The Audi RS6 Avant GT Is a Wagon That Caters to Emotion, Not Logic
It seems like just yesterday we were gushing over Audi bringing the RS6 Avant wagon stateside for the 2021 model year. Now, four years later, the current-generation RS6, as well as the rest of the A6 model line, is on the verge of retiring so that a new generation of Audi mid-size luxury car can woo buyers. Will a new RS6 Avant be part of the next-gen A6 clan? Probably. Will it retain the twin-turbocharged 4.0-liter V-8 of the current car? We wouldn't bet on it.
As such, the low-volume 2025 RS6 Avant GT may well be a final hurrah for Audi's V-8 wagon era. Limited to 660 units globally, with just 85 of those coming to the United States, the $200,195 RS6 Avant GT shares its 621-hp twin-turbo V-8, eight-speed automatic transmission, and all-wheel-drive system with the $127,895 RS6 Avant Performance. But the GT is more than just a design exercise, even if some of the most noticeable changes are to the model's exterior. These include restyled front and rear fascias, a beefy rear wing, a set of six-spoke 22-inch wheels, and—in the case of U.S.-bound GTs—Arkona white paint with red and black graphics and white six-spoke 22-inch wheels.
Additionally, the GT ditches the roof rails of lesser RS6 Avants, comes standard with carbon-ceramic rotors (an $8500 option on the RS6 Avant Performance), and adopts a carbon-fiber hood and front fenders, the latter of which incorporate a vent aft of the front wheels that reduces air pressure within the wheel arches and aids in cooling the brakes. As a result of these changes, the RS6 Avant GT is a claimed 88 pounds lighter than its Performance kin.
The lesser mass of the GT allows it to accelerate to 60 mph in 3.2 seconds, according to Audi, 0.1 second quicker than the negligibly heavier Performance. There's a good chance Audi's acceleration claims are on the conservative side, too, given our 3.1-second result testing a 2021 RS6 Avant.
But the GT is not only quicker than the Performance, it's sharper too. Credit tweaks such as the trim's distinct Dynamic drive mode tune for the torque-vectoring rear differential, 30 percent stiffer front and 80 percent stiffer rear anti-roll bars, and GT-exclusive coil-over suspension. Both the ride height and three-way dampers are manually adjustable. Leave the former in its default mode, and the GT sits 0.4 inch lower than the Performance variant.
At our drive opportunity in Germany, we were unable to confirm the damper setting of the RS6 Avant GT we drove, but we suspect the dampers were in their softest setup. Even so, the GT relished every roundabout and snaking highway on-ramp we pointed it toward. Cornering was flatter than the income tax rate in Kazakhstan, while the low-effort steering's tactile feedback allowed us to comfortably push the Continental WinterContact TS860 S winter tires to their limits. While Continental SportContact 7 summer tires come standard on the GT, Audi fit winter rubber to the car we drove in response to the typically cold and gray March weather in Wolfsburg (although the day of our drive was unseasonably sunny and warm with temperatures in the mid-50s).
The wagon also felt right at home barreling down unrestricted sections of the autobahn in Dynamic mode, the V-8 growling like a lion in a battle for territory as it raced toward the 6750-rpm redline and the transmission backing up the drama with a satisfying shove at each upshift.
True, you can get this same satisfaction from an RS6 Avant Performance. But the RS6 Avant GT is the kind of car that shuns logic and embraces emotion. It's a celebration of what this generation of RS6 aimed to achieve: a dedicated sports car hiding under a wagon body. The 2025 Audi RS6 Avant GT more loudly trumpets its sporting capabilities with its head-turning looks and lowered suspension. It's an impassioned final breath for the fifth-generation A6 model line and a celebration of raw V-8 power matched with wagon versatility.
