2025 Chevrolet Blazer EV SS Review: Powerful and Sporty, With a Cadillac Price

Key Points in This Review:

• A zippy, sport-oriented SS variant with 615 horsepower joins the Blazer EV lineup for 2025.
• With an EPA-estimated driving range of 303 miles, the Blazer EV SS is competitive with other performance-tuned, mid-size electric SUVs.
• The Blazer’s large touchscreen infotainment system and straightforward controls stand out against other EVs’ more fussy setups, but Apple CarPlay and Android Auto are missing.
• While the Blazer EV’s starting price is in line with other mid-size electric SUVs, the SS trim’s sky-high cost of entry puts it in Cadillac territory.

The Chevrolet Blazer EV debuted for the 2024 model year, and although it shares its name with the brand’s gas-powered Blazer, the Blazer EV is built on a separate, electric-only platform. For 2025, a sport-oriented SS trim joins the lineup. For this review, I tested the SS trim; other trims are covered here.

The 2025 Chevrolet Blazer EV competes against the likes of the Hyundai Ioniq 5, Nissan Ariya and Tesla Model Y; see these EVs compared.

Related: Chevrolet SS Branding Returns to Glory With 615-HP 2025 Blazer EV SS

What’s It Like to Drive the Chevrolet Blazer EV SS?

• Takeaway: The Blazer EV SS is fast and fun, but its firm ride might be too much for some people.

In a word, wow. The SS makes an eye-opening 615 hp when its Wide Open Watts boost mode is unleashed (via a menacing-looking button on the touchscreen). Power is immediate, smooth and a riot to let loose. It’s also loud thanks to a raucous faux exhaust note that sounds like a jet during blastoff. Chevrolet estimates the SS can sprint from 0-60 mph in 3.4 seconds, and I believe it.

The Blazer EV is no slouch under normal operation, either, with snappy power delivery and lots of customization options to tailor its road manners. Drive modes are easily found in the touchscreen, including not just Normal and Sport modes, but also Snow/Ice modes and a customizable My Mode, which allows drivers to preset acceleration feel, braking response, steering tuning and powertrain sounds to their liking. Two more modes are unique to the SS: Z Mode dials all of the above settings up to their most aggressive level, and Competitive Mode is even more bananas, allowing drivers to turn off certain aids (e.g., traction control) to fully unleash the SS’ capabilities without the intervention of safety nannies.

After lots of sampling, I found myself at home in Normal with an occasional jump to Sport. The SS’ crisp handling and direct, quick steering delight, though its firm ride — owed to the model’s larger 22-inch wheels and firmer suspension tuning — wore on me after a while.

Braking was another high point. The Blazer EV’s regenerative braking system delivers a natural, consistent feel that was easy to get used to, and it’s customizable, too. You can choose between Normal and High modes to change the aggressiveness of the Blazer EV’s deceleration, or you can opt for a one-pedal mode in which the vehicle brakes to a stop when your foot comes off the accelerator pedal. I’m a big fan of the comfort and convenience of one-pedal mode, and not every EV has it.

The SS trim is one of many Blazer EV configurations . For starters, the base LT trim is available with single-motor front-wheel drive or dual-motor all-wheel drive; the FWD Blazer is rated at 220 hp, while AWD versions make 300 hp. The next trim up, called RS, is offered with FWD, rear-wheel drive or AWD; the RWD RS gets a more powerful single motor that makes 365 hp. The high-performance SS comes solely with AWD. All Blazer EVs with FWD and most with AWD use an 85-kilowatt-hour battery, while the RWD RS and the SS use a bigger 102-kWh battery.

Given this wide array of choices, the Blazer EV’s driving range varies quite a bit. EPA estimates start at 283 miles and go up to 334 miles, depending on trim and drive wheels. Overall, its range is competitive against the likes of the Hyundai Ioniq 5 (221-318 miles ), Nissan Ariya (205-289 miles ) and Tesla Model Y (277-337 miles).

The SS trim specifically is rated at 303 miles — much more than the performance-oriented Ioniq 5 N (221 miles), which has standard output of 601 hp but can produce 641 hp for a short time when its boost mode is activated .

According to Chevrolet, the Blazer EV SS is capable of DC fast charging at a rate of 190 kilowatts, which can provide up to 79 miles of range in 10 minutes. Using a Level 2 charger, you can expect a full charge to take roughly 10 hours.

Big on Tech, But Something’s Missing

• Takeaway: The Blazer EV’s giant, high-resolution infotainment touchscreen is slick-looking and responsive, and its Google Built-In operating system was problem-free during my test.

