Chevrolet’s Super Sport badge has long been associated with go-faster, scream-louder versions of regular production models. Whether it’s a 1961 Impala SS, a 2013 SS performance sedan or the flurry of muscle cars and SUVs in between—the idea was always to make cars fun-to-drive with more horsepower, tighter handling and louder exhaust pipes, similar to Mercedes AMG or BMW M cars.
With the 2026 Chevy Blazer EV SS, the automaker is bringing the historic badge into the electric era. It’s among a new crop of high-performance General Motors crossovers that also includes the Cadillac Lyriq-V—which the Blazer EV SS shares its platform with—and the smaller Optiq-V.
Photo by: Suvrat Kothari
At $61,000, it costs substantially more than the base LT trim, but is still a performance bargain compared to the pricey Caddies. To find out if the Blazer EV SS is worth it, and how it stacks up against rivals such as the Hyundai Ioniq 5 N, Tesla Model Y Performance and the Ford Mustang Mach-E Rally, I spent a full week with it in New York City earlier this month. It’s a quiet, fast EV with solid software, but with a curb weight that rivals some full-size pickup trucks, it’s hardly a canyon carver.
[Full Disclosure: General Motors loaned me a Blazer EV SS for a week-long test in New York City. It arrived fully charged.]
Gallery: 2026 Chevy Blazer EV SS
2026 Chevy Blazer EV SS Specifications
Base Price $60,600, before destination
Battery 102 kilowatt hours
EV Range 303 miles
Efficiency 2.3-2.8 miles per kilowatt hour, observed
Charge Time 20-80% in 43 minutes, as tested
Charge Type CCS, available NACS adapter
Output 615 hp
Maximum torque 650 lb ft
Drive Type AWD
A Riot Behind The Wheel
The Blazer EV SS has a singular area of expertise: brute acceleration. Jump into the driver’s seat, stomp the pedal and it lunges forward with a violent shove that pins you back into the seat.
You get five driving modes to tone performance down or dial it up: Normal, Sport, Snow, Individual and the customizable “Z-Mode.” The Z-Mode allows you to activate Wide Open Watts (WOW), which unleashes all of the SS’s 615 horsepower and 650 pound-feet of torque. In that mode, the all-wheel-drive Blazer can hit 60 in as little as 3.4 seconds.
Activating WOW mode, however, is more complicated than it needs to be. Open the drive menu, select Z-Mode and then tap an unlabeled icon on the same screen, which vaguely resembles a Transformers Decepticon logo. Once engaged, Z-Mode sharpens throttle and brake response and adds heft to the steering. You can also dial back traction control intervention in Competitive Mode to allow a bit more wheelspin, though the Blazer isn’t too interested in drifting.
Photo by: Suvrat Kothari
On open roads the Blazer EV SS struggles to pair its straight-line ferocity with any agility. Carry speed into a corner and it never quite inspires the same confidence as the Ioniq 5 N or the Mustang Mach-E Rally, both of which feel far more eager to rotate. Even the new Model Y Performance delivers better cornering stability, as we found in our recent review.
The Blazer’s handling is middling at best. At normal speeds, the stiffer springs keep the SUV flat and composed. But brake late into a corner with a more aggressive turn-in, and it feels more like a sumo wrestler attempting ballet. The reason for that is its curb weight—more than five tons of it—much of it coming from the 102-kilowatt-hour battery pack.
The Model Y Performance tips the scales at 4,466 pounds, the Ioniq 5 N comes in at 4,861 lbs and the Mach-E Rally weighs 5,016 lbs. The Blazer EV SS outweighs them all at a hefty 5,730 lbs, putting itself in Ford F-250 Super Duty territory. Sure, it’s also slightly longer and roomier inside than other performance EVs, but still firmly on the porky end of the spectrum.
Photo by: Suvrat Kothari
GM needs to put this model on a serious weight loss regimen to expand its capabilities beyond just straight line speed. That might include a smaller, more energy-dense battery with a more efficient cell-to-pack design. GM could also consider reducing some of its unsprung mass: The 275/40 Michelin Primacy all-season tires wrapped around 22-inch wheels look disproportionately large on a stubby, slow-slung crossover.
Ironically, the Blazer EV SS is the happiest when driven calmly on smooth pavement. For that, you absolutely don’t need the SS trim, as even lower versions would keep you happy. On New York City’s bumpy roads, however, the ride in the SS was harsh. Small and large bumps alike filtered into the cabin with noticeable lateral head movement. The suspension settles somewhat as speed builds, but I’d prefer more compliance to make the ride feel more calm.
Range And Charge Speeds
While the large battery makes the Blazer heavy, it also delivers enough range to quell any anxieties. The 102‑kWh pack delivers an EPA‑estimated 303 miles of range, which is pretty competitive.
