2023 Chevrolet Blazer vs 2022 Toyota Sienna

Minivans occupied an odd niche in the automotive marketplace. Logic and reason seemed to dictate that every growing family should drive a minivan, yet the rise of the SUV had crushed the class. Neither Ford nor General Motors had built a minivan for the United States market in a decade. Mazda, Nissan, and Volkswagen had dropped their minivans years ago, and Kia had started calling its minivan a “Multi-Purpose Vehicle (MPV)"—pointedly avoiding the “minivan” label.

Toyota never ran from the minivan. Toyota’s original Van lasted from 1984 to 1989. It was replaced in 1990 by the innovative mid-engined Previa. The Sienna debuted in 1998, riding on a front-wheel-drive (FWD) platform shared with Camry, and suddenly Toyota was in the minivan mix. A second-generation Sienna came out in 2004, followed by a third generation in 2011. That version lasted a long time, as Toyota didn't launch the fourth-generation Sienna until the 2021 model year.

Instead of going for the rugged look of most other crossovers, Chevy applied styling cues more akin to road cars, including a low roofline with front and rear pillars leaned back for a sleek profile, and a big grille framed by stacked headlights. The Blazer still had the visual weight of a proper SUV, though, thanks to its tall ride height and body sides. Add the Blazer RS test vehicle’s blackout trim, Red Hot paint, and 21-inch wheels (with a new-for-2023 design), and you got something remarkably striking for a mainstream crossover.

The Blazer got some small styling changes for 2023, the highlight being new taillights with unusual twisted, filament-like elements. The updates also included tweaked designs for the grille and LED headlights and daytime running lights. These changes weren’t too dramatic but built on what was already there to keep the styling fresh. New 18-inch, 20-inch, and 21-inch wheel designs, and the addition of Sterling Gray Metallic, Copper Bronze Metallic, and Radiant Red Tintcoat to the color palette rounded out the changes.

Carrying over from 2021, the Sienna minivan came exclusively with a hybrid powertrain. This feature was a welcome one when it debuted last year for the first time in a Toyota minivan, especially considering Toyota’s position as a leading producer of hybrid vehicles. Toyota now made hybrid cars (Avalon, Camry, Corolla, Prius), hybrid SUVs (Highlander, RAV4, Venza), and it launched a Tundra hybrid pickup truck for the 2022 model year.

Like the Highlander and RAV4 hybrids, the Sienna used a 2.5-liter four-cylinder engine and two electric motors, which combined to produce 243 horsepower. FWD was standard, but all-wheel drive (AWD) was available on all trim levels. The AWD system added a separate electric motor driving the rear wheels with 54 hp and 89 pound-feet of torque, which eliminated much mechanical complication.

Sienna used an electronically controlled continuously variable automatic transmission (CVT) instead of a conventional stepped gear automatic transmission. CVTs had their fans, as they could deliver power smoothly and efficiently and help maximize fuel efficiency. Drivers could engage four selectable drive modes (Normal, EV, Eco, and Sport) via a center console toggle.

Handling was better than expected for a minivan, thanks to the Toyota Next Generation Architecture (TNGA) platform’s front suspension and steering and independent rear trailing arm suspension. Body roll was minimal, and Sienna Hybrid ate up the highway with comfort and ease.

This brought us to the big news for Sienna Hybrid: EPA fuel economy numbers. The government predicted FWD Sienna Hybrid models could achieve 36 mpg city/36 mpg highway/36 mpg combined, while AWD models got 35 mpg city/35 mpg highway/35 mpg combined ratings.

Toyota tucked Sienna’s 288-volt nickel metal-hydride battery pack under the front seats in a single stack design. The pack came with a 10-year/150,000-mile warranty.

Powertrain options carried over from the 2022 model year. Most Blazer models had a 2.0-liter turbocharged four-cylinder engine under their hoods, producing 228 horsepower and 258 pound-feet of torque. A naturally aspirated 3.6-liter V6 was standard on the Blazer RS and optional on the 3LT and Premier trim levels. It was rated at 308 hp and 270 lb-ft of torque.

A nine-speed automatic transmission sat behind both engines, with standard front-wheel drive (FWD) or optional all-wheel drive (AWD). Like other GM crossovers, even AWD models defaulted to FWD; you had to twist a knob on the center console to engage AWD. Considering that some rival crossovers would automatically switch from FWD to AWD as needed, this was an anachronism. It also required drivers to think ahead of time and select AWD when anticipating slippery conditions, something that was easier said than done in the real world.

We ended up leaving our V6-powered Chevrolet Blazer RS test car in AWD mode most of the time, though, to better manage the power from the bigger engine. As any Nissan Maxima driver would tell you, a big V6 and FWD was a recipe for torque steer—the sensation that the front wheels were being pulled off center during acceleration—and we did notice a bit of that with the Blazer in FWD mode.

