Tag Archives: chevrolet

Chevy’s Equinox EV is just hitting the streets, but it’s time to talk about the new gas model. The automaker recently announced the 2025 Equinox, a significantly updated SUV with more tech, updated safety features, and new trims.

The 2025 Equinox comes in three trims: LT, RS, and the new Activ trim. Chevy equips a turbocharged 1.5-liter engine, making 175 horsepower, which sends power to the front wheels through a CVT or all four wheels through an eight-speed automatic. The RS and Activ trims get drive modes with settings for snow and light off-roading. That said, the tiny engine’s middling output won’t do much to bring the thrills, on-road or off. 

New textured materials and more standard features highlight the refreshed interior. Chevy gives every Equinox a heated steering wheel and front seats, and the folding rear seats open up to 63.5 cubic feet of cargo space. The sporty RS trim adds red and blue stitching and “RS” logos throughout the cabin. Ventilated front seats and heated rear outboard seats are available.

A new 11.3-inch touchscreen comes standard, bringing 30 percent more screen real estate than the outgoing model. It runs Google built-in, which offers Google Assistant, Maps, and some Play Store functions. Buyers also get Apple CarPlay, Android Auto, SiriusXM, Bluetooth, and more. 

Safety tech got a boost for the new model year, as the 2025 Equinox offers several advanced driver aids. The list includes automatic emergency braking, forward collision alerts, pedestrian and bicycle braking, following distance indicators, lane keep assist with lane departure warnings, automatic headlights, adaptive cruise control, blind spot monitoring with rear cross-traffic alerts, and a teen driver mode. 

We don’t have pricing or exact release date details yet, but Chevy said to expect the 2025 Equinox to hit dealers’ lots later in 2024. 

General Motors made the controversial decision to stop offering Apple CarPlay and Android Auto in new EVs, but it might be second-guessing that call now. Just as the first 2024 Chevrolet Blazer EVs started hitting the streets, well-documented troubles with the SUV’s software have led the automaker to issue a stop-sale while it develops a fix.

Chevy announced the stop-sale last Friday, with the automaker’s VP of global quality, Scott Bell, telling Automotive News, “We’re aware that a limited number of our customers have experienced software-related quality issues with their Blazer EV. Customer satisfaction is our priority, and as such, we will take a brief pause on new deliveries.”

Blazer EV owners will be contacted and can get a software update from a dealer to fix the problem. The problems first came to light through two publications’ experiences with the SUV, in which a journalist was stranded at a rural charging station. Edmunds published its account of long-term testing of the EV, noting that it had 23 problems with the vehicle. It said the Blazer EV had “the single longest list of major faults we at Edmunds have ever seen on a new car.”

GM’s decision to cut the massively popular phone interfaces was surprising but not entirely unexpected. Automakers have been salivating over the opportunity to charge subscription fees and generate revenue from in-vehicle technology interfaces, and its move to an in-house system would give it more control over that process. It will be interesting to see if GM sticks to its plan, however, as a vast number – 80% by Apple’s account – of new car buyers demand the features. Turning off buyers to generate a few dollars from a heated seat subscription seems like the wrong call, but here we are. 

The Chevrolet Bolt is General Motors’ most affordable and popular EV, so it’s only natural the automaker would decide to discontinue the car. To be fair, it will return in a couple of years, but we’ll only see the larger Bolt EUV on GM’s Ultium platform going forward. That shift is bringing layoffs for the people involved in building the Bolt, and another factory also got bad news this week.

GM said it would cut 945 jobs from its Lake Orion assembly facility, where it built the Bolt and Bolt EUV. The site will eventually make the Chevy Silverado EV and GMC Sierra EV, but it will take a $4 billion investment to get there, and the project won’t take shape until late 2025. This move isn’t entirely unexpected, as the Bolt’s aging BEV2 platform has been aching for a replacement for a while now, and Ultium brings improvements in every measurable metric.

A smaller group at the Lansing Grand River Assembly facility is also being laid off. The location is where the Chevy Camaro was built, but its production run ended yesterday, leaving 369 people without jobs. GM is giving the workers until January to start the layoffs and said that UAW members will be offered other jobs in the state. The automaker’s Factory Zero location in Detroit-Hamtramck is a possibility, where it builds the GMC Hummer, the Cruise Origin, and other electric models. 

These layoffs come after Stellantis announced workforce cuts at Jeep Plants in Michigan and Ohio. While the job cuts coincide with planned EV investments by GM, the automaker has noted that it needed to restructure in response to the new UAW contract. A GM subsidiary, GM Subsystem LLC, became part of the contract this time, almost doubling wages for some employees. 

Ever since the EV1 of the late 1990s, General Motors has led the pack in forward-facing electric vehicle production. That first foray into electrification suffered an ignominious fate, sure, but soon enough, the Chevrolet Volt and then the Bolt carried on GM’s EV mantle—which most recently resulted in the absurdly gargantuan revival of the Hummer as a fully electric brute capable of crab-walking and four-wheeling alike. To an extent, the Volt, early Bolts, and especially the six-figure Hummer EV can be considered niche vehicles. Now, with the debut of a fully-electric 2024 Chevrolet Blazer EV, Chevrolet purposefully designed and engineered a crossover built for the purpose of converting a wider swath of EV holdouts.

The newly electrified Blazer joins two gasoline engine options to create a full run of eight different powertrain variants, even before selecting various trim and options packages. Is that too much for consumers? Well, at a recent media drive program in the hills of San Diego, Chevy introduced the new EV in a perfect setting to show off attractive design and impressive driving dynamics, as well as solid proof for every EV’s most important stat: real-world range.

Skip to section:

• Specs
• Design
• Price
• Interior and tech
• Smooth operator
• AWD zap!
• Posh and quiet
• A fine crossover

Price and specs

Note that not every tidbit of information is currently available at the time of publishing. MPGe for front or rear-drive variants are yet to be revealed on the fuel economy.gov website, and exact performance measurements are yet to be tested. Thankfully, this first drive event still gave us more than a clear enough view of what to expect from the Bowtie’s forthcoming cyberpunk soccer practice shuttle.

