Chevrolet Blazer EV SS (US) review: daily muscle on the down-low

So the Blazer EV…

Bayonets down, Grandads, it stands for Super Sport. A fairly young vehicle, the electric Blazer had a rocky launch but its software sins were quickly forgiven as its ‘competency at a reasonable cost’ overshadowed any awkward first steps. This is the version of the Blazer EV with the most muscle.

With an entry fee as low as $44,600, the Blazer brought cargo space and daily utility, along with 312 miles of range and a modest 220hp to the table, with AWD versions upping the power output and price, while within a reasonable tolerance. The Blazer EV SS goes a bit beyond reason, but it’s discreet about it.

What’s the deal, then?

This version has nearly double the power available than the AWD EV RS – sorry, the initialisms are thoroughly off the chain here – providing up to 615hp and 650lb ft from both its motors, giving it the muscle to jump from 0 to 60mph in just over three seconds, earning it the honour of the first EV to join Chevy’s Super Sport family. Wild stuff for an otherwise nondescript family vehicle.

Hold on, what other electric GM car does this?

It sounds familiar, doesn’t it? What’s that other 615hp EV that launches in 3-ish seconds, the first to earn a prestigious badge? Oh, right, the Cadillac Lyriq-V.

Same car?

Nah, it’s just got the same motors, same battery, tires, brake system, and wheels. But the dimensions are different! the Caddy’s wheelbase is 121.8 inches while the Chevy’s is… hold on… Okay, there are differences between them. We promise.

Hit me.

Outside of the overall aesthetic, the Lyriq-V starts at $79,990 and the Blazer EV SS comes in at $60,600. If you’re not looking for the Cadillac experience but still want the power, that works in your favour.

While we’re on the topic, the 615hp is quite spectacular to have on hand, considering the vehicle. It wasn’t that long ago that this number was relegated to very specific V8-powered fare and $60k then was what $80k reflects now, at the very least. The power automakers can eke out from these electric motors is really clouding our perspective on horsepower, but we digress.

On the outset, the Blazer EV is extremely tame, as EVs go. All of its horses don’t come into play unless it's engaged in Wide Open Watts (or WOW) mode, the playfully named boost setting that dumps extra power to the wheels at the cost of available miles.

Open the taps and the supermarket runabout bolts away in utter silence, very atypical of SS-sporting Chevys of old but equally as impressive.

How about the handling?

Sharp, crisp and direct, for the most part. It’s a hefty, well-planted EV, so that’s not as surprising. For the SS, twin-tube dampers have been swapped for monotube with increased stiffness, and the suspension in general has been rejigged for more aggressive play. How much can the Chevy handle? It paints within the lines, so to speak.

The Blazer EV SS might be quick off the line, but its handling is good in spite of itself. The electric crossover is already pushing 5,800lbs (over 2,600kg) and most of its athletics is trying to compensate for that. While it also gets its own competitive driving mode, the digital safeguards are quick to induce understeer when it decides you’ve swung things beyond its conservative comfort zone.

Fair enough, it’s not a track car, and while its extra oomph is genuinely impressive, the use-case here is more for a leg-up during average civilian use, if not squeaking out some extra fun on an unobserved back road.

And on the inside?

The centrepiece is the 17.7-inch touchscreen that’s the go-to command centre for all but a few functions that have dedicated hard points. While the Lyriq had Apple CarPlay and Android Auto grandfathered in, the Blazer EV has nixed them, leaving you with the Google-based native system. There’s a lot of customisation here, so it’s very versatile and most of the phone-mirroring functions aren’t missed once you get used to it.

In terms of design, it’s tight and sporty, with the SS adding a number of orange highlights in the stitching and seat accents, just to further hammer home you’re not in a Cadillac.

Tech-wise, Super Cruise is included for highway jaunts, as is Amazon Alexa functionality plus automatic breaking while backing up and a number of digital safety features. When it comes to charging, Chevrolet claims the Blazer EV can handle up to 190 kW of fast-charging, netting the car 78 miles of range in about 10 minutes on the wire.

What’s the final takeaway?

The Chevrolet Blazer EV SS is a great bang-for-your buck EV daily driver that packs an impressive amount of power and enough tweaks to the undercarriage for it to be put to use – though only just. When tapped, it does so in such a clean, drama-free way, we can’t even default to the old ‘Jekyll and Hyde’ cliché because there’s no Hyde; it’s just Dr. Jekyll with a gym membership.

With that said, it’s difficult to see the SS badge attracting anyone to the Blazer on its own and it feels like more of a carrot on a stick to get folks into Chevy showrooms. While the Super Sports of old had car folk frothing at the mouth, this latest member doesn’t elicit that same fizz. It may be quick – the quickest Chevy, even – but it’s too… polite. Needs more Hyde, we say.

Still, the base car is quite sensible, and the financial leap for those craving more might isn’t massive, especially considering how much you’re getting. It might lack the elegance of the Lyriq-V – and the CarPlay connectivity – but it’s otherwise a stout, handy EV. Now with extra muscle and without the premium up-charge.