Chevy | The Car Magazine

With an estimated 200,000-plus F-150 Lightning orders in the books, Ford has clearly shown the market is ripe for full-size electric pickup trucks. In fact, the books are likely full for 2022. Added to…

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Chevy Silverado EV designed to take on Ford F-150 Lightning… Eventually

2024 Silverado EV RST — The 2024 Silverado EV, shown here in top-line RST trim, is more of a styling departure from its namesake forebear than Ford’s F-150 Lightning.

With an estimated 200,000-plus F-150 Lightning orders in the books, Ford has clearly shown the market is ripe for full-size electric pickup trucks. In fact, the books are likely full for 2022. Added to that, microchip shortages and recent talk about a coming battery shortage means the Dearborn-based automaker’s ability to fully deliver on these orders is suspect, but nonetheless, if a history of BEV customer patience is anything to go by, particularly with respect to Tesla, the blue-oval brand may garner a lot of market share and win out in the end.

This scenario would see Chevrolet, a leader in battery-electric vehicles, come up short by being late to the electrified truck party. If the bowtie brand had been quicker to the draw, they could have capitalized on Ford’s temporary weakness, but instead the new Silverado EV pickup, introduced at the 2022 Consumer Electronics Show (CES) in Las Vegas last week, won’t be available until 2023 as a 2024 model. Just the same, fleet buyers and eco-minded consumers may want to wait for the General’s new model, because its unique features really set it apart.

2024 Chevrolet Silverado EV RST — The Silverado EV RST’s rear styling certainly looks conventional enough.

First off, and possibly most critical, the Silverado EV is based on General Motors’ new Ultium platform, an electric-specific truck and SUV chassis. The Lightning rides on Ford’s conventional F-150 chassis architecture, which is likely why it was quicker to market. Most electric vehicle fans will give a nod of approval to GM for going the extra mile of taking this pure-EV route, but the optimal choice is not yet clear. The F-150’s body-on-frame layout is a very well-known entity, whereas the Silverado EV’s design is mostly uncharted territory. It’s a mix between a traditional truck frame and unibody, which will hopefully end up being a best-of-both-world’s scenario.

Two trims will be available at launch, including a WT (Work Truck) version designed specifically for the aforementioned fleet market and individual contractors, plus another that’s dubbed RST, focused on personal use. Initially, the latter will get the moniker RST First Edition, although to be clear it will show up in the fall of 2023, after the WT arrives that spring.

The RST First Edition will be good for a range of 640 km between charges, albeit probably not while towing up to 10,000 lbs (4,536 kg) of trailer, or for that matter a full payload of passengers and cargo, or 1,300 lbs (590 kg). While towing capacity is very strong, the electric model doesn’t compare all that well against a conventionally-powered Silverado 1500, which is good for a payload range of 1,870 to 2,280 lbs (848- 1,034 kg).

Still, the Silverado EV should be mighty quick off the line when its WOW (Wide Open Watts) maximum power mode is engaged, thanks to 660 horsepower and 780 lb-ft of torque. Smart, Chevy. Not as brilliantly silly as Tesla’s Ludicrous mode, referencing the 1987 space parody film Spaceballs (Mel Brooks, Bill Pullman, John Candy and Rick Moranis), but clever just the same.

It should be noted that a WT model capable of towing up to 20,000 lbs (9,072 kg) will be made available sometime after lesser trims are introduced, while no matter the trim level a Tow/Haul mode will be included, while trailer hitch provisions, an integrated trailer brake controller, and a Hitch Guidance system as part of Chevrolet’s Advanced Trailering System, will be available. It should be mentioned that base WT trucks only be able to haul 8,000 lbs (3,629 kg), plus a payload of just 1,200 lbs (544 kg) due a performance downgrade of 510 horsepower and 615 lb-ft of torque. Notably, this model will be upgradable to 640 km of range.

Multi-Flex Tailgate (similar to what’s already available from today’s Silverado — The Silverado EV RST’s interior looks ultra-premium.

