Cadillac Lyriq Driving Presentation: Rousing!
Our first drive in the Lyriq already took place: in the back seat in Paris on the way to the Optiq presentation. At that time, we had plenty of space and comfortable seats, although their headrests were far too distant from the head. Little "quirks" like these still characterize US models, more on that later.
The Lyriq has been built since 2022 in the US state of Tennessee, where GM also manufactures its battery assemblies and Ultium platform. Tennessee? Yes, it is more commonly known for its specially distilled whiskey, especially Jack Daniels, but for US fans, it is still better than Mexico or China, from where GM also imports cars into the USA nowadays…
The doors close solidly, and inside there is plenty of space for four (or five)
We take a seat upfront, close the door, which shuts with a satisfying sound like that of a premium castle door! And we look at a neatly crafted dashboard landscape that, with a curved 33-inch screen in clean 9K resolution, could also have been designed in any German or Asian premium vehicle. The Google-based system supports wireless Android Auto, but for Apple Car Play, it requires a cable connection... though once you connect with the car, it throws the route planning, including exact charge planning with traffic delays, right onto your iPhone. The Lyriq offers Apple CarPlay5 and Android Auto6. According to Cadillac, the wireless connection will be available after an OTA update, which will be released as soon as possible.
However, unlike German manufacturers, the Lyriq never has the map in the backend, which would make automatic deceleration before roundabouts or intersections more pleasant, but it could come with "Supercruise" as an update over the air. The adaptive cruise control works better, although it tends to let the car get too close. We have to conclude that digitization in the Lyriq still has room for improvement.
The suspension? European in the best sense
On the other hand, it drives and rides finely – dealing with rough imperfections dryly, where Cadillac, in our opinion, found a good compromise between firmness and comfort. Here, too, they clearly oriented themselves to European premiums. The Lyriq also feels lighter to drive than it is. The steering is pleasantly firm around the center, but this diminishes somewhat at larger steering angles and higher speeds. Up to the top speed – limited at 216 km/h on the speedometer – it becomes somewhat more nervous, yet fast cuts can be made well.
In the process, you sit on comfortable and firm seats, which, upfront, could provide an extendable thigh support and, in the backseat, as previously mentioned, ergonomically sensibly arranged headrests. The interior mirror cannot be adjusted far enough up for tall drivers. So switch to camera mode, which is also helpful at night, and it works. Ergonomically, a few points seem to have just been waved through as "accepted"... But: adjusting and climate-controlling the seats and selecting massages is done entirely on the door panel without diving into any menus, thanks for that!
A third side window in the C-pillar and a blind-spot monitor help with shoulder checks to the rear, which massively vibrates the entire seat surface if something is in the blind spot. And this doesn't happen so rarely in everyday life! The problem: you can't always immediately locate the warning. Once, a lady suddenly appeared next to us in the blind spot, whom we had completely overlooked. The seat vibrated again, but we couldn't identify the reason. In principle, the shaking is literally "rousing," but support for identifying the cause would be helpful.
Practically a lot of space inside – thanks to the 3.09-meter wheelbase and large trunk
You quickly notice: while the Lyriq adheres very strictly to international standards, the Americans still approach the details casually. The huge trunk with a large tailgate is definitely practical, offering 588 to 1,687 liters of cargo volume. There could have been an opportunity here to provide a master of flexibility with a tilt-adjustable and sliding three-part rear seat configuration, which is generally negated in this segment. The cable can be sunk into a deep undercompartment at the very back or packed to the side, unfortunately, there wasn't enough room for a giant frunk like Tesla's.
Cadillac-unique is the lining of the lower center console: bright blue or red, as well as the middle drawer, which the Americans have also designed in vibrant colors. Also very unique is the small regen paddle on the left steering wheel spoke, with which the strength of the recuperation can be adjusted – from gentle to very strong, continuously. You can do it, it’s fun, but there are no preset settings for the electrical energy recovery.
The consumption is still reasonable for its size
Does that help with saving? Well, with a good 2.5 tons of unladen weight, 388 kW (528 hp), and five meters of car, it’s not that easy: depending on driving style, we consumed 20.4 kWh/100 km (gross around 22.4 kWh/100 km) to 32.3 kWh/100 km (gross rather 35.8 kWh) after a longer highway drive. In winter, it might be even more, but if you calculate around 25 kWh/100 km plus or minus x, you wouldn’t be too far off. This would give the 102-kWh battery a real range of just under 400 kilometers. It can be charged with up to 190 kW DC, but at least with up to 22 kW AC.
And so we cruise along in what feels like a very European car, which doesn’t reach the polished perfection of the German premium brands and instead is supposed to come as an “all-in offer”: apart from colors, roof box, and tow hitch for up to 1.6 tons of towing capacity, nothing can be configured. One chooses “Luxury” or “Sport” - the latter with less chrome, pick the color, done!
The daytime running lights distinguish the front. | Photo: G. Soller
Vertical LEDs also dominate the rear. | Photo: G. Soller
Comparatively modest interior, the front seats could use more thigh support. | Photo: G. Soller
No roof handles but one on the A-pillar on the passenger side. | Photo: G. Soller
The price is perfectly reasonable with the all-in package, but the dealer network is far too thin.
Both the luxury and sport versions are available with a down payment of 10,000 euros from 750 euros per month for a lease period of 48 months and 15,000 km per year. The rate also covers vehicle maintenance for the entire lease period.
Alternatively, if ordered by September 30, 2024, there is this offer: 973 euros per month, which also includes vehicle maintenance for the lease duration (the offer is valid for a lease period of 48 months, 10,000 km per year, with an initial down payment of 8,000 euros).
Currently, the share of commercial registrations (which are more likely individual registrations, not fleets) is around 70%, but it is expected to increase to around 80%. For this, a much denser dealer network would be essential, as there are currently three branches. In Munich, US expert Geigercars handles the Lyriq, which is more known for Camaro, Mustang, Challenger, or Ram. In Berlin, it's Autohaus Kramm and in Frankfurt, Autohaus Brass. However, market presence and service network are to be "continuously expanded". Chief Marketing Officer Europe, Jean-Pierre Diernaz, would not disclose how quickly and how many dealers are needed for this. He only explains that there is a long-term plan: "We are GM, we have time," he says. Cadillac also took its time to disappear from the German market: according to KBA, a total of 217 Cadillac XT4 were registered in 2023... less than half as many as the Fisker Ocean with 494 units... until July 2024, Cadillac managed 131 units in 2024 so far - there's still a lot of room and Lyriq to grow.
What does that mean?
In contrast to the soon-to-follow more compact and distinctly more European-styled Optiq, the Lyriq is likely to appeal primarily to individualists. Those who live near dealers can take the risk; for everyone else, the best product from Tennessee remains Jack Daniels Whiskey...
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