PHOENIX – Year 2023 Cadillac Escalade-V is not always included in the card. According to designer Robert Hunwick Jr., his team has rendered a more performance-oriented version of the next generation. Escalade in that time truckof development. Focus groups loved it, commenting that it should have been part of the lineup from the start. Obviously not – the current Escalade debuted in 21 without the V. But two years later, that performance-driven Escalade is here, complete with a super 6.2-liter V8 loaded 682 hp. Just in time for gas price reach $5 per gallon.
Cadillac conveniently offers the Escalade-V for pre-official press drives EPA Gas mileage estimates are available, but considering the regular Escalade 4×4 and its naturally aspirated 6.2-liter V8 deliver a combined 16 miles per gallon, one might assume an increase adding 262 horses will make it a little more thirsty. Maybe 13 mpg combined? Trip calculator shows 14.5 after 150 miles Highway control. Yes, it is terrible. As well as Cadillac times. Or luck. Either way, the buyer of the Escalade-V will have to agree to pay the bulk of the excess cash to Shell.
Now, we frequently hear the argument that people happily shelling out huge sums of money on huge SUVs couldn’t care less if their gas tanks cost more. the more efficient giant SUV of others. Energy saving? Who cares! Environment? Ha, a good one. Very good. Let’s just accept that people with enough money to buy the Escalade-V starting at $149,990 don’t care about such things.
Instead, they’ll probably be interested in the 682 horsepower and 653 pound-feet of torque spewing out of a hand-built V8 to the tune of four exhaust pipes fat enough to make the sound. by Escalade. When it comes to V, the tunes on the outside are just as important as the ones on the inside – although we’ll touch on the groundbreaking AKG sound system in a bit. There are actually three levels of exhaust sound, including the imprecise Stealth mode, which you’ll need to have the foresight to pull off before an early morning boot. On the other hand, the igniting bark is very loud, the border is startling and some people will say that it makes no sense, that you are bound to create enmity with neighbors as well as family members.
“You woke the baby up with your damn Escalade again,” seems like a measure of disapproval to the Escalade’s surprisingly young, average, 40-year-old buyers.
The Escalade-V’s engine shares architectural similarities with the CT5-DRAW Black V8 engine. The biggest change is the larger supercharger, which consumes 2.65 liters of air every rotation into that little block. Escalade’s higher inlet and higher discharge pressures require larger blowers. There are also larger charged intercoolers, an additional electronic fan for a total of three engines, and an electronic throttle body swappable. The end result is an engine that can launch the 6,217-pound full-size SUV from 0 to 60 mph in 4.4 seconds. You can add a tick or two to the 6,407-pound, suburban-sized Escalade-V ESV we drove, but man. Here’s some seriously fast family transportation.
And really, that’s exactly what the Escalade-V is all about. There’s no ludicrous talk of canyon carving, nor are we taken to the dusty section of a track somewhere to fully test the fat six-piston Brembo. brake and adaptive air suspension, magnetically controlled with V-exclusive components. It’s a much faster and louder Escalade, and certainly more responsive to drive, but it’s still real. is an Escalade. It has three rows of seats that even tall adults can accommodate (unlike even faster cars). Mercedes-AMG GLS 63) and a top stock. The latter bulges even further with the ESV.
Escalade Sport left, Escalade-V right
The design team also restrains themselves in a benevolent way, not to be stupid carbon fiber ornaments and luxuries with a dubious taste that past Cadillac V models were decorated.
“Our goal is to create a good night’s sleep,” says Hunwick. “We want it to be subdued, dialed back. Subtle. Look at the SVR of (Jaguar-Land Rover) or AMG. They are not crazy. ”
If anything, the Escalade-V is even more sleepy (in a good way) than the AMG GLS. Those quad tubes are the biggest gift, along with the V badging, and despite the extra “grill” along with vertical DRLs and a small, additional air intake at the bottom of the fender. It would take a knowledgeable person to differentiate between the V and Escalade with the existing Sport line-up appearance package.
Even the interior gets this treatment. Escalade’s global product manager, David Schiavone, said they didn’t want the “racer boy’s interior” with red accents, carbon fiber and other colors you might find on Cadillacs. Other V. Customers can choose between glossy black or dark Auburn interior color with the same Zebra wood found in the Escalade Sport. Honestly, this approach resembles BMW USAGlorious days than anything available for today’s BMW M. So does AMG, for that matter.
Our Escalade-V drive mainly consisted of winding highways northeast of Phoenix, with plenty of elevation to get on and off. The seemingly inevitable frame bounce still occurs on various types of pavement imperfections, meaning you’ll have to pay for its truck provenance versus the GLS or the powerhouse. BMW X7. Handling is guaranteed to be worse than those, but caring about that seems to be even less than fretting over gas bills. The key takeaway is that the V really tightens everything up regarding the base Escalade or the GM full-sizes.
There’s a special V mode, which is an effectively customizable drive setting, easily accessed by a button on the north side of the electronic shifter. Realizing that the Sport steering wheel was unnecessarily heavy, the perfectly appropriate Tour setting remained. The difference between the Tour and Sport suspension is subtle, but on shabby pavement, the body-on-frame sway is definitely more noticeable when the suspension is lowered and the dampers are strong – we convert between the two types depending on the path. Brake pedal effort can also be varied (it’s similarly subtly) along with engine response, AWD force distribution, and a three-mass exhaust. There are also preset drive modes, including those for sled and bad weather, selectable with a button on the left side of the wheel, adjacent to the headlight controls and the suspension raise/lower buttons.
Oh, and there’s boot control. Select mode V, hold down the brake, step on the gas, wait for the traction control light to flash and release the brake. Bam. The exhaust glows, your head turns, and suddenly there’s more sky on the windshield as the rather hilarious Escalade-V squats down the rear as it zooms toward the horizon. It’s more like a racing boat than a racing car. When braking several times.
Now, if you don’t want to drive the Escalade-V at all, Super Cruise is available. We didn’t get a chance to try it out while riding a trailer, as it is capable of doing, but it does have plenty of opportunities to pass slower vehicles at its disposal. It’s really well done, and checking the Super Cruise option box is without a doubt. Just sit back, put your hands on your lap and enjoy the forward-looking view while the standard AKG Studio Reference sound system’s 36 speakers do the trick. Anything with bass seems to be its forte, and we can agree that in Escalade it can Candlestick is its forte. However, we listened to a variety of music, and AKG impressed all of them.
So from a sound perspective, not many SUVs can beat the 2022 Cadillac Escalade-V – if at all. It also packs a lot of standout technology, along with matching luxury features and materials. Family-friendly space? Its area. And yes, it blew the door off Navigator while fighting well against those complacent Germans. It’s hard not to like until you remember that price tag – both to buy and to fill. Then again, remembering is not the same as caring.
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