As standard, at least initially, both trims will receive a DC fast charging system with up to 350 kilowatts of capability, while both models will be available with up to 10.2 kW of offboard power delivery, meaning contractors and tradespeople will be able to plug in their tools while using the lowered tailgate as a workbench, plus campers will be able to light up and even heat their tents and trailers with an extension cord. And speaking of cords, the electrified Chevy truck will be capable of charging another EV via its optional accessory charge cord.

The Silverado EV, which is set to be assembled at GM’s Detroit and Hamtramck, Michigan-based Factory ZERO, comes with an adaptive air suspension that can be raised or lowered by up to 50 mm (2.0 in). Additionally, four directional wheels should make it capable of rotating on the proverbial dime. GM will also provide its Super Cruise semi-autonomous drive system as an option, which will even be functional when towing.

While the above features are strongpoints, the truck’s Multi-Flex Tailgate (similar to what’s already available from today’s Silverado) and Chevy Avalanche-style Midgate bed expansion system, provide much greater cargo functionality than anything currently on the market. Where the just=noted 2001-2013 Avalanche (and the 2002-2013 Cadillac Escalade EXT) featured a single-piece Midgate, the Silverado EV’s is split in a 60/40 configuration, which allows longer items to be loaded while a third occupant sits in back. Those items can be up to 10 feet, 10 inches long when the tailgate is closed, by the way, which almost doubles the Silverado EV’s five-foot, 11-inch bed-length. This creative cargo solution could become a key reason for BEV truck buyers to wait for the Silverado EV over a Lightning, Rivian R1T, or any other electric pickup.

The wait certainly won’t be for its compact dimensions. In fact, the new Silverado EV, which will only be available in one Crew Cab body style, measures 5,918 mm (233 in) from nose to tail, making it slightly longer than today’s 5,885 mm (231.7-in) 2022 Silverado Crew Cab, although the two models’ heights are approximately the same.

Like its size, few should complain about the Silverado EV’s styling, as it builds on the conventional model’s current design theme, albeit with more modern lines and details. It should appeal more to those who prefer smooth, flowing, wind tunnel-formed designs than folks with a greater focus on tradition than aerodynamics.

To the latter point’s end there’s no conventional grille. The bowtie badge is merely placed at the centre of a Tesla-like body-colour panel, all of which sits below an elegant strip of LED lighting that spans the entire width of the vehicle before melding into the headlight clusters. These are slim LEDs, while just underneath is a complex set of driving/fog lamps divided by a knife-like chrome bezel. A rugged matte black and silver bumper cap finishes off the frontal look before it rounds each corner and joins up with the truck sector’s usual swollen fender flares, which are finished in gloss black for a classier appearance than the usual matte application. Lastly, the rear design is appropriately more conventional with an upright box and traditional tailgate that’s bookended by a stylish set of LED taillights.

What appears to a premium-level interior will come standard with a panoramic glass roof in First Edition trim, as will a glossy infotainment display above the centre stack, measuring 17 inches from corner to corner. Lesser Silverado EV trims, including the WT, will feature a reasonably sized 11-inch touchscreen, which should be more than suitable for most peoples’ needs. Similarly, the top-line model’s 8.0-inch configurable driver’s display shrinks down to 7.0 inches in lower trims.

Like Ford’s Lightning, interested parties only need a $100 deposit to reserve their Silverado EV, so as long as buyers don’t mind waiting until 2023 to take delivery, and can afford the RST First Edition’s $119,948 base price, it will likely steal sales from the blue-oval truck. Then again, Chevy won’t have anything to compete against the Lightning XLT’s $68,000 initial base price, which is expected to go down once lower-end trims become available.

To deal with this issue, General Motors promises more affordable consumer variants, although buyers will likely have to wait another 12 months for delivery, pushing these less expensive Silverado EVs into the 2025 model year. On the other side of the pricing spectrum, GM president Mary Barra alluded to a potential Trail Boss edition during the live model launch program, which would certainly garner some attention in both EV and off-road camps.

