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Stuff.tv
10-07-2025
- Automotive
- Stuff.tv
The all-electric Lexus RZ550e F Sport has yoke steering, and I'm not convinced that's a good thing
Stuff Verdict The RZ returns with the build quality and refinement you'd expect from a Lexus. The 550e F Sport even helps raise the excitement levels a bit. Pros Yoke steering adds a unique touch Plenty of power and range Elegant interior and exterior Cons Not that interesting to drive Expensive versus some rivals Steer-by-wire might not be for everyone Introduction While there's no shortage of options when it comes to plush electric mid-size SUVs, including the likes of the Tesla Model Y, the Polestar 4 and the Audi Q4, Lexus is coming in strong with the updated RZ. As well as adding more range and improved handling, a mid-life facelift has injected a bit more performance: the the RZ550e F Sport driven here is now the pick of the bunch for petrolheads. A dual motor, all-wheel drive layout is good for 408bhp and 0-62mph in just 4.4sec, with simulated manual shifting and accompanying faux engine noise meant to make you feel more connected to the machinery. It also does steering a little differently, with a yoke-style wheel and steer-by-wire setup. I've driven a Lexus with this arrangement before, but the latest iteration has been tweaked to work a little more effectively. Effectively enough, though? Time to find out… How we test cars Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products. Find out more about how we test and rate products. The styling Once Lexus gets a design theme going it seems to stick to it, and the latest RZ continues this trend. The F Sport Takumi grade takes things a step further though, with striking Neutrino Grey Bi-Tone paintwork complimented by the rather sober black and grey interior. Anyone looking for some livelier tones will love the Sonic Copper and Hazel of the Takumi edition. The interior reminded me of a late 1970s Austin Princess. A compliment? I think so. The duo tone paintwork might not be to everyone's taste, but I think middle of the bonnet and the roofline being in contrasting black suits the performance angle of this car. There's the unmistakable expanse of the Lexus grille upfront, along with mean-looking angular headlights. Out back, the rear end looks surprisingly high, which is mainly down to the use of black along the bottom of the bumper. In fact, the whole stance of the RZ is high riding, especially on the 20in rims, which works quite well overall. I like the understated taillight array too, which runs from the rear wings right across the tailgate. A low-key spoiler and Lexus spelt out in letters adds to the classy effect. Another hit is the intricate panel work that runs along the side of the car, with raised door handles adding an extra bit of character for good measure. There's nothing too radical going on, but prospective Lexus owners will probably be fine with that. Much the same can be said for the by-numbers interior, which is comfortable enough. The drive The RZ I got to drive comes with the headline-grabbing yoke steering wheel, which has a steer-by-wire system. This is quite a different way to drive a car it has to be said, especially if you like the idea of being able to move your hands around the wheel. The yoke meant I had to keep my hands in one place, although Lexus has tweaked the top slightly to allow for more enjoyable hand positioning. It's definitely different, though. The way the indicators and wipers are on small stalks fixed to the yoke also took me a while to get used to. I found the steer-by-wire system better here than the last time I tried it. The steering recalibrates to suit the task in hand, so tight turns and parking require less lock than you might think. Whether or not it'll ever become a mainstream preference remains to be seen, however, as too many people like the freedom to keep their hands in different places on a wheel as they drive. Even more so on longer runs. I think I'm of the same opinion. Aside from that, the drive setup is much the same as that found in other Lexus models. There's a circular drive selector in the centre console and a prominent power button up on the dash. I rather like the current Lexus dial arrangement, and a big central screen offers access to drive modes. If you're not prone to changing these while on the go, it's no big deal. You get plenty of power here, with the RZ500e providing excellent acceleration and a decent top speed. The F Sport also gets Interactive Manual Drive, or the ability to seemingly shift gears manually via paddles. It works, but can't shake the feeling of being a gimmick. It's certainly not as convincing as the shifting found in a Hyundai Ioniq 5 N. The big battery naturally adds to the weight of the car, too, so it feels rather heavy as it goes through tight corners at speed. The driving position is good and there's a decent view out the front and the