On the road, the nimbleness of the
Cadillac Escalade is a pleasant surprise. The steering is light and reasonably precise, a nice compromise between the weight of the
BMW X5 or
Audi Q7 and the vagueness of the
Lincoln Navigator. In spite of having a live-axle rear suspension (as opposed to an independent rear suspension, as found on some of the newest SUVs), the Escalade manages bumps beautifully, thanks to the road-sensing Autoride system.
The interior is remarkably quiet, enhancing the ability to hold hushed conversation as well as hear the surround-sound system without extraneous noise. Even more remarkable is the plush ride. The Escalade models we've driven were shod with the optional 22-inch wheels and low-profile tires, and we'd expected them to transfer more road vibration and harshness than they did. We haven't driven any of these vehicles with the 18-inch wheels, but expect them to offer even softer ride characteristics. Frankly, we'd order the 18-inch wheels because we think they are superior for towing and are sturdier for rugged terrain.
Handling crispness and body control are impressive, considering the Escalade's formidable mass.
All Escalades are powered by a huge 6.2-liter V8 that produces a whopping 403 horsepower and 417 pound-feet of torque. Acceleration is astonishing for such a tall, heavy vehicle. A pleasing growl is emitted when accelerating briskly; otherwise, the engine is virtually silent.
Towing is aided by this prodigious power. The various Escalade models are rated to tow trailers of 7600 to 7800 pounds; that's lower than the ratings for the Lincoln Navigator and Infiniti QX56, but GM is known to be conservative with its tow ratings, which are influenced by lawyers and marketing professionals as well as engineers.
Hitching up a trailer is made easier by the Escalade's optional rearview camera, which mounts in the liftgate to provide a view behind the vehicle when backing up. What the camera sees is projected onto the navigation screen. We highly recommend this feature because it eliminates jumping out of the truck 17 times to get the ball lined up under the trailer tongue. It's also a very useful feature when parallel parking or when backing up close to another object. It can also help the driver spot a child behind the vehicle when backing up, potentially avoiding a tragedy.
The six-speed automatic transmission shifts imperceptibly except during full-throttle acceleration. A Tow/Haul mode holds gears longer, or the driver can select gears manually via a button on the column-mounted shift lever. The multi-information display in the instrument cluster clearly displays the selected gear.
All-wheel drive is available. It's a full-time system oriented around sure-footed traction on slippery pavement, rather than creeping through boulder fields. There is no low-range, for example. It works particularly well in slushy conditions with inconsistent grip, improving handling stability and traction and helping the driver better control the vehicle. We demand it for winter weather, but it's a great aid in hard rain or on oily pavement or wet leaves or on gravel or dirt roads or in mud.
The brakes are powerful and quite responsive, more than up to the task of bringing the big truck to a halt with little drama and surprisingly little brake dive. The pedal feel was good, if not as pleasingly firm as its German competitors. ABS and electronic brake force distribution come standard for stable braking while turning or when the grip is inconsistent.
StabiliTrak electronic stability control system manages wheel slip by applying the brakes at the slipping wheel without interrupting power deliver to the wheels with grip. StabiliTrak also helps maintain stability in corners by braking individual wheels when the vehicle's path doesn't match the driver's intentions. It's a superb system.
Fuel economy is EPA-estimated at 12 miles per gallon city and 19 highway for the standard-length, 2WD Escalade, which isn't miserly but in line with competitors.
The Escalade Hybrid features GM’s two-mode, gas-electric hybrid propulsion system. While conventional full-hybrid systems offer only one electric mode that is used during low-speed driving, GM has teamed with Mercedes-Benz and BMW engineers to co-develop a patented two-mode system, based on technology already in use in hundreds of GM transit buses across North America. In the first mode, for low speed and light loads, the hybrid can operate on electric power only, engine power only, or any combination of engine and electric power. When the first mode operates as electric only, fuel consumption is reduced in heavy stop-and-go traffic by shutting off the engine for extended periods of time. That's a great feature for commuters in Los Angeles, Atlanta, and other metro areas. The second mode provides an electric assist at highway speeds. It also integrates sophisticated electronic engine controls, such as Active Fuel Management, cam phasing, and late-intake valve closure to allow even more efficient engine operation. Full eight-cylinder engine power is provided when conditions demand it, such as passing, towing or climbing a steep grade.
The Generation 7 OnStar system, with a one-year Directions and Connections service plan, includes the Advanced Automatic Crash Notification system, making crash data available to emergency services so they can potentially dispatch the appropriate life-saving personnel and equipment to crash scenes faster. If the vehicle is in a crash that activates an air bag, the OnStar system automatically notifies an OnStar Advisor, who will check on the occupants and summon emergency help if no one responds. OnStar also can assist authorities in locating a vehicle if it is reported stolen or if it's difficult to find, for example if it goes off the road and is hidden in a deep gully or ravine. next page