2025 Cadillac Lyriq Sport overview | USAEMALL.com

An electric Cadillac SUV? In Australia? That’s big news, and quite the breath of fresh air in a market that’s been bursting with a sea of new imports from China in recent years.

Cadillac is a name most Australians have heard of, but local knowledge of the US luxury auto brand generally stops there – unless you’re the news editor for CarExpert, of course.

Most at least know it’s American, and that it’s owned by General Motors (GM). It’s also fairly common to be familiar with the colossal land boats Cadillac produced in the 1970s and ’80s, as well as the reputation those cars garnered from their appearances in popular culture from that time.

But there’s a significant local blackspot between then and now, and while Cadillac has continued to be active with large SUVs and iconic high-output V8 sedans in its home market, there hasn’t been quite so much noise in Australia.

GM’s premium brand came within weeks of an official Australian launch in 2009 before the GFC entered the picture, and so some eyebrows were raised in 2023 when Cadillac confirmed it would try again – for real, this time.

The key points are that Cadillac is now positioned here as a luxury brand in GM’s local portfolio, which is currently populated by Chevrolet pickups and the Corvette supercar, and soon the GMC Yukon large SUV, and that it’ll only be selling electric vehicles (EVs).

Its first model on sale here is the Lyriq, a large electric SUV that entered production in 2022. While the Lyriq is produced in Shanghai for the Chinese market, GM hasn’t followed Tesla in sourcing Australian vehicles from China and instead builds its Lyriq in right-hand drive for export at its Spring Hill factory in Tennessee.

That makes it one of only two current Australian-market GM models to be built in RHD ex-factory, the other being the first global Corvette – at least until Cadillac’s upcoming Optiq and Vistiq arrive here.

For now, however, we only have one Cadillac to sink our teeth into, and it’s entering a segment that we’d hardly call crowded. At more than $120,000 before on-road costs, the Lyriq is not cheap and competes with only a handful of EVs at a similar price and size.

Key rivals include the Polestar 3, BMW iX, Mercedes-Benz EQE SUV, and Audi Q8 e-tron.

Of the four, the Mercedes leads the sales chart with 350 so far in 2025, with the others all finding fewer than 100 new homes in the same period – and struggling to even crack 30 registrations in the case of the Polestar and Audi.

GM therefore has an opportunity to top those carmakers in this segment with Cadillac, something that doesn’t seem too outrageous given the Lyriq’s pricing is towards the cheaper end of the scale, and GM is a well-established company – albeit one that copped significant flak when it killed off Holden in 2020.

On test here is the range-topping 2025 Cadillac Lyriq Sport, currently GM’s finest offering in Australia’s EV market. Can it become a luxury favourite?

How much does the Cadillac Lyriq cost?

The Sport tops the two-variant Cadillac Lyriq range, and is priced at $124,000 before on-road costs following a $5000 price increase for 2025.

Though there are two distinct grades, the differences between the two aren’t major (see below), which is reflected in the price difference of just $2000.

In terms of rivals, the Polestar 3 ranges in price from $116,754 to $154,454 before on-roads, and the Mercedes-Benz EQE SUV costs between $136,600 and $194,100 before on-roads.

There’s also the Audi Q8 e-tron for either $140,090 or $166,090 before on-roads, depending on the variant, and the pricier BMW iX, which ranges in price from $136,900 to $233,400 before on-roads.

To see how the Cadillac Lyriq stacks up against its rivals, use our comparison tool

What is the Cadillac Lyriq like on the inside?

Large and luxe, exactly as you’d expect from a Cadillac.

The highlight of the Lyriq’s interior is that it’s noticeably different to most other electric SUVs recently launched in Australia. Models like the Deepal S07, Leapmotor C10, Xpeng G6, BYD Sealion 7 and even the pioneering Tesla Model Y all feature the same basic setup that looks like an iPad glued to the dashboard.

Sure, those cars aren’t competing in the same segment because they’re drastically cheaper, but they all feel identical to one another inside. That isn’t the case with the Lyriq, in which Cadillac has instilled a meaningful sense of identity, even if it is still a screen-heavy cockpit.

The main attraction here is the huge 33-inch wraparound display. It’s as big as it looks, and is framed by distinctive natural curves that tie in with the design language seen throughout the rest of the cabin.

It’s graphically slick too, but can be somewhat confusing to navigate when on the move. Some items can also be blocked by the steering wheel depending on where it’s adjusted, which is hardly uncommon for such setups.

