2023 Cadillac Escalade V

2023 Cadillac Escalade V

Going Where Cadillac Has Never Gone Before

Episode 4209 , Episode 4225
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Sport utility vehicles continue to gain in their popularity primarily because of their practicality and sensibility. But every once in a while, an SUV comes along that’s not really all that sensible at all, but a whole lot of fun.  So, let’s see what happens when Cadillac puts the V in Escalade.

Seeing a V badge on a Cadillac has meant various levels of high performance over the years. But, no doubt Caddy went above and beyond with the CT5-V Blackwing; a Drivers’ Choice winner for us, and a car that will easily go down as one of the most incredible American sport sedans ever. How did Cadillac decide to follow that up?  With their first ever V-Series SUV, the 2023 Cadillac Escalade-V.  

Getting right to the heart of the matter, under this ferocious beast’s tall hood lies a supercharged 6.2-liter V8, similar to the one found in the CT5-V Blackwing; only it gets an even bigger supercharger, and outputs an incredible 682-horsepower and 653 lb-ft. of torque. That’s 14 more horsepower than in the CT5, and a whopping 262 more than you could previously get in an Escalade.

You’ll get clued in that this is something special right at startup. It comes to life with an obnoxious roar, before settling down to a gentle rumble. The Escalade’s 10-speed traditional automatic is recalibrated to properly manage the additional power, and Cadillac’s full-time active all-wheel-drive system is in place to transfer all to the pavement.

On the well-prepped pavement of our Mason Dixon test track, this Escalade was everything we’d hoped it would be. Initiate launch control, and the V explodes off the line with a tsunami of torque, hitting 60 in 4.4-seconds. Gear changes in the automatic trans hit harder than a few dual-clutch units we’ve tested.  It will rev to 6,200 RPM, but since torque plateaus at 4,400 there’s no real reason to run it up that high; and the Escalade-V seems to know this, short-shifting at around 5,500 throughout the 12.7-second ¼-mile at 111 miles-per-hour.  The sound?  Pure automotive bliss!

Cadillac will build you an Escalade-V in either the standard or extended wheelbase ESV; our standard-length tester weighs in at 6,200-lbs. And, while not quite a one-trick-pony, acceleration is clearly the star of this rig’s show. Both magnetic ride control and Air Ride Adaptive Suspension are standard with upgraded programming. But, the actual suspension hardware is upgraded too. Plus, customizable performance settings are available at the touch of the console-mounted V-button.

Excellent steering feel, and GM seems to have dialed back the eagerness of this platform’s stability control system; all without having to pay a harsh ride penalty. There are new 6-piston Brembo calipers on the front wheels, and it only took 107-feet to stop us from 60. 

We think Cadillac did a great job making this V looking unique with upgraded front and rear fascias, 22-inch rims, quad exhaust tips, and of course multiple V-logos outside and in; without being too over the top.  It’s not quite a sleeper, but pretty close. Sitting at the top of the Escalade’s heap means Platinum trim is the starting point, with Zebra wood trim, 36-speaker AKG Studio Reference audio, and leather seating for all 3-rows. As in all Escalades, a 38-inch curved display sits atop the dash, segmented into sections for the gauges, infotainment, and a small control panel. 

There are acres of space for each of the 3-rows of passengers. However, this is still a body-on-frame truck. So, there’s not quite the user-friendliness buyers have gotten used to in crossovers. But of course, no unibody can haul as much cargo, with 25.5 cubic-ft. of space behind the 3rd row, 72.9 behind the 2nd, and a max of 121; while matching the Escalade-V’s 7,000-lbs. tow rating.

Everything inside looks great, and all of the tech is certainly up to date; but the Escalade still doesn’t have that upper-class feel that you get in many European performance utilities.  Still, as for the actual driving, daily comfort, and the great V8 sounds this thing puts out, nothing from across the pond comes close. 

Government Fuel Economy Ratings for our standard-length V are 11-City, 16-Highway, and 13-Combined. As awesome as the Escalade-V is, it’s hard not to be a little disconnected when you see the price, $150,990 to start; $153,990 for the Suburban-sized ESV.  

