The 2023 Cadillac Escalade-V is big in every way

The numbers tell the story of the 2023 Cadillac Escalade-Veer As the most expensive, largest, and most powerful Cadillac, it is not surprising that many of its numbers are extreme. Here are some of the most relevant: 2 682,, 6,217, .2 14.2, and 9 149,990

682 hp

The main difference between Escalade-V and other Escalades is hidden under the hood. Instead of a 420-hp 6.2-liter V-8, the V boasts a supercharged 6.2-liter V-8. This is a version of the engine that produces 668 hp on the CT5-V Blackwing, but it has been upgraded to handle the extra size and weight of the full-size body-on-frame SUV. The main difference is a 2.65-liter supercharger instead of the 1.7-liter version of Blackwing. The larger supercharger, which boosts 10 psi, is responsible for the 682 hp increase. Torque reaches a maximum of 653 lb-ft, and 80% of it is available at 2,000 rpm, teaming up with standard all-wheel drive to ensure solid launch. The V-8 will produce more power, but the exhaust routing on the Escalade is more limited than the CT5-V’s medium-sized sedan body.

The GM engine is called an LT4, but it has a 755-hp LT5 supercharger that was last used on the Chevrolet Corvette ZR1. Motor authorityThe best car to buy in 2019. Supercharger and power upgrades make this engine a twiner, so maybe it’s better to refer to it as LT4.5. Whatever the name, each Escalade-V engine is handmade and has a plaque with the manufacturer’s name.

Escalade-V’s V-8 sounds its brutal wind at every startup and the driver can set it to control or wake up the people around. An exhaust flap enables three sound settings: stealth, tour and sport. In exhaust default tour mode, however, drivers can use programmable mimode, activated with a button on the left side of the steering wheel, to dial it in stealth or to crank up the sport. When Escalade-V is turned off when using MyMode, the next time you start the car, your selected exhaust is set to default.

Teaching your V-8 to bark can be fun, but the real fun comes when the throttle is pinned. The engine note of the Escalade-V is increased by several decibels, the rear end is slightly squatted as the front end rises, and the standard 275 / 50R22 all-season tires are dug into the pavement to rocket this large, heavy SUV from 0-60 mph to just 4.4. Second it’s a thrilling, throw-up-back-to-your-seat sensation that seems almost impossible in such a big car. Turn it into a dragstrip, and the beast will cover a quarter of a mile at 12.74 seconds per 110 miles per hour. There’s not much left after that, though, with top speeds limited to 124 miles per hour.

On the way up the mph ladder, the V’s 10-speed automatic transmission stops shifting surprisingly fast in sport mode, and the blat in the gear is the best sound of this roaring, buzzing, snarling SUV. It is the same transmission used in other Escalades, but its interiors have been improved to handle so much power and torque. It works wonderfully on the Escalade-V.

6,217 lbs

Speaking of beef, the Escalade-V weighs a cruiserweight 6,217 pounds and the long-wheelbase ESV version adds a few slabs of meat to tip the scales at 6,407 pounds.

Cadillac has done some work on the suspension to help with all the high-set weight control. While most of this was to manage squats and dives that could result from moving so much weight back and forth, the changes have also improved handling. GM engineers tighten the rear air springs and restore standard magnetic ride control dampers for greater body control in all directions.

Although the suspension changes are mere sandbags inside the embankment which is the monstrous weight of the Escalade-V, they make it the best handling Escalade. Go on a corner heading brake and the V-8 wants to move forward three tons of fun. Brake hard enough to control weight and speed, take it to the corner and it wants to bend. However, it does not flop from side to side as expected, and it does not hesitate to disturb passengers with unnecessary head toss. From behind the wheel, it looks like you’re pushing a plow horse through an obstacle path instead of an Andalusian, but at least it’s not a bull. Whatever the suspension setting, the magnetic dampers combine with the significant sidewall on 50-series tires to create a comfortable ride.

It can also help operate the standard all-wheel-drive system. It comes with a standard electronic limited-slip differential that helps select the power for optimal traction. The system can also be set to a sport mode that sets the front / rear torque split 30/70 to provide a sportier feel of rear-drive operation.

For any type of driving, V’s steering class is the best. It combines an amazing amount of feeling with direct feedback and creates a reassuring weight in the center, especially at speed. The Cadillac Escalade has already changed the exceptional steering to create extra weight when the wheels rotate. They have also replaced the front brake calipers for the 6-piston Brambo unit. Cadillac offers tour and sport settings for a break feel. Both do the job, but I like the quick brake-pressure increase in Sport mode.

Drivers can tap the Escalade-V’s functionality by pressing the V mode button in front of the gearshift. V mode sets the six-vehicle system to their sportiest settings. These include engine and transmission, steering effort, AWD system, brake sensing, suspension and exhaust sound. V mode unlocks launch control to enable those 4.4-second 0-60 mph runs. Escalade-V gets louder and feels louder in V mode, so I recommend picking your favorite MyMode settings and using them anytime you don’t really want to free the beast.

149,990

Escalade-V joins the lineup as the brand’s most expensive model. It carries a-149,990 base price (including $ 1,795 for the destination) in the short-wheelbase body style, and the long-wheelbase ESV model scores up to $ 152,900. This is the ultimate price for an SUV.

In addition to V engineering and equipment (electronic limited-slip differential, Brembo front brakes, interior trim, V mode, etc.), it is equipped like the former top-of-the-line Sport Platinum model, starting at $ 106,465. Moved to V is $ 43,525 premium. Oddly enough, GM’s Super Cruise doesn’t include a hands-free driver-assistance system, which means buyers will have to spend another 500 2,500 to get it (even $ 150K, really?).

The interior platinum-level amenities include a 36-speaker AKG sound system, augmented reality for the navigation system, semi-aniline leather and heated, cool and front seat massage. The V Extra consists of Zebra Wood trim and V badge.

On the outside, a larger lower intake by the V’s front fascia, red brake caliper, unique 22-inch wheel, a rear fascia that makes room for quadrangle exhaust tips, and can be seen by the V badges on the front door and tailgate.

14.2 mpg

The EPA has not yet set a fuel economy rating for the Escalade-V, but they are sure buyers could cry. They will most likely be less than 14 mpg City, 19 Highway, 16 with all-wheel drive with Escalade’s naturally ambitious 6.2-lier V-8. During my drive on an ESV model, according to the trip odometer, I averaged 14.2 mpg compared to most highway driving. If the ratings come together hopefully 14 mpg together, it would cost about $ 160 to fill the ESV model 28.3-gallon fuel tank at $ 5.64 per gallon for a premium. Ouch.

The 2023 Cadillac Escalade-V does something that a three-ton SUV shouldn’t do. It has supercar power, is as fast as a Nissan Z in a straight line, and carries better weight than other full-size body-on-frame SUVs while offering sophisticated technology and imitation luxury. However, Cadillac forces you to pay a price for its power. Its price has reached the Supercar region and its thirst can embarrass a rail-riding Wino. This is an extreme story for buyers who want it all, to pay the ultimate price for its ultimate performance.

Cadillac paid for airfare and accommodation Motor authority To deliver this direct report to you for running Escalade-V on 107-degree Arizona heat.