Detailed Photos of the 2019 Chevrolet Blazer RS

The new Blazer, riding on the same underpinnings as the GMC Acadia and the Cadillac XT5, sits nearest to the Edge and the Murano on paper.

Chevrolet makes no off-road pretensions, and it's dimensionally close to those two competitors. Although it is arriving late to the party, the Blazer attempts to make up for lost time with an aggressive, overtly sporty mission that starts with its rakish looks.

While some design elements such as the grille and taillights come across as overwrought, we do like the Blazer's athletic stance on the road. Its track is wider than those of its platform-mates, and the overall shape and side surfacing give it plenty of presence.

In base form with the standard naturally aspirated 2.5-liter inline-four, the Blazer impresses with its quietness and its compliant suspension tuning, if not its quickness—no surprise given that this engine makes only 193 horsepower.

Blazers with the optional V-6 have a more competitive 308 horsepower and 270 lb-ft of torque from GM's familiar 3.6-liter engine, which makes a throaty growl and produces a fair amount of forward gusto. Zero to 60 mph took 6.3 seconds in the 4293-pound, all-wheel-drive V-6 RS model we tested, which is toward the quick end of the class.

A nine-speed automatic is the only transmission offered, and it mostly operates unobtrusively, although it's a bit slow to kick down during more enthusiastic driving; manual gear control is only possible via a clumsy +/- rocker switch on the shift lever.

Inside, inspiration comes from the Chevrolet Camaro's cabin, which isn't the first interior design we'd borrow from given its wonky ergonomics.

The Blazer's packaging, however, allowed designers extra space to fine-tune the execution, with the only real point of weirdness being the circular air vents mounted low on the center stack.

Forward visibility is good thanks to the side quarter-windows, and the chunky D-pillars don't impede the rear view too badly.

Material quality is below average for this class, though, with some soft touchpoints higher on the dash but plenty of hard plastic lower down, and none of the trimmings are particularly inspiring.

GM's latest infotainment system, called Infotainment 3, is chock full of connectivity features, responds quickly to inputs, and has clearly organized menus.

Four-cylinder models come only with front-wheel drive, while choosing the V-6 brings all-wheel-drive options.

The standard AWD setup is fairly conventional, with a manually selectable front-drive mode that disconnects the rear axle for better fuel economy. The upgraded system in the top RS and Premier models has the same torque-vectoring twin-clutch rear differential found in other GM products that can apportion power side to side to each individual rear wheel, which helps impart a more agile feel in corners.

We most enjoyed driving the V-6–only Blazer RS, which has stiffer damping and a quicker steering ratio. Both mechanical changes were especially welcome considering that most crossovers' sport-oriented trim levels are just appearance packages.

The Blazer RS is too tall and heavy to evoke thoughts of the lithe Camaro from behind the wheel, but it has significantly sharper responses than cushier cruisers such as the Nissan Murano and the Hyundai Santa Fe, with body motions that are well managed and steering that is solidly weighted if a little dead in terms of feedback.

The RS model we tested, which wore optional 21-inch wheels (20s are standard on the RS) wrapped with 265/35R-21 Continental CrossContact LX Sport all-season tires, generated a respectable 0.87 g of stick around the skidpad and stopped from 70 mph in a solid 165 feet.

The main hiccup in the Blazer's otherwise appealing package is its steep pricing. Chevrolet structures its trim levels so that they appear roughly competitive MSRP-wise; front-wheel-drive models start from just under $30,000 and are priced up to the mid-$40,000 range.

But not much equipment comes standard, even on higher trims, and the options are quite costly.