GAYLORD, Michigan — The midsize Cadillac Lyriq SUV and compact Tesla Model 3 sedan are brand icons. The Lyriq redefined Caddy as an EV maker, the Model 3 made Tesla a best-seller.

Their performance trims — the 2026, $80K Lyriq-V and 2025, $56K Model 3 Performance — represent the state-of-the-art of two U.S. brands that are on the industry’s bleeding edge of modern digital electric tech.

You read that right: the bleeding edge.

After decades of playing catch-up to European luxury brands, America boasts two models at the forefront of the premium market’s electric, autonomous trends. The Yanks come at the equation from different perspectives, but, as road trips from Oakland County to Charlevoix, Michigan, indicate, they arrive at the destination in a very similar manner. Here’s how they compare.

Hands-free driving

Tesla has been the lead stagecoach on the Wild West frontier of autonomous driving, and it continues to push the envelope. The Model 3 would have happily driven itself (its camera trained on me to make sure I was a good chaperone) from door to door on my 250-mile journey.

“Navigate to Charlevoix, Michigan,” I barked, and we were off. The Tesla exited my cul-de-sac, navigated a Telegraph Road Michigan turn, then accelerated up to speed onto I-75 North.

Since Full Self-Driving (FSD) became widely available to Tesla customers in 2022, it’s impressive how far the software has come in a short time. I used to put a “STUDENT DRIVER” sticker on the back of my car, so inconsistent was its habits. Like a 16-year-old novice, it would ghost brake on four lanes, edge out into traffic at Michigan turns, sometimes miss a red light.

No more. FSD has become more predictable. It has adapted sophisticated, human-like driving habits like: 1) slowing down in sight of slowed traffic rather than running up on it, and 2) executing right-on-red turns.

Cadillac’s Super Cruise actually beat Tesla to hands-free driving (both now go hands-free with camera surveillance) but has generally been more conservative, emphasizing passenger comfort. The Lyriq waited until I was on I-75 to go hands-free, then displayed a green light at the top of the steering wheel so I knew it was engaged. A blinking red light — complemented by a buzz to the seat — indicated when it was concerned my attention had wandered from the road (the Tesla’s self-driving avatar is a small blue steering wheel in the screen).

Both Caddy and Tesla changed lanes to pass cars — but Lyriq was much less likely to be a left-lane hog, courteously returning to the right lane after completing a pass. Off divided highways, Super Cruise is increasingly available on secondary roads. On M-31 heading into Petoskey, for example, the Cadillac remained hands-free until giving up at intersections like the light at Bay Harbor resort.

The Tesla, by contrast, continued confidently on its way.

Driving dynamics

Hands-free driving is sci-fi stuff, but I still love to drive.

Twisted, two-lane M-32 between I-75 and Charlevoix is one of the best driver’s roads in Michigan, and I put the hammer down in both EVs. ZOT!

At just 4,054 pounds, the Tesla came off corners like a rocket ship, delivering 100% of its 554 pound-feet of torque to all four wheels. At a porky 5,980 pounds, the Lyriq’s girth is evident (as with its compact 5,192-pound Optiq stablemate). But so is Cadillac’s competition-bred performance engineering.

Downhill into a group of M-32 esses, the Model 3’s Brembo brakes seem ill-equipped to stop the rocket, unlike the Caddy’s firmer shoes. Even more noticeable is the Lyriq’s confidence on corner turn-in. The Model 3 feels less certain, like a doe trying out its new legs. Tesla has work to do.

Charging

Tesla’s integrated charging network is the brand’s secret sauce, and it continues to impress.

Navigation not only charted my course to Charlevoix, but told me I would need to charge in Gaylord for five minutes to arrive with 7% of charge. Just 7% of charge?

“Set arrival energy,” read the Tesla display so I could target whatever percentage I wanted (I like 25%) so I have enough juice to do stuff when I arrive at my destination rather than hunting for another charger. Dependent on a third-party charging network, the Cadillac can’t offer this feature, nor can it guarantee charger destinations will, um, work.

