2026 Cadillac Vistiq Driven: A Promising Costar Is Born

Cadillac’s marketers have informally christened the 2026 Vistiq electric three-row SUV the “baby Escalade,” consigning it from birth to live in the shadow of its more aspirational sibling. Talk about throwing shade on a new product. Then again, the $129,795 Escalade IQ is the size of a small pole barn, so it makes plenty of shade, even for something grander than the brand’s two-row Lyriq but not as grandiose as its headlining SUV. This fresh EV cast member will upstage Caddy’s soon-to-be-departed XT6 without hogging the spotlight. In such a role, the Vistiq gives a solid performance as a posh yet reserved people mover. The Vistiq’s scene opens with two trim levels, the $79,090 Luxury and the $79,590 Sport, followed by the more technologically advanced $93,590 Premium Luxury and $98,190 Platinum. Its familial resemblance to the Escalade IQ is clear, yet its more reasonable proportions and contoured flanks play better on the eyes without reducing it to a wallflower. The Vistiq’s handsome envelope stretches a substantial 205.6 inches in length and 79.8 inches in width. The optional 23-inch wheels, shod with meaty 305-section-width tires no less, look perfectly at home under its haunches (21-inchers are mandatory on lower trims; 22s are standard on the Premium Luxury and Platinum). Center StageThe theater continues inside with generous amounts of space, an attractive architectural design, and a pleasant mix of materials for a mainstream Cadillac. Of the versions we sampled, the Sport featured carbon-fiber-like accents with copper-colored inlays, while the Premium Luxury brandished fetching open-pore wood trim that nicely offset its brushed-aluminum speaker grilles (a booming 23-speaker AKG stereo with Dolby Atmos tuning is standard on all models). Smudge-prone piano-black trim is scarce yet hard to avoid on the steering wheel and center console.The overall layout is a good middle ground between the Lyriq’s and the Escalade IQ’s, incorporating the former’s curved 33.0-inch touchscreen for driver information and Google-based infotainment. A spacious center console as in the latter includes a secondary touchscreen for climate settings, as well as Cadillac’s flimsy rotary knob that can manipulate the main display. Luxury amenities abound, from standard soft-close doors to five-zone automatic climate control with nicely detailed vents even in the aft quarters. Night vision and a head-up display with helpful augmented-reality navigation overlays (a first for Cadillac) come on higher trims. Elevated front seats with comfortable side bolsters provide good support and a commanding view out the front. In the second row—a standard three-seat bench or optional captain’s chairs—there’s slightly more legroom than in both the Lyriq and the outgoing XT6. Your long-legged author could easily sit behind his own driving position without his knees touching the front seat, and his head was nowhere near the standard panoramic moonroof. A second, fixed skylight sits above the power-folding third row, which thanks to the second row’s tilt-and-slide feature, is easy to access even if you’re not a contortionist. Legroom in the way back also increases over the XT6. Adults should find the low-slung bottom cushions and decent headroom acceptable for at least short outings.Action CallAll Vistiqs come with front and rear permanent-magnet motors that in their sportiest Velocity Max setting combine for 615 horsepower and 649 pound-feet of torque—familiar figures if you’ve scanned the specs of the Chevrolet Blazer EV SS, as well as the Cadillac Optiq V and Lyriq V models. It’s also more electronic firepower than you’ll get in similarly priced competitors such as the Volvo EX90 (402 to 510 horsepower), though less than what’s available in pricier alternatives from Lucid, Rivian, and Tesla. Despite the Vistiq’s estimated three-plus-ton girth, we have little reason to doubt Cadillac’s claimed 3.7-second 60-mph time—another midpack metric. Likewise, its 102-kWh battery should return around 300 miles of range once the EPA gets around to verifying it. Capable of drawing electrons at up to 190 kilowatts, the Vistiq is said to pack on about 80 miles of range in 10 minutes at a DC fast-charger; an 11.5-kW onboard AC charger is standard, but a 19.2-kW unit is available. As with all GM EVs, there are numerous regen settings, including one-pedal operation and a convenient on-demand paddle on the steering wheel. More on the Cadillac VistiqThough undeniably quick, the Vistiq’s defining road manners are its quiet comfort and confident capability. Generous sound insulation and road noise–canceling acoustics pumped through the audio speakers hush its cabin at speed. Adaptive dampers are standard and firm up slightly in Sport mode, which also adds a tad more weight to the steering and sharpens the accelerator response. But the ride is always well managed and compliant, especially with the height-adjustable air springs (on the Premium Luxury and Platinum only) that also can drop the vehicle nearly two inches for easier entry. With rear-axle steering (again, top trims only) that can swivel the rear wheels up to 3.5 degrees, the Vistiq exhibits a refined nimbleness that belies its size. Step up to the Platinum and you also get bigger brakes with Brembo six-piston front calipers. Given the Vistiq’s bulk, we wish they were standard across the board. Steering that’s largely devoid of feel despite being responsive to inputs erodes the Vistiq’s entertainment when driven spiritedly. But Cadillac has done well to tame the mass of the big wheels and tires, which only returned some background ride frequencies on the rougher sections of our drive route. Elsewhere, this Caddy glided along smoothly, maintaining disciplined composure as we plied it around corners. Those who enjoy driving may find a better fit in the lesser two trims, which ride on coil springs and smaller wheels and do without rear steering. Though our time in a such-equipped Sport model was limited, it felt noticeably lighter on its feet than the more indulgent Premium Luxury trim, with little sacrifice in ride comfort or maneuverability. Bonus CutLess keen drivers may appreciate the standard fitment of GM’s latest Super Cruise hands-free assistant, which gains additional driver-selectable functions: automatic lane changes based on navigation route guidance, such as when you’re approaching a highway interchange, plus the ability to adjust the vehicle’s speed based on posted limits. For example, if you’re going 60 mph in a 55-mph zone and the limit changes to 70 mph, the system will automatically maintain that delta and bump you up to 75 mph. Factor in its excellent lane tracking and general situational awareness, and this remains the benchmark of hands-free tech. While it wasn’t long ago that a new entry like the Vistiq would’ve had little in the way of competition, the field of three-row EVs is rapidly expanding with compelling entries such as the Hyundai Ioniq 9 and the Lucid Gravity. The Cadillac Vistiq essentially sits smack in the middle of this growing gaggle, trading on respectable power, range, and accommodations, combined with a luxurious aura and not-quite-nosebleed pricing. As supporting actors go, the Escalade could have much worse.More on Cadillac EVsSpecificationsSpecifications
2026 Cadillac Vistiq
Vehicle Type: front- and rear-motor, all-wheel-drive, 6- or 7-passenger, 4-door wagon
PRICE

