The 2025 Cadillac Escalade IQ Is One Massive EV
It also weighs approximately 9000 pounds, owing to its all-electric powertrain and a massive (there's that word again) lithium-ion battery with 205.0 kWh of usable energy. That's enough juice to power the Escalade IQ for a claimed 460 miles. Note: This Cadillac is exempt from EPA testing and labeling requirements because its Gross Vehicle Weight Rating (GVWR) exceeds 10,000 pounds. It has an 800-volt electrical system that can replenish the battery at up to 350 kW, which is sufficient to add 100 miles of range in 10 minutes, according to Cadillac. These figures are similar to those for the GMC Hummer EV pickup, but in our testing the Hummer took 19 minutes to add 100 miles and required a full 109 minutes to charge from a 10 to 90 percent. We will see.
A pair of permanent-magnet motors teams up to produce 750 horsepower and 785 pound-feet of torque in the raciest mode, Velocity Max. That tops even the Cadillac Escalade-V's supercharged 6.2-liter V-8 and its 682 horsepower and 653 pound-feet of twist, though the IQ's normal output amounts to 680 horses and 615 pound-feet. Press the accelerator and the Escalade IQ responds with verve, if not the neck-snapping response of some EVs. Still, a claimed 4.7-second 60-mph time is nothing to sneeze at for something weighing four-plus tons, especially given that we got the merely 6290-pound Escalade-V to 60 mph in 4.3 seconds. Yes, we said "merely" in referencing the Escalade-V's 6290 pounds. That's the kind of rejiggering necessary to understand the Escalade IQ. It bends reality around itself.
The brakes are strong in the IQ as well. There are three regenerative-brake settings, including off. In this mode the braking feels natural, in that the vehicle rolls with the slight drag you might get from engine braking. When you work the brake pedal to slow down further, the effort is precisely matched to the deceleration you get. There's little sensation of the colossal weight you're controlling—it's just normal. Conversely, step up the regen to the highest level, and you never have to touch the brake at all except for panic-stop situations. Just bleed off speed with the accelerator, and you can soon learn to bring the IQ smoothly to a stop. The middle setting is still good for one pedal operation, too, but if your driving is the least bit aggressive you'll find yourself dabbing the brakes now and again.
The steering is where things get interesting. At first, it feels noncommittal, neither too communicative nor too numb. Twirl the wheel in parking lots and around tight corners, however, and rear-wheel steering of up to 10 degrees comes to the fore, trimming the turning circle to just less than 40 feet, which is seriously impressive for a vehicle with a grand 136.2-inch wheelbase. There's also Arrival mode, which turns the rear wheels in line with the fronts to allow the vehicle to crab sideways. It's fun, but this a mere parlor trick that has few uses in the real world.
Upper and lower control arms with air springs at all four corners support the Escalade IQ, with the air springs able to be lowered up to two inches or raised as much as an inch. Fourth-generation MagneRide magnetorheological dampers do their best to smother impacts, and they carry out this task with supreme efficiency in Tour mode. The IQ's ride felt considerably stiffer in Sport mode on the tight, technical (and lumpy) roads of Northern California, which we somewhat expected given the massive (there's that word again) 24-inch wheels wrapped with 35-inch tires. Still, the big rollers do a credible job of taking it in stride over all but the most punishing pavement.
Inside, the handsome seats are spacious and well trimmed, but we did struggle to get in because of tight toe space on the sidestep, which made us stand a bit tall to duck in. We also would have liked it if the steering wheel telescoped out a bit more, but in the end, we were able to settle in well enough. Setting the outside mirrors was a bit of a trick, because the mirror on the passenger side loses is convex shape, which is required by law for vehicles this heavy. Cadillac's solution: camera mirrors that pop up when you signal a turn. Not bad, but that doesn't help much if you're just taking a peek at traffic. And you'll want to use the rear camera mirror because the sloping roofline impedes rear visibility.
Once inside and settled, the first thing you notice is the colossal 55.0-inch pillar-to-pillar expanse of screen before you. Thankfully, it's a bit predictive, placing things you're bound to need on a smaller central cockpit screen. Normally the home of HVAC controls, this screen switches to power door controls when you have selected Park, and it also can display the regenerative braking controls. It brings up the Arrival mode display when you select that feature too. Further back, the second row is likewise roomy and comfortable. The third row is more of a kids-only affair, which is why some might wait for the 2026 Escalade IQL and its 4.2 inches of additional length, plus a slightly less aerodynamic roofline that adds an inch of third-row headroom.
The 2025 Cadillac Escalade IQ is on sale now. It comes in two trims, Sport and Luxury, with Super Cruise, a head-up display, and a 12-cubic-foot front trunk all included. Basically, you get a splash of chrome trim and model-specific wheels with the Luxury for $129,990 or body-color trim and different wheels with the Sport for $130,490. The main upgrade bundle costs $20K for each, resulting in a Luxury 2 model for $149,990 or a Sport 2 for $150,490. This enhancement consists of an upgrade from 11.5 to 19.2 kW for the onboard charger, an integrated trailer brake controller and other towing features, an AKG premium audio system, night vision, 126-color ambient lighting, power seats with massage, power open/close doors, and more.
The 2025 Escalade-V, on the other hand, starts at $164,495. Sure, it's quick and sounds mean, but yikes. Viewed in that light, the 2025 Cadillac Escalade IQ's price, while substantial, is one of the few things about it that isn't supermassive.
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