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The Cadillac Lyriq 2023 is a high-tech luxury crossover car blended with the newest GM E. Vees technology, yet it must nevertheless perform everything required of a modern crossover. That includes transporting a lot of stuff, which is why GM will provide a roof rack for the Cadillac Lyriq. This will be the main focus of our today’s video. Hi, you are on Lyriq media, where information is key and accuracy is the drive. We update you with information and trending news about the e. vee Lyriq Cadillac and other upcoming and e. vees from the Cadillac company. So, if you're an e. vee enthusiast or owner, this is the place for you. We operate as a family; we listen to your comments and create all of the necessary videos with the information you require to keep you up to date on the e. vee world. If you’re new here, feel free to subscribe, like this video, and click that notification bell to remain posted with our recent posts. Thank you. Those paying careful attention to GM may have observed that the 2023 Cadillac Lyriq lacks any longitudinal roof rails onto which a roof rack might be mounted. While the design appears to be neat in terms of aesthetics and aerodynamics, such an omission may hinder owners who want to optimize the Lyriq's utility. However, GM will provide a solution. Cadillac Lyriq Product Manager Steve Mertes told Executive Editor Alex Luft in a recent interview that Lyriq buyers would be able to purchase a clamp-style roof rack (or cross bars) that will fasten to the roof through C-shaped hardware. In fact, the Cadillac Lyriq includes roof rack clip points, particularly for this reason within the upper door jambs. The roof rack on the Cadillac Lyriq will even be lockable and will have Cadillac branding. Given the Lyriq's sleek form, which does not appear to have facilities for additional cargo capacity on the top, this may come as a surprise to some readers. However, regardless of what's under the hood, it makes sense if buyers will utilize the Lyriq like they would any other crossover. Speaking of what's "under the hood" (at least metaphorically, since the Lyriq lacks one), the 2023 Cadillac Lyriq has a 100.4-kilo Watt per hour GM Ultium battery pack that powers a rear-mounted GM Ultium electric motor. The 340 horsepower and 324 pound-feet of torque output are rated, while the future Lyriq All-Wheel Drive model will produce more than 500 pound-feet of torque via a dual-motor drivetrain. Friends, The Cadillac Lyriq 2023 is the right car for the right time. For years, it's been painfully evident that Cadillac was capable of producing a vehicle that excelled on all fronts. It produced dynamically superb and attractive sedans with inadequate inside trims and technology, which debuted at a time when Americans were flocking to crossovers and SU. Vees in large numbers. Cadillac's SU. Vees, on the other hand, were not especially competitive in any way, with the Escalade serving as the exception that proved the rule. If only the folks who invented Cadillacs had been given the green light to make something not just wonderful, but also something that American luxury car purchasers genuinely desire. The Lyriq is that vehicle. Cadillac has now been able to demonstrate its capabilities thanks to GM's new Ultium electric-car design and orders from CEO Mary Barra on down. The end effect is a really fantastic premium E. Vee crossover that is priced so competitively that it is difficult to overlook. This is the second vehicle to be produced utilizing GM's Ultium design, following the Hummer E. Vee pickup. The Lyriq is the first Ultium automobile that seems fully contemporary while not being a 100,000$, 10,000-pound monster truck. The Ultium platform is simply a floor pan comprised of battery-cell modules that define the car's length. What happens above the floor varies greatly from vehicle to vehicle. So, the Lyriq receives a 12-module, 102-kilo Watt-hour battery pack with an EPA-estimated range of 312 miles and a unique five-link front and rear suspension. Cadillac currently offers the Lyriq in a single well-equipped trim level, with either a single rear motor or a motor for each axle. Because the all-wheel-drive car is still a few months away from production, we drove a rear-drive 2023 model-year automobile. (At the moment, 2023 manufacturing is sold out, but you may purchase a 2024-model-year Lyriq, with delivery coming next spring.) Park City, Utah, is almost absurdly beautiful, straddling the line between Alpine ski town and desert paradise. In the highlands, you'll discover fast, gently bending roads with exceptionally smooth surfaces. The Lyriq is wonderful in this setting. The Lyriq is a large car (5610 pounds for the rear-drive version, 5915 pounds for the all-wheel-drive version), but the battery pack adds to a low centre of gravity, and Cadillac was able to achieve a nearly 50 to 50 weight distribution. The integration of batteries with the body shell results in an extremely strong construction, which is required for a suspension to perform well. There are no sophisticated chassis electronics to speak of here, just high-quality twin-tube passive dampers and a pretty soft setup with plenty of wheel travel. This configuration is excellent for weight and cost savings—plus, active suspension gear drains the battery, further lowering range—yet it does not seem like a compromise at all. The Lyriq, like Cadillac's sport sedans, breathes well with the road surface but never wallows. You have to wait a moment for the car to take a set in wide, fast corners, but once it does, the Michelin Primacy all-season tires provide plenty of grips. Steering appears sluggish at first, but it does a fantastic job of informing the driver about what's occurring on the road surface. To guarantee steering accuracy, Cadillac places the front suspension on a cradle that is then securely affixed to the body. To ensure ride quality, the rear suspension cradle is separated using rubber bushings. The Lyriq also serves as a useful reminder that adaptive dampers are unnecessary when the chassis principles are so robust. Sure, GM's magical MagneRide dampers might give even more bandwidth between soft and firm in a future "V" version of the Lyriq—which, while unconfirmed, is nearly certain—but they're useless for this standard-issue version. Cadillac's testers were all outfitted with 22-inch wheels with 40-profile tires, which are normally a recipe for disaster in terms of ride quality. If you didn't know any better, you'd swear they were the 1920s. The weight of the car is most noticeable while braking hard, however braking performance is robust and pedal feel is excellent. Cadillac accomplished the brake calibration in-house rather than depending on a third-party source to better handle the transition between regenerative and friction braking. The electronic brake booster, like Cadillac's contemporary sedans and the C8 Corvette, provides for a user-selectable pedal feel, but in both regular and sport settings, there's a quick bite at the very top of the pedal, and it's remarkably easy to modulate. You can't determine where the regen ends and the friction begins, which isn't true of all electrified vehicles. The Lyriq's 340 horsepower and 325 pound-feet of torque give sufficient acceleration from a standstill, though it isn't a neck-snapper like another premium E. Vees. In the end, it doesn't matter. How fast do you need your luxury family crossover to be? If you need something faster, wait for the 500-horse power all-wheel-drive version. Furthermore, the Lyriq transports speed quite effectively. It's all too simple to go 20 to 30 miles per hour over the speed limit. That's also because the Lyriq is so quiet it's unnerving. Because of a combination of classic sound-deadening material and active noise-cancelling technology, even at 85 miles per hour, you can only hear very well-suppressed wind noise. The use of accelerometers on the wheels to estimate the pitch and loudness of tire noise and employ speakers to cancel it out, similar to noise-cancelling headphones, is very innovative. The Lyriq is a joy to drive in typical traffic. Despite its 196.7-inch total length, it's nimble and, like any good luxury automobile, isolates you from the outside world. The outstanding SAE Level 3 Supercruise driver-assist technology from GM comes standard, but it won't be activated until later this year via an over-the-air upgrade. The cabin is possibly Cadillac's best yet, with a very simple design focused on a 33-inch curved O L. ED display that holds both the instrument cluster and the infotainment system.