[Oct. 30, 2020]
General Motors unveiled a 1977 Chevrolet K5 Blazer for the 2020 SEMA 360 virtual event. Like the electrified C10 it showed last year at the performance and aftermarket trade show, it employs some variation of the components from the Bolt EV, in this case its battery pack and motor. Instead of the C10, which doubled up on the Bolt’s pack and motors, the Blazer only employs a single pack and motor, giving it 200 hp and 266 lb-ft of torque routed through a conventional four-speed torque converter automatic. Although a full-size SUV powered by a compact hatchback’s powertrain may seem laughable, it should be pointed out that the powertrain’s horsepower output is actually greater than the 175 hp 400 cubic-inch V-8 offered from the factory on the ’77 Blazer.
The integration of this iteration of the eCrate package leaves something to be desired, as the Bolt’s battery pack is unceremoniously laid bare in the back of the Blazer, not neatly tucked under the floor or integrated into the platform at all. While I applaud GM for taking the initiative to try to extend its electrification initiative into the performance and custom scene, this project seems like more “proof of concept” than market-ready package.
Interestingly and encouragingly, GM says the Bolt’s off-the-shelf parts are not the end-all, be-all for its electric crate powertrain efforts. From the official press release for the electrified Blazer comes this excerpt:
“Chevrolet Performance is also evaluating additional eCrate packages with higher-performance options and new battery configurations to fit a wider range of aftermarket applications. Longer term, the team will work to integrate GM’s modular Ultium battery system technologies.”
If you’re a faithful reader of The Watt Car, you may remember my post proposing a modular “UltiRod” package. It seems GM is considering this approach longer-term. Frankly, I think it would be a much more elegant, integrated, efficient and effective strategy than simply shoving the square pegs of the Bolt components into the round holes of vintage chassis. Naturally, owing to the greater sophistication and customization required, it would probably be a lot more expensive. But when full bumper-to-bumper restomods are easily cresting six figures, a conceivably five-figure powertrain package is not unfathomable.
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The “LS” third and fourth-generation GM V-8 has unquestionably become the engine platform of choice for the aftermarket performance market, being put in everything from import drift cars to trucks, cars, classic street rods to ‘50s and ‘60s classics.
Although the prospect of electrification ever being a dominant and popular option in the performance market may seem far-fetched to those that equate the heavy metal thunder of un-muffled exhaust and the gritty whine of 6-71 blowers with “performance,” there are those who will eagerly adopt the new technology by virtue of its instantaneous torque, low maintenance, and smooth operation.
We look forward to a more sophisticated, integrated iteration of the eCrate concept as we envisioned in our “UltiRod” proposal. Although it’s still early days for electrification in the performance market, GM getting in at the early stages potentially positions them to dominate the segment as they’ve already done with the traditional small-block V-8 and the LS-generation engines.
(Images courtesy GM)
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