and 188 pound-feet of torque. A 3.6-liter V-6 engine is also available, offering 305 hp and 269 pound-feet of torque. Both direct-injected engines feature intelligent stop-start technology and are paired to a nine-speed transmission. The Blazer's maximum trailering load is an estimated 4,500 pounds with the V-6 engine. GM will produce the Blazer at a plant in Ramos Arizpe, Mexico, alongside the Chevrolet Equinox crossover and Chevrolet Cruze hatchback. It is based on GM's C1XX regular-wheelbase crossover platform, which also underpins the Cadillac XT5 and GMC Acadia. A longer wheelbase is used on the 2018 Chevrolet Traverse and 2018 Buick Enclave. Pricing will be announced closer to the start of production in the fourth quarter. In May, U.S. transaction prices for new midsize crossovers and SUVs averaged $38,175, according to Kelley Blue Book. Tech Traction Select is standard on all models and allows real-time adjustments to the vehicle's driving mode. On all-wheel-drive models, it also allows the system to be completely disconnected from the rear axle, meaning drivers can opt to have their vehicle operate in fwd when awd is not needed. An advanced twin-clutch awd system will be available on RS and Premier models. Inside, the vehicle will come standard with an 8-inch color touch screen with Chevrolet Infotainment, 4G LTE Wi-Fi and Apple CarPlay and Android Auto compatibility. On RS and Premier models, a new Chevrolet cargo management system, with a rail and cargo fence to help secure smaller items by dividing the cargo area, will come standard. Available features (mostly available on RS and Premier) include advanced hitch guidance systems, electronic-locking glove box, heated outboard rear seats, adaptive cruise control and wireless charging. 1970s roots GM introduced the K5 Blazer name in 1969 as part of the famed Chevrolet C/K truck family. The automaker says it has sold more than 8 million Blazers, with annual U.S. deliveries routinely topping 200,000 from the mid-1990s through 2000, according to the Automotive News Data Center. The nameplate was discontinued in early 2005 amid sluggish demand for truck-based SUVs, rising gas prices and a shift in consumer preferences to sport wagons or crossovers. http://www.autonews.com/article/20180621/OEM04/180629938/2019-chevy-blazer-crossover-unveiled

[jesusvasser]

The 2019 Chevrolet Blazer Is the Optimist’s Camaro

SAN DIEGO, California—Who needs a two-row midsize SUV? No one, really, because a one-segment-down, compact two-row like the Toyota RAV4, Ford Escape, or Chevrolet Equinox will carry nearly as much, very likely be priced lower, and probably get better fuel mileage. It’s that category that is rapidly replacing midsize sedans as the vehicular appliance of choice. If you something larger, it’s likely because you need that third row for kids and their friends, or even the extra cargo space with some or all of the seats dropped flat—things that two-row midsizers don’t offer.

But the people that buy such SUVs definitely want them; they’re a lifestyle choice. They’re generally sold in higher trim levels, with more optional equipment, compared with three-row family SUVs. They mostly offer V-6s or at least powerful turbocharged four-cylinders, and sometimes even V-8s. And they tend to be more expressive and more stylish than other SUVs, although that often isn’t saying much given the struggle companies face in distinguishing their tall, slab-sided, two-box models from everyone else’s.

In short, even if they have four doors, those without cynicism could call them the SUV age’s answer to the Ford Mustang and Dodge Challenger. Indeed, GM wants you to see the 2019 Chevrolet Blazer, a late-ish entry into this hot segment, as a Camaro analog. Aesthetically, it has enough style to make Bill Mitchell proud, with a bit of Coke bottle to its shape and a pointy grille, and it is possessed of the same general look that made the reborn Camaro the bestseller in its segment for a while a few years ago. The parallel continues inside, with Camaro-style round HVAC vents punctuating the Blazer’s dashboard.

Lest I take this Camaro story too far, note that there is no hotted-up SS version, as Chevy’s latest crossover is available in L, Blazer, RS, and Premier spec. Both of the latter versions’ interiors are nicely finished with quality materials, punching above the Blazer’s price class inversely to the impression one gets from Cadillac’s SUVs. Outside, the RS has black trim instead of chrome, with a black grille and bowtie.

Both the RS and Premier come standard with a naturally aspirated 3.6-liter V-6 making 308 horsepower, just 27 shy of the Ford Edge ST’s 2.7-liter EcoBoost turbo V-6, though the Blazer’s 270 lb-ft can’t compete with the Edge’s EcoBoosted 380.

Even with this deficit, though, the new Blazer feels plenty powerful and offers a smooth, steady launch from a stop—though without the Edge ST’s kick in the backside. Our friends at Motor Trend recorded a zero-to-60-mph time of 6.1 seconds in the all-wheel-drive Ford, and Chevy estimates the Blazer V-6 can hit the same speed in about 6.5 seconds with front-wheel drive. Paradoxically, the all-wheel-drive version is estimated to be a couple of tenths slower; this won’t matter much to its consumers, but most vehicles are quicker with four driven wheels owing to more off-the-line grip.