And now for the ultimate electric pickup truck question: is there a frunk? Yes, a front-trunk (frunk) is included, but Chevy calls it an eTrunk. It’s lockable and weatherproof, of course, plus large enough to stow a big hard-shell suitcase along with a few smaller items.

Story credits: Trevor Hofmann

Photo credits: Chevrolet

The Bolt EV, which currently combines subcompact-sized hatchback practicality with a zero-emissions plug-in battery-powered electric drivetrain that’s more fun to drive than anything available at its…

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Chevrolet expands Bolt line with updated hatchback and new EUV crossover model

2022 Chevrolet Bolt EV — Chevrolet has redesigned its 2022 Bolt EV with much more complex headlamp clusters and fog light bezels, plus a grey-painted and textured grille panel.

The Bolt EV, which currently combines subcompact-sized hatchback practicality with a zero-emissions plug-in battery-powered electric drivetrain that’s more fun to drive than anything available at its entry-level size, is getting a major update for 2022, including an even more practical EUV crossover variant.

Think of the latter as the modern-day version of the now defunct Prius V, which was a good idea from a practical standpoint, albeit the EUV is purely electric instead of hybrid powered, and arguably more attractive to a broader consumer base. The two Chevy EVs are also smaller than anything that currently wears the Prius nameplate, with even the updated regular variant sized closer to the subcompact Prius C, which was also discontinued for lack of sales.

2022 Chevrolet Bolt EUV — New for 2022 is the extended Bolt EUV, which gets unique front styling while increasing rear seat legroom.

Despite mighty Toyota failing to create a brand within a brand with its highly successful Prius nameplate, now only offering two slightly different looking versions of the same compact/mid-size hatchback, one hybrid-powered and the other upgraded with a larger battery and plug-in capability, General Motors’ most popular brand will take a stab at the sub-brand business model, but to Chevrolet’s credit their new EUV actually looks like a subcompact crossover, so maybe it will fare better in this daunting quest than Toyota.

The current first-generation Bolt is a raised hatchback as well, and therefore similarly crossover-like. In another attempt to give it crossover status, the new version, shown on a sandy beach in some of its press photos (which is never a smart place to park without four-wheel drive), once again gets a slight lift along with blacked out trim around its lower regions and wheel cut outs, with only a set of black roof rails needed to finish off the SUV look. Alas, you’ll need to step up to the new EUV to get those.

The Bolt EUV also grows the regular model in every dimension, although it’s really only adding 161 mm (6.3 in) of length, being that it’s just 5 mm (0.2 in) wider with 10 mm (0.4 in) more track, plus 5 mm (0.2 in) taller. This improvement, which adds 75 mm (3 in) of wheelbase, allows the EUV to gain 78 mm (3.1 in) of legroom in back, but oddly cargo space is down a fraction, from 470 litres (15.6 cu ft) with the seats up and 1,614 litres (57.0 cu ft) when lowered, to 462 and 1,611 litres (16.3 and 56.9 cu ft) respectively in the larger EUV.

Despite the increase in height, the EUV’s headroom is also lower by a literal 0.2-mm (0.1-in) hair front to back, while it loses 24 mm (0.9 in) more up front when the sunroof is added. Shoulder room gets reduced nominally in the second row too, whereas hip room increases by a similarly wafer-thin sliver up front yet decreases by slightly more in back, so therefore the move up to the larger EUV really only benefits rear passenger legroom, an issue that reportedly causes complaints from current Bolt owners. At least the little crossover’s curb weight only increases by 41 kilos (90 lbs).

The added weight won’t likely be felt by EUV buyers thanks to the aforementioned performance of today’s Bolt, a power unit that Chevy saw no need to upgrade, although it will shave approximately 15 km (9 miles) from the larger model’s estimated range, from 417 km (259 miles) to 402 (250). This means the new 2022 Bolt EV and EUV will both be powered by a permanent magnetic electric drive motor and 65-kWh, 288-cell lithium-ion battery that combine for a very healthy 200 horsepower and 266 pound-feet of torque. Both models will be front-wheel drive only, like a number of other small crossover SUVs currently available.