Chevrolet Blazer EV: see prices at CarGurus

Base price:	$44,995 (minus rebates)
As-test price:	$60,215 (2RS AWD minus rebates)
Electric motor options:	dual motor, front bar-wound, rear induction without magnet
Transmission:	single-speed direct drive
Drivetrain options:	front-wheel drive, rear-wheel drive, all-wheel drive
Power:	288 hp/212 kW combined (2RS AWD), 340 hp available for RWD, up to 557 hp (SS)
Torque:	333 lb-ft/451 Nm combined (2RS AWD), 325 lb-ft available for RWD, up to 648 lb-ft (SS)
Weight:	TBA
Zero-to-60 mph:	TBA; approx. <4 seconds (SS)
¼-mile:	TBA
MPGe:	TBA (FWD, RWD), 103 city, 88 highway, 96 combined (AWD)
Battery Capacity:	85 kWh (102 kWh available)
EPA Range:	279 miles (up to 324 miles available)
Charging:	150 kW DC fast charging (up to 190 kW available)
10-min fast charging capability:	69 miles (RS AWD), 79 miles (RS RWD)

Exterior design

From more than 50 feet away, the ICE and EV Blazer siblings look nearly indistinguishable. But up close, GM’s Ultium chassis beneath the skin clearly allowed Chevrolet to scoot the wheels further out towards the EV’s corners, which creates a sportier form highlighted by slightly swoopier aero lines. Large 21-inch wheels, Y-shaped taillights, and an optional front light bar on highly equipped versions help to add a stylized futurist aesthetic in contrast to the more restrained ICE design.

Overall, the almost Mazda-esque shape comes together best on white, black, and silver Blazers, though some of the details add up to make brighter metallic colors a bit showy. A host of piano black plastic cladding, so popular on EVs these days, detracts from otherwise clean lines and fades away best when camouflaged by simpler paint jobs.

What’s hot?

– Sporty and smooth driving dynamics for an electric crossover – Prioritizing NVH makes the EV experience much more palatable – Tech galore on a class-leading touchscreen – Easy to just get in and drive

Chevrolet Blazer EV pricing breakdown

Chevrolet promised earlier this year that a base 1LT model Blazer EV would start at $44,995 minus any rebates and incentives, but the RS AWD trim on hand in San Diego ratchets that price tag up to just above $60,000 quite quickly. Filling mid-level slots in the gradewalk, the 2LT and RS FWD will cost $47,595 and $51,995, respectively.

Production of the AWD Blazers began in the summer, but other trims will begin assembly soon. Meanwhile, the highest-performance SS package offering 557 horsepower and 648 lb-ft of torque will be priced at $65,995, with deliveries slated for later in 2024.

Chevrolet Blazer EV interior and tech

Pushing all four wheels towards the Blazer’s corners only accentuates this EV’s interior volume. Four full-sized adults will fit with plenty of head and legroom, all without impinging on a best-in-class 59.8 cubic feet of rear trunk capacity (with the back seats upright). Beneath the trunk floor, a small cargo hold adds to that figure, flanked by flat tire kits in place of a full-size spare.

The interior design features fun retro-themed climate vents plus a fair amount of piano key switchgear and physical knobs, but the entire experience centers around a massive 17.7-inch panoramic touchscreen atop the dash. Plenty of adjustable drive mode settings and EV-specific navigation tools work seamlessly with Google’s Built-In program and Wireless Apple CarPlay and Android Auto functionality, of course. 

In fact, the Blazer EV dash can house up to four screens counting the main center display, the driver’s gauge cluster, a standard Head-Up Display, and an optional digital camera rearview mirror. Both the main touchscreen and gauge cluster allow for easy configuration and prioritization of common widgets, including an easy way to switch headlights on and off, plus even an off button for the whole vehicle (which so many EVs frustratingly lack).

Surprisingly, the higher RS package does not offer a panoramic roof, though the lower-spec LT trim does. The RS gets ventilated seats standard, however, which is an important detail on EVs given that less efficient air conditioning for the whole cabin can affect range so significantly. Whether most buyers select the undeniably excessive red upholstery seems dubious, though Chevrolet’s loaner fleet will highlight that package for eye-catching media photos.

Smooth (and sporty) operator

Chevrolet first set journalists loose to explore San Diego in a fleet of the rear-wheel-drive RS variants, which use a single 250-kilowatt motor putting down the equivalent of 340 horsepower. First impressions on a series of winding sweepers showed off the Blazer EV’s impressive chassis dynamics, which toe the line between smooth and sporty with minimal body roll thanks to the low-slung Ultium skateboard.

Punching the go pedal (can’t call it a throttle, after all) produces a quick moment of jerk (the scientific term for rate of change of acceleration, I’m serious) but never the same kind of rollercoaster stomach lurch as other high-performing electrics. “Peppy” describes the rear-wheel-drive RS best, but straight-line speed probably takes a second-row seat to its cornering and confidence. A thick steering wheel rim accentuates that athletic nature, with a surprising amount of weight and feedback for an adjustable electronically assisted rack.

Switching through various drive modes changes the level of steering assist, as well as acceleration tip-in, brake pedal response, and faux engine sounds. Acclimating to the maximum one-pedal drive mode takes some time before neck-snapping at liftoff smooths out, but luckily a lower level of regen is easily selectable, as well. A configurable “My Mode” allows for a better balance between the various settings, critically to entirely switch off the silly fake engine noises.

All-wheel zap!

The next morning included far more drive time behind the wheel of an all-wheel-drive RS, which to the general confusion of everyone involved, actually combines for significantly less output than the single-motor rear-drive version. So yes, you read the above spec table correctly. In this case, a front 180-kW motor pairs with a small 67-kW helper motor at the rear axles to create a combined rating of only 288 horsepower, although max torque does increase to 333 pound-feet. That helper motor gives a bit of punch while cornering or on low-traction surfaces, but for the most part, the larger front motor handles power delivery, likely a concession to improved efficiency and, therefore, range.