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Motor Trend
2 hours ago
- Motor Trend
The Ringer: 1985 Honda Civic CRX Si
[This story first appeared in the Fall 2010 issue of MotorTrend Classic] If you're too young to understand the appeal of the first Honda Civic CRX, consider the first Apple iPod. It put out five to 10 gigabytes, came only in snow white with a chrome silver backing, and held 1000 to 2000 songs. It inspired industrial designers working on various projects to try and capture the essence of its cool design in cars and other products. Even if the original iPod is mostly forgotten, it taught the PC world something important about Apple's irresistible design aesthetic. Eighteen years earlier, the 76-horsepower 1984 Honda Civic CRX was a revelation in a world in which the epitome of affordable performance was the 190-horsepower, Chevy Camaro Z/28. On paper, the CRX—Civic Renaissance Model X—with its 12-valve, 1488cc single-overhead-cam aluminum four, compound vortex combustion chamber, and Keihin three-barrel carburetor, was no more impressive than a 10 GB iPod. There are more important numbers. For the iPod, it was: You're holding 2000 of your favorite songs in your hand. For the CRX, it was: The car weighs 1800 pounds, following Colin Chapman's philosophy: 'Adding power makes you faster in the straights. Subtracting weight makes you faster everywhere.' MotorTrend's first road test in the December 1983 issue bench-raced a natural competitor, the new Pontiac Fiero. 'As it stands, the Fiero is heavier, not quite as quick, less economical, and a lot more expensive than the CRX 1.5,' Kevin Smith wrote on his way to becoming one of several journos to buy a CRX. What really impressed the automotive press is that the 1984 CRX was one of four new Civics Honda introduced at once, all of which were segment leaders: the ultra-modern hatchback, the extra-versatile wagon, and the preternatural premium small car, the sedan. Honda and the uninformed masses called the CRX a commuter car and focused in on the $6100 HF. With a 58-horse CVCC, eight-valve 1.3-liter and five-speed manual, the HF was the most fuel-efficient vehicle sold in the U.S., rated 51/67 mpg at the time, 38/47 mpg using current EPA standards. The CRX was really a sports car. Front suspension consisted of struts—sprung with torsion bars instead of coils—and an anti-roll bar. The innovative rear suspension worked like a beam-axle but a bearing in the center makes it semi-independent. There was also an anti-roll bar. It was perfect for slicing and dicing through urban traffic, with unassisted steering offering great feel and feedback. Turning radius was an amazing 28.2 feet, good for quick U-turns when that space in front of the coffee shop suddenly opened. EPA fuel mileage was 36/49 mpg according to our spec sheet. The modern numbers are 28/35 mpg for the standard 1.5-liter and five-speed manual (slightly less for California or the three-speed automatic). The flip side is a dearth of sound insulation to keep out road, wind, and engine noise. That flips it back to its sports car appeal. Steering, handling, brakes, all feel direct, an extension of the driver. The urbanite owner could let loose on weekends and take it out to the country and look for twisty roads. In MotorTrend's 1984 Import Car of the Year contest, the Honda CRX and Civic scored just behind the BMW 318i in roadholding and beat it in the slalom: CRX at 6.62 seconds, Civic S at 6.65, and 318i at 6.81 seconds. We gave the award to the CRX, with the Civic scoring second and the Prelude third. For 1985, Honda added the CRX Si, with programmed fuel injection replacing the single downdraft carb. Horsepower increased by 15 to 91 in the Si and peaked 500 rpm lower, at 5500. Wheels were a half-inch wider to accommodate new 175/70R13 tires, though in the March 1985 issue, MT found the Michelins 'woefully inadequate to handle the torque of the responsive four-banger'—now, 93 pound-feet at 4500 rpm, up from 84 pound-feet at 3500. MT's skidpad figure dropped to 0.80 g from 0.82. The CRX's 0-to-60-mph time vastly improved, though, from 10.2 seconds for the '84 to 8.2 seconds for the '85 Si. Just as the carbureted CRX 1.5 was quicker than the four-cylinder Pontiac Fiero, the fuel-injected 1.5 was quicker than the new Fiero V-6. From 1985 on, the CRX came with three trim levels, HF, DX ( still carbureted), and Si. For 1986 and 1987, Honda replaced the Civic line's recessed sealed-beam headlamps with flush, aerodynamic lenses. The DX's optional automatic was now a four-speed with lockup torque converter, and the HF got a cleaner, 1.5-liter eight-valve engine. Inside, the Si, DX, and HF got new door panel inserts with fabric to match the two seats. Outside, the Si got new body-color lower panels and 185/60R14 Yokohamas. This mid-cycle refresh came with a weight gain. The DX, which was the 1802-pound '84 model, crept up to 1866 pounds by '87. The Si was up 123 pounds for '86, to 1953 and then to 1978 for '87. Mark Wanzel's first CRX was an '84 1.5; his second was an '85 Si; and now, so is his third. At 37, Wanzel might relate to the iPod metaphor, if not for his father, who took him to club races at Atlantic Motorsport Park in Shubenacadie, Nova Scotia, in the mid-'80s. 