At higher speeds, another operating mode engages the electric motors and the cylinder deactivation system for more efficient operation. GM claims that harmful emissions will drop significantly, and fuel economy will be boosted by some 25 percent compared with utes equipped with the 5.3-liter V-8. The fuel-economy disparity with the standard Escalade, which comes with the gluttonous 403-hp, 6.2-liter V-8, should be even more significant.

There is a working prototype that looks almost identical to the standard Escalade. There are some changes that will be made to the grille and front bumper to create a distinction between the hybrid and the more hedonistic standard model. After all, what’s the point of driving a hybrid if you can’t show the thing off? No changes are expected for the interior, however, the wood is already fake.

The Escalade hybrid is expected to go on sale in April or May of 2008 as a 2009 model, but you can bet that several dozen preproduction vehicles will be available in early March to shuttle the superstars up and down L.A.’s busy boulevards during Oscar week 2008.

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Like its cousin the Chevy Avalanche, the Escalade EXT features a special extendable utility bed that gives it a half-truck/half-sport-ute character. And, being a Cadillac, it has upgrades in all the important areas such as performance, luxury and style. The brash grille, imposing headlight treatment and liberal splashes of chrome affirm the Escalade EXT’s social standing, and a handsome new interior design provides the kind of cabin ambience expected in a high-dollar SUV.

The 2007 Cadillac Escalade EXT has an all-new, fully boxed frame for more refined ride and handling dynamics than before, and the adoption of rack and pinion steering (which replaces the old recirculating-ball setup) provides a 4-foot-smaller turning circle. Of course, this is still a large, heavy vehicle but a new 403-horsepower, 6.2-liter V8 paired with a six-speed automatic transmission means there’s always plenty of thrust on tap.

Currently, the only vehicle that might be considered competition for the Escalade EXT is Lincoln’s Mark LT, which is little more than a glitzy version of a Ford F-150 SuperCrew pickup. With the Cadillac’s advantages in performance, versatility and curb appeal, the Escalade EXT is essentially in a class of its own.

The 2007 Cadillac Escalade EXT is essentially a full-size crew cab pickup truck with the innovative Midgate that allows the cargo bed to be opened up into the cabin. With the rear seats folded, long items can be carried inside, protected from the elements, with the tailgate and tonneau cover shut.

The Escalade EXT comes in all-wheel-drive configuration only. Its sole power plant is a muscular 6.2-liter V8 that develops 403 hp and 417 pound-feet of torque. A six-speed automatic transmission is standard, and it includes both a tow/haul and a manual shift mode. Manual shifting is a tad awkward with the Escalade’s old-fashioned column shifter. Trailering preparation is standard, and the EXT can tow a maximum of 7,600 pounds.

The Cadillac Escalade EXT’s five-passenger cabin has an elegant, upscale ambiance thanks to the use of finely stitched leather and accents of wood and metal. Most surfaces are of the soft-touch variety, though a few cheap plastic trim pieces can still be found. Large instruments with blue needles allow a quick read of vital stats, while a trip computer provides secondary information, such as average fuel mileage.

The nav screen has a user-friendly touchscreen interface, and all controls are easy to find and use. The Midgate feature allows the pickup bed to be opened up into the cabin, allowing a maximum of 101 cubic feet of cargo capacity. A locking, removable tonneau cover and a roof rack are standard as well.[Edmunds]

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So without further adieu, Forbes best pickups for 2006:

• Best Midsize Pickup: Dodge Dakota and Mitsubishi Raider
• Best Pickup For Off-Roading: Dodge Ram Power Wagon
• Best Pickup For Pulling Stumps: Ford F-Series Super Duty
• Most Fuel-Efficient Pickup: Ford Ranger and Mazda B-Series
• Most Sinister Pickup: Ford Harley-Davidson F-150 (pictured above)
• Most Upscale Pickup: Cadillac Escalade EXT
• Raciest Pickup: Dodge Ram SRT-10
• Safest Pickup: Nissan Titan and Toyota Tundra

In a side note, Forbes excluded from consideration the pickup-like variations of Hummer’s SUVs, despite their off-roading capabilities, because they don’t have much in the way of cargo capacity in their beds.