The Lyriq-V initially charted my course to Charlevoix with zero charging stops — but once on the road adjusted that prediction and routed me to Bay City’s Electrify America charger. Right next to the Tesla chargers. Both chargers were busy, and with eight stalls — twice the EA number — Teslas didn’t have to wait as long.

GM has access to Tesla chargers, but not to the rival's older, so-called, V2 chargers found in Bay City. Cost? The Tesla chargers averaged 36-39 cents per kWh — the EA chargers 56 cents.

On multiple trips, Model 3 — likely due to its improved drag coefficient of 0.22 (the Lyriq is still an impressive 0.28) — also seemed more efficient at high speeds. At 80 mph, the Tesla only lost 5% of range. The Caddy? About 35%.

For perspective, Tesla energy cost is comparable to a BMW M340i X-Drive at $4 a gallon premium gas, while Lyriq would cost about 25% more.

Design

It’s remarkable that the Lyriq-V’s drag coefficient is as good as it is. The brand has leaned into its storied design history with its boldest looks since the 1960s. The Lyriq (and other Caddy EVs) have swagger.

If the Tesla is a soap bar built for speed, the Caddy is a rolling Fox marquee sign built to get noticed.

That premium look extends to the interior, where the Lyriq is lathered in luxury, including 33-inch screen that sprawls across a dashboard peppered with jewel-like air vents and a center console anchored by a bling-tastic rotary screen controller. The Tesla? It’s so smartphone simple that everything is run through the center 15.4-inch screen. Even the air vents. A rotary controller? Fuhgettaboutit.

So luxurious is the Lyriq’s wardrobe (and those of (and sister Optiq, Vistiq and Escalade IQ) that Cadillac doesn’t consider Tesla a competitor and claims it is the best-selling premium EV brand. That’s silly given Tesla’s similar price points and market share.

But it does speak to how differently these two brands have approached the EV space. For Tesla, the Model 3 ushered in a complete reimagining of the auto industry from performance to autonomy to design. Its owners aren’t just drivers, they are guinea pigs in the experiment.

For Cadillac, on the other hand, EVs are a chance to recast itself as luxury leader. Just as Cadillac defined luxury in the early 20th century, so does Lyriq & Co. intend to establish a new standard of the world in autonomy and interior comfort.

Are you a pioneer with a taste for adventure or an arbiter of fine things? The difference may decide whether you drive Tesla or Cadillac.

2026 Cadillac Lyriq-V

Vehicle type: Battery-powered, all-wheel-drive, five-passenger SUV

Price: $80,090, including $1,395 destination fee ($85,785 Premium as tested)

Powerplant: 102 kWh lithium-ion battery with single rear or dual electric-motor drive

Power: 615 horsepower, 650 pound-feet torque

Transmission: Single-speed direct drive

Performance: 0-60 mph, 3.3 seconds (Car and Driver); top speed, 131 mph; towing, 3,500 pounds

Weight: 5,980 pounds

Range: 285 miles on full charge

Report card

Highs: Cadillac presence; confident handling

Lows: Porky; third-party charger dependency

Overall: 3 stars

2025 Tesla Model 3 Performance

Vehicle type: All-wheel drive, five-passenger sedan

Price: Base $56,630, including $1,390 destination charge ($64,630 as tested)

Powerplant: Lithium-ion battery pack mated to dual electric motors

Power: 510 horsepower, 554 pound-feet torque

Transmission: Single-speed automatic

Performance: 0-60 mph, 2.8 seconds (Car and Driver); top speed, 155 mph

Weight: 4,054 pounds

Range: 298 miles on full charge

Report card

Highs: Autonomy leader; confident charging experience

Lows: Numb handling; questionable steering wheel ergonomics

Overall: 4 stars

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