It's hard to think of a more left-field way to introduce electrification to the Cadillac V-Series than the 2026 Lyriq-V. Cadillacs with the vaunted V badge on them have existed for over 20 years, nearly all of them being sedans or coupes sending power to their rear wheels, this normally generated by a pavement-munching V-8. Meanwhile, the Lyriq-V is a fully electric all-wheel-drive mid-size SUV based on a car that has very little sporting aspiration in standard form.
So nobody can accuse Cadillac of copying its past with this radical new direction. The gas-powered Blackwing sedans are still out there, and this new electric V model isn't here to directly replace them. But neither is it trying to break new ground in the performance EV segment. Simply put, it's the Lyriq but with added joy.
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The Lowdown
Cadillac fits a dual-motor powertrain to the Lyriq-V good for 615 hp and 650 lb-ft of torque when in the selectable Velocity Max mode. The motor hardware is shared with the Chevy Blazer EV SS, but the Cadillac gets a different final-drive ratio promoting even better acceleration. Caddy's claimed 0-to-60 time is 3.3 seconds (one-tenth quicker than its Chevy platform-mate), and we saw the car's internal timer record as low as 3.1 seconds when testing launch control. The quarter-mile disappears in under 12 seconds on the way to an over-130-mph top speed.
The Lyriq-V is fitted with the same 102-kWh battery pack as the regular Lyriq AWD, although range dips from 319 to 285 miles. Charging performance is unchanged, topping out at 190 kilowatts on a DC fast-charger. Caddy says that'll get the V from low charge to 80 percent in about 41 minutes.
Vehicle Tested: 2026 Cadillac Lyriq-V
Base Price: $80,090
Price as tested: $92,535
Location: Seattle, Washington
More Specs:
Power: 615 hp
Torque: 650 lb-ft
0-60 mph: 3.3-sec.
Battery Capacity: 102-kWh
Weight: 5980 lbs
EPA Range: 285 miles
How Does It Drive?
Cadillac says the Lyriq-V is the quickest Cadillac road car to 60 mph ever. And while that is technically true, V stands for a lot more than just acceleration these days. The regular Lyriq hardly has a sporty bone in its body, which means the list of chassis tweaks necessary to turn it into a V is a long one.
Parts that were either replaced with more extreme bits or stiffened include the front and rear anti-roll bars, cradle mounts, front top mounts, a wide array of bushings, and lastly, the springs and dampers. Specifically, the dampers are swapped for an adaptive set (sadly not GM's fantastic MagneRide tech) that Cadillac says helps maintain the ride quality of the standard Lyriq that would otherwise be compromised by all the stiffer suspension parts.
To a point, Cadillac has succeeded there. The Lyriq wasn't exactly a pillowy cushion before, and the Lyriq-V still isn't. I could feel the 5980-pound curb weight coming down hard on abrupt transitions, and there's only so much forgiveness from the thin sidewall tires mounted on the V's exclusive 22-inch wheels.
At least the V has something to show for its minor ride shortcomings by way of handling performance. Cadillac let me loose on an autocross course that highlighted the much faster steering rack of the V, moving from the regular car's slow 18.4:1 to a speedier 15.8:1 ratio. Sadly, there isn't a single iota of steering feel in that rack, though it does help the Lyriq change direction far more fluidly than its non-V counterpart. All of the stiffer suspension components are a big help here, and while there's still plenty of body roll, the V moves with a newfound sense of athleticism from corner to corner.
What helped more than anything on a tight autocross course was the V's new Competitive mode. This lowers the threshold for stability-control intervention, stops on-throttle understeer before it happens, and brings aggressive brake torque vectoring to simulate a limited-slip differential. It resulted in the V hanging its ass end out of every corner on the autocross when I unleashed my inner hooligan. The Lyriq-V's Competitive mode is different from the Blazer EV SS's in that it is designed to mimic tail-happy V-series cars of the past, engineers tell us. This EV is no CT5-V Blackwing, but the thought and effort is plenty evident when you go searching for it.
Will any Lyriq-V owner bring their SUV to the local autocross to experience this trick themselves? Debatable, but I'm glad some entertainment can be found. Big Brembo front brakes are also present to stop this heavy beast. And if you're planning on hitting the mountains or driving with serious braking involved, make sure to check the box for the more aggressive rotor and pad compound, a $100 option. Cadillac admits you'll see a lot more brake dust, but you'll be able to drive much harder for longer on a demanding road. Lastly, I'd suggest sticking with the standard summer performance tire instead of the optional all-seasons, especially because the extra roadholding performance from the summer rubber comes with no range penalty.
What's It Like to Live With?
Perhaps the best thing about the V is that it doesn't force huge livability compromises versus a standard Lyriq. The interior is nearly identical to the regular one, save for some subtle V badges and displays. Your neighbors won't accuse you of showboating because they probably won't even notice it's a V from the minor exterior changes.
The Lyriq's interior features a dash design that elegantly integrates a fully digital cluster and infotainment in a gently sloping one-piece display. Button evangelists will find plenty of those throughout the cabin, and there’s even a rotary control knob for those who prefer a no-nonsense interface over tapping through a touchscreen. Thankfully, the Lyriq is still one of the few GM EVs that offers Apple CarPlay and Android Auto, though you might find smartphone mirroring unnecessary, considering the fast and reliable Google Built-In infotainment system the car comes with.
If there's one glaring omission today on the V, it's one Cadillac admits is still in the works: a sound. V-series products are historically known to produce some gnarly harmonics, and Cadillac tells me a noise of sorts is coming via over-the-air update that will activate in V mode. The V mode (not to be confused with Velocity Max mode) is the most aggressive of drive modes but is also completely customizable. Cadillac says the artificial noise won't try to simulate a gasoline engine but will instead explore the natural sounds of an electric motor. In short, don't expect anything revolutionary.
Should I Buy One?
If you're already set on a Lyriq, the V is what I'd angle for should the budget allow. There's a whole pile of extra performance on tap, and Cadillac doesn't make you suffer from poor efficiency or a harsh ride to enjoy it.
Cars like the Ioniq 5 N or the Porsche Taycan are complete performance triumphs, while the Lyriq-V blends into the background. Arguably, though, that means it's doing the job Cadillac has laid out for it. This V isn't meant to be on the same level as a Blackwing. Its natural brethren are the non-Blackwing V-series models that take luxury and refinement just as seriously as performance. Not every V needs to be a racetrack-ready super sedan. The Lyriq-V embraces that mindset wholeheartedly, choosing to straddle the line in an effort to keep both sides of the camp happy.
Highlights and Lowlights
We Love:
We Don't:
Favorite Detail:
There isn't much Cadillac does to visually differentiate the standard Lyriq from the V, which makes the $5700 Exterior Carbon Fiber package my favorite add-on. The pricey carbon bits can be found on the front splitter, rockers, and rear valance, giving it the touch of spice a V-series deserves.
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