Today’s EV landscape looks a lot different than when the Mustang Mach-E first came out. It was really the first legitimate Tesla fighter from a “legacy” automaker, but in the years that have passed, the rest of the industry caught up with competitive offerings of their own. The 2025 Ford Mustang Mach-E GT has aged well, but the 2025 Chevrolet Blazer EV SS shows us Ford ought to do better than stickers and special paint colours.
In the bowtie corner: the 2025 Chevrolet Blazer EV SS
We really liked GM’s first batch of Ultium cars—but remember, don’t call them Ultium anymore. The Blazer wowed us first, the Cadillac Lyriq affirmed they’re actually onto something here, and almost everything that’s followed since left us impressed. For better or worse, this 2025 Blazer EV SS is more of the same: it has lots of range, lots of power, lots of space, and one heck of a presence on the road. Unfortunately, its interior still looks the way it does, but we’ll get to that later.
In the blue oval corner: the 2025 Ford Mustang Mach-E GT
The Mustang Mach-E debuted in 2019, but didn’t hit the road until the 2021 model year. Despite all this time, my wife and I still argue about whether it’s a “real” Mustang, but that just goes to show you how brilliant Ford’s decision was. Five, almost six years on, the Mustang Mach-E remains a popular sight on the road, and evidently still in conversations.
But that’s not to say the other big players haven’t caught up. The Hyundai Ioniq 5 arrived a year later to much mainstream success, followed by the reasonably popular Volkswagen ID.4 shortly after, and now GM’s serious electric efforts. But despite all that, Ford mostly stayed the course and only really gave the Mustang Mach-E various special editions over the years to keep it fresh. It’s still by-and-large the same EV it was back in 2021, which works against it in a few ways.
Powertrain, performance, and range
Ford offers lesser Mustang Mach-E trims one of two battery packs, but the GT comes only with the largest 91 kWh unit. Working with the two electric motors, one on each axle, it’s good for 480 horsepower, 634 pound-feet of torque, and a zero-to-100 km/h run in 3.7 seconds. It snaps off the line with the instant immediacy you’d expect; opt for the GT Performance Package, or step up to the Mach-E Rally trim, and you get a bump to 700 pound-feet of torque, and cut the zero-to-100 run down to 3.5 seconds. Either way, the Mach-E is a swift horsey.
The Blazer EV SS, on the other hand, boasts far more impressive numbers on paper. It uses two electric motors, but a much larger 102 kWh battery pack gives it a lot more power. The Blazer EV SS is rated at baseline of 515 horsepower and 450 pound-feet of torque; activate the cheesily named Wide-Open-Watts mode, and that turns the heat up to 615 hp and 650 lb-ft of torque, and cuts the zero-to-100 km/h sprint down to 3.4 seconds. The Blazer EV SS does carry a significant weight penalty — 5,730 pounds, versus 5,011 for the Mach-E GT — but its snappy reflexes belie its size and weight. You feel the weight in a corner, but in a straight line, the Blazer EV SS is a rocket.
Along with much more power, the Blazer’s upsized battery yields much more range. A good chunk of performance-minded EVs sacrifice range for performance, but surprisingly enough, this speediest Blazer’s powertrain still goes the distance. Chevy claims up to 488 kilometres on a full charge — that’s 14 km less than the base Blazer, but 33 more than the RS we last tested. The Mach-E GT isn’t far off, at 418 kilometres officially. It’s worth noting we had a tough time cracking 350 km in cooler weather with the Mustang, though we haven’t sampled the Blazer in chillier weather just yet.
It’s also worth noting another benefit to the Blazer EV’s general newness is charging. Both are built on a 400-volt battery architecture, and both are capable of DC fast-charging. The Blazer EV SS, however, can fast-charge up to 190 kW, while the Mach-E still tops out at 150. Of course, take this all with a grain of salt: it’s all sunshine-and-roses until the Level 3 fast-charger you’re plugged into throttles itself below 100 kW, which happens more often than not in the real world.
Driving impressions
The Blazer EV SS definitely drives like the bigger, heavier, and faster electric sport-ute it’s supposed to be. It’s fitted with a handful of performance-minded chassis and handling upgrades, like bigger wheels, bigger brakes, stiffer springs and anti-roll bars, monotube dampers, and a quicker steering ratio, along with a handful of tweaks to the motors in the name of better heat management. The Blazer EV SS also gets four extra drive modes, including Z mode plucked from the Corvette, and the cheesily named “Wide Open Watts” mode that unlocks the full 650 ponies.
We didn’t feel too inclined to mess with the settings; the Blazer EV SS feels well-set-up right out of the box. The upgraded suspenders keep the big brute reasonably flat and planted, the otherwise numb steering is surprisingly quick and responsive, and even without flipping into WOW mode, the Blazer EV SS goes like stink. It does everything you’d expect of a swift-and-silent family hauler, and it’s even tail-happy under the right circumstances. When you aren’t getting on it, the Blazer EV SS is easy to live with; it’s a little firmer over imperfections than the Mach-E, but there’s little in the way of wind and road noise, power delivery feels progressive rather than the on/off switch endemic to other “sporty” EVs, and one-pedal driving feels remarkably natural.
The Mustang Mach-E hits all the same “sporty EV” benchmarks. It launches hard, does the insta-torque thing, but because it’s smaller and lighter than the Blazer EV SS — something we never thought we’d say about an EV — the Mach-E feels more tossable and playful. That said, our past gripes remain: the Mach-E GT shoots off the line hard, but when you floor it from highway speeds, no one’s really home, even in ‘Unbridled’ mode. That’s okay; the giggling and swearing when you blast off from a green light in ‘Unbridled Extended’ mode [It’s because horses, get it?! —Ed.] makes up for it.
What are they like inside?
Both the Blazer EV SS and the Mustang Mach-E GT are of-their-time, for better or worse. The Mach-E arrived just as the single, Tesla-style screen trend took hold, and it’s kept the look ever since. This dates the Mach-E a little, because the in-thing these days is a widescreen spanning at least a third of the dashboard. The Blazer EV SS feels more modern as a result, but it’s also a little much — the bright red seats practically punch your eyes the first time, and the oversized, Camaro-inspired air vents are comical. That said, everything feels mostly tight and solid save for the turn signal and wiper stalks, visibility all around is great, and it’s roomier in every dimension than the Mach-E. Speaking of which, the Mach-E is definitely cozier inside, but arguably more solid-feeling and tasteful than the Blazer. An infotainment update would be nice, though — maybe the setup from the real Mustang?
So, which one should I buy?
The 2025 Chevrolet Blazer EV SS is a good deal in the realm of fast appliances. Our tester worked out to $73,699 as-tested before taxes and destination — or about nine grand on top of the RS we drove last year. Considering the extra performance, faster charging, neat tech like Super Cruise, and the more modern-feeling and roomier-overall interior, the Blazer EV SS makes a compelling argument over the 2025 Ford Mustang Mach-E GT. But the kicker is, Ford is putting a lot of cash on the hood of Mach-Es; our tester here worked out to $78,860 as-tested, but rebuilding it now on Ford’s site shows they’re almost $10,000 less — $68,555 as-tested, to be exact. This is a close one — both the Blazer EV SS and Mach-E GT are roomy enough for most families, they’re both fast and handle well for what they are, they can almost drive themselves, and they’re both rated for 400+ kilometres of range. It really comes down to personal preference, whether you think “Blazer” or “Mustang” appearing on an EV is more sacrilegious than the other, and whether $10,000 on the hood is enough of a bribe.
