First Drive: 2026 Cadillac Lyriq-V is the Brand’s Fastest Street-Legal Product. Ever.

Cadillac’s growing EV line-up now has its first V-Series performance model and the 2026 Cadillac Lyriq-V isn’t just quick but the fastest street-legal product the GM luxury brand has ever built. But is there more to this than just off-the-line acceleration? Check out this review on Headlight.News.

If there’s one thing you can do with electric motors it’s make gobs of horsepower and torque. And Cadillac plans to take advantage of that by introducing its first all-electric V-Series model, the 2026 Caddy Lyriq-V.

Arriving two decades after General Motors’ flagship luxury brand introduced its first V-Series model, the original CTS-V, the new Lyriq-V is blindingly fast – quicker than anything Caddy has ever rolled out that’s street legal.

While the Lyriq-V can outperform even the vaunted CT5 Blackwing, however, the electric crossover is designed for public roads, rather than the track. And, as I switched on the latest V-Series package I began wondering how well it could also handle more mundane tasks, like running errands and daily commutes. Here’s what I discovered.

Overview

While it was strongly influenced by the striking Cadillac Opulent Velocity concept vehicle, the 2026 Lyriq-V doesn’t stray far from the original version of the crossover which first went on sale during the 2023 model year – at least not from a design perspective. That’s just fine considering Lyriq’s striking design. It pushed the envelope, if you’ll allow the cliché, without getting goofy, like so many modern EVs.

What matters is the updated drivetrain which delivers a substantial boost when compared to the early Lyriq twin-motor package. With 615 horsepower and 680 pound-feet of torque, the V package can launch from 0-60 in a mere 3.3 seconds, a 1.3-second improvement.

The Lyriq-V, somewhat surprisingly, migrates away from the magnetic ride control suspension used in the AWD crossover. It’s been swapped out for a specially tuned Continuous Damping Control suspension which further enhances the Jekyll-and-Hyde personality of the performance EV. Its rapid-response dampers individually adapt to driver input and road conditions.

And they also allow a driver to adjust stiffness using the V-Mode control screen on Lyriq’s 33-inch LED display, along with settings for other key functions, like steering, brake and acceleration feel. You also can tweak – or turn off – Lyriq-V’s simulated audio track.

Powertrain

Lyriq’s drivetrain numbers compare favorably to those of the CT5-V Blackwing, with its 6.2-liter supercharged V-8 punching out 668 horsepower and 659 pound-feet of torque. That gas model can hit 60 in 3.4 seconds when equipped with a manual transmission.

How does Lyriq-V beat it out, despite coming in at a hefty curb weight of 5,980 pounds? One has to remember that it’s pushing power almost directly to the wheels, rather than through a complex gearbox and differential setup. Then there’s the simple fact that electric motors punch out virtually 100% of their torque the moment they start spinning. Even Blackwing’s twin-turbo engine needs to spool up before it reaches maximum grunt.

Like other GM EVs, Lyriq features a sort of two-stage performance system. To tap maximum power a driver taps the Velocity Max button on the steering wheel. The ability to preset various vehicle settings is a real plus, allowing you to tailor the crossover’s personality to your own tastes. A separate digital toggle on the touchscreen lets you choose from two levels of One-Pedal braking – though you can turn it off, if you wish, and settle for a less intrusive level of regenerative braking.

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Range and charging

Power comes from a lithium-ion battery pack with a usable capacity of 102 kilowatt-hours. While the added performance does take a modest toll of about 7% over the standard AWD package, Lyriq-V still boasts an EPA range estimate of 285 miles per charge.

Topping off a fully drained battery will require plugging in overnight if you only have access to a 240-volt Level 2 charger. According to GM, its standard 7.7-kW charger adds about 19 miles per hour, while the upgraded 11.5 kW charger bumps that to a maximum 27 miles per hour.

Find a fast enough public DC quick charger and Caddy claims you’ll add up to 75 miles of range in 10 minutes. Meanwhile, it can go “From low state of charge to 80% in about 41 minutes,” the automaker adds on its website.

Driving impressions

You only have to stomp the throttle once to realize just how blindingly fast Lyriq-V is. I found myself sinking deep into the sedan’s well-bolstered driver’s sport seat.