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Ponying up all that dough secures the speediest Cadillac ever, thanks to a powerful, 443-hp, supercharged V-8, which accelerates the XLR-V from 0 to 60 mph in a claimed 4.6 seconds-an improvement of 1.2 seconds over the base XLR and just a tick behind the recently discontinued Mercedes-Benz SL55 AMG. In order to handle the higher pressures and temperatures produced by the Roots-style blower, Cadillac engineers had to substantially revise the base car’s powerplant, a task that included decreasing displacement from 4.6 liters to 4.4 liters and adding beefier components, including a new block and heavy-duty pistons. It’s nearly the same setup found in the STS-V, but there the Northstar pumps out 469 hp due to freer-breathing intake and exhaust plumbing that won’t fit in the XLR-V, which requires a prominent hood bulge simply to make room for the supercharger.

Nearly as impressive is the Magnetic Ride Control, which processes wheel and road data once every millisecond. It’s been upgraded for V-spec duty to include two settings. The default setting is a more comfort-oriented program-identical to the sole setting on the base car-that goes too soft before shoring up the supports, but the second mode, a sportier calibration chosen by tipping the gear lever into the manu-matic slot, keeps the car flat on initial turn-in and nicely balanced during aggressive cornering.

The XLR-V’s gearbox, one of the General’s first six-speed automatics, is extremely smooth in both automatic and manu-matic modes. But manual gearshifts are effected somewhat lazily, so it is imperative to plan shifts ahead of time in order that you don’t find yourself suddenly testing the seatbelt when you hit the rev limiter. We wish there were shift paddles, too.

The steering is like a late-in-life Marlon Brando having a root canal: weighty but numb. It gains some feel over the base XLR’s rack but still isn’t communicative enough, a shortcoming it shares with the SL. This is, we suppose, a function of those cars’ bizarre market niche, where hot-rod droptops must also serve as boulevardiers, able to cruise at parade speed as well as bomb down mountain passes.

Regular XLRs boast easily modulated brakes with short pedal travel, and the V’s binders are also plenty strong-and fade-free-with upsized rotors measuring 13.4 inches up front and 13.0 inches at the rear. But the pedal feels spongy, and as a result the brakes aren’t particularly confidence-inspiring.

Aesthetic changes are few. Besides the attractive V-series mesh grille and additional badging, the XLR-V gains exclusive eighteen-inch wheels, polished exhaust tips, and the hood bulge. The cabin has been gussied up with French seams and top-grade leather on the dash, door panels, and console, as well as on the protective roll hoops and their surrounding trim pieces. The fancier duds are unable, however, to disguise an interior that isn’t especially noteworthy to begin with.

But is the XLR-V worth $100,000? Cadillac has priced the car to say “Hey! Here we are!” as much as for profits. In terms of performance, the XLR-V merits its steep sticker price. Six figures is a tall order, however, for a car that lacks the cachet, history, and gorgeous interior of a Jaguar XK or a Mercered-Benz SL. So, the answer is: Not quite. But drop in a more stylish cockpit and give it a few years-then ask us again.

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With the introduction of the 2006 DTS, the last remaining vehicle in Cadillac’s lineup with a real name is the Escalade, which in a short period of time has built enormous value thanks to the entertainment industry’s fascination with it. Eldorado? Gone. Seville? Dead. DeVille? Meet its replacement, the DTS.

The 2006 Cadillac DTS isn’t a new car. Rather, it’s a re-worked version of the existing DeVille platform. That means it’s still a large, front-wheel-drive sedan powered by a 4.6-liter Northstar V8 engine and a four-speed automatic transmission. Strangely, but mainly because they’re sitting in the parts bin so GM might as well use them, two versions of the V8 are available in the DTS. The standard motor is estimated to make 275 horsepower calibrated for quick off-the-line and part-throttle response, while an optional version generates about 290 horsepower that revs higher but whips up less peak torque.

The DTS offers a choice of 4.6-liter Northstar V-8s: 291 horsepower in performance tune or the milder 275-horse version. The latter is the torque-hound while the former is the revver, with more peak power and a higher redline. Both are mated to a four-speed automatic transmission–effective, but somewhat old news in this world of five, six, and even seven-speeders. Underneath is a new engine cradle design and a host of electronic goodies, including four-channel anti-lock brakes, traction control, StabiliTrak with brake assist, and magnetic Ride Control. The DTS rides on larger 17- or 18-inch wheels, and brake sizes also have been increased.

The new interior treatment benefits from the use of more premium materials. Its build quality reflects a newfound respect for tighter gaps and flush fits. Other cool stuff includes an industry-first dual-depth passenger airbag system, active remote start, improved seating, and a heated windshield-washer-solvent system.

