Cadillac Lyriq review

• What is it?
• What’s going on underneath?
• Sounds it. So is this identical to the Hummer EV?
• Go on…
• What's the verdict?
• What is it like to drive?
• I see. They’ve got to carry a lot of weight right?
• And what if I put my foot down?
• What about stopping power?
• What is it like on the inside?
• What should I be paying?

Overview

What is it?

In a few years’ time, we will look back on the launch of the Cadillac Lyriq as a key turning point in the brand’s history. After a couple of decades of selling Greta-baiting super saloons and monolithic SUVs, each with appropriately over-aggressive styling, it now joins the battery-electric fray with the all-new Lyriq.

Longer and lower than a Porsche Cayenne, with the wheelbase just shy of an S-Class, the Lyriq claims to be an SUV but it looks and feels far more separate and special than that inside and out. The cabin is very wide and spacious, all the switchgear is bespoke to Cadillac, not shared with any of the other GM brands. And it drives superbly in an industry leading hush.

What’s going on underneath?

The electric powertrain is based on the same Ultium system which powers the Hummer – and will underpin the rest of GM’s brands’ electric cars going forward. This setup uses a Lego-like system of 8.5kWh modules in a structural frame which allows as few as eight (and as many as 24) to be employed depending on the application. Each module contains a connection for liquid cooling and is secure-wifi-enabled to communicate with each other unit to reduce wiring spaghetti. Genius.

Sounds it. So is this identical to the Hummer EV?

It isn’t. Whereas the Hummer EV used the maximum 24 modules, the smaller, lighter Lyriq uses just half that amount, so its total battery capacity is 102kWh. First models off the Lyriq production line will be rear-engined only – like the vehicle we drove here. These have a claimed range of 312 miles. Early in 2023, there will be a twin-engined model joining the line up. These will have a max output of around 500bhp but with a range some 10 per cent shorter than the single-motor car.

None of the powertrain stats are standout in today’s market, but how the Lyriq uses its performance is. There is a definite softened edge to the way it delivers its acceleration which makes it feel more calm, less ruffled and effortless than some of the neck-snapping competition. It aims for outright luxury, not outright performance. But there is one stat that might give the competition pause: the Lyriq’s price.

Go on…

Weighing in at just shy of $63k it is actually cheaper than most examples of the Tesla Model Y. As much as we like Tesla’s smallest SUV, it is in a different league of size and quality to the Lyriq. Tesla still boasts the industry-leading Superchargers which, if you are planning on using your electric car for long journeys, are nigh-on essential. But Cadillac has some thoughts about that, too. So it’s game on.

There’s no hiding the fact that we were surprised just how good the Lyriq is to behold and drive. The bold, new styling works in the metal and on the road. It manages to be both functional and special. This is Cadillac at its unique best again.

By focusing on luxury rather than outright on-road performance it has created a useful, comfortable and, yes, even elegant solution to the electric SUV question. One which, powered by GM’s excellent Ultium platform and extensive network, will be a pleasure to own and drive.

Especially when it can be bought for less than a Tesla Model Y, which appears to have started to price itself out of the market, Superchargers or not. With initial Lyriq demand massively outstripping supply, even before buyers have had a chance to drive it, it appears Cadillac is onto a winning formula.

If this is the face of the new electric-generation Cadillac, we like it. And apparently plenty of you already do, too.

Driving

What is it like to drive?

You might think a car as important as the Lyriq produced by a brand with such a long and storied history of producing industry leading active damping systems – GM even sells it to Ferrari it’s so good at it – would have it as standard. Not so. The suspension is via five-link multi-link all round with regular coil springs and passive plus dampers. And it’s more than fine.

I see. They’ve got to carry a lot of weight right?

Indeed. The Lyriq weighs nearly three tonnes, but Cadillac’s engineers have managed to hide a lot of the weight. The Lyriq remains commendably flat with all contact patches stable when cornering, stopping and accelerating. There’s next to no natural steering feel but it responds faithfully and reliably, whatever else might be going on between the steering wheel and the front axle.

And what if I put my foot down?

Performance is brisk but not breathless. There is a definite slight clipping to max power delivery, almost like slight turbo lag, to reduce sudden changes in velocity and keep the passengers happy. But it’s very small and in no way needs to be driven around. The general sense is one of serene progress in submarine-style silence. In models fitted with the AKG 19-speaker system, there is also active noise cancellation to filter out the last smidgens of noise that might find its way into the cabin.

What about stopping power?

Braking, like the steering, lacks any real road feel but never feels anything other than linear even when switching from regen to service brakes. There is a one-pedal option which has light and heavy modes, the latter delivering up to 0.3g when you lift off, which should deal with everything other than emergency braking if you are looking far enough ahead.

There is also a hand-braking paddle on the steering wheel which allows the driver to increase the regen resistance. It’s a nice idea and it works, but needs some fine tuning as it goes from light to heavy in a very short amount of travel. This small irk aside, the Lyriq is a very pleasant and relaxing place to watch the miles unfurl.

Interior

What is it like on the inside?

Cadillac has raised its game with the Lyriq’s interior. The massive central command screen is familiar from the new Escalade but all the switches and detailing feel new and special here. A majority of the functions are controlled via the screen, but there is just enough switchgear to allow normal function without having to dig into irritating sub menus.

The heated, cooled and massaging front seats might lack a little in seat length adjustment but were comfortable and supportive over a 200-mile drive. The rear seats are wide and airy, with an abundance of leg and shoulder room. There is also good storage front and back from a blue leather-lined drawer under the centre stack. Boot storage is not huge at 28 cubic feet with the seats up. But they fold to more than double the load capacity.

There is no frunk on the Lyriq, that space being reserved for the 19.2kW onboard charger and the front motor on the AWD variants. It does reduce loading options, but the Lyriq is designed to be a luxury SUV, not a workhorse.

Buying

What should I be paying?

With charging being one of the key factors in electric car ownership, Cadillac has done its best to make that as easy and as quick as possible. First up, the standard cable comes with two interchangeable plugs.

The first is for the standard US 120V/15Ah domestic socket. Using just this would take nearly three days of solid charging to fully replenish the battery. The second connects to a 240V/50A socket, which reduces the full charging time to 12 hours. The optional wall charger and 240V/100A service halves that time again. And if you have access to a DC fast charger, the Lyriq can add 76 miles of range in just 10 minutes.

Cadillac also offers all Lyriq customers $1,500 towards fitting a charger at home, or two years of unlimited charging at EVgo stations.

Other running costs are likely to be minimal, especially depreciation. The model is sold out until 2024 so residuals are likely to be sky high for the foreseeable future.

Keyword: Cadillac Lyriq review