But the limitations aren’t nearly as bad as what you might encounter in a Kia EV9, in which the steering wheel obstructs its dedicated touchscreen climate control panel for us.

Cadillac has also used the curved edges of its screen to good effect, namely to the right of the steering wheel. This portion is actually a touchscreen, through which you can choose from a selection of instrument display styles or swipe to view trip information.

It’s a clever use of space, and doesn’t detract from the otherwise clean layout of the instrument display. There’s not a lot to get tripped up by here, as it’s just a simple readout of power, speed, and battery charge – though it does adjust itself when you enter Sport mode, for example, when a power readout in kiloWatts takes centre stage.

The left half of the screen is where you’ll find infotainment, vehicle settings, and just about everything else you’d imagine. This portion can be somewhat cumbersome, especially because the ‘home’ screen is just a display of various shortcuts and not a nice-looking landing page.

We at least appreciate that it does its job effectively. Cadillac has also employed a rotary control dial on the floating centre console, much like what you’d find in a Mazda.

We didn’t find much use for this, but it’s nice there’s a touchscreen shortcut located nearby that falls to hand nicely. And you still have the option of using the infotainment’s touchscreen function when on the move, unlike in a Mazda.

You also get wireless Apple CarPlay and Android Auto as standard, which integrates into the screen nicely despite its curved edges.

Below this screen is a wide climate control array, which is thankfully comprised entirely of physical switches. It’s still a simple and clean-looking setup, and the fact that these controls aren’t locked away in the infotainment screen makes us appreciate it even more.

Further down is a unique storage solution in the form of a discreet drawer. It’s not huge, but given the packaging of the rest of the cabin and Cadillac’s apparent desire to reduce clutter, it’s a decent alternative.

Cadillac has fitted this drawer to allow for the large floating centre console. We could take or leave this type of arrangement, but it’s been done well in the Lyriq.

The flat surface on top of the console is wide and houses two large cupholders and that aforementioned rotary dial. Everything here is finished in a textured chrome material, which looks nice in its subtlety but is still somewhat chintzy, at least compared to the cleaner-look surfaces of the rest of the cabin.

Unfortunately, the storage box is relatively small and not much good for anything other than small odds and ends. At least the lid on top is soft and makes for a comfortable armrest, and there are other storage options like bottle holders in the doors, a conventional glovebox, and a neat little slot for your phone.

Underneath the floating centre console is a large tray, which has a soft floor and tall edges to stop things flying out. You’ll also find a USB-C port here, right next to the subtle Cadillac debossing on that brushed metal strip.

That subtle branding is part of the overall aura of the Lyriq’s interior, where you’ll find several such classy touches including the classic Cadillac calligraphy logo on the door sills, and an illuminated Cadillac emblem behind the wraparound display.

Of course, flourishes like these aren’t new, but they at least give the impression that some care was put into how the Lyriq presents to its occupants. There are some other choices that we question though, like the use of gloss black plastic for the haptic steering wheel buttons, and that bizarre glossy insert along the top of the steering wheel.

We understand they’re there to give the impression of luxury, but such materials always get grubby, and we’d much rather they were left out.

As for comfort and ergonomics, the Lyriq is there or thereabouts. Positives include the impressively comfortable seats, which are excessively cushioned and finished in high-quality leather.

Interestingly, I found the backrest of the front seats to be pushed out too far, even with lumbar support adjusted all the in. Most other passengers didn’t report this, but it’s something noticeably different to most other cars.

Seat adjustment is via switches on the doors, much like in a Mercedes-Benz. These work well and are easy to use, and nearby you’ll find the buttons to operate seat heating and ventilation.

Steering wheel adjustment is also electric, but its telescopic range doesn’t reach out quite far enough. It’s still enough to get comfortable with and easy to get used to, but its height adjustment is also limited by what it does or doesn’t block on the instrument display.

And it’s worth making sure everything on the screen is as visible as possible, as it’s easy to miss items like the small indicator arrows at the top of the display.

The second row of the Lyriq is comfortably upmarket. More of that quality upholstery is seen here, and the seats are appropriately soft and supportive.

The head restraints of the outboard seats are also sculpted in a way that can stop your head rolling around to either side, which allows rear occupants to sleep more comfortably if they so desire. There’s also a trio of ISOFIX child seat anchors and top-tether points if those sleepy passengers need dedicated seats.