DC fast charging capability is standard, which provides about 150 or 160 km (100 or 95 miles) of respective EV or EUV range after a 30-minute recharge, while a new dual-level charge cord allows its owner to hook up to either a 240-volt charging station or 120-volt household-type three-prong outlet.

Anyone familiar with the current Bolt will see the new models’ most significant changes inside, where both the EV and EUV receive cabins featuring a more horizontal theme to create a wider visual presence. The new layout is more conventional too, with a less pod-like centre stack that flows downward into a traditional lower console. It remains filled with the same standard 10.2-inch touchscreen, which is not only large for the subcompact class, but has been refreshed with new graphics. The system continues to offer a full assortment of functions, including standard Android Auto and Apple CarPlay, plus available navigation, while it’s now supported by standard wireless charging. On the contrary, the fully digital primary instrument cluster appears identical to that in the outgoing car.

Along with the current Bolt’s previously noted rear legroom shortcomings, customers also complained about seat comfort and substandard interior materials quality. While there’s never an excuse for the former, the latter wouldn’t normally be an issue amongst subcompact vehicles, but being that the Bolt EV nudges up against $45,000 before any government rebate programs, more soft-touch synthetics probably should have been part of this EV’s offering all along. Therefore, 2022 variants will reportedly get better perceived quality, with some dash-mounted faux leather even appearing in the press images. Interior switchgear has also been improved, although nothing appears premium-like in its design or execution.

The redesigned lower centre console features a new gear selector, however, ditching the conventional shift lever for a narrow row of Acura/Honda-like push and pull buttons. A green-lit button closest to the driver engages one-pedal driving, which is a more effective way than sliding the shift lever into the “L” position, a system used for the current Bolt and other GM EVs and plug-ins. More familiar to Bolt and Volt users are paddles on the backside of the new flat-bottom steering wheel, which can be used to assist braking and recharge the battery via regenerative kinetic energy.

Speaking of tech, the top-tier EUV Premier will be the first Chevy to offer GM’s Super Cruise hands-free semi-self-driving technology, functional on median divided highways. The EUV Premier also boasts adaptive cruise control and an HD 360-surround parking camera.

As for new Bolt family styling, most should find the smaller EV more attractive than its already reasonably handsome (for a subcompact hatchback) predecessor, unless its prospective owners would rather look at a more traditional grille-filled front fascia. The new car does away with the black mesh grille insert for a grey-painted and patterned panel within an ovoid outline, a very slender opening slotting below being the only real opening. This at least creates a familiar face compared to the Tesla Model 3 that looks as if it’s one of those non-branded cars used for insurance company advertising (and the like).

Chevy once again ties a black strip of fender trim into the headlight clusters, which are now LEDs to enhance forward visibility and potentially lead to a higher IIHS Top Safety Pick rating, but those lighting elements are much more complex than the ones departing. The main lenses are narrower, thanks to the just noted LEDs within, while the old car’s traditional fog lamps get replaced by an extension of said black trim, not unlike today’s Cadillac front fascia designs.

The EUV gets a different frontal look, separating the headlamps and vent-like fog lamp bezels, and providing a deeper air intake at the base of the solid grey grille insert. The aforementioned black fender trim piece flows into the mirror caps of both cars, and appears to follow the black-painted window trim around the glass to a floating roof, similar to the car it replaces and other Chevy vehicles. While the backsides of both models are quite different in execution, they have similar designs overall, with neat, horizontally-shaped LED-infused taillights at each corner, plenty of glossy black composite in between, and big matte black bumpers at the bottom, the EUV a bit dressier thanks to a set of aluminum-look faux skid plates front to rear.