'You'd see fleets of CRXs racing, along with MR2s, RX-7s, Fieros, Rabbit GTIs, and Sciroccos,' Wanzel recalls. The CRXs have been his daily drivers, though he also owns a '92 Acura Integra. Canada didn't get the Si until '87, and Wanzel prefers the lighter-weight, recessed-headlamp '85. He bought this red Arizona car for US$2500 and uses his previous Si, a black '85, for parts. We like original cars in Classic, but Wanzel's CRX has some period-correct modifications. In place of his '85 Si's U.S.-spec D16 SOHC engine, this car has Honda's ZC engine, a 16-valve, 1.6-liter DOHC four, also with programmed fuel injection, the 130-horsepower European-market CRX Si engine also used in the CRX-based 1986-89 Acura Integra. Rated 113 horsepower in the Integra, it's available as a remanufactured engine from Japan. Wanzel spent 15 years trying to find his car's Mugen Power CF 48 wheel rims. His red CRX also has a Mugen Power paint-matched rear lip spoiler and three-spoke steering wheel. Finally, Wanzel's CRX has adjustable Koni shocks, 'because OEM shocks are no longer available.' He takes advantage of the adjustable torsion bars to lower his Honda. Wanzel and his fiancé, Julie, drove it from Barrie, Ontario, to Ann Arbor, Michigan, in the lowest setting and never bottomed out. After Wanzel raised the suspension for our photography, he noticed his car had a better ride with no handling degradation. Steering feels heavier than my '87 DX, and the five-speed gearbox is notchier. The clutch is light and progressive. The CRX launches like most Hondas, bereft of low-end torque, but progresses very quickly, courtesy of maybe 13.9 pounds per horsepower, and you find yourself reaching the 7000-rpm redline easily. Steering is as advertised. Simple, intuitive controls with ball-bearing feel are user-friendly, and unlike a modern Mini Cooper or Mazda Miata, there's no traction or stability control to shut off. The car makes quick, sharp left-right transitions, good for city traffic slaloms and canyon roads. Turn-in is sharp, and you can go from mild front-drive understeer to tucking in the tail by lifting throttle mid-turn. Get back into the throttle, and the CRX maintains its momentum, as you'd expect from a car that doesn't tip a ton. 'The car really likes late braking,' Wanzel notes. The all-new Mark II '88 CRX (with corresponding Civic sedan, hatch, and wagon) featured control-arm front and rear suspension and steel front fenders. The '88 Si weighed 2017 pounds, and powered by a 105-horse 1.6-liter SOHC four, it started at $10,195. It won Motor Trend's Import Car of the Year, again. Honda followed that up with the 1993 Civic Del Sol, badged CRX in other markets. Appropriately, it won nothing. Honda's cars grew and, by virtue of safety and convenience features, gained weight. The new CR-Z is about the right size, but as a hybrid-only car, it doesn't rev like the original CRX. It's made for HF devotees. There are faster, quicker, more powerful, better-handling sports cars. There has never been a 'commuter car' that proved Colin Chapman's ideals quite like the Honda CRX. Thanks to modern consumers' demands for safety and convenience, there never will be again. Ask The Man Who Owns One Mark Wanzel (above, with fiancé, Julie Ward) is a photographer who shoots freelance and for The Barrie Examiner in Ontario, Canada. Why I like it: 'Without even discussing its innovations, for me, the Mark I CRX will always be great because of its light weight and sporty feel, useable practicality, and boy-racer looks. Few cars in history deliver like the CRX, and when you consider the Si, it becomes a full-package car. It's way too much fun for a road car.' Why It's Collectible: Most Mark I CRXs were driven hard and allowed to rust, and there won't be a modern sports car this light, efficient, and affordable again. Restoring/Maintaining: Engines are bulletproof if maintained. Most other parts are unavailable without a parts car. Replacement plastic front fenders and hood headers are available from China and European/Japanese-spec engines are available from Japan. Beware: You'll find examples that haven't