Not all details are known yet, but a 5.5-liter V8 engine with about 625hp and 657 Nm is expected, with rear-wheel drive and an 8-speed automatic or dual-clutch automatic transmission.
The package also includes wider rear fenders, 345 mm rear tires, modified suspension and braking system, digital instruments, carbon fiber elements in the interior ...
One of them is the so-called version of COPO, which is an abbreviation for Central Office Production Orders, and it is a division of General Motors that has been operating since the 1960s, with the goal of offering some of the most powerful engines for amateur and professional motor sports.
Such mechanics are not allowed for road use but only for tracks, and now the Camaro COPO for 2022 is ahead of us. Its volume is as much as 572 cubic inches or translated into some modern language - as much as 9.4 liters.
If you are wondering, and you are probably wondering, how such an engine can debut during today's strict laws regarding exhaust emissions, the answer lies in the story already described, ie that it is intended only for amateur and professional racing.
The so-called "Super Stock" class of the American Hot Rod Championship (NHRA) exists for models such as the COPO, and it also competes with the Ford Mustang Cobra Jet and Dodge Challenger DragPak. We don't know how much power the novelty develops, but in the past, Chevrolet would usually keep the figure very low (at least in terms of volume), all in order to preserve longevity and enable additional tuning.
We will mention that the company also offers the same engine as a separate item where it is very popular in the segment of classic restoration, and in that case, the power is 727 "horsepower" and a maximum of 922 Nm of torque. Of course, the potential is far greater since a separate item is legal for street use, and since COPO is not, it means that owners can tune it to several thousand "heads" without major problems.
The only transmission in the choice is an automatic with three gears, and here too there is a good explanation why such "prehistoric" technology goes into a car for 2022. Namely, COPO will mostly race in the direction in the discipline of a quarter of a mile (402 meters), where a higher number of speeds would probably not come to the fore.
According to some announcements, it will take him less than eight seconds to cover such a distance, but we will get a definite answer when we see him on the tracks during the next year.
For those for whom all this is too much, Chevrolet also offers two more engines as part of the COPO offering. The base one with a volume of 427 cubic inches (7.0 liters) develops 470 horsepower, and the choice also includes the famous V8 with a volume of 350 cubic inches (5.7 liters) with a compressor, which boasts (ordinary world) more than enough 580 " throat ”.
This kind of pleasure is by no means cheap and will cost you as much as 105 thousand US dollars, while the production is limited to only 69 units per year, speaking about the period from when the first COPO saw the light of day, until today. The Camaro is likely to disappear from the market in an invasion of electric vehicles, but versions such as the COPO will ensure that its legend lives on forever.
How does America’s second-best-selling pickup satisfy in Rally Sport Truck guise?
It seems that nearly every review of the Chevrolet Camaro compares it to the Ford Mustang and Dodge Challenger, and with good reason—these three nameplates are historic foes going back 50 years. Well, Constant Reader, that won't happen today, because the subject of this test is the four-cylinder 2021 Chevrolet Camaro Turbo 1LE, an endangered species that combines the Camaro's smallest engine with the SS model's suspension.
Truth be told, a read of the spec sheet had us thinking that this Camaro's natural enemies might be sport compacts like the Hyundai Veloster N and Volkswagen Golf R. Its 275-hp 2.0-liter turbo I-4, six-speed manual, and emphasis on handling over tire-smoking power would put it in the ballpark, we thought, but a couple weeks of real-world driving disavowed us of this notion. The Camaro 1LE has a very different character than a hot hatch. But it also has a very different character than the brawnier Camaros we've driven. We came away with likes, dislikes, a lot of respect—and a newfound notion that a Camaro equipped like this one really is its own unique thing.
First, a little more about the Camaro 1LE. This is a track performance package that combines FE3 suspension components from the V-8-powered SS with four-piston Brembo front brakes, a mechanical limited-slip differential, a 3.27:1 final drive ratio, a short-throw shifter, and coolers for the engine oil, transmission, and rear differential. The V-6 Camaro 1LE also gets an extended engine cooling system and dual-mode exhaust. The 1LE's exterior elements include a black hood, black lightweight wheels, Goodyear Eagle F1 run-flat summer tires, and (strangely) RS badging.
