2000 Chevrolet Blazer Problems: 5 Known Issues

On the 1996-2005 Chevrolet Blazer, the Vortec 4.3L V6 (like its 5.0L/5.7L siblings) used plastic-carrier lower intake manifold gaskets that erode and crack at the coolant ports from repeated thermal expansion cycles between the aluminum manifold and iron heads. Failures cluster between roughly 80,000 and 150,000 miles, leaking coolant externally at the front or rear of the manifold or internally into the lifter valley, where it contaminates the oil. Left unrepaired, an internal leak destroys bearings and can take out the engine.

On the 1992-2002 Chevrolet Blazer, the 4.3L Vortec V6 used a Central Port Injection system (CPI 1992-1995, CSFI 1996-2002) with a central injector body and six plastic poppet lines — the "spider" — mounted inside the intake manifold. The plastic lines and nut-kit connections crack and leak raw fuel into the plenum, while deposit buildup sticks the poppet valves open or closed, mis-fueling individual cylinders. The result is hard hot starts, persistent misfires, fuel-pressure leak-down, and a rich/fuel-smell condition; GM addressed sticking poppets in TSB 00-06-04-003B by back-servicing the CSFI unit with a redesigned MFI assembly.

On the 1995-2003 Chevrolet Blazer, on 1995-2003 Blazer/S10 trucks, rust and debris build up on the front wheel speed sensor mounting surfaces, increasing the air gap between the sensor and the hub reluctor ring. The weakened signal makes the Kelsey-Hayes ABS falsely interpret a wheel as locking during light braking below about 5-10 mph, so the ABS buzzes, the pedal pushes back, and the truck lunges forward with extended stopping distance — without setting any trouble codes or lighting the ABS lamp. GM documented the condition in TSB 02-05-25-006B, and the identical corrosion mechanism triggered NHTSA recall 05V379000 covering about 1.35 million 1999-2002 GM full-size trucks and SUVs in salt-belt states.

On the 1992-2005 Chevrolet Blazer, push-button 4WD Blazers use an electric encoder motor on the NP1 electronic-shift transfer case, commanded by the Transfer Case Control Module (TCCM). The encoder motor's internal position sensor and gears wear out, and TCCM faults are equally common, so the transfer case fails to shift into or out of 4WD or gets stuck in a mode. Owners see flashing shift buttons or a Service 4WD light, and the system stores encoder fault codes readable via the TCCM's flash sequence.

On the 1983-2005 Chevrolet Blazer, the heavy doors on two-door S-10 Blazers ride on small hinge pins with soft brass bushings that wear out — accelerated by lack of lubrication — letting the bushing holes in the hinge plates wallow out egg-shaped. The door then drops when opened, no longer aligns with the striker, and must be lifted or slammed to close. It is so universal on these trucks that multiple aftermarket oversized pin-and-bushing kits exist specifically for the platform.