Pricing for the 2022 Bolt EV will start at just $38,198 plus freight and fees, which is an impressive $6,800 less than the outgoing 2021 Bolt EV, whereas the new Bolt EUV will be available from only $40,198. Just as importantly, loading them up should keep their end numbers below $45k, which if exceeded disallows them from government rebate programs. Currently, only the base 2021 Bolt LT, at $44,998, qualifies for the most generous government handout, while the better equipped Bolt Premier’s $50,298 MSRP disqualifies it from any rebates. The new models are expected to arrive at GM retailers this summer, so we expect GM to offer ever-increasing incentives in order to rid dealerships of the current model.

So far CarCostCanada is only showing up to $1,000 in additional incentives on 2021 Bolts, and up to $2,000 on 2020 models, but you’ll need to become a member to find out the details. CarCostCanada’s inexpensive membership provides the latest info on manufacturer rebates, when available, plus up-to-date details on factory leasing and financing deals, while best of all you’ll receive dealer invoice pricing to help you get the optimal deal on any new vehicle.

It’s all available from their website or via a smartphone app you can download from the Google Play Store or the Apple Store. CarCostCanada members are currently averaging $3,000 in savings from the 2021 Bolt, so make sure to find out how the CarCostCanada system works in order to get the best possible deal on your next new car.

Also, make sure to check out our complete 2021 Bolt EV and EUV photo gallery above, and enjoy the following videos from Chevy’s YouTube page:

Magic is Electric | Bolt EUV Reveal | Chevrolet (1:30):

Behind the Magic | Bolt EUV Reveal | Chevrolet (14:25):

Super Cruise | Bolt EUV | Chevrolet (0:30):

Story credits: Trevor Hofmann

Photo credits: Chevrolet

What do you get when you combine a Camaro and a Traverse? No, I wasn’t going to say Caverse or Tamaro, as fun as such word games are (not), but if you guessed Blazer (the title might’ve given it away)…

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2021 Chevrolet Blazer RS Road Test

What do you get when you combine a Camaro and a Traverse? No, I wasn’t going to say Caverse or Tamaro, as fun as such word games are (not), but if you guessed Blazer (the title might’ve given it away) you’d be right.

Of course, any comparisons to the Camaro are relegated to the new Blazer’s outlandish styling, especially in sportiest RS trim, along with the top-line models’ 3.6-litre V6, which combine for one of the hottest looking and fastest crossover SUVs in the mainstream volume sector.

What it’s not is, um, a Blazer, or at least not in the traditional sense. Unlike in other markets where the similarly named Trailblazer is a now non-conventional body-on-frame truck-based SUV that shares its underpinnings and body shell hard points with the Isuzu mu-X, our Blazer is a similarly sized crossover SUV based on Chevy’s new(ish) C1XX platform architecture shared with the GMC Acadia and Cadillac XT5, plus the aforementioned Traverse, Buick Enclave and Caddy XT6 in extended form, and via the car-designated E2XX platform, the Chevy Malibu, various now discontinued Buick Regal models, and Cadillac XT4 (as well as the defunct Chevy Impala and Buick Lacrosse in extended P2XX form). Got that?

While that 2.8-litre turbo-diesel-powered Trailblazer is a go-anywhere rock crawler, river runner, mud-spewer, etcetera capable of negotiating the nether-regions of the Grand Canyon (possible via the Diamond Creek road that departs from the town of Peach Springs, Arizona located on the famed Route 66, incidentally), mated to a solidly built six-speed automatic that drives a part-time 4WD system, the new Blazer RS is more of a canyon carver sporting a detuned version of the aforementioned Camaro V6, a new nine-speed autobox, and standard AWD.

This is where I start grumbling about an opportunity lost, especially egregious now that FoMoCo fanatics are whooping it up over the all-new Bronco lineup, and the Jeep faithful are forever laughing in the faces of disenfranchised bowtie fanboys crying in their herbal tea at the loss of the once great Blazer nameplate.