rusted away only from California and Southern states, so watch for faded and damaged interior/exterior plastics. Shocks, struts, and boots went quickly and must be replaced regularly, now only with aftermarket parts. Timing belts must be replaced every 60,000 miles to avoid valve damage. Expect to pay: Concours-ready: $2450; solid driver: $1200; tired runner: $575 Join the club: CRX Owners Group, Club Si, Northern California CRX Club, Red Pepper Racing, Our Take Then: 'Honda's all-new Civic CRX 1.5 suggests the term 'Rollerskate GT.' Not only is it roomy and neatly done inside, it's a delight in motion. Running around town, blitzing a mountain road, or cruising cross-country, you have a responsive, well-balanced performance automobile under your command.'—Kevin Smith, MotorTrend, November 1983. Now: What the enthusiast world needs is a car this light and this much fun, one that delivers equal helpings of performance and efficiency. If only Honda had kept developing the car, like BMW with the Mini, instead of replacing it with the Dull Sol. My CRX I test-drove a white 1984 Honda CRX five-speed at a dealership in Brookfield, Wisconsin, figuring the payments on a $6600 car wouldn't be much more than what I spent on parts in an average month on my 1977 Triumph Spitfire. I didn't buy one until three years later, after leaving the Quad-City Times for the San Diego Business Journal. California dealers were still getting close to sticker on CRXs (and most other Hondas). Insurance rates were especially high on the Si for twentysomething single guys, so in September 1987, on the day after my 29th birthday, I bought a red DX five-speed with no A/C for, I think, $8125. I ran it up and down Highway 1 between San Luis Obispo and San Francisco whenever I could. I drove it fast and hard, was meticulous with service, got 33 mpg in the city and about 40 mpg highway, and moved to Washington, D.C., in it. In February 1994, a lawyer with a medical condition who shouldn't have been driving his 1981 Olds 98 passed out on a boulevard outside Georgetown, plowing into oncoming traffic and taking out my CRX at low, constant speed. I had only a sore wrist from clenching the wheel. I still miss that car.
Motor 1
2 hours ago
- Motor 1
Every Hot Hatchback You Can Buy In 2025
Hot hatchbacks don't have the same stranglehold over the affordable performance segment that they once did. At least, not in the US. As recently as the mid-2010s, we were spoiled for choice with options like the Fiat 500 Abarth, the Ford Focus and Fiesta STs, the Mazdaspeed 3—and so many more. These days, the market has dwindled to just a handful of options. Icons like the Honda Civic Type R and Volkswagen GTI live on. Beyond that, we've been forced to stretch the definition of a "hot hatchback" by including luxury liftbacks from Audi and Porsche, as well as electric options from BMW and Hyundai. Sadly, hot hatchbacks just aren't as desirable in the US as they once were. But, there are still some excellent options if you know where to look. Acura Integra Type S Photo by: Acura Price: $54,095 320 Horsepower The Integra may look like a sedan, but it is in fact a hatchback. And with the Type S badge, it's a pretty hot one at that. Powered by a turbocharged 2.0-liter engine, the Integra Type S sends 320 horsepower and 310 pound-feet of torque to the front wheels, paired exclusively to a six-speed manual transmission. It takes just 5.2 seconds for it to reach 60 miles per hour. Unfortunately, the Integra Type S is also one of the pricier options on this list, with an MSRP of $54,095 for 2025. Audi S5 Photo by: Audi Price: $63,995 362 Horsepower Audi's lineup will look drastically different over the next few years. The longstanding A4 sedan, for example, is gone. In its place is a new A5 with a liftback design—or, a hatchback design. While there's no RS5 (yet), the new Audi S5 has a turbocharged 3.0-liter V-6 mild-hybrid with 362 horsepower and 406 pound-feet of torque, which sends it to 60 miles per hour in 4.7 seconds. If you want to get your hands on a new S5, prepare to dish out at least $63,995 for the luxury five-door. Audi S7 / RS7 Price: $87,590 / $130,490 444 / 621 Horsepower The Audi A7 range may not be around for much longer, so get it while you still can. Even though the base A7 packs a turbocharged V-6 with a modest 335 horsepower, it's the S7 and RS7 Performance models you really want. The S7 makes 444 hp from a turbocharged V-6, while the RS7 Performance packs a whopping 621 horsepower from its twin-turbo V-8. Neither of these performance cars is cheap, with the S7 starting at $87,590 and the RS7 Performance asking $130,490. BMW i4 Price: $59,075 396 Horsepower One of only