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The 2022 Chevy Blazer, with a ferocious appearance and chiseled bodywork, is arguably the most aggressive-looking mid-size crossover in its class. With a design inspired by Chevy’s classic muscle car, the Camaro, the aesthetic sportiness continues inside. Sure, the two-row SUV doesn’t have a thunderous V-8 engine, but its optional 308-hp V-6 provides adequate power. A 228-hp turbo four-cylinder is standard in all models, and all of them have front or all-wheel drive; however, no combination is particularly frugal on fuel.

The Blazer, nevertheless, has a better ride when compared to the majority of its two- and three-row counterparts due to precise steering, confident cornering stability, and strong brakes. Although it features a lot of room for passengers and goods, the cabin is lacking in some basic pieces, and outward visibility is limited. The 2022 Blazer’s pricey upper levels that contain the most significant characteristics don’t make it any better value.

2019 2020 2021 2022 Chevy Blazer Engine Oil Capacity

Engine Oil Capacity (with filter) Oil Type
2.5L 4-cyl Engine LCV 5 quarts (4.7 liters) 0W-20
3.6L 6-cyl Engine LGX 6 quarts (5.7 liters) 0W-30 (Below -29), 5W-30 (All TEMPS)
2.0L 4-cyl Engine LSY Turbo 5.3 quarts (5 liters) 0W-20


2019 2020 2021 2022 Chevy Blazer Transmission Fluid Capacity

Transmission Fluid Capacity Fluid Type
9T60 9-speed automatic transmission Total Fill 10 quarts (9.5 liters)
Initial Fill 5.3 quarts (5 liters)
9T50 9-speed automatic transmission Total Fill 10 quarts (9.5 liters)
Initial Fill 5.3 quarts (5 liters)
9T65 9-speed automatic transmission Total Fill 10 quarts (9.5 liters)
Initial Fill 5.3 quarts (5 liters)

In 2022, the Blazer will be dropping its previously standard 193-hp 2.5-liter four-cylinder engine. This means that the L and 1LT trim levels are no longer available, and the turbo 2.0 four-cylinder has replaced the previous base engine. The Trailering option is now standard on models with this engine and all-wheel drive; it was previously available only on front-drive vehicles. Two new metallic hues have been added to the paint palette: Nitro Yellow and Blue Glow. The Premier grade is now available with a contrasting roof in addition to several other enhancements.

It’s not the most inexpensive choice, but we still love the RS model’s improved handling characteristics and more aggressive appearance. It isn’t, however, the greatest bargain. In fact, the Blazer is typically more expensive than other vehicles in its class, especially when equipped with the most appealing options. Instead of that, we’d suggest opting for a 3LT trim level to gain access to the $500 V-6 engine option, which bumps the maximum weight capacity up from 3500 to 4500 pounds when coupled with appropriate trailer equipment.

The three-row GLS with all-wheel drive costs from $50,200 to $64,500. The V-6 and the towing package are both optional for an additional $2800. We’d choose the V-6 and add the Sound & Technology bundle that includes a 120-volt outlet, a 360-degree camera system, extra USB ports, a Bose stereo, and a rearview camera mirror for another $6000.

The Blazer comes standard with a 228-hp turbocharged 2.0-liter four-cylinder and an optional 308-hp 3.6-liter V-6, both paired to a nine-speed automatic gearbox. The front-drive, turbo-four model has enough power for getting around town and highway driving, while the V6 provides greater confidence when passing on the road.

Though the automatic gearbox was quick as the previous Blazer RS we tested, when we wanted a fast burst of speed, it downshifted slowly. The four-cylinder engine can tow up to 1500 pounds, whereas the V-6 can carry up to 4500 pounds. The Blazer is easily the most competent crossover with a Chevrolet bow tie thanks to its steady confidence and precise steering. It had good precision on twisty roads, especially on the RS model, which has specific steering and suspension calibration.

With or without the sportier configuration on the RS, the Blazer is more engaging than many rivals. The standard 18-inch wheel and tire combination offered a smoother and quieter ride than the RS variant with big 21-inchers, which thudded over rough roads.

Fortunately, the engines were silent on even ground and at highway speed. The accurate feedback of the steering was pleasurable during passionate activities, yet fluid at slow speeds. The firm brake pedal gave prompt response, and the brakes brought our Blazer RS test vehicle to a halt from 70 mph in an exceptional 165 feet.

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