Sure, the General still makes a body-on-frame SUV, but for many the full-size Chevy Tahoe/GMC Yukon are too big, these Silverado/Sierra related SUVs actually the spiritual successors of the original 1969–1994 Blazer K5/Jimmy. The ‘70s fuel crisis and call to go small that followed, resulted in the compact pickup-based 1983–2005 S-10 Blazer and S-15 Jimmy, which were sized more along the lines of the current Wrangler and Bronco, this now being the 4×4 sweet spot due to off-road manoeuvrability, agility and the ability to drive farther into wilderness on a tank of fuel. But where is the Blazer? It’s taking the kids to school and running mall errands.

It’s not like 4×4-capable SUVs aren’t popular these days. They’re selling well and doing their best to enhance brand images that, trucks aside, are somewhat soft around their edges now that most SUVs are car-based. Like this Blazer, the majority aren’t even attempting to look like traditional sport utilities anymore, let alone claim any off-road territory. Those who read my ramblings regularly know that I’d never normally complain about this soft-ute scenario, because some truly spectacular performance-oriented car-based utilities have been introduced in recent years, but diluting a classic 4×4 name like Blazer to grocery-getter status is almost as bad as slapping the Camaro badge on an electric crossover! Yup, I’m talking to you Mustang Mach-E.

At least the Blazer RS kind of looks like a Camaro, especially in its raciest red colour scheme. Love it or lump it, no one can argue against its ability to pull eyeballs, but don’t expect its squared-off dual exhaust to rumble like a ZL1, let alone an LT1 with the V6 upgrade. The Blazer’s version of Chevy’s 3.6-litre six doesn’t make 335 horsepower and 284 lb-ft of torque either, although in this bread-and-butter class its 308 hp and 270 ft-lb are nothing to sneeze at, resulting in a respectable sprint of about 6.5 seconds from zero to 100 km/h. Sure, that’s still 0.5 seconds shy of Ford’s Edge ST, but you look faster standing still in the Chevy.

That in mind, be grateful we don’t get the U.S.-spec 2.5-litre four as our base engine, that mill only churning out 193 horsepower and 188 lb-ft of torque. Instead, our entry-level Blazer powerplant is more or less the same 2.0-litre turbo-four found in the base Camaro (see a pattern here?), pushing out 227 ponies and 258 lb-ft instead of 275 and 295 respectively in the less muscular version of Chevy’s muscle car. This is where I probably shouldn’t mention that the 2.0-litre turbo in Ford’s base Edge is good for 250 horsepower and 275 lb-ft of torque, but I never was very good at holding back things I shouldn’t say.

The just-noted Ford gets an eight-speed automatic throughout its range, which is impressive, but kudos to Chevy for going one step further by mating both Blazer engines to a fancy new nine-speed autobox. It gets no paddles, mind you, even in its sportiest RS trim, leaving those who want to get frisky a little thumb-actuated rocker switch on the shifter knob that, truth be told, isn’t any more engaging than slapping the entire gear lever back and forth. Fortunately, the transmission shifts effortlessly if not quickly, but even with its racy looks I don’t see most owners rowing through their Blazer RS gears as if this SUV were a Le Mans-spec’d Corvette C7.R.

As noted earlier, all RS trimmed Blazers come standard with all-wheel drive in Canada, and I like that it’s a part-time system that can be driven solely by the front wheels when rear traction is not needed, helping save money at the pump, where V6-powered Blazers get a claimed 13.1 L/100km in the city, 9.4 on the highway and 11.4 combined. When all wheels are required, simply turn a rotating knob on the lower console from “x2” to “x4” and you won’t be slip-sliding away any longer. Another twist of the dial engages sport mode, while mountain and towing modes are also included.

With sport mode engaged, the V6-equipped Blazer really pulls strongly from standstill, almost fully living up to the performance promised by its neck-snapping styling. The transmission’s two-second-plus shift intervals will quickly tame any unbridled enthusiasm, which is likely why no paddles were included, but the gearbox kicks down nicely for passing purposes and very real power is ever-present, this a real bonus through the corners was well.