The AWD RS similarly rides smooth and quiet, with plenty of pickup available up to around 50 miles an hour where pushing air starts to impinge on outright shove. Even running through canyons near Julian, California, where the composed suspension served as the star of the show, that questionable powertrain layout produced minimal torque steer despite its front-biased setup. Most importantly, while climbing 6,000 feet of elevation and then cruising back to sea level with plenty of journalistic exuberance and the A/C blasting, the AWD RS only pulled about 150 miles out of the fully charged 85-kWh battery to drive the full route’s 143-mile distance.

As posh and quiet as an EV should be

Not bad, Blazer. Not bad at all, and a good sign for the larger Ultium 102-kWh Ultium battery pack that will offer the option for an EPA-rated 324 miles of range. But probably the most impressive aspect of the Blazer EV can easily go unnoticed: the very hard work that GM put into reducing Noise, Vibration, and Harshness (NVH). 

A square set of low rolling resistance Bridgestone Alenza A/S “Enliten” tires measures a respectable 275 millimeters wide at all four corners yet produces very little road hum even up to nearly triple-digit speeds. Mounting tires that wide on 21-inch wheels helps to minimize drag and maximize range but also contributes to the unshakeable stability of the Blazer while cornering hard in an effort to explore the limits of Chevy’s traction control and ESC programming. Only the occasional squeal of protest pushed the limits of the eco-focused rubber, and yet intervention by robot overlords never approached the edge of intrusiveness that many other electric powertrains struggle to exercise effectively.

The pre-production RWD RS did rattle a bit from the back seats, as perhaps expected. But the production version of the AWD RS almost approached Lucid levels of silence, an important factor due to the lack of an internal combustion engine to drown out little creaks and clunks. Similarly, while either ripping through canyons or rolling down the highway with adaptive cruise control on, minimal wind noise entered the cabin. (Of note: the Blazer EV will include an option for GM’s impressive Super Cruise Level 2+ autonomous driving system that works on over 400,000 miles of American roadway.) Even with the respectable sound system playing country music on low volume, the entire drive bordered on serene, which clearly points to the benefits that legacy automakers bring to the table when building mass-scale electric vehicles. 

What’s not?

– Priced surprisingly high for a General Motors EV – Exterior design can look busy on certain colors – Electric range lagging behind industry leaders, including GM’s own Hummer and forthcoming Silverado

A fine electric crossover in a fiercely competitive battlefield

Will customers find the dizzying range of choices between three different drivetrain layouts—FWD, AWD, and RWD—plus the two battery sizes and unexpected output ratings, not to mention the duo of gasoline Blazers, simply too extensive to make an educated decision? Paralysis by analysis seems likely, and the RS nomenclature seems a bit odd for a low-spec front-biased all-wheel-drive layout. Navigating the configurator on Chevy’s website will almost require a spreadsheet.

And then the pricetag for the RS AWD, at $60,215 as tested, somehow ends up higher than a more luxurious, more eye-catching Cadillac Lyriq. Maybe GM is banking on the fact that most customers who wanted a bold EV will flock to the Caddy’s obviously futuristic styling, while the target base for Blazer will lean more towards conservative shapes and lines. Either way, reps on hand in San Diego believed the Blazer EV would also qualify for federal and local rebates, given GM’s massive investments into American manufacturing.

Still, after the Bolt and its EUV variant snatch up the lower end of the EV market, while the Hummer EV and forthcoming Silverado EV offer so much more range, the Blazer’s pricing and spec gradewalk might have been the biggest surprise of the entire San Diego experience. Anyone expecting performance on par with Teslas and Lucids—or even Hyundai and Kia’s higher-performance Ioniq 5 N or EV6 GT—will need to wait for the SS next year and prepare to shell out stacks of cash for the matching front and rear motors to truly max out the Blazer chassis. In the meantime, the lower spec Blazers will certainly serve as a wide range of perfectly respectable EV options that can cater to just about any potential buyer priorities and demographics.

What qualifies a vehicle as being among the best? Is the best car the one with the ferocious powertrain, that zips from zero to sixty miles per hour in the shortest amount of time? Or is the best car the one that lasts the longest with the least amount of maintenance required? For some people, the best car is the one with the most luxurious interior, the highest towing capacity, or the roomiest cabin for the price. Because everyone has different criteria, rather than embarrass ourselves attempting to narrow a car recommendation for every type of person down to a tidy list of 10, we’ve chosen instead to please no one by telling you about the cars we feel are the best, based on our own experiences.

Sure, we’ve driven faster, more expensive, and more technologically advanced cars. But this is a consensus rooted in pure subjectiveness. It’s not about what cars we’ve driven were the most innovative or groundbreaking, and it certainly isn’t about the cars we found to be the most practical. This group show-and-tell by the Acceleramota team is all about which cars are nearest and dearest to our hearts after some time behind the wheel, no matter the length of the stint or the circumstance in which we drove them.

What’s the best car you’ve ever driven? Let us know in the comments.

Jeric Jaleco: Ford Mustang Shelby GT350

The market has seen its fair share of spectacular driver’s cars, but only once in a blue moon does one really scratch that itch. Or at least my itch for something catering to my mixed tastes, having coveted cars like the E92 BMW M3 and Shelby GT500. The Shelby GT350 is among that elite bunch and the perfect combination of their philosophies in my headcanon. And listen, I’m not one to incessantly bemoan the loss of purist machines from years past, but this glorified rental car proves they just don’t build sports cars like they used to and probably never will ever again.

The GT350 launched to widespread acclaim for pretty much being the second coming of Car Jesus. It snatched top spots in numerous comparisons, even placing second in Motor Trend’s Best Driver’s Car for two years, bested only by McLaren’s 570S and a 911 Carrera S. It’s far from the fastest muscle car at Woodward Avenue, but it’s certainly one of the most beloved sports cars of recent memory, and my time behind the wheel of a 2017 example from Turo of all places taught me why.
An all-natural V8 screaming to an 8,250-rpm redline, six-speed stick, and track-ready suspension? Yes, please! The precise, well-weighted steering and MagneRide suspension enable rapid direction changes evocative of cars hundreds of pounds lighter. The shifter delivers that just-right notchiness that’s snickety-snick-snick sensational, and the 526-horsepower 5.2-liter Voodoo will go down as one of the best engines of all time, oiling issues be damned! My time with the GT350 was limited to only a few days, but it easily proved its worth as one of the most intoxicatingly soulful modern cars on this side of a Ferrari and at a fraction of the price.