Turbo Four Is Small But Potent
As mentioned, our Camaro 1LE had the 2.0-liter turbo engine, which is the Camaro's smallest but not exactly its least potent. Although the 3.6 liter V-6 beats it on horsepower, with 335 to the 2.0T's 275, the four-cylinder's 295 lb-ft out-torques the six by 11 lb-ft. That said, the 2.0T is slower to 60 mph than either the V-8 (4.1 seconds with an automatic transmission) or the V-6 (5.0 flat with a manual). But a 5.6-second 0-60 time means the 2.0T hardly needs to apologize for its small displacement.
We found we could get quicker acceleration times by launching ourselves (revving to 4,000 rpm before dropping the clutch) rather than using launch mode. The no-lift-shift feature—in which you can keep the accelerator pinned to the floor while you shift gears, and the ECU will keep the revs where they need to be—proved to be a big help, as did the racing-style shift indicator on the head-up display.
One quirk of the four-cylinder Camaro 1LE is its ridiculously tall gearing. Sixth gear is so high that it literally lugs the engine at 65 mph. Short of investing in a new gearbox, we suppose Chevrolet could fit a shorter final drive and improve the Camaro's sprinting ability, but then you'd run out of revs in first gear way too quickly. The gear spread and speed ranges feel perfect just the way they are, so we can live with a sixth gear that is only for cruising on superhighways. We rarely shifted above fifth and still managed better than 20 mpg.
1LE Means This Camaro Can Handle
But the 1LE is all about handling, and it was out on our favorite twisty roads that our affection for this particular Camaro really blossomed—and the differences between it and our favorite hot hatchbacks started to emerge. A good sport compact attacks the curves with a big, stupid grin, but the Camaro wears the concentrated grimace of a professional. It's not joyless, just focused.
Like a good hot hatch, the Camaro's limits are high but accessible. It grips with heroic tenacity, though we were amused to note that on the skidpad, it was grippier in right turns (1.03 g average) than left turns (0.98 g average), something left-to-right weight distribution (49.9/50.1 percent) doesn't seem to explain—especially with the driver further loading the left side. Out on the open road, if you get cute and try to provoke the Camaro 1LE, it'll let go in an instant, especially if the tires are cold—but the telepathic connection between driver and car is so good that you'll likely have it gathered up just as quickly.
One of the key arguments in favor of the four-cylinder 1LE over other Camaro models is reduced weight on the nose, though we're not sure there's much real-world difference. Our test car weighed precisely 100 pounds less than the last V-6 manual Camaro we tested, but front/rear weight distribution was identical at 52%/48%. It's a different story compared to the V-8, which carries 54 percent of its weight on the front wheels.
But whatever conversations are happening between the Camaro 1LE and Sir Isaac Newton, what the driver experiences is some kind of magic. Turn-in is buttery-smooth, and once in the curves the feedback from the steering is wonderful, with the front tires serving as your eyes and ears on the road surface. Rolling out of a turn, the steering does its best to guide you back to straight and true as you experience another benefit of the four-cylinder engine: You can open the throttle wide with no worries of the rear tires breaking loose and introducing an unwanted variable into your driving equation. Drag race with the V-8, but if your ideal road is curvy rather than straight, the 2.0T is the engine you want.
That is, most of the time.
Here's the problem: As much as we enjoyed, liked, and admired the four-cylinder Camaro 1LE on the curvy roads, it wasn't the fun-loving daily driver we were hoping for.
We all know the Camaro's built-in foibles: terrible outward visibility, awkward ingress and egress (exacerbated by our test car's $1,595 Recaro bucket seats), a strictly theoretical back seat, and a pint-sized trunk. That's not what we're talking about. And although it's easy to bag on the Camaro's cabin, we can't fault the ergonomics, driving position, or control layout. The touchscreen infotainment system is straightforward and easy to learn, and we love the climate controls—the idea of turning the chrome rings surrounding the vents into temperature controls is pure Joe Cool genius.
Our problem is that, unlike our favorite hot hatchbacks, the day-to-day driving experience is a bit, well, bleak. The 1LE isn't offered with an automatic transmission, which we love—but even for die-hard stick-shifters like us, the Camaro's heavy clutch and intractable shifter crowd the line between cheer and chore.
Sound, Or Lack Thereof
But the turbo Camaro's worst sin is its awful engine note. We know that a four-cylinder engine can't generate the deep rumble of a V-8, but with this 2.0T, it's as if GM's engineers didn't even try to make it sound good. Below 4,500 rpm all it can manage is an insipid, uninspired buzz that is too characterless to be called flatulent. Seriously, we cannot overstate how awful this engine sounds. We attempted to convey this to a car-enthusiast friend who expressed disbelief that any engine could sound as bad as we described—until we took him for a ride.