With that V6 torque, the Blazer felt impressively quick for an ordinary crossover, and it even had a decently sporty exhaust note. In this age of downsized turbocharged engines and electrification, it was a reminder of how effective a simple naturally aspirated six-cylinder engine could be in a vehicle of this size.

Don’t mistake the Blazer for a performance SUV, though. Despite its sporty costume jewelry, our Blazer RS tester drove exactly like we expected, given its humble crossover underpinnings. Its considerable weight and top-heavy design had the expected negative impact on handling, but that was to be expected with a crossover of this size. On the highway, standard Active Noise Cancellation and a well-tuned suspension made the Blazer a pleasant place to be, although our test car’s 21-inch wheels detracted from the ride quality a bit.

The Blazer nameplate had a lot of history in off-roading, but the 2023 Blazer was very much a car-based crossover with no rugged pretensions. The AWD system, suspension, and tires were designed for pavement, not mud, and while Chevy didn’t list ground clearance, the Blazer’s low-hanging front bumper likely wouldn't survive long on a trail.

The Blazer’s 4,500-pound maximum towing capacity was in line with other midsize SUVs. That rating applied to V6 models with the trailering package, which was standard with AWD and optional with FWD.

The Sienna was ready to be the family workhorse, capable of conveying a full 4x8 sheet of plywood inside with the tailgate closed. The sliding second row also added flexibility for loading luggage and freight, either behind the second row through the tailgate, or in front of the second row, through the side doors. With the second row in its default position, cargo measurements were 33.5 cubic feet behind the third row, 75.2 cubic feet behind the second row, and 101 cubic feet behind the first row. The Sienna also had a 3,500-pound maximum towing capacity.

The standard 60/40-split third-row bench stored away into the floor easily. Each row had storage cubby space and cupholders, and all four side doors had bottle holders.

Both side sliding doors and the rear tailgate were power-operated, with foot-motion triggers. Approaching the Sienna with an arm full of groceries (or a toddler) and not having to free up a hand to access the passenger or cargo compartment was a welcome convenience.

Today’s Blazer was a two-row, five-seat vehicle. This was once the default configuration for a midsize SUV, but over the years automakers had gone from shunting aside two-row models in favor of three-row SUVs, to now offering two-row and three-row alongside each other. Chevy currently did that with the Blazer and the three-row Traverse, and most other mainstream brands had equivalents to this duo.

Front-seat headroom was nearly identical to rivals like the Ford Edge, Honda Passport, and Nissan Murano. While rear-seat headroom was a bit below average, the Blazer did better in this area than the Volkswagen Atlas Cross Sport. It was a similar story with legroom, with slightly more in front, but still a decent amount in the second row.

The Blazer offered 30.5 cubic feet of cargo space with its rear seats in place and 64.2 cubic feet with the rear seats folded—which put it behind most rivals. For reference, the Honda Passport offered 41.2 cubic feet with its rear seats up, and 77.7 cubic feet with the rear seats folded, while the aging Nissan Murano could fit 32.1 cubic feet of stuff behind its second-row seats and accommodate 67 cubic feet of cargo with the rear seats folded.

Numbers aside, the Blazer was a generously sized vehicle that felt quite spacious from behind the wheel, without being too awkward to maneuver in tight spaces. Relatively short overhangs made it easy to find the corners of the vehicle when parking, and the windshield offered an unobstructed view that contributed to that aforementioned feeling of spaciousness. We also appreciated the interior’s functional details, like the placement of USB ports between the large round center-stack air vents, and how you twisted the outer rings of those vents to raise or lower the temperature—a nice alternative to conventional buttons.

The Sienna got a ton of standard and available technology features. A 9-inch touchscreen was standard in all grades, with Apple CarPlay, Android Auto, and Amazon Alexa, SiriusXM (with a three-month trial), one USB media port, and six USB charging ports throughout the cabin.

We wished the Sienna had wireless Apple CarPlay and Android Auto capability, a feature we were seeing in many vehicles today. Every automatic convenience a minivan driver could get was welcome, and this one was an unfortunate oversight.

The Sienna came with a one-year trial of Safety Connect and Remote Connect telematics services (on XLE and above models), a 10-year trial of Service Connect, and a three-month trial of AT&T WiFi Connect with up to 2 gigabytes of data included. Bluetooth hands-free and audio streaming were included on all trim levels. Qi wireless phone charging was standard on Limited and Platinum models, available on all others. A 1500-watt inverter with a 120-volt AC outlet was optional on the Sienna XLE and above to power and charge devices (or a coffee maker).

Audio and multimedia systems marched upwards with trim levels, from a six-speaker audio system on the LE to a 12-speaker JBL system on higher trim levels. A rear-seat entertainment system was available on XLE and above. It used a fold-down, ceiling-mounted widescreen 11.6-inch 1080p display. The system included a remote and two wireless headphones and could accept an HDMI input on the back of the center console.