Yes, the RS, complete with nice meaty 265/45R21 Continental CrossContact all-seasons, did a good job carving up the local country backroads, always remaining planted in its lane even when pushed hard, and not leaning over as much as most in this class. Still, its well-sorted suspension never got too harsh, defaulting to compliance as a vehicle in this family class should.

Comfort is king in the SUV sector, and nowhere is this more obvious than the new Blazer RS’ cabin. Sure, its interior styling does its best to pull off a five-seat Camaro look, but Chevy isn’t fooling anyone, which is a good thing. Let’s face it, as impressive as the Camaro is as a muscle car, it’s not designed for hauling families. That’s the Blazer’s first priority, and it does a better job of this than anything else.

It’s wide and long for a five-seater, with ample cabin space for large folks front to rear, not to mention cargo aplenty in back. It gets the usual 60/40-split rear seatbacks for expanding its gear-toting capacity, so should serve most buyers’ needs to a tee.

It’s also quite luxurious for the class, with no shortage of soft-touch surfacing throughout, Chevy continuing the black on red exterior theme with a red on black motif inside, including the circular dash-mounted HVAC bezels, the perforated leather seats, the piping and contrast stitching on those seats and elsewhere, and even a little “RS” badge on the shift knob. The interior further gets a tasteful assortment of bright and brushed metallic trim too, with its general fit, finish, materials quality up to par with others in this class.

Better than many, however, is the Blazer’s collection of electronic displays, this being a criterion that Chevy deserves high marks. The gauge cluster isn’t fully digital, but the 8.0-inch multi-information display at centre is brilliantly executed with clear, high resolution quality, nice brightly coloured graphics, and a serious assortment of functions. The main infotainment touchscreen at dash-central is even better, mostly because of its simple, straightforward yet highly attractive graphics and all-round ease-of-use. It also comes packed full of features, including Apple CarPlay, Android Auto, an accurate navigation system, a clear rearview camera, and more.

Additional RS features included a large panoramic glass sunroof overhead, a heatable steering wheel and heated front seats, dual-zone auto HVAC, a hands-free power liftgate, a sportier grille, and all the blackened exterior trim noted before.

In the end, the new Blazer RS is either going to rock your world or leave you wondering what Chevy was even thinking, there is no middle ground. I like the brand’s boldness in this regard, and on that note the Blazer name is theirs, and they can do with it what they want, Chevy 4×4 loyalists be damned. You’ve got to respect that kind of bravado, good choice or bad.

Base Blazer LT pricing starts at $37,198 plus freight and fees, with the as-tested RS model available from $46,698. Sales of all trims have been quite strong, so obviously it has targeted the Canadian market well and deserves the success it’s achieving.

Discover up to $1,000 in additional Blazer incentives by visiting CarCostCanada, where you can gain access to the latest manufacturer financing and leasing deal info, find out about any manufacturer rebates, and best off all get dealer invoice pricing that can save you thousands. Also, download the free CarCostCanada app to have all of this key info and more at your fingertips all the time. Make sure to check out how the CarCostCanada system works, so you can save big on this new Blazer or any other new car, truck or SUV sold in Canada.

by Trevor Hofmann

Guessing which vehicles will take home the annual North American Car, Utility and Truck of the Year awards is easier some years than others, but most industry experts had 2020’s crop of winners chosen…

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Chevrolet, Kia and Jeep win 2020 North American Car, Utility and Truck of the Year

The entirely new mid-engine 2020 Chevrolet Corvette Stingray has won the North American Car of the Year. (Photo: Chevrolet)

Guessing which vehicles will take home the annual North American Car, Utility and Truck of the Year awards is easier some years than others, but most industry experts had 2020’s crop of winners chosen long before this week’s announcement.

The actual name of the award is the North American Car and Truck of the Year (NACTOY) despite now having three categories covering passenger cars, a sport utility vehicles and pickup trucks.