It's only in the top 1,000 rpm or so of its rev range that the Camaro's engine shows some aural promise, but given the flat torque characteristics and tall gearing, there's rarely any reason to rev it into the stratosphere. Come on, Chevrolet—Honda has been building awesome-sounding four-cylinders for decades. Even the Hyundai Veloster N makes better noises. We're giving you detention until you can work out how to make this thing sound like what it is—an honest-to-goodness performance engine.
Herein lies our one major issue with the four-cylinder Camaro 1LE: Not to keep dragging Hyundai into this, but the Veloster N is good fun whether you're tearing up the curves or running your kids to school. The Camaro is great when it's running hard, but we want it to be that much fun all of the time.
Would that make it a better car? It would be a more engaging one, to be sure, but perhaps that isn't what Chevrolet had in mind. The 1LE is, after all, meant to be a track package. What the four-cylinder Camaro 1LE does best is prove that the Camaro is truly a multitalented vehicle. It's not just a muscle car, and it's not quite a sport compact. Instead, the 2021 Chevrolet Camaro 1LE Turbo is truly its own thing—and that thing is pretty darn talented.
Versus the competition: Certain trim levels of the Ram 1500 are more luxurious than the Silverado 1500, and the redesigned 2021 Ford F-150 has more powertrain choices, including a hybrid that can also run high-draw power tools, but the Silverado nails the fundamentals with an unruffled driving experience and functional interior.
The Chevrolet Silverado 1500 was last redesigned for the 2019 model year, and the 2021 model offers a choice of three cabs, three bed lengths, five engines and eight trim levels. Now available is a new Multi-Flex Tailgate similar to the GMC Sierra’s MultiPro Tailgate, which can transform into a bed extender, assist step and more. Also available are additional camera technology for safer trailering and wireless Apple CarPlay and Android Auto smartphone connectivity.
Our test truck was a crew-cab, short-bed LTZ trim with the optional turbo-diesel 3.0-liter Duramax inline-six engine. With optional features and packages, the as-tested price was $60,265, including destination.
The Silverado 1500’s available diesel engine is an impressive performer, delivering smooth power that moves the truck with ease. The engine is rated at 277 horsepower and 460 pounds-feet of torque, and it works with a responsive 10-speed automatic transmission that quickly kicks down when you need more power. Acceleration from a stop is smooth and predictable, and the diesel has adequate power reserves for high-speed passing.
While diesels have a reputation for being loud and unrefined, the Silverado’s diesel engine is nothing like that. There are some characteristic diesel noises, but they’re more of an underlying soundtrack rather than an overwhelming racket. There’s also no excess vibration; it’s as smooth as a gas engine in everyday driving.
The diesel engine also makes the rear-wheel-drive 2021 Silverado 1500 the most efficient full-size truck you can buy; 4×2 versions are EPA-rated at 23/33/27 mpg city/highway/combined, while four-wheel-drive models are rated 22/26/24 mpg. The next closest competitors are the 2021 Ram 1500 diesel and 2021 Ford F-150 hybrid (see their estimated gas mileage).
The Silverado’s focus on refinement extends to other aspects of the driving experience. Steering response and precision are good, making it easy to place the truck where you want, and the Silverado cruises comfortably at highway speeds with the truck’s tall ride height providing commanding forward views. Unladen ride quality can get a bit bumpy on rougher roads, but the truck’s lack of squeaks or rattles on broken pavement is a testament to its stiff chassis.
Brake-pedal feel isn’t typically a full-size truck highlight, and the Silverado is no exception; the pedal has a numb, spongy feel that makes it seem like you’re stepping on a block of foam.
A Functional but Spartan Interior
Chevrolet took an evolutionary approach when it redesigned the Silverado’s interior a few years back. Ram, meanwhile, chose to create “wow”-inducing cabins in uplevel versions of its 1500, and this dichotomy is evident in the LTZ trim we tested. The LTZ is one of the Silverado’s higher trims, but with average-looking materials and design details, it lacks the level of luxury you get in the Ram 1500 Laramie Longhorn and Limited. Even the Silverado’s top-of-the-line trim, the High Country, isn’t as nice as a high-end Ram.