Gabe Carey: Chevrolet Corvette C8

Those familiar with me, whether from the Acceleramota Discord server or beyond, probably wouldn’t expect the Corvette to be among my top 50 cars, let alone my favorite. In part, that has to do with my affinity for European cars – not to mention my high tolerance for frequent trips to and from the shop in my 2018 Alfa Romeo Giulia Quadrifoglio. I’m also not 65 years old. 

But this isn’t about my favorite car. It’s a list of the best cars we’ve driven, and I’ll tell you straight up, the Quadrifoglio is far from perfection. That’s not the case for the 2024 Corvette C8 I cruised around in with our Editor-in-Chief, Jeric Jaleco, during the LA Auto Show. The first night I took it back to my hotel after a long day of travel, despite suffering from a horrific hunger migraine, I felt so alive that I even went out of my way to take a detour. “Fun at any speed” is a basic principle I feel every sports car should abide by, and most don’t. At least not anymore.

The first generation of Chevy’s mid-engine Corvette, however, is an exception. What it lacks in a manual transmission, it more than makes up for in good ol’ fashioned fun factor. The paddle shifters are responsive, it hugs corners like a dream, and the two pedals it does have are harmonious with the input of the driver. 

Given the intimate arrangement of the Android Automotive-powered infotainment system, video game-like drive mode controls, and the rest of the center stack, it’s like sitting in the cockpit of a luxurious racecar that’s just as comfy to drive on the road. It’s a grand tourer that out-grand tours the McLaren GT. Add to that the thunderous roar of a naturally aspirated V8 breathing down my shoulder, and you’ve got yourself a near-perfect sports car. Jeric will disagree, as he did on the podcast, but he’ll understand when he’s older.

Nathan Meyer: Volkswagen Golf GTI (Mk5)

Fast, fun, and fantastic. Any VW fan will tell you that the Mk5 (pronounced mark-five) Golf GTI revived the nameplate and ushered in a new era of hot hatch. 

As of 2023, it is an 18-year-old car, so it is not the fastest hatch. You’re bound to be disappointed if you compare it to a modern hot hatch. One thing this car has that even the Mk8 Golf GTI does not is fun in bucket-loads. Pulling away from a stoplight will give you the widest smile. You feel connected to the car through corners. Somehow, it does this while still providing insane practicality, so much practicality that even you can entrust your husband’s best friend to bring it back in one piece.

Sure, you will drive faster cars and experience more fun cars. But no car plays the Golf GTI’s role better than the Mk5 GTI. You can summon its power at any moment and take your daughter to ballet the next. It’s the duality of the Mk5 GTI that makes it one of the best cars to drive.

Sheilah Villari: Chevrolet Camaro (Gen 3)

It might be a bit nostalgic, but my favorite car will always be my first. It was so beautiful, and being handed down to me by my mom added an extra layer of specialness. My high school and most of my college car was a teal 1992 Chevrolet Camaro Rally Sport. My mom was a Camaro and Chevy enthusiast, and this was the sixth one she had owned. Growing up in a beach town, this was the perfect car to park near the waves, pile your friend into, and pull out all your gear. Even if the two-door and hatchback were a pain, she was a shiny gem in the hot southern sun.

The fact that I never got pulled over in this car was a miracle as well. Going around 100 on 95 was not hard. I barely did anything, and this glorious green missile would just glide. And while I did find it hard to see sometimes (being so low to the ground), it handled beautifully. The nights cruising with the windows down, the salty ocean air forced in, and seagulls serenading you on a coastal drive were absolute perfection.

There is something romantic about our fond memories in vehicles like this. They say you never forget your first, and I certainly won’t. I often think about trying to get that sparkly wonder back into my life, broadness and all. 

Joe Tilleli: Mazda CX-5

I’m a simple man. My first new car I leased was a 2015 Mazda CX-5. Comfortable, roomy enough for my needs, handling is great. It’s the perfect crossover vehicle.

When the lease was up after three years, I couldn’t be bothered to go shopping around. So what’d I do? I leased another Mazda CX-5 — the 2018 model this time. And what do you know, another three years blinked away like nothing. I can see the cycle I’m about to be in, so I broke free. I bought out the 2018 model. In hindsight, it would have been better to just finance it from the start but I didn’t account for my laziness to hop around from dealer to dealer in future years. I’m gonna be driving this Mazda CX-5 until it doesn’t drive anymore. Then I’ll probably get another Mazda CX-5.

Ural Garrett: Mazda RX-8

I wouldn’t get my driver’s license and first whip until my last semester at Southern University in Baton Rouge, Louisiana, but there hasn’t been a car that’s imprinted itself on me throughout my lifetime as the Mazda RX-8. As a kid growing up in Los Angeles who was a fan of both the Fast & Furious series and Need For Speed: Most Wanted, the best car I’ve ever driven will be my first car, which I dubbed “05Wankel.” The car fits my personality in so many ways: uniquely built, slightly problematic, but pure, unadulterated fun. 

In 2009, there wasn’t a cooler feeling than blasting Teriyaki Boy’s “Tokyo Drift” as I shifted the six-speed manual and sped down the I-10. I can even vividly remember the first time I did burn out and parking lot donuts.

For a solid six years, the amount of money I spent on replacement tires and cans of motor oil could have definitely gone to the private student loan used to buy the car in the first place. The 255 horsepower allowed me to hit 60 mph in around six seconds, but the way that 9,000-rpm rev limit made my car scream was the real treat. Driving it years later around LA made me appreciate it even more.

Roger Feeley-Lussier: Mercedes Sprinter

In my past life as an unpopular indie pop musician, I spent a lot of time in vans. My first band had a modified Dodge shuttle bus that kind of always felt like it was on the verge of exploding but looked good in our music video. It didn’t have air conditioning, and I’m sure it smelled strange, but it was home for a few years. By that, I mean we literally slept it in 90% of the nights we were on tour (hence the smell.) My next band toured with a Ford cargo van that we think had a past life as a Stanley Steemer fleet vehicle. The quarters were a little tighter, but fortunately, we didn’t sleep in it (unless absolutely necessary.)