The standard Blazer engine is a naturally aspirated 2.5-liter inline four-cylinder, which I did not get to sample. With this four available only on the lowest L trim level, the basic L ($31,190) and 2.5L ($34,690) seem likely to be relegated to rental lots. The four is rated for 193 horsepower and 188 lb-ft of torque and is available with front- or all-wheel drive. Since our spec chart refers only to the two versions I drove, the RS and the Premier, I’ll add that the mid-level Blazer V-6 with cloth seats starts at $35,690 and the Blazer V-6 Leather at $39,890.

That leaves the Premier and RS to start in the $40Ks and compete, both in price and in content, with the Cadillac XT5. This competition according to Chevy includes the Nissan Murano, the new Honda Passport, the aforementioned Edge, and—although it’s a bit of an outlier—the Jeep Grand Cherokee.

The Chevy Blazer’s 3.6-liter V-6 is more spirited than, say, the version of the engine found in the Traverse partly because of its elevated 11.5:1 compression ratio, says Larry Mihalko, the vehicle’s performance manager. Despite the higher ratio, which it shares with the GMC Acadia, it runs on regular unleaded gasoline. A non-defeatable stop-start system adds about 1 mpg in city driving, Chevrolet estimates.

Mihalko attributes the Blazer’s ride-handling acumen to its wide front and rear tracks, high-rate springs, and large-diameter anti-roll bars. The Blazer RS has its own damper tuning that is 40 percent stiffer up front and 15 percent beefier at the rear, and it can be fitted with optional 21-inch wheels. The RS also has direct-acting anti-roll bars that are said to increase roll stiffness in order to deliver a sportier, flatter cornering attitude. The multilink rear suspension is fully isolated from the body, and the rear dampers “are larger than necessary,” for whatever that’s worth. The cross-axis ball joints used here are four times stiffer than rubber bushings, Mihalko says, and “turn easily, but are stiff laterally.”

Mihalko is a gregarious, enthusiastic boffin who tends to geek out about engineering solutions he helps discover. It occurs to me during his outline of the Blazer’s chassis and drivetrain particulars that we have come full-circle since the 1980s, when interlopers like Honda and Toyota proved to GM and its domestic rivals that family sedans don’t have to handle like land yachts. Now automakers both foreign and domestic are trying to figure out how to overcome the laws of physics by making heavy, tall vehicles with 20- or 21-inch wheels handle and ride like cars.

I started in a loaded 2019 Chevrolet Blazer Premier AWD, and while San Diego traffic prevented me from pushing too hard, the suspension is tuned to allow for some body roll and a compliant ride without any wallowing. With 270 lb-ft of torque, the front wheels want to steer themselves a bit under throttle at mid-range rpm, though most aren’t likely to induce the behavior very often. If you’re wondering about torque steer in an all-wheel-drive vehicle, it happened while we were in FWD-only “Normal” mode—the AWD system never engages automatically. Instead, there’s a center-console dial in all-wheel-drive Blazers that is used to call up 4×4 or Sport modes and their attendant full-time AWD. The latter delivers less yaw control via the dual-clutch torque-vectoring rear-differential fitted to RS models (non-RS AWD Blazers have a single-clutch rear differential). There’s also an optional tow/haul feature that engages AWD.

I stuck with the Normal mode, thinking I’d wait to try the AWD system on the RS during the second day of the drive program. Darn the luck, I ended up with a FWD RS instead.

The RS comes with a quicker, 15.1:1 steering ratio versus other Blazers’ 16.1:1 setup. The electrically assisted power steering is a belt-driven rack-mounted system, and while it’s precise with surprisingly good feedback, it never felt particularly quick even in RS-spec. The RS feels more neutral and slightly stiffer while cornering, although its dynamic improvements are incremental and not monumental, mostly because the base suspension is very good. Neither suspension is the least bit harsh—with the caveat that we were on tabletop-smooth roads—and no Blazer is reluctant to turn-in. I did particularly like how the RS fervently holds a lower gear all the way through a corner when in Sport mode.

Is Blazer the new Camaro? Not for enthusiasts who drive cars like the Camaro the way they’re meant to be driven. But mainstream consumers who purchase such crossovers to break out of midsize-sedan or compact-SUV monotony will discover enough Camaro in the Blazer’s design—if not its handling—to find some equivalency. And I’ll admit it is more fun to drive than most utilities. There are a couple of issues surrounding Chevy’s new baby that can’t go unmentioned: Its name first and foremost, because it once belonged to a truck-based Bronco competitor, and that it is being assembled in Mexico, as GM plans to close up to five U.S. factories. These concerns aren’t likely to affect the 2019 Chevrolet Blazer’s success on the sales charts.

2019 Chevrolet Blazer RS/Premier Specifications

ON SALE Now PRICE RS, $41,795; Premier, $46,795 ENGINE 3.6L DOHC 24-valve V-6; 308 hp @ 6,700 rpm, 270 lb-ft @ 5,000 rpm TRANSMISSION 9-speed automatic LAYOUT 2-door, 4-passenger, front-engine, FWD or AWD SUV EPA MILEAGE 18–20/25–26 mpg (city/hwy) L x W x H 191.4 x 76.7 x 67.0 in WHEELBASE 112.7 in WEIGHT 4,017–4,246 lb 0–60 MPH 6.5–6.8 sec. (mfr) TOP SPEED N/A

IFTTT