2026
Cadillac Vistiq

The Vistiq delivers smooth, bountiful power. This isn’t unique for an EV, but it has a distinctly luxurious feel. Tesla once ruled EV tuning, but General Motors is clearly gaining ground, as evidenced by how the endless swell of power is delivered. The key is the throttle response and accelerator feel. Should the driver want even more vigorous reaction, there is a Velocity Max mode that can enable a claimed 3.7-second 0-to-60 mph thrill ride. It is activated via a V button on the steering wheel, as if it were the electric form of nitrous. Once the novelty is gone, this feature becomes superfluous, as performance even in Tour mode is more than enough. As one automotive engineer wrote in the logbook, “Wow, I was not expecting this thing to scoot like it does!”

This is another well-developed braking system on an Ultium vehicle. The brake pedal has a firm feel, with short travel and linear motion. It is very easy to come to smooth stops exactly where you want, without troubling regenerative braking behavior. Our drivers commented that one-pedal driving, where lifting off the accelerator is used for braking, works quite well.

The Vistiq holds the road well for a 3-ton SUV. This wide machine fills lanes, tempering how hard one may be comfortable pushing it. But when exploring its road-holding limits, the Vistiq proves stable and capable. Yes, the vehicle is heavy, but the hefty battery is mounted low; tires are broad; the suspension is impressive; and the steering is appropriate with a good on-center feel. This all adds up to a good handling experience that seems most comparable to a BMW X5.

This SUV rides like a premium vehicle that concedes nothing to its European rivals. The standard adaptive suspension does a beautiful job of keeping the body composed. It is taut, with just a bit of underlying firmness, which keeps the driver aware of the road texture. Switching from Tour to Sport mode firms things up slightly, but the difference is negligible. This is the ride that matches the current Cadillac DNA of being sporty yet elegant. As one engineer wrote, “It rides like a modern Cadillac should, and it’s one of the better riding vehicles of late.” Our test car has the base 21-inch wheels with run-flat tires. Higher trims move to 22- and 23-inch tires. While the short, firm sidewall can affect ride compliance, likely the available air suspension compensates.

The exterior door handles extend when you approach with the key fob, like a synchronized greeting. They look elegant, but they feel like shaking someone’s finger, rather than their hand. Our drivers had mixed feelings about them for various reasons. Entry was easy for most, thanks to the large doors. Some drivers found that they rubbed their leg on the wide, low rocker panel, as the sill is not as low as on some rival vehicles. One driver said that he had to duck to enter, even with the seat in its lowest position. The soft-close door feature, where the door snugs tightly, is a nice touch.

Our team found the sculpted driver’s seat comfortable and supportive, plus the upholstery is pleasing to the touch. The bolsters were a touch restrictive for wider occupants. The lumbar adjustments were lauded by the drivers, and we appreciate the massaging function. The door-mounted controls for heated and ventilated seat functions can be hard to discern when driving; owners will learn which is which over time. Beyond the seat itself, the broad cabin affords generous space for spreading out.

The bench seat in our test vehicle is rather flat, a common design concession to help with folding. The sitting posture is good, with abundant knee and foot room. Even with the second row slid forward to increase third-row legroom, there is enough space to accommodate adult passengers, and it affords a good posture. Two air vents per side, climate controls, and heated seats are nice touches. Buyers who plan to use this row regularly may want to check out the available captain’s chairs, as they may be more comfortable.

With the seats up there is a fair amount of room behind the third row, enough for a medium-sized grocery run or some weekend luggage. Fold the second- and third-row seats forward (using the controls in the far back) to expose tons of space.

The cabin is very quiet overall, creating an isolated experience that is disturbed by an occasional rattle and the faux motor sounds. (The artificial motor sounds are minimized in the Tour drive mode setting.) Wind noise is hushed, enabling whisper-level conversations, aided by the active noise-canceling. A related tech trick uses microphones and speakers to help the driver or front passenger communicate with those in the third row, without shouting.