On one of Pretty & Nice’s tours, I got a chance to drive a Sprinter van. It belonged to Bobby Burg, a member of the midwestern indie outfit Joan of Arc, as well as dozens of other projects. I can’t remember how it happened, but one day, Bobby, who was touring solo, invited a couple of us to ride with him for the drive across Indiana. He let each of us take a shift, and I don’t even know how to describe the sensation of driving a Sprinter for the first time. 

You feel like you’re on a cloud. You’re very high up but also somehow very close to the road. It corners and accelerates like a much smaller vehicle. The entire time you’re driving a Sprinter, you forget how massive the vehicle you’re piloting is – but it never feels unwieldy (like a box truck.) It’s almost a miracle of engineering.

In my post-touring life, I briefly worked as a rebalancer for Hubway, the Boston bikeshare program. There were (I think) 8 Sprinters in the fleet, and even the “bad one” was so much better than my band’s van that it felt like a dream every time I turned the key. And I haven’t even touched on the most important thing about Sprinters: they can be whatever you need them to be. I’ve seen them modded into campers, offroad vehicles, mobile disaster response vehicles, and more. 

Sure, it’s not a Maybach, but you can’t put very many drumsets into a Maybach. 

Welcome to Johnson Valley, home of rocks, rattlesnakes, and the legendary King of the Hammers off-road racecourse. Last year, Johnson Valley also played host to the gnarliest dynamic vehicle launch of my automotive career, when Ford brought media out for a day of technical rock crawling, high-speed whoop running, lakebed autocross, and straight-up jumping (on purpose) in the absolutely manic Bronco Raptor. And today, it’s the perfect setting for Chevrolet to pull out the stops in a bit of one-upmanship by debuting the new Colorado ZR2 Bison, the Chevy Colorado’s most hardcore off-roading package. In fact, Chevy unveiled an entirely new “Bison Family” at Johnson Valley including the Silverado’s Light Duty and Heavy Duty variants. But for a real King of the Hammers experience, a Colorado jam-packed with goodies from American Expedition Vehicles (AEV) definitely takes the cake.

I showed up to Johnson Valley with plenty of experience driving a “base” Colorado ZR2 on the Vegas to Reno off-road racecourse earlier this year. Over that three-day adventure,  I somehow planted enough seeds of confidence among Chevy’s PR and engineering teams that they planned a one-on-one afternoon for me and GM’s Engineering Group Manager Tim Demetrio to take a Bison even further off the beaten path and hopefully find some Raptor-style ripping and rock crawling to fully reveal the new truck’s impressive off-roading capabilities.

(Editor’s Note: Updated 3/1/2024 with pricing and fuel economy information.)

Skip to section:

• Specs
• Design
• Pricing breakdown
• Interior and tech
• Hardcore performance
• Thunderous capability

Price and Specs

Price is currently unknown as this is an especially new, fresh-off-the-drawing-board model that we’ve had the privilege of reviewing. However, do expect it to sticker at a healthy increase over the non-Bison ZR2’s $48,295, further detailed in our pricing breakdown. In the interim, please enjoy the specs we were given, juiced up with extra off-road-centric figures for your sand-kicking pleasure. 

Base price:	$60,995 ($48,395 for ZR2, $11,700 for Bison pack, $445 for necessary Safety Pack)
As-test price:	Approx. $65,000
Engine:	High-Output 2.7-liter turbocharged inline-four
Transmission:	8-speed automatic
Drivetrain:	RWD/4Hi/4Lo with electronically locking front and rear differentials
Power:	310 horsepower
Torque:	430 pound-feet
Weight:	5,265 pounds
Tow rating:	5,500 pounds
Max payload:	1,050 pounds
Tires:	LT315/70R17 Mud-Terrains (35” OD)
Approach angle:	38.2°
Departure angle:	26.0°
Breakover angle:	26.9°
MPG:	16 city, 16 highway, 16 combined
Fuel Capacity:	21 gallons

Chevrolet Colorado: learn more at CarGurus

ZR2 Bison Exterior Design

The Colorado received a ground-up redesign for the third generation, seemingly taking plenty of styling and engineering cues from the Toyota Tacoma. Boxy, angular headlights up front transition to a square body with subtle fender flares on lower-spec trucks and more aggressive details on the ZR2 and Bison. The entire lineup comes only in the most popular crew cab with a short bed configuration, which unfortunately renders long beds and extra cabs extinct.

Spotting a Bison from afar, versus a base ZR2, requires 20:20 vision. Up close, the steel bumpers and 17-inch wheels from AEV stand out as slightly more off-road-focused. An additional 1.5 inches of ride height over the ZR2’s 3.0-inch lift contributes to a bolder stance that the 35-inch mud-terrain tires only enhance.

What’s hot?

– Sublime Multimatic suspension with new hydraulic jounce control bumpers – Improved tech with trick four-wheeling drive modes – Ventilated seats!

ZR2 Bison Pricing Breakdown

The full Bison package adds a set of Multimatic’s hydraulic jounce control bumpers (more on those later) to complement the spectacular Dynamic Suspensions Spool Valve (DSSV) dampers that already make the ZR2 an impressively specced pickup from the factory. AEV then contributes the steel bumpers, hot-stamped boron-steel skid plates, and rock sliders to protect the truck from the toughest trails. Those 35-inch tires are Goodyear Wrangler Territory Mud-Terrains mounted on beadlock-capable wheels that measure a half-inch wider than the ZR2’s.

Chevrolet plans to announce pricing for the Bison closer to the start of production, but we know that the 2023 ZR2 stickered for an impressive $48,395, and adding the Bison package to the Silverado ZR2 ran about $8,000. However, the Colorado’s full spec sheet tacks on more than the Silverado received, mostly in the form of tires and those hydraulic jouncers, so expect the Colorado Bison to slot in just shy of $60,000 — critically, a step below Ford’s pricing for the F-150 and Bronco Raptors that start in the high-$60,000 range, and in line with the Ranger Raptor that starts at a smidge above $55,000. Avoiding that level of sticker shock clearly fits into the plan, since nearly half of Colorado ZR2 buyers count as conquest customers switching to Chevrolet for the first time.