Just 50 automotive journalists make up the NACTOY jury, from print, online, radio and broadcast media in both the United States and Canada, with the finalists presented in the fall and eventual winners awarded each year at the North American International Auto Show (NAIAS) in Detroit, although this year’s presentation was changed to a separate event at Detroit’s TCF Center (formerly known as Cobo Hall/Cobo Center) due to the 2020 NAIAS moving its dates forward to June 7-20 this year. The NACTOY awards were first presented in 1994, with the Utility Vehicle category added in 2017.

Of note, nomination requirements include completely new vehicles, total redesigns, or significant refreshes. In other words, the nominated vehicle needs to be something most consumers would consider new to the market or substantially different from a model’s predecessor. Also important, the finalists earned their top-three placement by judging their segment leadership, innovation, design, safety, handling, driver satisfaction and value for money.

The selection process started in June last year, with the vehicle eligibility determined after three rounds of voting. NACTOY used the independent accounting firm Deloitte LLP to tally the votes and kept them secret until the envelopes were unsealed on stage by the organization’s President, Lauren Fix, Vice President, Chris Paukert, and Secretary-Treasurer, Kirk Bell.

The finalists in the “Car” category included the Chevrolet Corvette, Hyundai Sonata and Toyota Supra, with the final winner being the new seventh-generation mid-engine Corvette, a total game changer for the model and sports car category. Interestingly, it’s been six years since a sports car won the passenger car category, so kudos to Chevy for creating something so spectacular it couldn’t be ignored, while Toyota and Hyundai should also be commended for their excellent entries.

“A mid-engine Corvette was a huge risk for Chevy’s muscle-car icon. They nailed it. Stunning styling, interior, and performance for one-third of the cost of comparable European exotics,” said Henry Payne, auto critic for The Detroit News.

The new 2020 Kia Telluride is as close to premium as any mainstream volume branded SUV has ever been, Hyundai Palisade aside. (Photo: Kia)

The “Utility Vehicle” finalists included the Hyundai Palisade, Kia Telluride and Lincoln Aviator, with most industry insiders believing one of the two South Korean entries (which are basically the same vehicle under the skin, a la Chevrolet Traverse/GMC Acadia) would take home the prize, and lo and behold the Kia Telluride earned top marks.

“The Telluride’s interior layout and design would meet luxury SUV standards, while its refined drivetrain, confident driving dynamics and advanced technology maintain the premium experience,” said Karl Brauer, Executive Publisher at Cox Automotive. “Traditional SUV brands take note: there’s a new star player on the field.”

The new 2020 Jeep Gladiator is everything we all love about the Wrangler with the added convenience of a pickup truck bed. (Photo: Jeep)

Lastly, “Truck” of the year finalists included the new to us Ford Ranger, the entirely new Jeep Gladiator, and the Ram HD (Heavy Duty) 2500 and 3500, with the sensational new Gladiator getting the highest marks. Incidentally, you’d need to look all the way back to 1999 to find a Jeep that won its category, that model being the Grand Cherokee.

“What’s not to like about a pickup truck with not only a soft-top removable roof but even removable doors? If you want massive cargo-hauling capability or the ability to tow 10,000 pounds, buy something else,” said longtime automotive journalist John Voelcker. “The eagerly awaited Gladiator is a one-of-a-kind truck, every bit the Jeep its Wrangler sibling is … but with a pickup bed. How could you possibly get more American than that?”

Of note, NACTOY is an independent, non-profit organization, with elected officers and funding by dues-paying journalist members.

Find out more about the 2020 Chevrolet Corvette, 2020 Kia Telluride and 2020 Jeep Gladiator at CarCostCanada, where you can get trim, package and individual option pricing, plus rebate info and even dealer invoice pricing that could save you thousands. While the Corvette is not yet available, you can get up to $1,000 in additional incentives on the new Telluride, and factory leasing and financing rates from 4.09 percent for the new Gladiator. Make sure to check CarCostCanada for more.

News & Reviews- Tag: Chevy