2025 Chevrolet Blazer SS vs. Kia EV6 GT Comparison Test
With more than 600 horsepower each and wild colors (such as Habanero Orange for the Blazer), they've got that vibe.
We compare these two electric muscle SUVs side by side and figure out the pros and cons of each.
As recent first-time homeowners, my wife and I have spent months arguing over everything from paint colors to faucet finishes. We usually want a similar outcome, but it's the "how" that has led us to butt heads. That tension reminds me of two electric SUVs we've recently tested: the Kia EV6 GT and the Chevy Blazer EV SS. Both pack big horsepower—615 ponies for the Chevy and 641 for the Kia—and both represent their lineup's highest trim level. But each takes a slightly different road in creating a modern, battery-powered version of the muscle-car idea. We pitted them head-to-head to figure out which one truly gets it right.
One thing my wife and I agree on: Neither the EV6 GT's Yacht Blue Matte paint nor the Blazer EV SS's Habanero Orange hue would work in our upstairs bathroom. There's something unmistakably 1970s about both shades, which, in the case of our house, is exactly the vibe we're trying to toss out (along with the old shag carpet). But for these quick-accelerating all-wheel-drive EVs, both colors work.
The as-tested $65,970 Kia, which recently underwent a minor renovation of its own, borrows performance upgrades from the Hyundai Ioniq 5 N and cements its position as the most fun Kia we've ever driven. The $64,280 Blazer EV SS, meanwhile, carries heavier expectations. Is the "Super Sport" SS badge, with decades of Camaro and Chevelle legacy to live up to, stolen valor? It's really not that deep. The reality is, the Blazer EV SS is easily the quickest-ever SS model to 60 mph.
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Marc Urbano
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Car and Driver
Blazer EV SS
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Michael Simari
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Car and Driver
Kia EV6 GT
Interior and Exterior
Both vehicles feature plenty of piano-black plastic, which at this point is essentially the OSB of the car-interior world. But these EVs attempt to spice things up with colorful stitching, and both have synthetic-leather seats with fabric inserts. The Blazer's front seats have all the bolstering of an Adirondack chair. Meanwhile, the EV6 GT's buckets could have been plucked from a Porsche Cayman. The Kia's steering wheel is nearly as thick as a modern BMW M car's, and its neon-green hash mark at the 12-o'clock position fuels its sports-car persona. The Chevy's wheel skips this detail in favor of an inlaid status bar for its standard Super Cruise hands-free tech.
On paper, the two have identical rear passenger volume at 48 cubic feet, and you'd have to be wearing a stovepipe hat to use up the generous rear headroom of either SUV. However, the Blazer's rear seats don't recline, and they have a strange lump between the bottom and back cushion that aggravates the tailbone. You can recline in the EV6.
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Marc Urbano
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Car and Driver
Blazer EV SS
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Michael Simari
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Car and Driver
Kia EV6 GT
We don't love how screen-dependent car interiors have become, but the trend is inescapable at this point. In the Blazer, even the headlights are toggled via the 17.7-inch Google-based touchscreen. Yet despite all of that screen, there's no Apple CarPlay or Android Auto, as it uses Google Built-In instead. Worse, the design of the icons is ambiguous. The "settings" icon, for example, resembles an overinflated tire, while the icon for the camera looks more like a Kodak Brownie than anything I've taken pictures with in the past 30 years.
The EV6 GT has similar pitfalls. A funky touchscreen panel operates climate controls, or you can swap to media-player functions, but we wish we could have both without the back-and-forth. Unlike the Blazer, the Kia does have wireless Android Auto and Apple CarPlay compatibility, but in an EV, that means there's inevitably that awkward juggling between Waze and the vehicle's built-in navigation to find a compatible charger on road trips.
The Kia's move to an NACS plug improves compatibility with Tesla Superchargers, but most of those are 500-volt units, limiting the EV6's 800-volt system to lower peak charging speeds. At least Kia moved the charge port to the driver's-side rear (where it is on the Tesla Model S, 3, X, and Y), so you won't block the charger like a jerk. The charging port on the Blazer EV, which can also be used at a Tesla Supercharger, is just behind the driver's-side front wheel, and it can require you to nose in uncomfortably close to get the cord to reach.