What was particularly impressive was how well this nearly three-ton SUV managed tight corners. No, it’s not a sports car, but that Continuous Damping Control suspension really tightens things up when set to Sport mode. While not intended for the sort of track use you might put a Cadillac Blackwing through, I was surprised how nimbly the EV handled when I took it for a run along my favorite test route through the appropriately named Hell, Michigan.

But here’s where that Jekyll-and-Hyde personality showed itself off in fine form. Switch back to one of the more normal settings and the beast becomes surprisingly tame, readily soaking up the harsh bumps that are the norm on Michigan’s rutted roadways.

Design

Lyriq-V doesn’t stray far from the look of its more mainstream siblings. And that’s not a bad thing. It reminds me of the old Caddy SRX, the brand’s original crossover. I like Lyriq’s more wagon-like proportions and am impressed Cadillac designers followed their own muse when it came to the proportions of their first battery-electric crossover. It enhances Lyriq’s visual energy and dynamics.

As with most of today’s BEVs, Lyriq uses a new skateboard-style “architecture,” moving batteries and drivetrain below the load floor in a dedicated all-electric platform. That translates into a shorter nose and minimal overhangs. The coupe-like roofline, meanwhile, curves into a flow-through rear spoiler. Aerodynamics clearly played a central role in the crossover’s design, helping to maximize range and performance by minimizing drag.

Arguably, Lyriq’s design needed less work than, say, the CT5 did when transformed into a Blackwing. The performance EV undergoes only minimal exterior tweaks, starting with a unique front fascia, side rockers and lower trim. Add exterior V-Series badges. Caddy does offer a carbon-fiber accent package for those who want to stand out a little more.

Interior design

That skateboard architecture really pays off when it comes to Lyriq’s interior. It may have a midsize footprint, but the crossover boasts near full-size passenger and cargo space. There’s plenty of shoulder, head and legroom in the rear, with 28.0 cubic feet of storage behind the second row. Fold it over and that jumps to a huge 60.8 cf. The surprising downside: an EV without a frunk, or “front trunk.”

As with the exterior, Cadillac designers use the latest in lighting technology to give Lyriq a distinctive and modern look and feel, with an ambient lighting system offering a rainbow of color choices.

Anchoring the instrument panel is a seamless 33-inch display, which includes a large touchscreen that operates most key functions – though there are a few odd choices, with you needing to tap a small digital button to pop open the glovebox. Kudos, however, for avoiding the trap many of the latest EVs follow, requiring a motorist to use the screen to set the steering wheel, outside mirrors and even vents. I was particularly pleased that Caddy provides a relatively traditional set of controls for the climate system directly below the touchscreen.

Technology

While not quite up to the level of the flagship Escalade, the 2026 Cadillac Lyriq-V has plenty of impressive – and useful – technology onboard. And I was particularly glad to see that parent GM retained wireless versions of both Apple CarPlay and Android Auto, two features its replacing with its own smartphone integration system on EVs including Escalade and Caddy’s newer Optiq and Vistiq models.

There’s wireless smartphone charging and plenty of USB ports, front and back. And GM’s hands-free Super Cruise system comes standard.

I expect to hear plenty of debate over the simulated audio system on the V-. That approach has become commonplace on most of today’s EVs, including the original Lyriq models. Caddy adds an option when switching to sport mode that’s meant to sound more like a classic performance vehicle. While a bit gimmicky, I found it useful to maintain a sense of what the powertrain is up to, especially when pushing the crossover through tight corners.

Wrap-Up

After years of increasing irrelevance, Cadillac really put itself back on the map with the launch of its original V-Series line two decades ago. Today, Caddy is working to reestablish its one-time reputation as “standard of the world” with its aggressive push into battery power. By the end of this year, it will have five all-electric models in showrooms, from the base Optiq to the $340,000 hand-built Celestiq.

Pushing into the extremes of performance is the next logical – and, I would argue, necessary – step. There will be more V-Series EVs to follow, starting with a version of the Optiq. If the Lyriq-V is any indication, the brand is not just moving in the right direction but really getting this dialed in.

And it’s doing so at a surprisingly good price tag, the base version of the 2026 Cadillac Lyriq-V starting at $79,990, including delivery fees. My test vehicle came in just over $85,000.

It’s more than a great start. The Lyriq-V is a solid choice that I expect will be on the radar of anyone looking for an electric luxury performance vehicle.