You also get loads of head and leg room thanks to the Lyriq’s generous exterior proportions, so much so that the front seats are unlikely to encroach on the personal space of passengers in the second row, even if they’re pushed fully rearward.

Connectivity options include two USB-C ports on the back of the centre console, below another brushed metal piece with more Cadillac wording. On the shelf above that is a dedicated rear climate control panel, which operates like a mini version of what’s up front.

Heating for the outboard rear seats is a bonus luxury, and there’s a fitting cohesion between what you’ll find in the front and back. For storage, you get bottle holders in the doors, map pockets, and cupholders in the fold-down armrest.

As expected, there’s plenty of space in the boot. There’s a powered tailgate, which is opened by pressing the large external Cadillac emblem – a nearly identical process to opening the charge flap on the front-left quarter panel.

Once in, you’ll find a large, flat loading floor. There’s no step down from the boot opening to the floor either, which makes it easier to slide cargo inside using the hard plastic scuff plates at the very back. Funnily enough, there’s another Cadillac logo here too.

The boot opening is also workable, though the tailgate’s sloped nature means you lose vertical space the further back you go. The rear seats can fold down with a 60:40 split to create extra room, but they don’t stow perfectly flat.

Under the floor is a deep cubby that’s ideal for storing items like charge cables or backpacks. There’s not a lot to complain about with the Lyriq’s interior and, despite being screen-heavy, it will still feel relatively approachable to people unfamiliar with the car.

To see how the Cadillac Lyriq stacks up against its rivals, use our comparison tool

What’s under the bonnet?

Not much of anything. The ‘engine bay’ is almost entirely covered by a big piece of plastic, and there are no motors or under-bonnet storage to be seen here.

Our week with the car involved driving primarily on freeways and rural 80km/h roads, with multiple Melbourne traffic jams thrown in for a bit of reality.

This likely helped us to best Cadillac’s energy consumption claim, which is quite substantial. It’s 0.7kWh/100km more than what BMW claims for the iX, but 1.4kWh/100km better than the most efficient Audi Q8 e-tron.

The Lyriq’s claimed driving range is also competitive, and while it seemed to drop quickly in the real world, it actually stuck close enough to its word.

To see how the Cadillac Lyriq stacks up against its rivals, use our comparison tool

How does the Cadillac Lyriq drive?

Though the Cadillac name is a rarity on Australian roads, many of us have preconceptions as to how a Cadillac should drive.

Put simply, it needs to be quiet, supremely comfortable, and confident over bumps and imperfections, while also feeling impossibly large. Fortunately, you’ll find the Lyriq nails that brief once you select Drive on the column shifter.

Though there’s no high-displacement engine to be heard rumbling away under the bonnet, the Lyriq still offers a commanding driving experience. You feel thoroughly in control of your space on the road and, despite not having a high seating position, you still feel like you’re above most other cars.

Then there’s the cabin refinement, which even after a week of driving the car on coarse-chip rural roads was still impressive. This is especially important in an EV where there’s no engine noise to mask the tyre roar.

We’d stop short of calling it silent, but there’s a distinct premium subtlety to the amount of noise that’s allowed inside. Wind noise is also acceptably muted, which we’d expect is a product of its somewhat sleek nose – it’s sleeker than the Lyriq’s body shape suggests, anyway.

These things aren’t impossible for acoustic engineers to dial in though, and you’d expect a high standard of refinement given how much money you’re paying. What’s tougher to nail is ride quality, but it seems Cadillac has given it some serious attention for Australian vehicles.

In our overseas review of the US-market Lyriq, we pointed out that Cadillac was giving the car different suspension tunes for each wheel size.

Because Australian vehicles are only available with 21-inch alloys and not the 20- and 22-inch options offered in the US, our Lyriq has the same suspension tune as European examples. That means our Lyriq is set up to have a much less ‘floaty’ ride than US models.

Certainly, there aren’t many boat-like tendencies evident in the way our Lyriq drives. That’s in contrast to Cadillac’s stereotypical Coupe de Ville land boats of old, which some may have assumed would be translated into the modern age.

Unfortunately, there’s no adaptive suspension, such as Cadillac’s advanced Magnetic Ride Control system. Coil springs don’t detract from the experience, but having that extra level of sophistication would elevate the Lyriq’s ride comfort even further – though it would also have elevated its price.