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Marc Urbano
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Car and Driver
Blazer EV SS
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Michael Simari
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Car and Driver
Kia EV6 GT
Powertrain and Performance
The Blazer EV SS we tested weighed 5737 pounds—a whopping 831 more than the EV6 GT. But thanks to its 650 pound-feet of torque, it still lunges to 60 mph in 3.3 seconds. That's just ever so slightly behind the Kia, which hits the mark in 3.2 seconds. By the quarter-mile, however, the EV6 pulls further ahead: 11.2 seconds at 125 mph versus the Blazer's 11.8 at 117. Don't tell your Chevelle-loving uncle.
Chevrolet Blazer EV SS
Highs: Plenty quick enough to earn its storied badge, strong braking performance, solid EPA range.
Lows: Apple CarPlay and Android Auto are AWOL, shapeless seats, chassis can't match Kia's sharpness.
Verdict: The SS badge enters the electric age.
The performance advantage of the EV6 GT is less decisive during passing maneuvers. The Kia rockets from 30 to 50 mph in just 1.8 seconds and from 50 to 70 mph in 2.1 seconds. In some give-and-take, the Blazer EV SS's times came out at 1.7 and 2.2 seconds, respectively. Minor differences aside, the Kia's acceleration manifests more urgently on the road. The Blazer's power is equally impressive, but it feels less immediate despite the Chevy's torque advantage.
Both of these hot rods have robust brake equipment to slow their roll, and stopping is where the Blazer shines. The Blazer EV SS's binders are highlighted by standard six-piston Brembo calipers clamping 15.3-inch front rotors. That hardware, along with the optional Performance package's summer tires and higher-friction brake pads and rotors, hauled the SS to a stop from 70 mph in 157 feet and from 100 mph in 309 feet. The EV6 GT, with 15.0-inch front rotors and 14.2-inch rears, took a slightly longer 163 feet to stop from 70 mph and 331 feet from 100, despite its lower mass.
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Michael Simari
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Car and Driver
Driving Performance
The EV6 GT is simply a pleasure to drive. It's super agile, especially when you've got the pedal down—so much so that you start wondering, "Who should I call when they arrest me?" Its steering is precise, its body control firm, and the electronic limited-slip differential on the rear axle allows for sharper turn-in. We prefer driving it with the goofy Virtual Gear Shift turned off—it's charming in the Ioniq 5 N, but the Kia's low redline and the fact that it's simulating a six-speed automatic make it feel like a gimmick here.
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Marc Urbano
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Car and Driver
The Blazer's Wide Open Watts (WOW) mode unleashes full power, and it's not as jarring to the senses as the video-game theatrics of the EV6. You can drive the SS like a madman, but it has its limits, and Chevy admits the vehicle is not designed for track days. Understeer arrives early, and skidpad grip was limited to 0.89 g, slightly less than the EV6 GT's 0.90 g. Still, that's considerably more than the last Blazer EV RS we tested (which wore all-season rubber), and the SS receives stiffer springs, beefier anti-roll bars, and updated dampers, all of which help it corner much better than lesser electric Blazers.
Kia EV6 GT
Highs: Righteously quick, plenty of fun to drive, speedy charging.
Lows: Limited EPA range, uninspiring Virtual Gear Shift mode, some ergonomic oddities.
Verdict: Performance and personality.
One clear advantage of the Kia is charging speed. Its 84-kWh battery supports up to 240 kilowatts of peak DC fast-charging—faster than the Blazer's 190-kW rate for its 102-kWh pack. While we didn't test the Kia's fast-charge claim, the mechanically similar Ioniq 5 N charged from 10 to 90 percent in just 35 minutes, and we'd expect a similar performance from the Kia. The Blazer took 57 minutes to do the same.
We weren't able to run these two through our 75-mph highway range test, but EPA estimates put the Blazer well ahead of the EV6. According to the Feds, the Chevy can travel up to 303 miles per charge, while the Kia does 231.
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Marc Urbano
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Car and Driver
Blazer EV SS
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Michael Simari
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Car and Driver
Kia EV6 GT
And the Winner Is . . .
During our two weeks with both vehicles, it was clear that our staffers favored the Kia over the Chevy. But why?
