2025 Chevrolet Blazer EV SS: A Worthy Claim to the SS Badge

For some, putting the SS badge on an electric SUV is pure heresy. However, after taking the wheel of the 2025 Chevrolet Blazer EV SS, I can confidently say those letters fully deserve their place on this vehicle.

• In W.O.W. mode, the Blazer EV SS delivers 615 horsepower

• 0–100 km/h in under four seconds makes it the fastest SS in history

• Offers a projected real-world range of 388 kilometres

SS stands for Super Sport in Chevrolet’s catalogues. Historically, not every Chevy has been worthy of the badge. When it comes to SUVs, candidates are almost non-existent, though one exception is the ancestor of today’s Blazer, the Trailblazer SS, built from 2006 to 2009. Very much a product of its time, it was powered by a 6.0-litre LS2 V8 borrowed directly from the Corvette C6, producing 395 horsepower. For perspective, the 2025 Blazer EV SS makes 615 hp almost as if we’ve stepped into a parallel universe.

A standout, but not enough

At first glance, the Blazer EV SS looks only slightly different from other trims, and not in a way that grabs you. It bears a strong (perhaps too strong) resemblance to the sporty RS variant. Upon closer inspection, the centre of the front fascia is finished almost entirely in gloss black. The bumper is more dynamic, with a more intricate inner structure.

From the side, the most striking features are the massive 22-inch wheels and gold-painted Brembo brake calipers. Chevrolet offers two other different 22-inch wheel designs, though at $3,530 a set. The grey side skirts contrast with the tester’s bright red bodywork and gloss black accents.

At the rear, the light-grey tinted taillights set the tone. The bumper is also unique, with a diffuser-style lower section. A black roof adds to the Blazer EV SS’s bold look. Overall styling is appealing, though I wish it stood out more, especially when compared to the RS.

Almost perfect… except for a few big details

Opening the door of the 2025 Blazer EV SS—at least in the tested trim—reveals an impressive cabin. The adrenaline-red leather (Evotex) upholstery makes a strong first impression. You’ll either love it or hate it, but I think it suits the model perfectly. After all, red is the SS colour.

As you’d expect from GM, large screens dominate the interior. The instrument cluster is a highly configurable 11-inch display offering multiple layouts. Resolution is excellent, as is the wealth of information available. One gripe: GM displays energy consumption in km/kWh rather than kWh/100 km, and you can’t change it in the onboard settings.

In the centre, you’ll find Chevrolet’s familiar 17.7-inch touchscreen. Ergonomics are nearly flawless here, with a clean, visually appealing interface that’s simple to navigate. Where GM remains stubborn is in its refusal to offer Apple CarPlay and Android Auto. Instead, buyers get Google Built-In, fine for some, but consumers should have the choice.

Below the screen are three large circular air vents, a nod to the Camaro and, more recently, the gas-powered Blazer. Some passengers loved them, others didn’t, it’s polarizing. The centre console layout is functional, though it doesn’t feel like space has been optimized.

A major disappointment: the front seats. They differ from other trims, but I expected the kind of bolstering and support worthy of the SS badge embroidered on the headrests. There’s no proper lumbar support, and the seat base is too wide. I’m not small, yet I still felt like I was floating around in them.

Rear-seat space is fine for two adults, but the Blazer is a bit too narrow for three to ride comfortably. For a vehicle priced over $70,000, rear-seat amenities are sparse—heated outboard seats, yes, but no sunshades and no separate climate controls.

Cargo space also disappoints for a midsize SUV. With the seats up, you get 722 litres. Folding the 60/40 split rear bench yields only 1,674 litres. The sunroof further reduces available volume.

W.O.W. brings 615 horsepower

With SS lettering on the Blazer EV, performance expectations are high. Speed lovers won’t be disappointed: 0–100 km/h takes just over 3.5 seconds, making it the fastest SS model ever.