The Vistiq is fitted with a Combined Charging System (CCS) Type 1 port. This combines a J1772 Type 1 plug with two high-speed DC fast-charging pins. Cadillac offers a North American Charging Standard (NACS) adapter to allow access to Tesla Superchargers for $225. Some drivers expressed frustration with the DC cover, as it hangs loosely when using DC fast charging and can get in the way or even obstruct the connector. Charge times for the 102-kWh battery seemed typical, based on our initial observations. But like other GM EVs we’ve recently tested, the driver needs to be mindful of the charge settings, as the vehicle could set itself to an 80-percent maximum charge.

LED lights have become de rigueur on new vehicles, but Cadillac makes the most of them with a dazzling light show when you approach the vehicle or walk away, with illumination dancing about the front fascia like it is a special occasion. When charging, the head and tail lamps pulsate to indicate the current state of charge. It is a cool effect, but when we were public charging, people asked us if we left the vehicle on.

The most universal, negative comment from our drivers was related to windshield glare caused by the nickel-finish front speaker grilles and shiny trim across the 33-inch diagonal high-resolution LED screen, as well as the strakes on the top of the dash, perpendicular to the screen. These reflections could have been avoided if Cadillac had simply used flat black plastic. The wide screen stands vertically on top of the dash, rather than being integrated into it like instrument clusters of the past, creating this reflection opportunity. We experienced this glare in varying light conditions.

It seems out of step with the marketplace for the infotainment system not to be Android Auto- and Apple CarPlay-compatible. The system employs many Google features already, but ultimately, the software is configured to support future connectivity licensing. Almost every other brand—and even most other vehicles—allow users to pair their phones and integrate the navigation, streaming services, and calling features they are accustomed to these days.

The secondary screen in the center console, below the wide main screen and vents, is attractively designed, with tasteful graphics and fonts. It reminds us of the system in the Land Rover Range Rover. However, it is too low to operate easily while driving, requiring the driver’s eyes to move far from the road. Exploring the screen, there are other built-in controls there, such as for the seats, but it would take a practiced hand to operate them on the move.

The team found that the steering wheel blocked some information on the instrument display, no matter how they tilted the wheel. The favored view also puts the map on the screen—a feature that is distracting and seldom needed in daily driving. As one engineer wrote, “It’s annoying to have to adjust the steering wheel for the screen and not for my driving position.” Plus, the flat controls on the steering wheel made them challenging to operate compared with separate, distinct buttons. These are examples where innovation trumps practical simplicity. On the positive side, the steering wheel covering feels premium to the touch.

“Some of the day-to-day controls are passable,” wrote one tester in the logbook. “The gear selector, wiper controls, and window controls are fine, but that is a very low bar.” Indeed, the logbook is filled with criticism for various controls. The common themes are that these are similar to issues with other tested GM vehicles (in other words, our drivers are well-experienced with them and still frustrated). The dependence on touch controls, over physical buttons and switches, is at the core of many issues.

The door handles hinge outward like motorized popsicle sticks when the vehicle is approached with the key fob, and they unlock the vehicle when touched. But the timing can sometimes trip up their operation, and opening the door with such a narrow handle feels like a handshake where one person just pinches the other’s pointer finger. It is hard to beat a simple, easy-to-grab handle that can readily accommodate a full hand. To that point, the interior release levers fit just three fingers, making it awkward to hinge upward. For those with larger hands, you have to be oddly precise to fit three fingers in the space, rather than straddle four across the seams.

Access is asymmetric with the second-row bench seats. The 60-percent bench on the driver’s side doesn’t move as far forward as the 40-percent split on the passenger side, making the passenger side the preferred side for third-row access. Multiple drivers commented that the buttons for releasing the second-row seats were hard to access and use, confusing passengers, especially compared with other three-row SUVs in our current test fleet.

