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Today’s word is Escalade. I knew the word meant something, not like such made-up names as Camry or Passat, or an atrocious misspelling such as Aztek. Or a place name, such as Bonneville or Bel Aire. Reaching for Webster’s, I discovered that it is a noun defined as “the act of scaling or climbing the walls of a fortified place by ladders.”

Now, that’s cool. And in the case of Cadillac’s foray into sport utility territory, very appropriate. It conjures images of climbing to the top of the heap, either by Escalade’s status-seeking drivers or by the Cadillac engineers who have produced the best-driving full-size truck ever.

That’s a major endorsement. I generally find big SUVs to be clumsy and cumbersome, but the Escalade proved to be competent, quick and maneuverable, despite its size and heft.

Here’s a new definition for Escalade: an exercise in how a gigantic, blockish truck can be engineered to drive like a car. And a nice car at that. The 2002 Escalade shows how far the new model has come since GM gussied up a GMC Yukon, called it a Cadillac, and introduced it for the 1999 model year.

With the new version, it’s easy to forget you’re piloting a 5,800-pound truck. It’s maneuverable and easy to drive, with responsive steering and excellent brakes. Cornering is fairly flat and balanced, considering the vehicle’s tonnage and high center of gravity.

But after all, this is the Cadillac of SUVs. And it’s a great product from a brand struggling to attract younger people who are disinterested in Cadillac’s traditional land yachts. This is the first SUV I’ve driven that attracted unbridled interest from young people.

In some ways, this is Cadillac’s new-millennium version of the ’59 Sedan de Ville, the behemoth that holds the record for tailfin height. Escalade is also big and brash, dripping with luxury, gleaming with chrome. The Cadillac emblems fore and aft have turned huge. There’s nothing subtle here.

But that’s on the outside. The interior is surprisingly restrained, looking more Germanic than General Motors, as if the designers had been examining BMWs and Audis. There are no garish video screens or other gimmickry, just nicely rendered, well-laid-out gauges and switches. Surfaces are finished in leather, wood and plastic with no hint of cheapness or make-do.

The leather seating is very comfortable, more like the easy chairs in a posh men’s club than car seats. Escalade is a bona fide eight-seater, with a full third row of seats for three. The clinker here is that it takes a lithe individual to crawl back there.

Part of the credit for driveability goes to GM’s StabiliTrac system, which controls traction and wheel-spin, and a computerized road-sensing suspension package that improves body stability, ride comfort and vehicle control.

Oh, and let’s not forget the beefy V-8 that motivates this giant. The all-wheel-driv e Escalade, such as the test truck, is outfitted with the bigger of two engine options. This is the Vortec 6000, which puts out a convincing 345 horsepower and 380 lb.-ft. of strong torque. Yes, this big truck does go, accelerating quickly and cruising easily 75 mph-plus.

Of course, the downside of high-performance and heavy weight is poor gas mileage. According to the onboard computer, I averaged 12.5 mph in mixed city/freeway driving.

With its gigantic all-terrain tires on 17-inch rims, Escalade feels like it could go anywhere, though I would be loathe to take this splendid ride off-road for fear of getting it dusty.

All the luxury goodies come standard, as they should on a $50,000 vehicle. The only option on the tester was a $1,550 glass sunroof. Destination charge was a steep $700.

Escalade comes standard with OnStar, GM’s emergency, navigation and communications system, and Ultrasonic Rear Parking Assist, which beeps if you’re about to ck into something.

Even at $50,000-plus, Cadillac should sell every one of these it can turn out. But the competition is considerable, and there are those who are too modest for huge Cadillac emblems and other showy trappings of wealth.

Cadillac Escalade

Vehicle type: Eight-passenger, four-door sport utility vehicle, all- wheel drive.

Base price: $50,285.

Price as tested: $52,535.

Engine: 6-liter V-8, 345 hp at 5,200 rpm, 380 lb-ft. of torque at 4,000 rpm.

Transmission: Four-speed automatic.

Curb weight: 5,809 lbs.

Wheelbase: 116 inches.

EPA mileage: 12 city, 15 highway.

Highs:

– Excellent driveability.

– Powerful engine.

– Refined interior.

Lows:

– Poor gas mileage.

– Inaccessible third seat.

– Styling excesses.