2026 Cadillac Vistiq Review: Stealing the Crown

Cadillac is more daring and adventurous now than any other point in my lifetime.

Yes, I’m old enough to clearly remember the original CTS, and the beginnings of Art & Science. (I was there for the “Caddy that Zigs” too, but that’s not the point.) Yet it’s in the last few years, where the brand has embraced electrification in a way no other domestic has, that the formerly wreath and crest brand—now just crest, thanks—has planted its flag firmly on the cutting edge.

The Lyriq was an excellent first go, and it has been refined into something sweeter. The Optiq is the entry-level EV every other luxury brand wishes it were building. The Escalade iQ is… okay, nobody bats a thousand. Not helping that electron-munching hulk’s case is this, the 2026 Cadillac Vistiq: the other three-row EV from the brand, and one of the better examples of the breed across the entire landscape.

The Vistiq completes Caddy’s -iq lineup of EVs for now, slotting between the Lyriq and Escalade iQ. The largest vehicle to ride on the purely unibody version of the EV platform, it’s a lengthy thing at 205.6 inches (5,222 millimeters) long, or about half a foot shy of the gas ‘Slade. Nonetheless its wheelbase stretches about an inch further (121.8 in / 3,094 mm).

Its little siblings may have multiple powertrain options, but not the Vistiq. At launch there’s just one configuration: a dual-motor setup putting down 615 horsepower, 650 pound-feet of torque, all drawing from a 102.0-kilowatt-hour battery pack.

The look is typical current Caddy, all angular front end, squinty LEDs (with the main beams down below), and clean surfacing. The rear-end treatment is fussy yet distinctive, not only splitting up the signature Cadillac tall taillights but adding a horizontal element around the beltline. Cadillac’s designers have taken to adding a pattern to the rear-most glass on the newer EVs, and I personally dig it.

Unlike most of our recent Cadillac testers, this one heads down the Luxury trim path instead of Sport. This means more chrome trim, which contrasts nicely with the angular look and gives the Vistiq an appropriately special feel. Such is the size of the thing that the 23-inch alloys look just normal. Drop the thing down on its air suspension and the Vistiq almost looks like the future descendant of the much-admired CTS-V wagon if it’s spent the last month bulking.

GM’s dual-motor setups are excellent: plenty powerful, responsive without being jumpy, and blessed with a natural-feeling one-pedal setup. The Vistiq is absurdly quick in day-to-day situations, collecting speed like it has a vendetta against the surrounding air. We’re talking a run to highway speeds from a dead stop in the mid-three-second range. The brake pedal is firm and progressive, though if you’re willing to activate one-pedal, you’ll rarely need to use it.

Officially the Vistiq is rated at 305 miles (491 kilometers) of range with the 11.5-kWh charger. Getting a higher trim, which comes with the quicker 19.2-kWh on-board setup, bumps that down to an even 300 mi (483 km). Based on our late-summer time together, the Vistiq should easily hit those figures.

Despite being a ‘26, the Vistiq still uses a CCS port instead of the Tesla-style North American Charging Standard (NACS) port. DC fast charging caps at around 190 kW, meaning the typical 10-to-80 percent recharge should take around 40 minutes. American buyers also have the ability to access vehicle-to-load (V2L) to send power back to their homes.

I’m not a fan of any EV that simply turns on with a tap of the brake; I want an on/off button, thanks. At least the Vistiq, like other GM EVs, offers an “off” button on the touchscreen.

Larger than the first few generations of Escalade and hauling around a battery with a triple digit capacity goes a long way towards explaining the Vistiq’s 6,300-pound (2,858-kilogram) curb weight. Thankfully that’s still about a Corolla less than the ‘Slade iQ, so by comparison the Vistiq is eager to turn in and less hesitant with quick direction changes. Like its big bro, the Vistiq also has rear-axle steer, though it tops out at a modest 3.5 degrees. Nonetheless, this keeps the big rig agile at lower speeds.

There’s little in the way of feedback from the classically-shaped steering wheel, but what is there is easy to trust. Steering effort is light but not overly so. The Caddy doesn’t like to be hustled—and why should it be? This is a (swanky)family vehicle first and foremost.

Cadillac rates the Vistiq at 5,000 pounds of maximum towing capacity when properly equipped.

Don’t let the enormous wheels and slammed air suspension fool you: the Vistiq is a peach of a daily driver, correctly prioritizing passenger comfort. Yes, there is a slight, almost Germanic firmness to the ride, more of a reassuring nod that the big Caddy isn’t going to make like a boat at the first sign of uneven surfaces. The Continuous Damping Control (CDC) suspension soaks up all but the worst bumps while keeping body movements controlled, no easy task considering the weight of this thing.