sides. Reversing tends to call for the camera to be used, with that small tailgate window not offering a lot of visibility. The technology There's not a whole lot that's revolutionary about the suite of tech found inside the RZ range. There's a decent 14in infotainment display, which does the job via some respectable graphics and nimble functionality. As I'd expected, the electric adjustable seats were great, while the Lexus Safety System + active safety and driver assistance systems tick over nicely if you're in need of some help behind the wheel. One of the best bits of innovation though, was the delicious hue of the panoramic roof, which featured a dark-dimming capability to react with the light outside. I thought it helped give the interior of my RZ a really cool ambience, especially in strong sunlight. Less great is the digital instrument panel in front of the steering wheel which, as was the same in earlier models, lacks a certain something. Overall, Lexus tech is workmanlike and gets the job done, but could do with a little more zing. Lexus RZ verdict If I was looking for thrills and had my heart set on a Lexus, I'd definitely head in the direction of the RZ550e F Sport. For everyday use and more sensible driving, though, the lowlier RZ 350e feels perfectly adequate for average needs and gets the benefit of more range – up to 352 miles – which is decent. No Lexus can be considered a bargain, though, and the RZ550e F Sport will almost certainly land further into niche territory. Still, brand devotees will love the mid-life improvements on offer here. Stuff Says… Score: 4/5 The RZ returns with the build quality and refinement you'd expect from a Lexus. The 550e F Sport even helps raise the excitement levels a bit. Pros Yoke steering adds a unique touch Plenty of power and range Elegant interior and exterior Cons Not that interesting to drive Expensive versus some rivals Steer-by-wire might not be for everyone Lexus RZ technical specifications Powertrain Permanent magnet synchronous electric motor Battery 77kWh Power 408bhp Torque 397lb-ft 0-62mph 4.4sec Top speed 112mph Range 279 miles Maximum charge rate 150kW Cargo volume 522 litres
Scotsman
05-07-2025
- Automotive
- Scotsman
Skoda Elroq review: sensible, efficient and surprisingly stylish
The handsome Skoda Elroq is immensely likeable | Skoda This article contains affiliate links. We may earn a small commission on items purchased through this article, but that does not affect our editorial judgement. Gareth Butterfield tests the new Skoda Elroq - a masterclass in understated competence – practical, refined and perfect for those who like their lives (and lawns) neatly trimmed. Sign up to our daily newsletter – Regular news stories and round-ups from around Scotland direct to your inbox Sign up Thank you for signing up! Did you know with a Digital Subscription to The Scotsman, you can get unlimited access to the website including our premium content, as well as benefiting from fewer ads, loyalty rewards and much more. Learn More Sorry, there seem to be some issues. Please try again later. Submitting... I always imagine Skoda buyers to be the sorts of people who obsess over their front gardens. Their privet hedges never have a leaf out of place, and their kitchens and living rooms are free of any clutter. They iron their duvets, religiously stick to bedtimes, don't touch sugary drinks, and clean their cars every Sunday, without fail. Advertisement Hide Ad Advertisement Hide Ad These are the sorts of people I really wouldn't want to go on holiday with, but they're the sorts of people who make sensible purchases; obsessing over details, and not signing a cheque until they're absolutely sure they're doing the right thing. My house is a tip. My front garden is an embarrassment, and I've never ironed a duvet in my life. I've also never owned a Skoda before. But I borrowed one recently to see how the other half lives. It's more sensible from the rear, but no less attractive | Skoda The nice people at Skoda sent me their new fully-electric Elroq. It's currently the smallest Skoda on the fleet, but it's not really very small. A sign of the times, I guess. Skoda describes its newcomer as a compact SUV, presumably because if something isn't badged as an "SUV" or a "crossover" only four people will buy it these days. Advertisement Hide Ad Advertisement Hide Ad And I suspect plenty of people will buy the Elroq, because it's significantly cheaper than the VW ID.4 and the Audi Q4 e-tron with which it shares a platform. That's the sort of sensible choice people who only own two pairs of shoes makes. It could be argued that the Elroq's looks are far from sensible, though. It's all quite conventional at the rear, but the slim LED lights and gloss-black panel instead of a grille are very on-trend. Minimalist, but well laid out - the interior is a pleasant place to sit | Skoda The interior is far more sensible. It's quite attractive, in a not-too-daring sort of