That said, the Silverado LTZ interior is functional overall with easy-to-use controls and an intuitive 8-inch touchscreen multimedia system featuring wireless Apple CarPlay and Android Auto (corded CarPlay and Android Auto are standard). Some buttons, though — such as those for the driver’s memory feature and heated and ventilated front seats — are unnecessarily small.
The driver and front passenger are separated by a wide center console with two cupholders and a bin with an available wireless charging pad. There’s also a big storage bin under the front center armrest.
Like crew-cab versions of the Ram 1500 and Ford F-150, the Silverado’s rear seating area is spacious. Three passengers can ride comfortably thanks to stretch-out levels of legroom, plenty of headroom and large side windows that provide good outward views. Unlike certain Ram 1500 trims, however, the Silverado’s rear bench seat doesn’t recline. The Chevy’s seat cushion flips up for extra in-cab storage, revealing a mostly flat floor, and there are also available concealed storage compartments in the backrest.
Crew-cab Silverados come with a 5-foot-8-inch or 6-foot-6-inch cargo box. The tall stance of our LTZ test truck resulted in a nearly waist-high box floor, which made the standard integrated bumper steps all the more useful for getting in and out of the bed. A power tailgate is available, but the tailgate is easy to close manually.
A base regular-cab Silverado with the standard 4.3-liter V-6 engine can tow 7,900 pounds when properly equipped, but certain more expensive models are actually rated to tow less; the V-6-powered crew-cab Trail Boss with a regular cargo box has a 7,200-pound towing capacity, the Silverado’s lowest.
The truck’s highest, 13,300-pound towing capacity is achieved with a double-cab RST trim level with the optional 6.2-liter V-8 and the Max Trailering Package. Towing capacities vary significantly between these extremes — our diesel test truck, for instance, was rated to tow 9,000 pounds — but each Silverado includes a sticker with truck-specific ratings so it’s easier to know its limits.
The Silverado’s optional camera technology also lets you monitor a connected trailer from the truck’s dashboard touchscreen. The system uses auxiliary cameras to show what’s behind a connected trailer when driving or reversing as well as conditions inside the trailer. You can also use truck-mounted cameras to monitor the cargo box or make hitching a trailer easier. There’s also a new view for 2021 trucks that shows whether there’s enough space to change lanes when towing.
Crash Tests, Safety and Assist Features
The crew-cab Silverado 1500 received good ratings (on a scale of good, acceptable, marginal or poor) in all Insurance Institute for Highway Safety crashworthiness tests except the passenger-side small overlap test, where the truck rated marginal. All other large pickups evaluated by the IIHS performed better than the Silverado and its GMC Sierra sibling in this test except for the 2021 Toyota Tundra, which is soon to be replaced by a redesign. (Notably, the redesigned 2021 Ford F-150 had not been tested as of publication, but its results will appear on the organization’s Large Pickups page once completed.) The Silverado’s optional automatic emergency braking system earned a superior score (on a scale of superior, advanced or basic), but the available LED reflector headlights, which go in LTZ models, received a poor rating.
Other optional safety features include blind spot warning with rear cross-traffic alert, lane-keeping assist, a 360-degree camera system, and front and rear parking sensors.
Value in Its Class
You can spend luxury-vehicle money on a Silverado, as the as-tested price of our truck attests, but the same is true for high-end versions of the Ram 1500 and Ford F-150. However, the things that separate the Silverado from its competitors — precise steering and impressive overall driving refinement — don’t require a top trim if one of those isn’t in your price range. The nicest Silverado isn’t in the same league as a top-of-the-line Ram 1500 or Ford F-150, though, so if luxury is what you want, one of those trucks might better meet your needs.
The new 2020 Chevrolet Bolt EV is affordable little hatchback that doesn't stick out like the i3 and today, it packs plenty of all-electric range at 259 miles -- a nice increase over its initial 236-mile range. With a starting price of just $36,620, the Bolt has positioned itself as the perfect alternative to the impossible-to-spec $35,000 Model 3 from Tesla.
The 2020 Chevy Bolt is an all-electric hatchback with a long driving range, spacious cabin, and affordable price tag. Capable of traveling up to 259 miles on a single charge and starting at less than $40,000, the Bolt attempts to make EVs more accessible to everyone. Its electric motor provides almost-instant acceleration. So this model is truly fun to drive.