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Michael Simari
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Car and Driver
When it comes to driving dynamics, charging speed, and ergonomics, the EV6 GT is enjoyably more fierce. While the Blazer EV SS packs gobs of torque and practical driving range for daily use, it doesn't engender the same emotional connection. And making us giggle is of the utmost importance from any performance model. The Blazer EV SS is a great Blazer EV, but the EV6 GT is the more engaging performance machine.
Want to see these vehicles' specs side-by-side?
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Specifications
Specifications
2025 Chevrolet Blazer EV SS
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $62,095/$64,280
Options: panoramic sunroof, $1495; Performance package (performance-oriented brake rotors and pads, summer tires), $395; dual-level charging cord, $295
POWERTRAIN
Front Motor: permanent-magnet synchronous AC
Rear Motor: permanent-magnet synchronous AC
Combined Power: 615 hp
Combined Torque: 650 lb-ft
Battery Pack: liquid-cooled lithium-ion, 102 kWh
Onboard Charger: 11.5 kW
Peak DC Fast-Charge Rate: 190 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 15.3-in vented disc/13.6-in vented disc
Tires: Continental Premium Contact 6
275/40R-22 107V TPC Spec 3204 ContiSeal
DIMENSIONS
Wheelbase: 121.8 in
Length: 192.6 in
Width: 78.0 in
Height: 64.8 in
Passenger Volume, F/R: 59/48 ft3
Cargo Volume, Behind F/R: 60/26 ft3
Curb Weight: 5737 lb
C/D TEST RESULTS
60 mph: 3.3 sec
100 mph: 8.3 sec
1/4-Mile: 11.8 sec @ 117 mph
130 mph: 15.6 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.5 sec
Top Gear, 30–50 mph: 1.7 sec
Top Gear, 50–70 mph: 2.2 sec
Top Speed (gov ltd): 131 mph
Braking, 70–0 mph: 157 ft
Braking, 100–0 mph: 309 ft
Roadholding, 300-ft Skidpad: 0.89 g
C/D FUEL ECONOMY AND CHARGING
Observed: 69 MPGe
75-mph Highway Range: 250 mi
Average DC Fast-Charge Rate, 10–90%: 101 kW
DC Fast-Charge Time, 10–90%: 57 min
EPA FUEL ECONOMY
Combined/City/Highway: 85/92/77 MPGe
Range: 303 mi
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Specifications
2025 Kia EV6 GT
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $65,275/$65,970
Options: Yacht Blue Matte paint, $695
POWERTRAIN
Front Motor: permanent-magnet synchronous AC
Rear Motor: permanent-magnet synchronous AC
Combined Power: 641 hp
Combined Torque: 568 lb-ft
Battery Pack: liquid-cooled lithium-ion, 84 kWh
Onboard Charger: 10.9 kW
Peak DC Fast-Charge Rate: 240 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 15.0-in vented disc/14.2-in vented disc
Tires: Goodyear Eagle F1 Asymmetric 5 SUV
255/40R-21 102Y Sound Comfort
DIMENSIONS
Wheelbase: 114.2 in
Length: 184.8 in
Width: 74.4 in
Height: 60.8 in
Passenger Volume, F/R: 52/48 ft3
Cargo Volume, Behind F/R: 48/24 ft3
Curb Weight: 4906 lb
C/D TEST RESULTS
60 mph: 3.2 sec
100 mph: 6.9 sec
1/4-Mile: 11.2 sec @ 125 mph
130 mph: 12.4 sec
150 mph: 19.3 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.4 sec
Top Gear, 30–50 mph: 1.8 sec
Top Gear, 50–70 mph: 2.1 sec
Top Speed (gov ltd): 166 mph
Braking, 70–0 mph: 163 ft
Braking, 100–0 mph: 331 ft
Roadholding, 300-ft Skidpad: 0.90 g
C/D FUEL ECONOMY AND CHARGING
Observed: 77 MPGe
EPA FUEL ECONOMY
Combined/City/Highway: 83/87/79 MPGe
Range: 231 mi
C/D TESTING EXPLAINED
Reviewed by
Austin Irwin
Technical Editor
Austin Irwin has worked for Car and Driver for over 10 years in various roles. He's steadily worked his way from an entry-level data entry position into driving vehicles for photography and video, and is now reviewing and testing cars. What will he do next? Who knows, but he better be fast.
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