Base: Luxury, $79,090; Sport, $79,590; Premium Luxury, $93,590; Platinum, $98,190
POWERTRAIN

Front Motor: permanent-magnet synchronous AC
Rear Motor: permanent-magnet synchronous AC
Combined Power: 615 hp
Combined Torque: 649 lb-ft
Battery Pack: liquid-cooled lithium-ion, 102 kWh
Onboard Charger: 11.5 or 19.2 kW
Peak DC Fast-Charge Rate: 190 kW
Transmissions, F/R: direct-drive
DIMENSIONS

Wheelbase: 121.8 in
Length: 205.6 in
Width: 79.8 in
Height: 71.0 in
Passenger Volume, F/M/R: 62/54/35 ft3
Cargo Volume, Behind F/M/R: 80/43/15 ft3
Curb Weight (C/D est): 6400 lb
PERFORMANCE (C/D EST)

60 mph: 3.7 sec
100 mph: 8.4 sec
1/4-Mile: 12.3 sec
Top Speed: 120 mph
EPA FUEL ECONOMY (C/D EST)

Combined/City/Highway: 75/84/67 MPGe
Range: 300–305 miMike Sutton is an editor, writer, test driver, and general car nerd who has contributed to Car and Driver‘s reverent and irreverent passion for the automobile since 2008. A native Michigander from suburban Detroit, he enjoys the outdoors and complaining about the weather, has an affection for off-road vehicles, and believes in federal protection for naturally aspirated engines.
Source: caranddriver.com