Update! Surprise, surprise. We were right on the money at $60,000, as ticking the Bison option box on your spec sheet adds an extra $11,700 on top of the base ZR2’s price tag.

ZR2 Bison Interior and Tech

Redesigning the Colorado for a third generation included a desperately needed step up for the trucks’ interior and technology. For the first time, an 11.3-inch touchscreen crowning the dash includes Google Built-In as well as Wireless Apple CarPlay, while the four-wheel-drive controls move to piano keys and knobs located close to the gear shifter and, therefore, the driver’s right hand. 

The Colorado’s front seats can fit taller drivers with ease, though the rear bench feels tight even with the front seats scooted fairly far forward. Four-legged friends will no doubt enjoy the rear ergonomics, but the relative lack of real liveable space makes the decision to skip an extra cab and long bed configuration all the more confusing. But most importantly, the Bison package includes ventilated seats, which all desert rats know as the greatest piece of automotive engineering ever and what the standard ZR2 surprisingly lacked.

The most hardcore Colorado possible

A race-ready powerhouse

Significant updates to the exterior, interior, and tech should help the entire Colorado lineup stand up to competition from Toyota’s Tacoma and Ford’s Ranger. But really, the whole point of hitting Johnson Valley in a Bison was to show off what’s going on beneath the skin (some of which is easily visible, to be fair). The off-roading goodies arrive hot off years of testing by Chevrolet’s factory efforts with Chad Hall Racing at the full calendar of events including King of the Hammers, but also the Mint 400, Vegas to Reno, and more. 

Chasing Chad Hall himself across Nevada from behind the wheel of a base ZR2 showed off the difference (other than race tires) between the ZR2 and Bison, but now the time has arrived for Demetrio to take me out in Johnson Valley and prove it. We left the rest of the group behind a bit surreptitiously, but once out of view behind a small hill, Demetrio gave me the go-ahead and I tipped deep into throttle. The High-Output version of Chevy’s new-ish 2.7-liter inline-four takes a minute to build turbo boost before unleashing all 430 lb-ft of torque. But really, when it comes to off-road in the slippery stuff, instantaneous response may only lead to wheelspin, anyway.

Once up into the powerband, though, I trusted the Bison with a loose hand on the reins and my faith in that magical suspension setup and its revised mounting points. Sure enough, after charging over whoops and blasting up rutted washes, this version of the Colorado takes comfort and confidence to a new level despite me doing my darnedest to slide around and apply plenty of countersteer. Catching air under the front and rear axles never bottomed out the DSSV dampers. Not once. Or at least, as Demetrio explained, it never felt that way. 

A proper chassis for a proper performance vehicle

The hydraulic jounce bumpers create that illusion by absorbing and dissipating impacts that more traditional rubber bump stops would absorb and then rebound back into the chassis. Of course, the 35s serve as the first and most important part of the entire suspension system, but the Multimatics help to control any perceived weight and balance concerns that bigger tires and more lift might otherwise create.

The resulting combination of trophy truck speed and nimble handling at the limits of traction also helps explain why Chevy ditched the diesel engine option for the new Colorado. The new gas four-banger puts out more torque, but in the desert, the diesel’s cast-iron block would have messed up the ZR2 and Bison’s front-to-rear weight balance. Instead, I can now click into two-wheel drive and lock the rear diff, which most manufacturers won’t allow, to produce some real hooning fun.

Fishtailing around as fast as possible never matches the sheer pace possible in 4-Auto or 4-Hi, though, and Demetrio and I only had so much time out on our own. After showing off the Colorado’s high-speed abilities, he also wanted to take me on some more hardcore rock crawling that the Bison’s additional armoring and bigger tires make possible. We ended up entirely over a far ridge, searching for the best route home while hopping over rocks and clambering up bouldered trails that, to my eye, looked more suitable for side-by-sides. And yet, once again the Bison just kept chugging along even as I truly tested the rock sliders and skid plates with some bangs and scrapes. 

Supreme confidence down Chocolate Thunder

Fear no boulders

Eventually, we wound up at the top of a KoH segment known as Chocolate Thunder (children, these off-roaders, I swear) and Demetrio explained how the Colorado’s new Terrain drive mode makes the most of an electronically assisted brake booster to create ideal one-pedal driving. Playing friendly, I switched over into Terrain mode and inched down the technical trail, occasionally using the front camera to help with visibility over the Colorado’s square hood (which might just be my least favorite part of the trucks, actually).

At points where I expected a wheel (or two) to lift off or lose traction after my experience with a ZR2, the Bison simply stayed put. That kind of articulation in a truck with independent front suspension and a leaf spring solid rear axle simply boggles the mind. Once again, the third gen’s revised suspension mounting points prove their worth. I still prefer two-foot driving while rock crawling, and can admit to leaving a bit more boron on the rocks of Chocolate Thunder. But once we got underway, I never felt anything near the kind of trepidation that crept in looking down from the top of the trail.

Baja Blastin’

Time to rejoin the group. Lost in our fun, we might even be running late. No problem. Pop out of Terrain mode and back into Baja, and it’s time to find the fastest way back to home base. Demetrio keeps telling me to push harder and stop slowing down for those whoops, how once during testing he saw the underside of a truck’s front diff while chasing another development engineer across the desert. Now we’re both laughing, the off-road children ourselves, amazed at how much punishment the Bison can take—without dishing it out on the driver or passenger. This truck rollicks like a bucking Bronco. Wait, no, a bucking Mustang. Dammit, like something that’s not a Ford product name!

Almost back to the group, I pepper Demetrio with a few questions of my own. Why no disconnecting sway bars, as on the Bronco or Jeep’s Gladiator and Wrangler? Well, other than added cost, the ZR2 and Bison both get locking front diffs that make a bigger difference while rock-crawling with a leaf spring rear axle than a sway-bar disconnect might. And how about some paddle shifters to keep that 2.7L in the power band? A grimace and not-so-subtle “no comment” in response, so I blame the bean counters here, though at least Demetrio’s team recalibrated Baja mode after my incessant complaining about weird shifting throughout the Vegas to Reno ZR2 drive. Should I truly take credit? Who knows, but it’s always nice to think someone, anyone, maybe in a blue moon, ever listens to us journalists.