2020 Chevrolet Bolt EV Price
The Chevrolet will offer two models: LT and Premier. The LT model will have a price of $37,495, and Premier model will have a price of $41,895.
For customers who ask more, the fancier Premier model adds more desirable features (including wireless phone charging, two more USB ports, and an upgraded Bose audio system) but it costs about $4000 more. While the Premier has other exclusive content such as ambient interior lighting, leather seats, heated rear seats, and more, they don't justify the added cost. We'd stick with the more affordable LT trim, which is still stocked with standard features. We'd also add the Comfort and Convenience package (heated front seats, heated steering wheel, leather-wrapped steering wheel) and the Driver Confidence package (blind-spot monitor, rear cross-traffic alert, and rear parking sensors).
2020 Chevrolet Bolt EV Engine
The Bolt's electric motor provides instantaneous response to accelerator inputs and ample low-end torque that lets you scoot ahead when the light turns green. Responses are less immediate at highway speeds, but the electric Chevy still makes passing and merging on the highway a cinch. With a composed ride and plenty of power.
Bolt’s drawing provide harsh impacts into the cabin. Steering is quick and accurate, but we'd prefer more feedback from the road. The brake pedal is firm and provides above-average stopping power, but the regenerative braking system that recharges the battery when you lift off the accelerator means you can drive in most scenarios without ever touching the brake pedal. A paddle on the left side of the steering wheel allows for increased on-demand regenerative braking and can stop the car completely.
2020 Chevrolet Bolt EV Battery Life
While it takes about nine hours to fully charge the Bolt's battery using a 240-volt outlet, the fast-charging option can add roughly 90 miles of range every 30 minutes when using a Level 3 charging station.
The 2020 Chevrolet Bolt boasts an EPA-rated range of 259 miles (versus the previous 238 miles) on a full charge—more than twice the range of other similarly priced electric vehicles such as the VW eGolf. While the Tesla Model 3 Long Range can travel up to 310 miles on one charge, it costs considerably more.
Offering a roomy interior, a spacious trunk, smooth acceleration and a ride quality that's plush without being overly soft and floaty, this generation of Impala - introduced in 2014 - has always been a solid choice in the segment. The Impala does exactly what you expect from a large, comfort-oriented sedan, in short. Which gives it a tendency to wander in its lane on the highway, less likable is the Impala's ponderous handling and its overly sensitive steering. We're not enamored with the thick front roof pillars that obscure your view around road curves, also. The stay-of-execution 2022 Impala remains a solid pick, but competitors such as the Kia Cadenza and the Toyota Avalon are nicer overall, on the whole.
Chevrolet Impala models
A full-size sedan available in two trim levels, is The 2022 Chevrolet Impala. The LT replaces the discontinued LS as the entry-level Impala. So it has many standard features and a pair of option packages, as well. Buyers who want the whole shebang can upgrade to the Premier model, which has two packages that further upgrade its equipment offerings, too. Than, both trims utilize a 3.6-liter V6 (305 horsepower, 264 lb-ft of torque) that sends power to the front wheels via a six-speed automatic transmission. Howevewr, standard features on the Impala LT include 18-inch wheels, heated mirrors, remote engine start, keyless entry and ignition, dual-zone automatic climate control, rear air vents, a power driver's seat, faux-leather and cloth combination upholstery, a 4G LTE Wi-Fi hotspot, an 8-inch touchscreen, and a six-speaker audio system with two USB ports, satellite radio and Apple CarPlay - Android Auto.
Offers two upgrade packages, the Impala LT, the Driver Confidence package includes blind-spot monitoring, rear cross-traffic alert and rear parking sensors, also. There's the Convenience package, which brings heated front seats, a heated steering wheel, an auto-dimming rearview mirror and household-style power outlet, also. So, upgrading to the Premier adds 19-inch wheels, xenon headlights, unique exterior accents, ambient lighting, a power passenger seat, leather upholstery, a wireless smartphone charging pad, a navigation system, and an 11-speaker Bose audio system with a CD player, too. It also includes the LT's Driver Confidence package, plus heated front seats and the power outlet and a sunroof is available as a stand-alone option, as well.
Than, feature suites for the Premier include the Premier Convenience package, adds ventilated front seats, a heated and power-adjustable steering wheel, driver-seat memory settings, and auto-dimming rearview and driver-side mirrors, and the Premier Confidence package, includes 20-inch wheels, adaptive cruise control, forward collision warning and lane departure warning, as well.