Our Lyriqs do at least get so-called Passive Plus dampers, which Cadillac says can differentiate between small impacts and larger undulations and react accordingly, and the seat of our pants suggests the Lyriq’s ride is good as is.

That’s important because when you’re dealing with a vehicle as heavy as the Lyriq, springs and dampers that can comfortably harness its mass are must-haves. At nearly 2.7 tonnes, this car is no lightweight.

Fortunately, that weight helps generate confident on-road behaviour. The Lyriq isn’t unsettled by wind like a lighter vehicle can be, and it feels somewhat like a tank when cruising at highway speeds.

Backing it up is a weighty steering feel, which seems appropriate for a modern Cadillac. You can also choose from two settings to adjust how heavy the steering is, much like you can in a Polestar, for instance.

Throw it into a turn and you’ll be surprised at how well-balanced the Lyriq feels. It’s far from sporty, but it doesn’t seem like it’s about to roll over if you’re too eager with the tiller at either low or high speeds.

More aggressive driving and tighter turns will naturally invoke some understeer and tyre squeal, though the Continental rubber does well to keep this behemoth pointing in the right direction.

Of course, a large SUV that weighs more than a Toyota LandCruiser 300 Series is bound to be unsettling for some, especially when you consider how quick the Lyriq really is.

A claimed 0-100km/h acceleration time of 5.3 seconds is properly fast, but its power isn’t delivered in quite the same neck-breaking fashion as many EVs. The hotted-up Lyriq-V could change that, but that won’t arrive here until next year.

As we said in our overseas drive review, Cadillac’s progressive tune for the Lyriq’s acceleration is entirely intentional.

Throttle response is sharp, but mashing it from a standstill sees the car take off in a subdued huff before winding up the power as speed increases.

It doesn’t get more aggressive in Sport mode either, which we find interesting. You do get a harsher hit under hard acceleration if you’re already rolling at around 50km/h, which feels a bit more like it should for a car with nearly 380kW of power.

We also like that you get an exact readout of the power output when in Sport mode – seeing 380kW written on the dash is quite fun.

The Lyriq has no trouble slowing down either, thanks in part to its colossal Brembo brake calipers, but also its unique arrangement with energy management.

There is a one-pedal driving mode, but you can also control regenerative braking using ‘Regen on Demand’ with your left hand.

There’s a sole paddle fitted on the left of the steering wheel, which can be used to progressively apply more braking power.

It’s quite clever, and I like being able to slow down without having to move my foot at all. Contrived as it may seem, the paddle is easy to get used to, and you can claw a bit of charge back while you’re at it.

There are some flaws though, and most are to do with safety tech. For one, there’s no lane-centring function available when using adaptive cruise control, which is a major omission in the context of the competition.

Overseas, the Lyriq gets GM’s Super Cruise Level 2 autonomous driving system, which supports hands-free driving. We understand that feature isn’t yet allowed here, but it’s disappointing that we don’t get anything at all. Nor is there any form of native satellite navigation.

The adaptive cruise on its own works reliably, though we did find the passive lane-keeping was sometimes a little more active than we would’ve liked. Similarly, the driver monitoring system was a touch too sensitive to head movements and mirror checks.

Another quirk of the Lyriq is the way it alerts you. Instead of beeping, the driver attention system vibrates the driver’s seat at progressive levels of intensity depending on how long you’ve been distracted.

It’s a creative idea, but not one that we necessarily like. The reversing sensors will also cause the seat to vibrate quite strongly as you approach objects, which feels mildly invasive if nothing else.

These minor bugbears aside, on the move is where the Lyriq hits its stride. Despite being a relatively unconventional Cadillac in the eyes of most Aussies, it’s hard to argue there’s not something vaguely boss-like about driving around in this car.

It feels big, it looks big, and it commands road presence. And supreme cabin comfort and ride quality make it an easy long-distance cruiser, provided you can find chargers at regular intervals.

The Lyriq is certainly thirsty, and Cadillac’s energy consumption claim isn’t trying to hide that. There have been clever considerations though, like the way the car will deactivate its front motors to save charge where possible.

When it comes time to park the beast, you also have a comprehensive array of cameras and sensors to rely on, which are all high-quality and work as they should.

Put simply, the Lyriq is pretty close to what a modern Cadillac should be, and fancy bits like adaptive suspension would plant it firmly in the realm of the Polestar 3 and the trio of Germans.

To see how the Cadillac Lyriq stacks up against its rivals, use our comparison tool

What do you get?