On the road, the DTS enjoys sharp turn-in response, greater NVH control, and a nice exhaust note when equipped with the performance package. This car is all about polish and refinement, although it’s not the dynamic match of most of the costlier foreign competitors. The DTS is much improved over the DeVille; with it, Cadillac has put an edge on what was formerly a dull blade. Sharing its underpinnings with George W.’s personal ride should help it at least hold onto market share until a world-class, RWD flagship is developed.

Sold in a single trim level with multiple Luxury packages or a single Performance package, some of the available luxury features offered on the Cadillac DTS include heated and cooled front seats, heated rear seats, a heated steering wheel, and triple-zone climate control. Remote engine starting, a heated washer fluid reservoir, and rain-sensing wipers also help to take the sting out of inclement weather. The DTS also features ultrasonic park assist, automatic high-beam headlights, adaptive cruise control, a DVD navigation system, and XM satellite radio.

Safety gear includes a dual-stage driver airbags, a dual-depth front passenger airbag, side-impact airbags for the front seat occupants, and side-curtain airbags for all outboard seating positions. The dual-depth airbag design takes occupant seatbelt usage, seating position, and crash severity to deploy the front passenger airbag at a shallow depth or a deeper depth to protect the passenger. In the event of an accident that causes the airbags to deploy, the standard OnStar telematics system can notify rescue personnel of your location and status to speed medical treatment, if necessary.

Since 1967, when the first Eldorado debuted, Cadillac has always sold a front-wheel-drive car. The 2006 DTS is the last of a 40-year legacy, likely to be replaced by the end of the decade with a rear-drive, redesigned version. And though the DTS amounts to little more than a warmed-over DeVille, it looks pretty good to us.

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Cadillac wasn’t the first automaker to blend a pickup-truck cargo bed with a sport utility vehicle, but the full-size Escalade EXT is one of the most luxurious examples. Dropping the midgate panel quickly changes the interior layout from five-passenger seating to additional cargo capacity. A sliding load floor is installed on 2006 models.

Cadillac created a new niche for itself in 2002 by borrowing a concept from Chevrolet and giving it the full luxury treatment. Chevrolet had already launched its Avalanche, and Cadillac followed with the Escalade EXT, which blends the luxury cab of an Escalade sport utility vehicle with the cargo bed of a pickup truck.

In its regular form, the Escalade EXT is a five-passenger SUV with full-time all-wheel drive. The EXT may be transformed into a pickup whenever necessary by simply dropping the midgate panel between the bed and the cabin; this turns passenger space into additional cargo area.

A sliding load floor that holds about a half-ton of cargo has been added to 2006 models, and a power-sliding tonneau cover is newly optional.

Optional equipment includes touch-screen navigation and a DVD-based backseat entertainment system that features a 7-inch flip-down screen. General Motors‘ OnStar communication system, XM Satellite Radio and a tire-pressure monitor are standard.

Exterior
The 2006 Cadillac Escalade EXT’s styling closely resembles that of the regular Escalade. The headlights are incorporated into a single unit with rectangular parking lights and halogen fog lamps. The company’s wreath-and-crest insignia is mounted up front and on the liftgate. Cast-aluminum wheels carry 17-inch tires.

The Escalade EXT is built on a 130-inch wheelbase and measures 221 inches long overall, 79.5 inches wide and 76 inches tall (to the top of its luggage rack).

Interior
Five occupants fit inside the Escalade EXT’s cab, which includes a 60/40-split rear bench seat. The midgate extends the bed from 5 feet 3 inches long to 8 feet 1 inch, and it folds into the interior of the cab to create enough space to stow a 4-by-8-foot panel.

Removing the rear window creates more cargo space and allows better air circulation; the window stows onboard. Luxury amenities include a premium version of the OnStar communication system and a seven-speaker Bose sound system with an in-dash six-CD changer.

Under the Hood
Like the regular all-wheel-drive Escalade and the Escalade ESV, the Escalade EXT uses a 6.0-liter V-8 that produces 345 horsepower and 380 pounds-feet of torque. The engine teams with a four-speed-automatic transmission. Standard features include the StabiliTrak electronic stability system and a Road Sensing Suspension System that adjusts to various road surfaces. An EXT can tow as much as 7,300 pounds.

Safety
Side-impact airbags for the front seats, antilock brakes and programmable daytime running lights are standard. Dual-stage front airbags operate with a passenger-sensing system. Ultrasonic Rear Parking Assist warns of objects to the rear while backing up.

Driving Impressions
Functions on the Escalade EXT work as promised, and its performance rivals that of the regular Escalade. But the utility of the pickup bed at the back is debatable. Even more than a standard Escalade, the EXT comes across as an example of sheer excess at a time when oversize vehicles are losing favor.

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