What’s not?

– Only available as a crew cab w/ short bed – Competitive pricing is still expected to be fairly steep – Not the prettiest tool in Chevy’s shed, even if it is the sharpest

Off-road god mode without sacrificing on-road dynamics

Throughout our time at top speed or rock crawling, Demetrio never flinches. He believes in the Bison, and I’d like to think he even enjoyed some time watching me wheel around Johnson Valley somewhere near the absolute limit. But, perhaps as impressive as the off-roading capability the ZR2 delivers and the Bison package only enhances, somehow the most hardcore of Colorados still sacrifice little for on-road dynamics.

Sure, adding 35-inch tires without regearing the final drive ratio cuts a bit into even the High-Output engine’s low-end grunt. But out on the asphalt, those 430 pound-feet make for plenty of pep while daily driving. The glory of the Multimatics is how well the spool valves can fine-tune fluid flow for stability on the road as much as off, resulting in noticeably less body roll and chassis flex than the taller Bronco Raptor on its 37-inch tires.

And where the Braptor’s proportions peak in absurdity, with the rear hatch opened to reveal a tiny little cargo compartment, the Bison still comes with a truck bed (albeit a relatively small one). So buyers looking for a truck to daily drive, rip around the desert, or serve as the base for an overlanding build should be satisfied. What the new Tacoma TRD Pro or Ranger Raptor might have to say next year remains a mystery and exact pricing is obviously a big question mark. But, for now, the ZR2 Bison charges into uncharted territory in a class and segment all to its own.

General Motors has been hyping up its Ultium battery platform since it was announced in March 2020. The innovative battery system enables a lower center of gravity for electric vehicles and frees up interior space. GM’s latest Ultium release is an all-electric take on Chevrolet’s iconic Silverado 1500 pickup truck. The American automaker is aiming for the commercial market initially with the 2024 Chevy Silverado EV — rolling out their lower-priced WT (Work Truck) trim this summer with the premium RST First Edition trim promised for fall 2023.

While clearly inspired by the beefy Silverado, the 2024 Chevy Silverado EV (much like its cousin the GMC Hummer EV) isn’t simply an electric motor retrofitted into an existing shell. These electric SUVs were purpose designed to lead GM’s electric revolution — enabling a future where size is no longer an impediment to electrification.

With a range of 400mi. on a single charge and up to 754 hp, the 2024 Chevy Silverado EV shows how GM continues to be two steps ahead of their American automaker rivals at Ford when it comes to making that future a reality.

2024 Chevy Silverado EV price and trim level options

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The 2024 Chevy Silverado will be available in two trim levels initially. The WT (or work truck) trim is being marketed to fleet operators who are looking to electrify their commercial vehicles. Despite initial promises that this trim would have an MSRP of around $42,000, the currently available 4WT trim comes in at a whopping $79,800. GM has stated that the full line of Silverado EVs will include trims with shorter ranges and thus, lower MSRPs. The daily-driver targeted RST First Edition trim will set you back $106,895 if you’re willing to wait until it’s released sometime this fall.

Chevy trucks: shop new inventory near you

2024 Chevy Silverado EV 4WT (available now)

• Starting Price: MSRP $79,800 (including destination fee)
• Electric motor power: 510 hp and 615 lb-ft of torque
• EPA-estimated range: 450 mi.

2024 Chevy Silverado EV 3WT (coming soon)

• Starting Price: estimated MSRP $74,800 (including destination fee)
• Electric motor power: 510 hp and 615 lb-ft of torque
• EPA-estimated range: 350 mi.

2024 Chevy Silverado EV RST First Edition (fall 2023)

• Starting price: $106,895 (including destination fee)
• Electric motor power: 754 hp and 785 lb-ft of torque
• EPA-estimated range: 400 mi.

2024 Chevy Silverado EV exterior color options

• 2024 Chevy Silverado EV WT
  • Summit White
  • Black
• 2024 Chevy Silverado EV RST
  • Black
  • Northsky Blue Metallic
  • Cherry Red Tintcoat
  • Red Hot
  • Greenstone Metallic
  • Silver Ice metallic
  • Iridescent Pearl Tricoat
  • Summit White
  • Mosaic Black Metallic

2024 Chevy Silverado EV interior color options

• Jet Black, Leather
• Jet Black, Choccachino
• Gideon, Atmosphere (leather)

Interior and tech

Thanks to the Ultium system, GM’s designers have considerably more space to work with for the 2024 Chevy Silverado EV’s cabin — and it shows. Silverado drivers should be used to cavernous cockpits, but even the “stripped down” WT trim will feel bigger than you might expect, with a generous space for all five passengers. And the theme of “bigger is better” doesn’t stop there — with the rear seats folded down, the EV’s bed can accommodate items up to 10ft. 10in. Even the eTrunk (you might call it a “frunk”) is massive, offering around 9 cu. ft. of additional storage.

2024 Chevy Silverado EV WT dimensions

Interior space

• Front seat headroom: 41.9″
• Rear seat headroom: 39.7″
• Front seat legroom: 44.8″
• Rear seat legroom: 44.3″
• Front seat hip room: 62.0″
• Rear seat hip room: 61.5″
• Front seat shoulder room: 64.9″
• Rear seat shoulder room: 63.8″

Exterior dimensions:

• Wheelbase: 145.7″
• Overall length: 233.1″
• Overall width: 93.9″ (with mirrors) / 81.6″ (without mirrors)
• Overall height: 78.0″
• Track width (front/rear): 68.9″/68.9″

2024 Chevy Silverado EV RST dimensions

Interior space:

• Front seat headroom: 43.9″
• Rear seat headroom: 38.7″
• Front seat legroom: 44.8″
• Rear seat legroom: 44.3″
• Front seat hip room: 62.0″
• Rear seat hip room: 61.5″
• Front seat shoulder room: 64.9″
• Rear seat shoulder room: 63.8″

Exterior dimensions:

• Wheelbase: 145.7″
• Overall length: 233.1″
• Overall width: 94.3″ (with mirrors) / 83.8″ (without mirrors)
• Overall height: 78.7″
• Track width (front/rear): 68.7″/68.7″

As far as tech goes, the Chevy Silverado EV RST First Edition promises to be fully loaded. GM’s press release even promises access to future technologies that will become “necessities that you’ll never want to drive without.” Self-driving, in the form of GM’s “Super Cruise,” offers hands-free operation on some 400,000 mi. of roads in the US and Canada. The WT trims likely will not include as many bells and whistles but Edmunds’ review of a Silverado EV 4WT found many features will come standard even on the fleet-level versions.