A color multi-information display in the instrument panel center (4.2-inch on the LE, XLE, and XSE; 7-inch on LTD and Platinum) displayed the odometer, fuel economy, trip information, and alert messages. In Platinum trim models, a 10-inch color head-up display showed speedometer, navigation, and hybrid system information. Having a head-up display could make driving safer and more relaxing, as the driver never had to look away from the road to get speed and speed limit information, and even navigation prompts could be displayed on the screen.

Limited and Platinum models could upgrade to a digital rearview mirror, swapping out the actual reflected view in the mirror with the rear video camera feed. When carrying a full load of passengers, or when passengers were using the rear-seat entertainment system, the digital rearview assured the driver of a clear look at the road behind. Remote keyless entry was standard with push-button start, upgraded to Smart Key System on XLE and above trim levels.

The Blazer got a couple of tech upgrades for 2023. A 10.2-inch touchscreen was now standard on all models, and wireless device charging was now available on all trim levels. It was standard on the RS and Premier, and an extra-cost option on the 2LT and 3LT models.

A 4.2-inch digital instrument cluster display, centered between analog gauges, was standard, while RS and Premier trim levels got an 8-inch display. Wireless Apple CarPlay and Android Auto connectivity, Bluetooth, a Wi-Fi hotspot, and SiriusXM satellite radio hookup were standard as well. RS and Premier models also had built-in navigation and an eight-speaker Bose audio system.

The infotainment system’s appearance and layout were similar to other current Chevy crossovers like the Traverse, Equinox, and Trailblazer. It worked as well in the Blazer as it did in those models, with an intuitive sequence of menus that allowed most functions to be reached with a minimum of touchscreen tapping. On vehicles equipped with the optional 360-degree camera system, it would have been nice to have an actual button for the camera view, though.

While the Blazer wasn’t the newest design in its market segment, it was far from the oldest, and that definitely showed in the tech presentation. Our test car’s optional 8-inch instrument cluster display was a nice complement to the analog gauges flanking it, and the new-for-2023 touchscreen was among the largest in the segment, roughly matching the Hyundai Santa Fe’s biggest screen offering.

The 2021 Toyota Sienna received a Top Safety Pick+ rating from the Insurance Institute for Highway Safety (IIHS), and we expected the nearly identical 2022 model to get the same top rating. The 2022 Sienna was a five-star (out of five) vehicle according to the National Highway Traffic Safety Administration (NHTSA), following its crash-testing, just like it was in 2021.

The standard Toyota Safety Sense 2.0 suite of driver aids included adaptive cruise control, Lane Tracing Assist lane centering, forward collision warning (with pedestrian detection), automatic emergency braking, lane departure warning, automatic high beams, and traffic sign recognition. Also standard was Toyota's Star Safety System, which included expected safety features like stability control, traction control, anti-lock brakes, and electronic brake-force distribution.

The Sienna also got 10 airbags and several LATCH (Lower Anchors and Tethers for Children) child-seat connectors—five locations for eight-passenger vans/four locations for seven-passenger models. A rear-seat reminder system was also standard, which might be very important for families with five child seats in their vans.

Tire-pressure monitoring and an inflator kit were standard on all models, and buyers could still opt for a spare tire. Toyota changed the spare tire location (in the wall of the cargo space) for safety and convenience. The tire was mounted underneath the vehicle in the previous generation Sienna—not ideal for roadside tire changes.

Chevy didn’t offer its full array of safety features as standard equipment, but had expanded availability somewhat for 2023. The standard Chevy Safety Assist Package included automatic emergency braking (with a pedestrian-braking function), a following distance indicator, forward collision warning, lane keep assist, lane departure warning, and automatic high beams.

For 2023, adaptive cruise control was now available on the Blazer 2LT and 3LT trim levels; it was previously limited to the higher-level Blazer Premier and RS models. Other optional safety features included blind spot monitoring, rear cross-traffic alert, rear park assist, a 360-degree camera system, rear camera mirror, a Safety Alert vibrating driver seat, and GM’s Teen Driver monitoring system.

With all option boxes checked, the Blazer offered a fairly comprehensive array of safety features comparable to rival brands, although Honda and Toyota made adaptive cruise control standard equipment. And while the driver aids performed as advertised, the Blazer didn’t expand beyond the expected array of features. It wasn’t available with GM’s more advanced Super Cruise system, for example.

The Insurance Institute for Highway Safety (IIHS) gave the 2023 Blazer its highest “Good” rating in all six crash-test categories, plus “Superior” and “Advanced” ratings for front-crash prevention systems in vehicle-to-vehicle and vehicle-to-pedestrian scenarios, respectively. The IIHS gave the 2023 Blazer a lower “Acceptable” rating for child-seat anchor ease of use and hadn’t published headlight ratings for this model year.

The National Highway Traffic Safety Administration (NHTSA) gave the 2023 Blazer a five-star overall safety rating, with five stars in frontal and side crash tests, and four stars in rollover testing.