two electric "hatchbacks" on this list, the BMW i4 comes standard with 335 horsepower and up to 318 miles of range, depending on how you spec it. The all-wheel-drive xDrive40 model gets even more oomph with 396 hp and up to 287 miles of range. But if it's the hottest i4 you're after, the M50 model puts down 536 hp, which sends it to 60 miles per hour in just 3.7 seconds. Sure, that also drops the range figure to 267 miles—but that's a small price to pay. Speaking of price: The base i4 starts at $59,075 while the M50 model is $71,875. BMW M440i Gran Coupe Photo by: BMW Price: $64,375 386 Horsepower No, you can't get the cute little 2 Series hatchback here in the US; the next-best thing is the X2 SUV. But, BMW does technically have a gas-powered hatchback in the M440i Gran Coupe . The sportiest version of BMW's 4 Series Gran Coupe makes 386 horsepower from a turbocharged 3.0-liter inline-six engine, and comes with your choice of rear- or all-wheel drive. With AWD, it takes just 4.3 seconds for it to reach 60 miles per hour. The M440i Gran Coupe starts at $64,375. Honda Civic Type R Photo by: Honda Price: $47,045 315 Horsepower The beloved Honda Civic Type R soldiers on into 2025 with minimal changes. Not that that's an issue. The feisty five-door still makes 315 horsepower and 310 pound-feet of torque from its turbocharged 2.0-liter engine. A six-speed manual is the only gearbox option, and power is sent to the front wheels. For 2025, Honda asks $47,045 for the Civic Type R. Hyundai Ioniq 5N Price: $67,675 641 Horsepower Only the second electric "hatchback" on this list, the Hyundai Ioniq 5N packs a powerful punch with its 84.0-kilowatt-hour lithium-ion battery pack and two electric motors pumping out 641 horsepower and 545 pound-feet of torque. That sends the electric hatch to 60 miles per hour in just 3.4 seconds—supercar speed. Of course, Hyundai won't let you walk away with a new Ioniq 5N for cheap; it starts at $67,675 with destination. Check Out These Lists Every Three-Row SUV You Can Buy in 2025 The Best Performance Cars of 2025 (So Far) Mazda3 Turbo Photo by: Jeff Perez / Motor1 Price: $34,635 250 Horsepower Mazdaspeed is gone, and it probably isn't coming back anytime soon. RIP. That said, Mazda does still have a hot-ish hatchback in its lineup: The 3 Turbo . With a turbocharged 2.5-liter engine making 250 horsepower, it's just powerful enough to keep things interesting. It takes the Mazda3 Turbo 6.0 seconds to reach 60 miles per hour, but sadly, it's only available with an automatic. You can get one for $34,635 for 2025. Mini Cooper JCW Photo by: Mini Price: $39,375 221 Horsepower The Mini Cooper has been the quintessential British hatchback since its introduction to the market in the early 2000s. Though it's not as small or lightweight as it was 20-plus years ago, the Cooper hardtop's relatively low weight and simplicity make it a joy to toss around corners. These days, the Cooper JCW is the one to get, powered by a turbocharged 2.0-liter inline-four making 221 horsepower, sending power to the front wheels through a seven-speed dual-clutch transmission—sorry purists, there's no manual available right now. Porsche Panamera Photo by: Porsche Price: $104,795 348 Horsepower Designating the Porsche Panamera a hot hatch might be stretching the definition of the term a bit, but considering its hatch out back and sporty intentions, we think the car has earned its place here. There's a bevy of different engines to choose from, ranging from a base turbocharged V-6 making 348 horsepower, all the way to the Turbo S E-Hybrid, powered by a twin-turbocharged 4.0-liter V-8 hybrid making 771 horsepower. No matter which trim you go for, you're in for a lovely driving experience—this is a Porsche, after all. Toyota GR Corolla Photo by: Toyota Price: $39,995 300 Horsepower The Toyota GR Corolla is a hot hatch in the truest sense. It takes a normal, economical package and turns it into something exciting and fun to drive. There are widened fenders, new bumpers, and, most importantly, a turbocharged three-cylinder making a nice, even 300 horsepower. Thrust gets to all four wheels via a six-speed manual or, for 2025, an optional eight-speed automatic. While the auto is nice, we suggest going for the manual, as it delivers the purest experience. It's also the cheapest option, starting at $39,995. Toyota Prius Plug-In Hybrid Price: $34,110 220 Horsepower Surprised to see a Prius on this list? You shouldn't be. The Prius Plug-In Hybrid (formerly the Prius Prime) may not look very sporty, but it's hiding some serious performance under that sleek, aerodynamically efficient body. The plug-in hybrid system makes a total of 220 horsepower, enough