Sitting in the wayback often means compromises in any vehicle. Here, the seat base is low, causing the knees to be high relative to the hip. And significantly, there is not enough foot space. Together, this makes the area feel cramped. Being a flat bench, passengers commented that they felt tossed around due to the lack of seat support as the vehicle drove through turns. Again, acknowledging that third-row seats are not for everyone, other vehicles, like the Hyundai Ioniq 9, offer more comfortable quarters. On the plus side, we like the conversation-enhancing microphone and speakers that make it easy for the driver to talk with passengers in the aft penalty box.

Given the conventional SUV shape, with a bold, flat hood, it would be natural to expect at least a little storage in the front trunk. Not only is there no space for even tucking the 110-volt charger, but all of the mechanical bits are exposed: There isn’t even a finishing cover over them, as is common on EVs. Vehicle-to-Home: The ability for an electric vehicle to supply power to a home during a power outage sounds like an intriguing perk. In reality, in order to do that the vehicle must be paired with a GM Energy V2H enablement kit and GM Energy PowerShift Charger. The combined cost is $7,300, plus installation. Plan ahead before storm season!

What We'll Keep an Eye On

The main issues flagged by our team: small side mirrors (which probably aid wind noise); thick B-pillars (where the second-row doors are hinged) combined with large headrests make for a limited over-the-left-shoulder view; and the design elements on the rear side glass (which look like a combination of the Cadillac logo and a circuit board) compromise the outward views; the rearmost pillars are thick; and the rear window is small. Even when flipped forward, the third-row headrests obstruct some visibility. The rearview mirror display does help, although as clever as that feature may be, not everyone likes the artificial look of a video screen in the mirror.

So far, the team is split regarding the driving position. There is a lot of headroom and legroom, with no concerns about the center console intruding. The posture is chairlike, and the armrests are symmetrical. But that armrest is a bit hard, and the steering wheel blocks the instrument panel, requiring some drivers to move it to a less comfortable position in order to view the gauges.

The cabin makes a strong first impression, even in this base trim. There is a nice variety of textures, with tasteful stitching and nickel-finish accents. It is a chic cabin that shows design restraint that the Europeans have tossed out the window. In contrast, the Cadillac feels unique, sophisticated, and brand-appropriate. But there were some niggles observed, like the headliner feeling underpadded and not fitting precisely at the front pillars. The door pockets are unlined and have rough edges. There is an oddly exposed weld on the brake pedal arm, and our test vehicle is missing a cover for the rear seat rail, leaving an unsecured nut-clip to rattle.

The latest version of Super Cruise works well. It does a great job of reducing stress when on long road trips, and it communicates clearly when the vehicle is in control or when the driver is. Lane centering is smooth on straight roads and through mild curves. Hands-off driving gives confidence, with the adaptive cruise control making smooth acceleration and deceleration adjustments as needed. The system does allow for collaborative steering; with your hands on the wheel, you can feel the subtle adjustments that you may not notice if you remove your hands. But the logbook has a few entries that expose real-world hiccups, like a phantom braking incident, awkward automatic lane changes, and abrupt motions in turns. We’ll explore Super Cruise and the various safety systems further through formal testing.

The phone charge mats make creative use of space below the center console screen for climate controls, but those mats are hard to reach, and phones are often forgotten and left behind. We wish there were a space-efficient vertical phone slot like in the Lyriq. Better yet, add a little bin right in front of the climate screen where there is just filler plastic now. The big door pockets are hard to reach and use with the doors shut, as they are so low, but the integrated bottle holders are well delineated. The center armrest console storage is limited.

The Vistiq comes with a full suite of standard active safety and driver assistance features, including automatic emergency braking (AEB), adaptive cruise control, blind spot warning (BSW) with active steering assistance (LKA), and an alert for bicyclists beside the vehicle. Super Cruise, which allows hands-free driving on certain roads while the adaptive cruise control (ACC) is engaged, is also standard, as is OnStar automatic crash response, which alerts emergency responders if a collision is detected. A three-year OnStar subscription, which is required in order to use Super Cruise, is included with the vehicle purchase. An infrared sensor to help detect pedestrians and animals ahead is optional.