a way, with a dashboard dominated by a 13in display, which sits next to a relatively tiny driver's display. The main display is one of the easier ones to use, and it has an array of configurable shortcuts. These are always welcome, but one day we'll go back to physical buttons, I promise, and you'll realise what a clumsy pain in the backside they actually are. Advertisement Hide Ad Advertisement Hide Ad Beneath the screen is a subtle set of capacitive controls for climate settings and audio volume. It's a bit fiddly, but the physical shortcut buttons beneath that are like an oasis in the desert - despite being perhaps in the wrong place. Not very sensible, eh? Rear space is pretty good for the size of car - four people fit in well | Skoda Everything else about the interior is nice, though. There's plenty of space for four occupants, just enough room for the occasional fifth, and the 470-litre boot is very generous. Driving the Elroq feels like a pleasant lesson in how cars should operate. There's no fuss, not even a start button, you just get in and drive. The ride is slightly on the firm side, but only enough to keep body control in check, and with power output ranging from 168bhp to 281bhp, depending on the model you choose, there's plenty of grunt across the range for overtaking, but not enough to engage in any unwelcome frivolity. Ranges are strong in the Elroq, with the base "50", capable of a potential 230 miles, the "60" claiming 260 miles, and the top-spec 85 ready to attempt 360 miles. In practice, the Elroq I tested was very efficient, and 3.5mi/kWh is possible, but that would still reduce the maximum potential range down a fair bit, if I've done my sums correctly. Advertisement Hide Ad Advertisement Hide Ad Charging speed ranges from 145kW in the 50, and up to 175kW in the 85, which isn't too shabby. And it means they'll probably all top up in the same time. Very sensible. There's lots of classic clever Skoda touches - like the innovative net for storing the charging cable | Skoda The trim levels you choose will, to some extent, determine the battery you get fitted, and if you go for top spec, you'll get plenty of goodies thrown in, plus the option of the 63 or 82kWh batteries, but you will start to creep towards £40,000. And £40,000 for a compact Skoda doesn't seem all that sensible. But in the mid-ranges, perhaps in SE L trim with the 63kWh battery, it's probably in its sweet spot, and leasing deals will be tempting, thanks partly to decent residuals. It's hard not to like the Elroq. You don't fall for its charms as such, because they're a bit lacking, but it's just such a competent car, that does everything it's mean to do really, really well. Unlike Kenneth and Janet's immaculate yet soulless new-build detached house in Foxglove Dell, it's really very appealing. In a sensible sort of way.
News.com.au
30-06-2025
- Automotive
- News.com.au
Audi Q4 Sportback review finds the perfect luxury EV salary sacrifice option
Salary workers would be salivating at the thought of four electrified rings. The new Audi Q4 makes the most of government incentives and could be in garages courtesy of novated leases for about $300 a week. With prices starting from less than $90,000, the Q4 is the least expensive e-tron we've seen from Audi. That also means it undercuts the Luxury Car Tax threshold so it's eligible for fringe benefit tax exemptions, which brings the leases into play and opens the door to a whole new market. Aptly named as it slots between the Q3 and Q5 in terms of size, the Q4 sits on the Volkswagen group's (that also owns Audi) modular electric drive platform, which has also been used for its Q5 sibling, the groovy VW ID Buzz, as well as the Cupra Born and Tavascan. The Q4 comes in SUV or Sportback body styles and two performance flavours, the 45 e-tron that just powers the front wheels, or the 55 e-tron that we tested and boasts all-wheel drive power – but also sees the cost push past $100,000. What do you get? Looking sleek and muscular in Sportback guise, the 21-inch alloys fill the expansive wheel arches, then on the inside it has a flat top and bottom steering wheel, stainless steel pedals and matt brushed aluminium inlays. Other nice kit includes three-zone aircon, electric tailgate with gesture control, 'S' embossed leather-trimmed seats, central 11.6-inch infotainment touchscreen, heated front seats, 10.25-inch driver instruments display and wireless phone mirroring apps. Our test car did have nearly $10,000 worth of extras courtesy of metallic paint ($1755), panoramic sunroof ($2925) and the $4700 Premium Plus package that incorporates tinted glass, 10-speaker Sonos stereo system, black exterior styling pack and exterior mirrors, along with an augmented reality head-up display. Grey is the only solid colour that doesn't attract a $1755 premium, with black, two shades of blue, violet, silver, another grey hue and white all metallic options. The Q4 has been available overseas