This is achieved by engaging W.O.W. (Wide Open Watts) mode, which temporarily boosts output from 557 to 615 hp, and torque to 650 lb-ft. It’s quick, though the power delivery isn’t violent. Like the Silverado RST, however, there’s a pronounced torque steer effect through the steering wheel, an annoyance that quickly tempers your enthusiasm.

The 2025 Blazer EV SS packs a 102-kWh battery, larger than most other Blazer EVs, to help maintain decent range given the high-power drivetrain’s appetite for energy. The 400-V architecture allows DC fast charging at up to 190 kW, while home charging is 11 kW. These numbers are decent but fall short of the Hyundai IONIQ 5 N’s 230-plus kW capability.

GM claims a 488-km range on a full charge. In my test, where I drove spiritedly but not excessively—the Blazer averaged 3.8 km/kWh, or 26.3 kWh/100 km. That translates to a real-world range of about 388 km.

Strong on the road

That torque steer issue only shows up under hard acceleration. Drive more moderately, and the Blazer accelerates smoothly. Power for passing is never in short supply.

Steering is generally good, though I wish Sport and Z modes would add more weight and road feel. The suspension does a commendable job despite the hefty 2,600-plus-kg curb weight. Wide 275-mm tires provide solid grip, though surprisingly, this is the same width used on AWD trims, I expected something meatier for the SS.

While the Blazer EV SS could benefit from a tighter chassis and sportier tuning, it’s still a very enjoyable vehicle to drive.

Points to watch

The Blazer EV hasn’t exactly built a reputation for bulletproof reliability or flawless build quality. Its first years on the market felt more like a false start. GM has been working hard to correct this, but issues remain.

Software glitches have been widespread, affecting infotainment, navigation, and various control modules. Some reviewers have reported unpredictable behaviour, black touchscreens, flickering displays, and random error messages.

Other problems include faulty window switches, malfunctioning reverse automatic braking, and inconsistent pedestrian/cyclist warning systems. Adaptive cruise control has also been hit-and-miss.

Charging issues have been reported as well—slow speeds and problems with the charge-port door, which can misalign, fail to open, or fail to close. Currently, the Blazer EV has four recalls, with one significant one involving the parking-brake cable harness.

Is the Chevrolet Blazer EV SS competitive?

The Blazer EV SS’s main rival isn’t American it’s Korean. The Hyundai IONIQ 5 N makes up to 641 hp and is significantly more advanced technologically, starting at under $81,000 ($66 200US). The Blazer EV SS starts at $73,425 ($62 095US); the tested model, with a few options, was just over $76,000.

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Looking more broadly, the Ford Mustang Mach-E GT takes a similar approach. While it makes only 480 hp, its 700 lb-ft of torque (with the $1,250 performance package) helps close the gap. Pricing is attractive, with the base GT Performance now starting at $72 940 ($57 485US)

Conclusion

The Blazer EV SS is the kind of vehicle that sends shivers down your spine when you unleash it. It’s worthy of the SS badge—its power and driving enjoyment are real. Yet, I can’t shake the feeling GM didn’t fully commit to the idea. Reliability concerns still loom, and there are fixable issues—like missing smartphone connectivity and unremarkable seat comfort—that keep it from being truly great.

	Chevrolet Blazer EV SS	Hyundai IONIQ 5 N	Ford Mustang Mach-E GT Performance
Base Price (CAD)	$73,425	$80,966	$73,940
Power kW/hp	459 kW (615 hp)	478 kW (641 hp)	358 kW (480 hp)
Maximum Torque	650 lb-ft	658 lb-ft	700 lb-ft
0–100 km/h	3.5 seconds	3.4 seconds	3.3 seconds
Claimed Range	488 km	354 km	418 km
Battery Size	102 kWh	84 kWh	91 kWh
Max Level 2 Charging	11.5 kW	11 kW	11 kW
Max Level 3 Charging	190 kW	239 kW	150 kW
Combined Consumption	22.1 kWh/100 km	26.7 kWh/100 km	23.8 kWh/100 km
Cargo Volume	722 L / 1,674 L	480 L / 1,587 L	841 L / 1,674 L