Tech features:

• Super Cruise hands-free operation
• Ultifi software platform for personalization and updates
• Standard Safety Assist
  • Automatic emergency braking
  • Front pedestrian braking
  • Lane keep assist with lane departure warning
  • Forward collision alert
  • Intellibeam headlights
  • Following distance indicator
• 17 in. infotainment screen (RST First Edition)
• 11 in. driver instrument display (RST First Edition)
• 14 in. heads-up driver display (RST First Edition)

2024 Chevy Silverado EV electric range and charging times

The flexible Ultium battery platform shines once again with the 2024 Silverado EV. Thus far, GM has rolled out the system on its GMC Hummer EV, Cadillac Lyriq, and BrightDrop Zevo electric vehicles with many new models promised in the next few years. The Silverado EV offers impressive range for its considerable size, although future WT trims will have scaled-back battery arrays (and lower MSRPs).

• 2024 Chevy Silverado EV 4WT
  • Electric range: 450 miles
  • Charging time: 10 minutes to 100 miles range (DC Fast Charging up to 350kW)
• 2024 Chevy Silverado EV 3WT
  • Electric range: 350 miles
  • Charging time: 10 minutes to 100 miles range (DC Fast Charging up to 350kW)
• 2024 Chevy Silverado EV RST First Edition
  • Electric range: 400 miles
  • Charging time: 10 minutes to 100 miles range (DC Fast Charging up to 350kW)

2024 Chevy Silverado EV engine and performance

Simply put, with the Chevy Silverado EV, power is the name of the game. While the WT trim will offer a good amount of muscle, clocking in at 510 hp and 615 lb-ft of torque, GM has been really pushing the RST First Edition’s performance numbers. Their latest test numbers have the 2024 Silverado EV RST First Edition boasting 754 hp and 785 lb-ft of torque and up to 10,000 lbs. of towing. Compare this to the combustion engine 2024 Chevy Silverado 1500 performance trims’ 420 horsepower and 460 lb-ft of torque.

• 2024 Chevy Silverado EV 4WT
  • Electric Motor Power: 510 hp and 615 lb-ft of torque
  • Towing: 10,000 pounds
  • Payload: 1,400 pounds
• 2024 Chevy Silverado EV RST
  • Electric Motor Power: 754 hp and 785 lb-ft of torque
  • Towing: up to 10,000 pounds
  • Payload: TBA

Design changes

As mentioned above, the 2024 Silverado EV was built from the wheels up to make optimal use of the Ultium battery platform. The RST First Edition will have a number of attractive design elements, including optional 24-inch aluminum wheels, modern lighting accents on the exterior and interior, and a fixed-glass roof for a panoramic view.

The star of the show is the redesigned “Multi-Flex Midgate,” which allows you to extend the floor of the electric pickup truck’s bed to up to 10 ft. 10 in, as seen above. The tailgate’s “inner gate” also can become a step that accommodates up to 375 lbs for easier loading and unloading. All in all, it’s clear GM is hoping that eco-conscious companies in need of pickup truck fleets will adopt the Silverado EV as their primary electric vehicle — and RST First Edition buyers will reap all the benefits of this research and development.

2024 Chevy Silverado EV review round-up

The RST First Edition has only been teased at car shows and press events so far, but a few reporters across the auto-verse have gotten their hands on the 2024 Chevy Silverado EV 4WT. Here are their early thoughts on GM’s latest electric pickup.

The Silverado EV is an intriguing take on an electric pickup. With its unique chassis and class-leading range and power, it’s in many ways a more sophisticated, ambitious take on a full-size electric truck than Ford’s F-150 Lightning. As a result, however, it’s also significantly costlier and heavier. We’ll need more wheel time and a head-to-head comparison to determine which design approach we prefer.

Chris Paukert – Edmunds

Current GM truck owners will quickly acclimate to piloting the electrified Silverado. The 4WT moves along with the quiet refinement expected of an EV, with a synthesized hum playing through its stereo speakers only under hard acceleration. It feels as quick as any Silverado we’ve driven, with a responsiveness that makes short work of passing maneuvers on country roads.

Mike Sutton – Car and Driver

A near-$80,000 starting price for a bare-bones work truck is a tough pill to swallow. We get why that is to a certain extent given its all-new platform and advanced battery tech. But through that same lens, its basic interior and crashy ride quality become much harder to justify.

On its face, though, the 2024 Chevy Silverado EV WT is a promising start. We’ll reserve judgment on its real-world range and towing capabilities outside this very brief preview, but at first pass, it seems to be a no-frills tool that’ll happily keep up with you at the job site. And this is only the beginning.

Kristen Lee – MotorTrend

FAQs

What is the estimated range?

The 2024 Chevy Silverado EV 4WT trim offers an estimated range of 450 mi. on a single charge, while the forthcoming 2024 RST will have an estimated range of 400 mi. GM has promised lower-tier versions of the WT trim in the future with less range and lower starting prices.

Are reservations open?

Unfortunately, as of writing (July 6, 2023) reservations are currently full for the 2024 Chevy Silverado EV, according to Chevy’s website. Interested buyers can leave their email to be notified when reservations re-open.

When will the 2024 Chevy Silverado EV be available?

The production model Chevy Silverado EV 4WT has been rolling off production lines, but unless you’re a fleet operator planning to electrify your commercial vehicles, you’ll have to wait until the RST First Edition premium trim launches sometime in fall 2023.

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