While the Blazer EV offers lots of powertrain options, it has no operating system options, which might be a big problem for some shoppers. The Blazer EV uses the Google Built-In operating system, with no Apple CarPlay or Android Auto connectivity available. For some editors on staff, this is a deal breaker. As a habitual Android and Google user, I’m more amenable to the system, but it hasn’t always been trouble-free in our experience. My week in the Blazer EV, however, was without drama.

Overall, there’s a lot to like with the system. I found the SUV’s voice command feature — via both Amazon Alexa and the Google Assistant — to be accurate and a quick, helpful way to control various features. The system’s menu structure makes sense, and its gigantic, high-resolution touchscreen is angled toward the driver for easy viewing and reachability.

The Blazer EV’s enormous 17.7-inch touchscreen pairs nicely with its 11-inch digital instrument panel; they combine to display all of your information needs. My favorite element is how the system handles directions: After telling it to navigate to an address, the turn-by-turn directions can be set up to appear in the instrument panel, the head-up display and on the main Google Maps view on the touchscreen. How could you possibly get lost?!

Elsewhere, the Blazer EV’s controls are refreshingly normal. After spending time recently in a Tesla Cybertruck, Polestar 3 and Volvo EX90 — all of which are heavy on screen-based controls — I appreciated that the Blazer EV has more traditional controls for basic functions like the side mirrors, seats and locks. Same thing goes for the climate controls; like in many other EVs, they’re in the Blazer’s touchscreen, but they’re pinned to the bottom of the screen, so they’re always easy to quickly access. There are also some physical climate controls below the screen.

The system also allows you to pin some high-use controls to the home screen for easy access. For example, I appreciated being able to alter the regenerative braking settings and engage the one-pedal function with just one touch. Once you’ve pinned your chosen control  to the home screen, the function appears as a big, clear button on the side of the screen, so you’ll never have to go hunting to find something you use a lot, unlike in many other EVs where many controls are buried in screen menus.

Generous Cabin Space, Upscale and Sporty Vibe

• Takeaway: High-quality materials and a sharp red-and-black design combine for a sporty-feeling, upscale cabin; generous room and ample storage spaces are also a highlight.

The SS model’s over-the-top power is matched inside by an in-your-face cabin. Our test model was dressed in an available two-tone black-and-red palette that clubs you over the head with red. So. Much. Red. While I found it a lot to look at, everything was well-put-together and felt solid. Red simulated-leather seats with contrast stitching, multicolor ambient lighting, a flat-bottom steering wheel and carbon-fiber-like paneling combine for a sporty yet upscale vibe.

Upfront, headroom and legroom are generous, and it’s easy to get comfortable on the wide, cushy seats. Cabin storage is also particularly generous. There’s a deep storage bin under the armrest, another big cubby with a retracting panel under the center controls, and a third storage nook under the dash. Unfortunately, there’s no front trunk.

Quality and comfort don’t drop off in the backseat, where two adults — or two car seats — should fit with ease. The Blazer EV performed very well in our Car Seat Check thanks to easily accessible Latch anchors and ample legroom.

How Much Does the 2025 Chevrolet Blazer EV Cost?

• Takeaway: While the Blazer EV’s base price is in line with other mid-size electric SUVs, the $60,000-plus starting price for the SS trim is sky high and puts it in Cadillac territory.

Some good news: The Blazer EV’s base price is $46,095  (all prices include destination fee), which is similar to a base Tesla Model Y ($46,380) and slightly more than a Hyundai Ioniq 5 ($44,200) or Nissan Ariya ($41,265).

Some more good news: The Blazer EV is well equipped with safety features. Standard driver-assist features include a 360-degree camera system, blind spot warning, rear cross-traffic alert, intersection automatic braking, lane departure warning and lane departure steering assist. GM’s Super Cruise hands-free driving system is standard on the SS and available on other trims.

Now brace yourself: While the Blazer EV’s base price is in line with competitors, the SS is just plain expensive. It starts at $62,095, which puts it in luxury EV territory. In fact, the Blazer EV’s cousin, the Cadillac Lyriq, has a lower starting price.

So while the Blazer EV SS impresses with its competitive range, classy cabin and gutsy powertrain, its cost of entry might shock you.

More News From Cars.com:

• Up Close With the 2024 Chevrolet Blazer EV: Hitting the Sweet Spot for Sporty EVs
• What to Know Before Purchasing an Electric Vehicle: A Buying Guide
• Electric Cars With the Longest Range
• Here Are the 11 Cheapest Electric Vehicles You Can Buy
• The Chevrolet Bolt Is Back for 2027; Here’s What We Think It Needs

Related Video:

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.