for a few years but the latest models now available Down Under can charge quicker than the initial offerings – using a 175kW public charger the Q4 can shift from 10 to 80 per cent in about 28 minutes. Three-phase 11kW home chargers can replenish the battery in about 12 hours. Running costs are among the best you'll find in the prestige realm. The prepaid deal of $1900 covers three services with intervals every two years or 30,000km. It also comes with six years of roadside assist. All Audi e-trons come with a year's free subscription for the Chargefox network. How was the drive? Cornering flat and feeling nimble, despite tipping the scales at 2235kg, the Q4 offers composure and fuss-free driving. Riding on the massive 21-inch alloys it feels harsh ruts and potholes, yet maintains surprising composure under the majority of circumstances. Quicker than the front-wheel drive versions, the Quattro models manage the 0-100km/h sprint in 5.4 seconds. That's reasonably quick – but not insanely fast like some EVs. The steering feels light and lacks road feel when the going gets twisty. It rekindled memories of Audis from the early 2000s. Cabin serenity is assured and it boasts impressive boot space that easily swallowed our weekly family grocery shop of about 10 bags, while the door-top bottle holders are brilliant – it's a new benchmark and will be loved by those who like their H2O within close reach. Audi claims average consumption of just under 18kWh/100km, but we only got close to that on an easy highway journey. Our test saw an average of 21.6kWh/100km Would you buy one? Kel: For some reason I didn't gel with the Q4, which is unusual for Audis and my preferences. Great looks and easy to drive, it was nice but wasn't remarkable. We recently drove the SQ6 e-tron which was more expensive but I could see and feel the technology advancements. I could happily live with a Q4, but I'd want more value before becoming an owner. Grant: While we drove the 55 all-wheel drive derivative, it would be hard to pass up the benefits of the cheaper 45 models. Leasing benefits offer the best bang for buck when it comes to the Q4, which is a great family runabout EV. For those who want badge kudos, it's a predictable drive with anxiety free-range.
Yahoo
24-03-2025
- Automotive
- Yahoo
2025 Cadillac Optiq SUV EV shocks with style, features and value
SAN FRANCISCO — The 2025 Cadillac Optiq EV is a road-hugging little SUV, sleek, low, wide and fun. The 2025 Optiq compact SUV is equally at home carving cliffside roads, blasting down the highway and parking in a crowded city center. Cadillac's smallest EV comes with full-time all-wheel drive, 300 horsepower and up to 302 miles range on a charge. I enjoyed a day driving an Optiq from the heart of San Francisco across the Golden Gate Bridge and up the Marin Coast. It's as stylish and fun to drive as any small luxury SUV you'll find, and comes with unexpected goodies, including standard AKG audio with Dolby Atmos capability for a remarkable listening experience. The Optiq is in dealerships now. Luxury 1: $52,895 Luxury 2: $53,495 Sport 1: $55,095 Sport 2: $55,595 Source: Edmunds Prices exclude $1,495 destination charge The Optiq's steering is fast and direct, perfect for diving into a gap in traffic or holding the line and hitting cornering points on windy roads. The twin electric motors deliver smooth, immediate power, while the combination of heavy battery mounted low in the chassis, a wide track and sticky tires keeps the SUV composed and stable. The drivetrain offers two settings of one-pedal driving: conventional freewheeling and a bicycle-style lever on the steering wheel the driver can squeeze to apply varying amounts of deceleration, up to a significant 0.4 G-force. Continental developed dual-compound tires to deliver good range and handling. The tires also contain a sound-deadening foam that contributes to the Optiq's quiet cabin. The Optiq is easy to drive fast, quiet on the highway and practical in city traffic and parking. Audi Q4 E-tron Genesis GV60 Jaguar I-Pace Lexus RZ Mercedes-Benz EQB Polestar 3 Porsche Macan Tesla Y Volvo C40 Recharge At 190 inches long on a 116-inch wheelbase, 84 inches wide and just 64 inches tall, with a steeply raked 24-degree windshield, the Optiq combines sporty looks with easy entrance and exit, and a surprisingly roomy rear seat. For comparison, the base Optiq is 5.6 inches longer on a 4.7-inch longer wheelbase, with a 1.6-inch lower roofline than a Mercedes-Benz EQB compact electric SUV. The Optiq has 12 hp more, but 30 fewer pound-feet of torque. The Optiq's lights enhance its sleek design. The lighted grille is low and slim. The front badge is also lighted, while Cadillac's signature vertical light blades adorn the front and rear. The rear badge also is lighted, and a fast rear window complements the windscreen. The standard AKG audio system includes Dolby Atmos, which allows every element of a recording to be placed precisely