With a low 0.29 coefficient of drag, the Vistiq sails through the air with a hush-hush cabin even at highway speeds. Credit to the standard active noise cancellation, too.

With a longer wheelbase than nearly anything else in this class, the Vistiq has ample front- and second-row space for adults. This Premium Luxury tester has the six-seat setup, and while the space between those second-row captain’s chairs is narrow, they both tip forward nicely, making it easy to access the way-back. Here adults might find the low cushion uncomfortable on longer drives, but it’s kid friendly and includes a large padded armrest, cupholders, and USB-C chargers.

Like the Optiq I drove earlier this year, the Vistiq’s cabin is an eye-catching combo of metallic trim and Phantom Blue faux-cow. There are also filets of open-pore wood in the door, laser-etched with Cadillac’s Mondrian-like pattern. Similar planks line the center console, which features a useful storage cubby down below. The intricate quilting and perforation of the seats is exacting, and it extends to all three rows so folks in the third row don’t feel like steerage. The only bit that doesn’t impress is the otherwise plain bit of plastic making up the lower left half of the dashboard, but hey, it serves as contrast, right?

Crucially, like the Optiq there’s a sense of solidity here, with no squeaks or rattles from any trim.

Storage space ranges from a tight 15.2 cubic feet (430 liters) with all seats up to a huge 80.2 cu ft (2,271 L) with the second and third row folded.

Here, I’ll get it out of the way now: yep, the removal of Apple CarPlay and Android Auto is still silly. It is still an anti-consumer choice. There, that’s that.

Cadillac’s current curved, 33-inch display is otherwise fantastic. The layout is easy to navigate, there’s a useful line of frequented icons along the bottom of the screen, the dashboard extends out below it for a helpful handrest, and perhaps most important: nothing is hidden behind the steering wheel rim. I still don’t love the controls to the left of the wheel; it’s an awkward spot to handle a touchscreen. Nonetheless, it keeps tertiary information within an easy glance, and can be adjusted to the driver’s preferences. Should you not want to coat the screen in fingerprints, Caddy’s chunky rotary dial offers a pleasantly tactile alternative.

The Vistiq comes well-stocked with a whole swath of safety tech, but chief amongst them all remains Super Cruise. It’s as good here as it is everywhere else: natural in its adjustments and movements, it takes the sting out of long highway drives. Driver-initiated lane changes? Smooth. Automated lane changes for passing—both the pass and returning in the lane? Ditto. All of this wouldn’t work as well without the light-up steering wheel section, which takes all the guesswork out of what the system is up to.

Further aiding drivers is the augmented reality head-up display, which uses a whole bunch of clever tech to make navigation directions seem to appear on the road ahead, moving closer as the Vistiq approaches the next corner. Not quite as useful but possibly more satisfying is the crystal-clear and powerful (standard) 23-speaker AKG sound system with Dolby Atmos.

American Vistiq buyers essentially have two entry points to choose from: the Luxury trim kicks off at $79,090 (including destination) and the Sport trim swaps the chrome trim for black for an extra $500. This Premium Luxury is a big jump up to $93,590, though there are almost no options to choose from here other than premium paint and the 23-inch wheels ($1,000). The top Platinum throws in body-color wheel arches, Brembo brakes, the otherwise-optional black-painted roof, and some plusher interior carpets for an extra $4,500.

In Canada, the Luxury and Sport really are the same price, ringing in at $95,599 CAD including destination. This tester starts at $113,399 CAD and adds another $1,300 CAD for the bigger, brighter wheels. The $8,040 CAD jump to Platinum seems unnecessary.

Is the 2026 Cadillac Vistiq a much pricier vehicle than the XT6? Absolutely, and that does leave a hole in the lineup. That’s more of a Caddy problem than a buyer problem, however: the XT6 was no match for the Genesis GV80, Acura MDX, Volvo XC90, or even the Infiniti QX60.

This is more of an X7, GLS (or EQS SUV), and Q7 competitor. Not only that, but in many ways Caddy’s three-row EV is better. The Vistiq continues the brand’s winning streak, offering up a satisfyingly swanky family hauler brimming with tech and refinement.

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FAQS

Q: What is the 2026 Cadillac Vistiq?

A: The Cadillac Vistiq is an all-electric, three-row luxury crossover SUV.

Q: How much horsepower does the 2026 Cadillac Vistiq have?

A: All trims of the 2026 Cadillac Vistiq have 615 horsepower and 650 pound-feet of torque.

Q: What is the range of the 2026 Cadillac Vistiq?

A: The all-electric Vistiq is rated at 300 to 305 miles (483 to 494 kilometers) of range.