Would we spend that much for a GM truck-based utility vehicle, even one as amazingly monstrous as this 2023 Cadillac Escalade-V? Good question. Probably not. But, it might just be the future collectible of the year! So, we wouldn’t blame anyone for grabbing one, and might even ask to borrow the keys every once in a while.

Specifications

  • Engine: 6.2L Supercharged V8
  • Horsepower: 682
  • Torque: 653 lb-ft
  • 0-60 mph: 4.4 seconds
  • 1/4 Mile: 12.7 seconds at 111 mph
  • 60-0 Braking: 107 feet (avg)
  • EPA: 11 City / 16 Highway / 13 Combined
2024 Hyundai Kona EV 1

2024 Hyundai Kona Electric

Plugging In And Riding The Wave

Episode 4410
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

With Hyundai expanding their fantastic lineup of IONIQ EVs, it’s easy to forget about the Kona, which has been available in all-electric form since 2019. In fact, this second-gen Kona was designed as an EV from the get-go and adapted to employ ICE powertrains for those who are either not ready or not willing to go down the full EV path. It’s a great strategy, one we’re about to dive further into.

As we nudge closer to the theoretical end of the internal-combustion engine for our personal transportation, it’s vehicles like this 2024 Hyundai Kona, available with both ICE and electric powertrains, as in this Kona Electric, that are best equipped for this transition, allowing consumer demand to be the sales driver.

All Kona Electrics are front-wheel drive, available in SE, SEL, and Limited trims. The base SE gets a 133-horsepower motor and a range of 200 miles from its 48.6-kWh battery. SEL and Limited get a larger 64.8-kWh battery, and a bigger 150-kW motor producing 201 horsepower and 188 lb-ft of torque. This Limited is rated for 261 miles, but based on our highway-heavy driving loop, we’d put the actual range closer to an impressive 290 miles. With DC Fast charging, the Kona Electric can get to 80 percent in 43 minutes, and with the charge port mounted right up front, we like the convenience of being able to just pull right up to the charger without worrying about which side the port is on.

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Now, this is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors. And it was plenty quick at our test track, where despite a hesitation to deliver full power immediately off the line, 60 mph arrived in just 7.1 seconds; plenty quick for a commuter car and half a second quicker than its turbocharged ICE counterpart. Power did seem to taper off towards the end of the track, but we still managed to clear the quarter in a decent 15.6 seconds at 92 mph. Stops from 60 were well-controlled and consistent, averaging 110 feet with good initial bite, and an acceptable amount of nosedive.

This is not the kind of EV that feels crazy fast wherever you go, but like most EVs it clearly has an edge over gas-fueled competitors.

Carrying its powertrain weight down low instead of over the front axle, the Kona EV felt even more stable in our handling course. The front end will start to slide as you reach its limits, but we’ll chalk that up to the hard, eco-minded tires as much as the chassis. The steering feel tightens up quite nicely in Sport Mode.

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This second-generation Kona is much roomier inside than the first gen, and while there are some EV-oriented aspects to the new design, the overall layout appears fairly traditional, and it shares everything with the ICE version. Front seats are firm but supportive, and covered in H-Tex simulated leather, helping top Limited feel a tad more lavish than it should at its price point. The large horizontal 12.3-inch touchscreen display with navigation sits more in front of the dash than on top of it, and merges directly with the 12.3-inch digital driver’s display; both are standard.

Using 29-kWh of electricity per 100 miles, the Kona Electric is quite efficient. Pricing starts at $34,070; that’s about eight-grand over a base ICE Kona, but certainly at the low end when it comes to battery electric vehicles. Top Limited comes in at $42,440. A sportier N Line version is set to arrive next year.

The Kona design is a great package, made even better with the option to go Electric. And even with all the push to go full EV, there are still relatively few inexpensive options for buyers to choose from. This 2024 Hyundai Kona Electric is one of the best yet, making it one of the easiest ways to join the EV lifestyle.