in a virtual space around its listeners. Twin electric motors deliver 300 hp and 354 pound-feet of torque to the front and rear axles. Surprisingly, Cadillac doesn't offer performance figures, but I never found myself wanting more muscle. The 85 kWh battery can charge at up to 150kW DC, good for 79 miles range in 10 minutes under optimum conditions. Cadillac declines to offer the more widely used measure of time to charge from 10% or 20% to 80% or 90%, but the Optiq's quick charging should be fully competitive for the long highway drives where DC fast charging is paramount. Home charging at 240v ranges from 24 to 55 miles per hour, depending on the charger. Cadillac offers NACS adapters to use Tesla DC chargers in addition to a built-in CCS port for other fast chargers. The Optiq is likely to be one of the first General Motors EVs to replace the factory-installed CCS port with NACS, later this year. All-wheel drive 300 hp, 354 pound-feet of torque Standard 19-speaker AKG audio with Dolby Atmos NACS adapter available Dual-compound Continental tires 33 inches of continuous screen across dashboard The Optiq's interior is comfortable with supportive seats and surprising rear legroom. It's trimmed largely in attractive, sustainable materials, included fabric door tops and instrument panel made from recycled polyester. A sharp and responsive touch screen controls many features, but climate controls get welcome physical toggles. More toggles on the steering wheel handle some features, including cruise control and the Super Cruise hands-free driving system. Drivers who prefer multifunction rotary controls will find one on the center console. There's also a physical volume dial. Programmable ambient lighting and colorful trim panels complete the attractive layout. More: 2025 Cadillac Escalade IQ: This is how you do a big luxury EV More: 2025 Hyundai Ioniq 5 XRT EV makes a leap with new battery, features customers asked for The 2025 Optiq is a sporty and luxurious compact electric SUV. It's priced competitively and matches or exceeds competitors' performance features. Contemporary and appealing looks, inside and out, complete the package. All-wheel drive five-seat compact electric SUV Base price: $52,895 (All prices exclude $1,495 destination charge) On sale now Model tested: Optiq Sport 2 Price as tested: $55,595 Power: One electric motor on each axle Output: 300 hp, 354 pound-feet of torque Transmission: Single-speed automatic Battery: Lithium-ion, 10 modules, 85 kWh usable power Maximum charging rate 150 kWh/400 volts Maximum charging rates: Level 2, 7.7kW: 24 miles per hour of charging. 11.5 kW: 33 miles/hour. 150kW/400v DC fast charge: Up to 79 miles in 10 minutes. EPA estimated range: 302 miles Wheelbase: 116 inches Length: 190 inches Width: 84 inches (including mirrors) Height: 65 inches Passenger volume: 101 cubic feet Cargo volume: 26 cubic feet cubic feet behind second rows; 57 cubic feet behind front seats Curb weight: 5,192 pounds Assembled in Ramos Arizpe, Mexico Contact Mark Phelan: 313-222-6731 or mmphelan@ Follow him on Twitter mark_phelan. Read more on autos and sign up for our autos newsletter. Become a subscriber. This article originally appeared on Detroit Free Press: 2025 Cadillac Optiq EV delivers big on performance, style, features
Yahoo
24-03-2025
- Automotive
- Yahoo
Driven: 2025 Cadillac Optiq EV Is Ready for a Fight
"Seeing is believing" only goes so far. At some point, you've got to lay hands on metal and experience something firsthand. And so it is with the new 2025 Cadillac Optiq, a small luxury EV from a storied brand that, for some reason, has decided to append a suffix pronounced "ick" to the names of its electrified vehicles. But as it turns out, there's nothing icky about this new Cadillac EV whatsoever. In fact, they may have a fledgling hit on their hands. It starts with the look, which is pleasingly proportional and free of faff. Compared to most others in the segment, the hood is a bit shorter, the windshield is more aggressively raked, and the rear window is slightly laid back. The resulting vehicle is uncommonly long, with a 116.3-inch wheelbase and an overall length of 189.8 inches. Compare that the Audi Q4 e-tron's relatively stubby wheelbase of 108.7 inches and somewhat short length of 180.6 inches. Or the Mercedes-Benz EQB, which has a 111.4-inch wheelbase and is 184.4 inches long. Meanwhile, the Genesis GV60 is only a couple of inches shy in the wheelbase department but is a whole foot shorter from stem to stern. But the wheelbase in question gives the Optiq more than just a sleek profile. It enables the fitment of an 85.0-kWh battery, the biggest in this group. This in turn gives it the most range of the bunch, a particularly strong EPA-estimated 302 miles, which is a big chunk more than you'd get from the EQB (207 miles), the Q4 (258 miles), or the GV60 (264 miles). Two electric motors lie under the skin, one at each end. The front one is a permanent-magnet