Two grades of Lyriq are currently available in Australia, and the Sport is the more expensive option.

2025 Cadillac Lyriq Luxury equipment highlights:

• Semi-automatic parking assist
• Heated, power-folding exterior mirrors with puddle lights
• Panoramic sunroof
• Hands-free power tailgate
• 33-inch display
• Apple CarPlay and Android Auto
• Active noise cancellation
• AKG Studio 19-speaker sound system (incl. front headrest speakers)
• 126-colour ambient lighting
• Heated and ventilated front seats
• Heated steering wheel
• Power-adjustable front seats with power lumbar
• Heated outboard second-row seats
• Tri-zone climate control

The Sport adds:

• Dark grille finish
• Unique wheels
• Obsidian Chrome finishes and dark exterior accents
• Body-colour door handles

To see how the Cadillac Lyriq stacks up against its rivals, use our comparison tool

Options

A Nappa leather package ($3000) is optional, available only with the Oxford Stone or Juniper colourways.

Extras include:

• Nappa leather upholstery for all seats
• Nappa leather armrests
• Soft-wrapped upper instrument panel
• Dark Ash wood trim with backlit door accents

To see how the Cadillac Lyriq stacks up against its rivals, use our comparison tool

Is the Cadillac Lyriq safe?

The Lyriq has yet to be tested by ANCAP or Euro NCAP.

Standard safety equipment includes:

• Adaptive cruise control
• Autonomous emergency braking
• Intersection assist
• Blind-spot assist
• Front, front-side, front-knee and front curtain airbags
• Rear curtain airbags
• Surround-view camera

To see how the Cadillac Lyriq stacks up against its rivals, use our comparison tool

How much does the Cadillac Lyriq cost to run?

The Lyriq is backed by a five-year, unlimited-kilometre vehicle warranty, an eight-year/160,000km battery warranty, and five years of roadside assistance. Cadillac is also offering five years of free servicing.

To see how the Cadillac Lyriq stacks up against its rivals, use our comparison tool

CarExpert’s Take on the Cadillac Lyriq

The Lyriq is as impressive as it is imposing, and strikes us as a vehicle that should be more than capable of sticking it to Polestar and the Germans.

Presentation is top-notch inside and out, and while its design is perhaps not everyone’s cup of tea, it’s hard to argue that there isn’t something distinctive about the Lyriq. It’s certainly more imposing in the metal than in photos, where it masks its true size better.

Inside, it’s comfortable and well-appointed, and despite complaints overseas we have no major issues with its build quality apart from the odd inconsistent panel gap. Sure, there have been some peculiar material choices, but nothing that will get in the way of using the car as intended.

We can’t complain about the ride quality either, and the extra sound deadening said to have been applied compared to EVs based on the same platform like the Chevrolet Blazer seems to have played a big role in its first-class refinement. We’d still like to see adaptive suspension for the money, but the Lyriq still has some of the best-sorted passive dampers in any EV.

We’d also like to see some of that missing tech, like a lane-centring function that works with adaptive cruise control, as you’ll find that in most direct rivals. The lack of native satellite navigation is also a disappointment, but wireless smartphone mirroring remains a comfortable alternative if you have mobile reception.

When you consider the Lyriq’s rivals, it seems Cadillac has found an appropriate space to stand in. The Germans generally fight among themselves, with their steep price tags and sometimes questionable designs.

We consider the Polestar 3 to be the Lyriq’s closest competitor, but both SUVs offer very different cabin and driving experiences. The Polestar is Chinese-built but feels much more European, with edgier styling and sportier pretensions accompanied by a clean and straight-to-the-point interior.

Meanwhile, the Lyriq is undoubtedly American, but still exudes quite a sophisticated presence and boasts a properly plush interior. It’s cheaper than all but one version of the Polestar too, which means those in the market for a large luxury electric SUV with a different flavour should be placing the Lyriq towards the top of their shopping lists.

It’s a strong debut for the modern Cadillac in Australia, but getting potential buyers to appreciate that will be the next significant hurdle to overcome.

Interested in buying a Cadillac Lyriq? Get in touch with one of CarExpert’s trusted dealers here

MORE: Everything Cadillac Lyriq

Pros

• Properly comfortable and luxurious interior
• Captures key Cadillac traits and looks different
• Cheaper than some rivals

Cons

• Disappointing driver assist omissions
• Rough edges don’t scream $120,000
• Compromised storage solutions