to launch the car to 60 miles per hour in just 6.4 seconds. We'd say that's more than quick enough to qualify the car for hot hatch status. Best of all, you can pick one up for just $34,110, which is pretty cheap for any plug-in hybrid, much less something as efficient as the Prius. Volkswagen GTI Photo by: Volkswagen Price: $33,670 241 Horsepower The Volkswagen Golf GTI might not be the dominant figure it used to be, but if you're shopping for a car that checks all the boxes, it's hard to ignore. Volkswagen's punchy five-door looks great, drives well, and delivers enough comfort to be used every day. Under the hood is a 241-horsepower 2.0-liter turbocharged inline-four spinning the front wheels via a seven-speed dual-clutch automatic. You can pick one up for as little as $33,670, making it a relative bargain in a world of ever-ballooning new car prices. Volkswagen Golf R Photo by: Volkswagen Price: $48,325 328 Horsepower If the GTI is for the everyman, the Golf R is for the purists. Save for some minor changes to the bumpers and trim, it looks the same as its less extreme sibling. But it's hiding a more powerful turbocharged four-cylinder, delivering 328 horses to all four wheels via a seven-speed dual-clutch automatic. That bump in power and extra set of driven wheels means a 0-60 time in the mid-four-second range. The upgrades will cost you, though, to the tune of $48,325. Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Car and Driver
6 hours ago
- Car and Driver
2026 Cadillac Optiq-V Looks to Be a Pocket Rocket, Packs a 519-HP Punch
The 2026 Cadillac Optiq-V joins the lineup as the new crown jewel of the Optiq roster. It uses the same dual-motor setup as the larger Lyriq-V, though output is slightly lower at 519 horsepower and 650 pound-feet of torque. When production and sales start this fall, the Optiq-V will carry a $68,795 starting price. Cadillac's V-badge-wearing lineup of EVs is about to get bigger with the introduction of the 2026 Optiq-V. The brand's compact electric SUV is undertaking the V-series treatment, giving it sportier looks and considerably higher performance. By historical standards, the non-V Optiq is a quick little machine that we estimate can spring from zero to 60 mph in 5.2 seconds. But, as EV proliferation continues and our inner ears develop new standards for speed, the dual-motor's 300-horsepower setup just doesn't elicit excitement. On paper, the Optiq-V fixes that. View Gallery Cadillac The Optiq-V shares its dual-motor all-wheel-drive setup with the larger Lyriq-V, though the Optiq's smaller battery means it spits out 519 horsepower and 650 pound-feet of torque in comparison with the Lyriq's 615 horsepower. According to Cadillac, the updated powertrain is capable of a 3.5-second sprint to 60 mph. Range is down from the non-V—an unfortunate side effect of adding 219 ponies to the equation. According to Cadillac, the 85.0-kWh battery pack is good for an estimated 275 miles of range, or 25 fewer than the standard model. Though certainly quick in a straight line, Cadillac says it doesn't just have a one-trick pony on its hands. During a video call with media, Alex Doss, the Optiq-V's lead engineer, told reporters that GM developed the performance model to be a canyon carver. That means six-piston Brembo front brakes, quicker steering, a retuned suspension, and Continental Sport Contact 6 summer tires. View Gallery Cadillac Visually, the V distinguishes itself from the regular Optiq with a unique front fascia and a special V pattern in the faux grille. A royal blue color scheme permeates inside and out of the Optiq-V's design, from the brake calipers to the rear quarter windows and throughout the interior from the dashboard to the seatbacks and the seatbelts. Aside from the performance changes, the Optiq-V will also be the first GM product equipped with a native NACS charging port, so it has access to Tesla's vast Supercharger network. Cadillac is targeting an on-sale date and production timeline for sometime this fall. When it goes on sale, the new performance Optiq will start at $68,795. Jack Fitzgerald Associate News Editor Jack Fitzgerald's love for cars stems from his as yet unshakable addiction to Formula 1. After a brief stint as a detailer for a local dealership group in college, he knew he needed a more permanent way to drive all the new cars he couldn't afford and decided to pursue a career in auto writing. By hounding his college professors at the University of Wisconsin-Milwaukee, he was able to travel Wisconsin seeking out stories in the auto world before landing his dream job at Car and Driver. His new goal is to delay the inevitable demise of his 2010 Volkswagen Golf.
