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
2025 Land Rover Range Rover Evoque

2025 Land Rover Range Rover Evoque

Baby Rover Continues To Evolve

Episode 4430
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

When most people hear “Range Rover” they tend to think of high class, high performance and high dollars. But, Range Rover does the entry-level thing quite well too with this Evoque. It has plenty of posh attitude, along with some recent updates. So, let’s see how the Evoque continues to evolved.

Our involvement with the Land Rover Range Rover Evoque’s evolution began when this small utility first arrived for 2012. It looked more Spice Girl than Tough Mudder, but it packed a surprising amount of capability into its subcompact dimensions. This second gen arrived for 2020, and has gained recent updates at the most likely midway point in its lifecycle.

Intrigued but not necessarily enthused could probably best describe our history with the Evoque, but Land Rover always has a way of drawing us in with very tasteful designs. They pretty much got this one right back in 2020, so styling revisions are largely limited to new Pixel LED headlights and a reshaped front fascia. There’s also new super-red signature lighting in back, all of it done to bring the Evoque more in line with the rest of the Range Rover family.

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And like all of its siblings, all-wheel drive is standard and it does have Terrain Response 2 with specific off-road modes, but no one’s expecting to see a lot of Evoques out on the trail, unless there’s a new Lululemon Outlet at the other end of it having a killer sale.

Land Rover has once again taken the P300 296-horsepower version of the Evoque’s 2.0-liter turbo-four out of the lineup, leaving just the standard 249-horsepower version under the clamshell hood. No complaints from us, its 269 lb-ft of torque is more than adequate to move this 3,900 lb. ute around.

And at Mason Dixon Dragway, it moved us to 60 mph in 7.7 seconds. There was plenty of traction off the line, and while not overwhelming, power feels plentiful, staying very consistent down the track. Gearchanges in the Evoque’s nine-speed automatic transmission were quick and smooth, barely a blip in the process as we finished the quarter-mile in 16 seconds flat at 85 mph. Plenty quick for a compact utility with luxury intentions.

[It maneuvered] with a substantial presence that not too many small utilities have.

It felt quite good through our handling course too, with a substantial presence that not too many small utilities have. The Evoque uses selective braking to torque vector power between all four wheels, and it enabled us to cruise through the cones quickly without any excessive understeer or oversteer. There was some nosedive during our panic braking test, but the brakes were very responsive and strong enough to bring us to a halt in a short 115 feet from 60.

But, it’s the inside experience that really matters with any luxury vehicle, particularly in a Range Rover. And here things look more high-end Swedish than Tudor or Victorian, with a minimalist cabin design that’s way more visually appealing than practical. There’s real leather covering just about everything, and what appears to be just a tablet stuck in front of the dash is a new 11.4-inch touchscreen. Not only are the inner workings much faster than the previous infotainment setup, but the entire interface of this Pivi Pro system is vastly better than the split screen approach of before.

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The center console that leads up to it appears much less cluttered and frees up some additional space for storage. The shifter is still here, but it has gotten much smaller. Front seat space and comfort remain high, though rear seat room is still very tight for adults. Cargo space is not bad for a small utility, with room for 21.6 cu-ft. of gear in the hold, which expands with 40/20/40 split-folding seatback flexibility to 50.5 cu-ft.

Government Fuel Economy Ratings are 20 City, 27 Highway, and 22 Combined. That’s an average Energy Impact Score, using 13.5 barrels of oil annually, with CO2 emissions of 6.6 tons.

Land Rover has been paring things down in the Evoque lineup for years, no longer offering a two-door version or the convertible, and now have simplified things even further to just the P250 available in only two trims: S, which stickers for $51,175, and Dynamic SE, which starts at $56,375; but you can add just about every package available and still come in right around $60,000.

Luxury-minded utility vehicles are coming at us from all angles these days, but the 2025 Land Rover Range Rover Evoque is a bit unique in that it remains as sort of a cheat code for sneaking you into the Range Rover VIP experience. You’ll feel like you’re getting away with something every time you drive it.

Specifications

As Tested

  • Engine: 2.0-liter turbo-four
  • Transmission: 9-speed automatic
  • Horsepower: 249
  • Torque: 269 lb-ft
  • 0-60 mph: 7.7 seconds
  • 1/4 Mile: 16 seconds at 85 mph
  • Braking, 60-0 (avg): 115 feet
  • EPA: 20 City | 27 Highway | 22 Combined