There are few more obvious symbols of the conspicuous consumption that characterized the late ’90s and early 21st century than the Cadillac Escalade , but almost overnight, flash and excess gave way to eco-conscious minimalism. What’s an Escalade to do?
How about strapping an electric motor to its big V8 in the name of saving resources?
We can’t blame General Motors for spreading its hybrid technology across its full-size SUV and pickup lineup. Previous experiences with GM’s big hybrids have left us generally impressed and, truth be told, we secretly enjoy the Escalade’s bling-bling lifestyle.
Now, GM offers a hybrid variant of each permutation of its GMT900-series – that’s the chassis code-name in GM-speak.
What is it?
It’s a Cadillac Escalade – second only to any Hummer product as GM’s most polarizing model – given the kinda-sorta-maybe-a-little-bit green treatment. Like the related Chevrolet Tahoe Hybrid and GMC Yukon Hybrid, the Escalade combines a 6.0-liter gasoline V8 with an electric motor to cut down on emissions and increase fuel economy figures.
Unlike its brothers, however, the Escalade Hybrid eschews aero-enhancing techniques because Cadillac feared they would turn off its more bling and lux-oriented buyers. Take off the numerous stickers and badges and the Escalade Hybrid is visibly indistinguishable from a standard model.
Any breakthroughs?
Not surprisingly, the Escalade Hybrid mirrors its siblings here, too. An electric motor, a large battery pack located beneath the second-row bench, electrically-assisted power steering in place of traditional hydraulics, a continuously variable transmission and cylinder deactivation all give the Escalade Hybrid a fuel economy rating of 20 city and 21 highway for our rear-wheel-drive tester. Snow climate buyers and those inclined to take their ‘Slades mudding (there must be someone out there) will be interested to know that the heavier four-wheel-drive model will guzzle a little more premium unleaded.
Otherwise, it’s standard Escalade fare across the board, so look for big chrome wheels, a toothy chrome grin and the aroma of not-quite-Corinthian leather inside.
What’s it up against?
Full-size luxury hybrid rivals are nonexistent at the moment, but buyers will soon be able to choose a Mercedes-Benz GL-Class hybrid in addition to the GL320 BlueTEC diesel, which is rated at 17 mpg in the city and 23 mpg on the highway. The GL is a bit narrower inside than the Escalade, but its unibody construction means its cargo space is more readily accessible. Audi’s Q7 TDI is also less roomy inside, but offers a similar emphasis on reduced fuel consumption.
How does it look?
The third-generation Escalade gets a more wholly unique look than its first two predecessors, but it doesn’t take much to recognize its Tahoe/Yukon roots. That’s not such a bad thing since both the Chevy and the GMC boast clean, crisp lines.
While the detailing reveals a link to the CTS’ edgy design, the overall look is rather plain and lightly adorned. The too-big 22-inch wheels – or blades, as they’re better known to ‘Slade enthusiasts – wrapped in low-profile 45-series Bridgestone Dueler H/L Alenza road tires give the Escalade a vaguely custom look, but old-school non-retractable running boards and a pair of goofy fender-mounted faux vents detract somewhat from the sophisticated look Cadillac is trying to portray.
Out back, tall tail lamps and a big chrome strip with an integrated badge link the flagship SUV to other Cadillacs.
And on the inside?
Since we’ve called the Tahoe/Yukon interiors “Cadillac-like†before, expectations were high for the Escalade. Unlike the first and second-generation Escalades, the current model succeeds by being a mostly unique affair inside. Though there’s plenty of parts bin scavenging in affect, most of it comes courtesy of the slow-selling DTS and STS, so few buyers will recognize the cribbed climate and radio controls.
We weren’t quite as convinced by the seats and door panels that, to our eyes and rumps, felt and looked like those in the Tahoe and Yukon. We’ve been in Cadillac’s decidedly pricey Escalade Platinum, and while the value of that roughly $85,000 Escalade is questionable, the supple leather and hand-laid real wood trim best anything this side of a Bentley . It sure seems to us that the standard Escalade would benefit from a little gussying up inside for the $71,685 price of our tester.
Only a battery pack under the rear bench seat, a dashboard badge and mildly revised gauges give the Escalade Hybrid away from its gas-guzzling counterparts. The efficiency gauge, which also shows up in the Tahoe and Yukon, is supposed to promote greener driving, though its vague markings make it sort of hard to see a real reward. Perhaps a smiling Al Gore pictograph on one side would help.
But does it go?
Only the occasional electric whine during braking or deceleration gives away the fact that you’re driving the greenest of Escalades. Like the other GMT900-based hybrid SUVs we’ve driven, the Escalade Hybrid’s transition between electric and gasoline
A generally well-behaved gas-saving CVT with four traditional gear ratios for manual-gear selection takes the place of the standard Escalade’s six-speed automatic. We noticed the same very occasional light lurching at low speeds in the Escalade that we saw in the similar four-wheel-drive GMC Sierra Hybrid we sampled earlier this year, although we’ve never encountered this situation on any of the other GMT900 hybrid SUVs we’ve driven.
Again like its siblings, our Escalade could easily be coaxed to about 20 mph in pure electric mode, though doing so with other drivers behind you is best left for those not sensitive to horn honking and insults. The Escalade’s hybrid system is probably best thought of as a mild system because in real-world driving, the electric motor is mostly used for power assist and when at a complete stop.
Acceleration was brisk from all speeds, though the CVT likes to keep the Escalade above 3,000 rpm to get the most power out of its big 332-horsepower V8. We didn’t tow anything with our Escalade, although we noted that its 5,800 lb. rating is about 2,300 lbs. lower than a conventional model.
The 20-inch wheels give the ride a surprisingly unsettled feel that’s slightly countered by the more direct steering response. Cadillac’s Magnetic Ride Control, which consists of shocks filled with magneto-rheologicial fluid, would probably shine better with higher-profile tires and smaller wheels.
The Escalade Hybrid features electric power steering that was almost indistinguishable from the hydraulic setup in a standard ‘Slade.
Despite warm summer temperatures during our week with the Escalade that kept the air conditioning running at full speed ahead, we averaged an impressive 22.5 mpg in mixed driving – that’s about what we’d expect in a V6 family sedan, not a full-size luxury SUV. Though we’ve not formally tested a standard Escalade, we’re confident that, with its 12 mpg city and 19 mpg highway rating, it would have guzzled considerably more fuel than the Hybrid. It’ll take years to overcome the higher price of entry for the Hybrid with gas savings, but at least visits to the pump will come less often.
Why you would buy it:
The Escalade is a legend in its own time – and you’re totally sold on hybrids as the way of the future.
Why you wouldn’t:
You think trucks and trucks and cars are cars.
Leftlane’s bottom line
The Escalade Hybrid isn’t a logical purchase – for this price, one could buy and insure a brand new, fully loaded Chevrolet Silverado for towing and hauling and a Honda Civic for daily driving. Yet for those who want the style and panache of an Escalade, the Hybrid impresses with its class-leading efficiency and its legendary presence. For many, there’s nothing quite like an Escalade.
No wonder GM says that about 20 percent of Escalades sold over the last few months have been Hybrids.
2009 Cadillac Escalade Hybrid 2WD base price, $70,735. As tested, $71,685.
Destination, $950.
Words and photos by Andrew Ganz.