synchronous motor (PSM) that is always on duty, while the unit at the back is an induction motor that chips in when necessary—including acceleration, thankfully. We have no problem with the use of one induction motor, because there's no need for a clutch to take it offline. But the Mercedes and Audi have their PSM at the back and induction motor up front, which seems wrong-headed. You want your primary PSM where Cadillac puts it for the stabilizing effects of regeneration at the front. Regardless, the Cadillac makes 300 horsepower and 354 pound-feet of torque at full boil. That's not quite as much as the Audi, but solidly midpack. We haven't yet taken the Optiq to our test track to time its 60-mph sprint, but it feels like a 5.2-second car. On the braking front, the Cadillac feels smooth and linear when you press the left pedal. Regeneration works as expected, and the limits are high enough to encompass most normal driving. But occasionally, you might have to supplement the recuperation with friction braking because it's not quite as predictable as other systems. Still, we sailed through a tricky winding descent using nothing but regen. The Optiq has all the steering feedback you could ask for. When driving straight it delivers the subtle feel necessary to keep it subconsciously on your desired path, and when you turn in you get a nice increase in effort. It was, in a word, faultless. The Cadillac's price point is not the place to find a height-adjustable air suspension and adaptive dampers, but the Optiq's passive setup is expertly tuned. There's nothing wrong with steel springs and passive shocks, especially on the Optiq, which uses something Cadillac calls Passive Plus dampers. These units have a second valve inside that makes their response frequency-dependent, which means the damper will stay firmer at the sorts of low-piston speeds that characterize cornering, but they'll open up to soften the impacts of discrete bumps. All dampers attempt to do this, but this second valve gives the suspension tuning engineer a much more definitive tool for dialing everything in. It absolutely works, because while the ride felt sporty in corners, it also breathed fairly well on rough sections. Meanwhile, that long wheelbase makes the Optiq's cabin a nice place to spread out. There's plenty of room in both rows, and the furnishings are surprisingly spectacular. The star is the coarse-weave fabric that sits atop the doors and dash. It looks luxurious rather than cheap, and it's made from recycled materials. The fabric lies next to stitched faux-leather armrest panels and matching seats. Before you is a 33-inch screen as seen in the larger Lyriq, with manually adjustable climate vents located elegantly in a slot below. There's one drawback to the drawn-out look, though—that sloping rear roofline does take a wee bite out of cargo space. Still, 26 cubic feet is pretty decent in this segment, and Cadillac placed the charge port on the front fender to preserve as much as they can back here, albeit at the expense of a frunk. The real star of the cabin show is the standard AKG Studio system with Dolby Atmos, which includes 19 speakers behind stainless-steel grilles sprinkled throughout the cabin. Atmos allows Dolby's engineers to place different instruments in precise points in 3-D space, and they have remixed thousands of albums available through dozens of streaming services. But there is a catch, of course. To get the proper experience, you'll need to play your music through the infotainment's built-in apps. (Apple CarPlay and Android Auto are standard, for those who prioritize mirroring over music fidelity.) Cadillac has priced and contented the Optiq quite aggressively. Every single piece of active safety equipment in the catalog is standard, as is Super Cruise, massaging seats, and the AKG Dolby Atmos system. You get your choice of Luxury or Sport themes, which cost $54,390 for Luxury 1 with chrome trim or $54,990 for Sport 1 for body-color trim and different wheels. You can step up to Luxury 2 or Sport 2 for $56,590 or $57,090, respectively. The jump from equipment-level 1 to 2 nets you quite the bundle: For the $2100 or $2200 extra (depending on trim), you get a color head-up display, heated rear seats, ventilated front seats, eight-way power seats instead of six-way, fancier LED headlights and taillights, an air-quality sensor, and a cargo-area cover. Standalone options include a faster 19.2-kW Level 2 onboard charger (11.5 kW is standard, which is more than sufficient), 21-inch wheels instead of 20s (meh), and special interior and exterior colors (natch). Did we mention that the Optiq contains all this stuff and still costs less than similarly equipped versions of the Audi Q4, Mercedes-Benz EQB, and Genesis GV60? As we said, Cadillac seems to have a proper hit on its hands. Despite the unfortunate naming scheme, the 2025 Optiq gives us zero ick. 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