The 2024 Chevrolet Silverado 2500 HD should have massive mesh grille now dominates the front end, and there's no guessing what company makes this machine because Chevrolet appears in the holes in the bar that spans the center of the grille, as well. The chiseled hood features a subtle, chrome-trimmed scoop. A step integrates into the rear bumper for easier access to the bed, at the back.
The basic goal for future Silverado 2500 HD will be the truck that looks like a piece of heavy machinery with modern, customer-focused details and chiseled finishes.
We hope so that we will have a spy photo in short time. The center stack has huge HVAC vents next to it and an infotainment display at the top. That there are an additional three inches of legroom in the second row of crew cab models so that bigger folks are more comfortable in the back.
With a tweaked powertrain range will be available the 2024 Silverado HD. There will be a new gasoline engine with direct injection, but Chevy won't provide any further details about it for now. The existing Duramax turbodiesel V8 will get a new 10-speed automatic gearbox. The upgrades of new 2024 Chevrolet Silverado 2500 HD should provide significant increases in towing and payload capabilities.
The exterior of new Chevy Silverado is beautiful. It’s commendable for a truck of its nature in addition to the distinctive Chevy headlights and the wide range of colors to choose from. Regarding interior, Chevy will try to improve control board. Also, some parts in interior will be made of goat skin, which will provide more satisfaction for the driver.
New hart for Silverado
2022 Chevy Silverado is expected to come with a V-8 powered engine. It’s expected to be in accordance with General motor’s eight-cylinder automatic transmission. A lot of people preferring this type of engine. If we look on the fuel economy it has been overlooked taking in to account the turbocharged engine which will enhance transmission and fuel efficiency.
Regarding transmission Chevy will offer GM 8-speed heavy duty automatic transmission for Sierra 2500 HD models. Second one will be the 9-speed Allison heavy duty automatic transmission for Sierra 3500 HD models.
2022 Chevy Silverado release date and price
The expected release date is in January 2022 at the Detroit show. Regarding the price, according the rumors should be $ 37,600.
The new Blazer will be on the market with visible consumer updating, changes in size, and this model will come down and placed in the middle size segment.
Also, the SSi hybrid variant of the crossover will appear, which will be the main change for this model. Expect the sporty look of the new Blazer that occupies a position between the Chevy Ekuyinox and the three-stroke Traverse.
2020 Chevrolet Blazer Exterior
The 2020 Chevrolet Blazer comes as a sporty crossover based on the Chevy Camaro. It is sporty car which use unidirectional platforms. He will will provide a high security. They will have a huge mask with thin front lights. The big advantage is a table which is one of the most aggressive front masks that GM. The new design will surely attract younger customers. Also, we will put emphasis on floating roof and 18-inch wheels with top design and profile. There will also be a 21 inches possible.
2020 Chevrolet Blazer Engine
The company decides on a standard 2.5-liter four-cylinder engine. It has a power of 193 hp and 190 ib-ft of torque. It is very economical in relation to its competition. It also has a front wheel drive and an AVD option. There is a system Traction Controls that will further increase your safety and vehicle safety. More power will come from the 3.6 liter V6 engine that is available in SUV trucks of other GMs, ready for an explosion of 305 hp and 270 Ib-ft, compared with the smaller unit V6 can you know more. Fuel economy also falls to 20/26 mpg for FVD and 19/25 mpg for AVD. Automatic transmission with nine speeds is a power router. They will own a start / stop system, while the higher levels of equipment will receive a special AVD system. Exists the possibility of the emergence of a hybrid drive.
2020 Chevrolet Blazer Interior
For the new 2020 Chevrolet Blazer, the company has already decided to modernize it with the latest technology and equipment packages. The most interesting features come with RS and Premier releases, but SS is still an option. Inside the new Blazer will be a perforated goat with many chrome details. You will certainly leave the impression of uniqueness and specialty.
2020 Chevrolet Blazer Price
The crossover basis will be available at a price of $ 30,000; it will be enriched by simplicity. However, if you want to raise your model to a higher level, you will procure additional equipment that will cost you at least $ 3,500. V6 will be available if you add about $ 1,000 at the price, while the leather interior increases the price to 39,000
USD and RS starting price with $ 42,000. Certainly, this is a great offer and you will not want to miss it.