Photo by: Suvrat Kothari
That said, like all EVs, its efficiency isn’t as good in freezing temperatures. I observed 2.3 miles per kilowatt-hour with slightly spirited driving, which only got up to 2.8 miles per kWh in Normal mode with a light foot. Real-world numbers will vary depending on your location and driving style, but here in the sub-zero Northeast, I saw closer to 250 miles of range in mixed city and highway driving.
Its charging performance was also uncompetitive. In a 20-80% test at an almost empty V4 Tesla Supercharger, it took 43 minutes to add roughly 190 miles of range. On paper, it peaks at 190 kW, which is reasonable for an average-sized battery. But the big 102‑kWh pack could benefit from a better charging curve to bring the 20-80% time down to a more acceptable 30-35 minutes. The Mach E and Model Y can deliver those speeds, and an Ioniq 5 N can do it in under 20 minutes.
2026 Chevy Blazer EV SS Photo by: Suvrat Kothari
In my test, the charging power hit its 149 kW session peak the moment I plugged in, dropping to 120 kW at 25% state of charge, then down to around 115 kW at 50%, 85 kW at 75% and tapering to just 65 kW as it approached 80% state of charge.
It’s Sporty Inside And Out
While it loses some points on its charging performance, it gains ground on the design front. As I zipped around New York, drivers rolled down their windows at traffic lights to compliment its Habanero Orange paint. It contrasts nicely against the black front grille and the sharper front splitter, both of which have a more aggressive design than the LT and RS trims.
Photo by: Suvrat Kothari
On the inside, my press loaner had a gray-and-black interior, punctuated by contrasting orange stitching across the dashboard, door panels, center console and seats. The well-bolstered seats felt sporty, with the synthetic leather and suede textures providing ample comfort. The seats also get orange accents on the backrests, which are further amplified by the orange seatbelts—all indicating this is the SS trim, not just a regular shmegular Chevy crossover.
Yet the core of the Blazer is pedestrian. It’s still a simple and budget-oriented cabin, and nothing like the premium interiors on Cadillacs or even bigger Chevy SUVs like the Suburban. Expect some hard plastics and faux materials.
Roomy And Tech Forward
Beyond performance and charging, the Blazer EV delivers real value in things that matter day to day, with an infotainment with Google Built-In, GM’s Super Cruise advanced driver-assistance system and a genuinely roomy, comfortable interior.
Sure, the lack of Apple CarPlay and Android Auto may turn off some buyers. But the native Google system is fantastic. With Google Play, Google Assistant and Google Maps baked in, you effectively have all the essential driving apps you need, right on the screen, without having to mirror your phone.
Photo by: Suvrat Kothari
GM also started rolling out Apple Music natively to select Cadillac and Chevy models at the end of last year, and several other compatible apps like Spotify can simply be downloaded from the Play Store. So you really don’t miss phone mirroring in the real world.
Route planning with the native Google Maps system is essentially flawless. It’s become more EV-friendly over the past year, now showing real-time charger availability, allowing you to skip crowded stations. Google and Chevy, if you’re reading this, please bring real-time pricing and wait times in the next update.
Super Cruise is also a major stress reliever, and comes standard on the Blazer EV SS. On lower trims of the Blazer, it is bundled into a $3,200 OnStar package that includes a three-year trial period. After that, keeping Super Cruise active will cost $40 per month, or $400 per year if you renew annually. (Note that OnStar Plans are often negotiable over the phone, with hidden discounted rates often available if you attempt to cancel.)
Photo by: Suvrat Kothari
The hands-free system can accelerate, brake and steer the vehicle by itself, with you actively monitoring and ready to take over, on more than 750,000 miles of highways in the U.S. and Canada. It worked surprising well even in heavy rain, which I’ve reviewed in detail in a separate story.
Verdict
At about $61,000 before destination, the Blazer EV SS costs roughly $3,000 more than the Mustang Mach-E Rally and the Model Y Performance. The radical Ioniq 5 N—with its simulated gear shifts and aural theatrics—comes in at about $6,000 higher.
Dynamically, all three rivals are significantly better than the Blazer. If GM wants to compete on that front, the Blazer needs to lose weight. A 5,700-pound family crossover isn’t going to cut it, even if you have the best vehicle dynamics engineers in the world.
Photo by: Suvrat Kothari
That said, the SS gets superior software and route planning than the Ford and the Hyundai. It’s also the roomiest of the bunch when it comes to rear-seat space. And if you’re lucky, you may find some options in the dealer inventory at lower prices, where it might make a lot more sense as an overall package.
If you don’t live near bumpy roads like I do, the firm ride won’t bother you much. And if cornering precision isn’t high on your priority list, the Blazer will happily rocket you back and forth on your daily commute with abandon. But if you’re chasing outright thrills and a more cohesive performance, you’d be better off looking elsewhere.
Contact the author: suvrat.kothari@insideevs.com
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