Latest news with #DanEdmunds
Yahoo
07-04-2025
- Automotive
- Yahoo
2025 Cadillac Optiq: A luxury pod targets first-time luxury EV buyers
Cadillac's growing electric vehicle portfolio gains a notable addition with the 2025 Cadillac Optiq compact crossover. The Optiq, aimed at younger, first-time luxury EV buyers, features standard dual-motor all-wheel drive for 300 hp and 354 pound-feet of torque. The vehicle's 85-kilowatt-hour battery pack produces a Cadillac-estimated 300 miles of range on a full charge, and a fast charger can put 79 miles of range back on the battery in roughly 10 minutes. We've collected some early Optiq reviews from the automotive media. Sign up to get our afternoon video email. The video focuses on a new topic in the news each day. '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.' — Dan Edmunds, Car and Driver '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.' — Mark Phelan, Detroit Free Press 'Forget about the Optiq's great-looking sheet metal for a moment (we'll circle back) and its comfortable, luxurious interior, and pay attention to just how great this little (though not really little) Cadillac drives. It's quick enough, with a claimed low-5-second 0–60-mph sprint, but its road holding and confident handling are what really stand out. Most EVs typically ship with economical but crummy-to-drive low-rolling resistance tires. Because Cadillac wanted to deliver a sporty little crossover, it worked with Continental to create a dual-compound tire. The result is one that will help with range on the straights yet stick hard to the road once you turn the Optiq's steering wheel. 'The suspension is pretty good, too. Burdened with the unfortunate name of 'passive-plus dampers,' said pieces provide a firm yet sporty ride unless a sudden impact is detected (based on the dampers' internal shaft speed) and fluid is directed to secondary valving that smooths and softens things out. No computers are needed, and it's quite simple and effective. All the driver really needs to know is that this cost-saving passive-plus tech works.' — Jonny Lieberman, MotorTrend 'The Optiq rides fairly smoothly across different surfaces. It's quiet inside, thanks to dual-pane glass all around. And yes, like many EVs, its near-instantaneous torque makes it an ace at executing quick highway passes. There is a sport mode that beefs up the steering feel and makes the throttle touchier, but I'd skip it. The Optiq isn't particularly agile or fun to drive, and that's okay. It's pleasant on the road and that's what matters to most people.' — Tim Levin, InsideEVs 'The Cadillac Optiq is rather hefty for a compact SUV, tipping the scales at around 5,200 pounds (the XT4 sits at about 3,700 pounds), but its weight is well managed and concentrated low in the battery pack. As a result, the Optiq felt sure-footed and nimble along curvy switchback roads, with responsive steering and nicely reigned-in body motions. Sure, it's not a sports car, but I did have fun behind the wheel. I found the SUV easy to maneuver in and out of parking spots, as well as through some of Northern California's afternoon congestion.' — Zach Doell, U.S. News and World Report 'We loved driving the Equinox EV, but we were worried the Optiq might feel too much like its Chevy counterpart from behind the wheel. As with the interior, Cadillac did just enough to make the Optiq its own distinct vehicle. Passive Plus Dampers in the suspension adjust to the road surface, delivering a sporty ride that isn't too punishing. We'd love some adaptive air suspension, but understand why Cadillac couldn't do it at this price point. '300 hp feels like plenty, and the Optiq gets up to speed with haste. There are a few drive modes, including a Sport Mode that dials up throttle response to a more immediate level. Cadillac seemingly tuned the throttle to feel lax in Touring Mode, likely to keep occupants from being jostled by a quick burst of acceleration. The steering also tightens up in Sport Mode, making the Optiq pretty fun to toss around in corners. This isn't meant to be a sporty product, but Thomas Schinderle, the engineer who worked on the Blackwing cars, played a role in its chassis development, and you can feel it.' — Jared Rosenholtz, CarBuzz 'As much as Cadillac wants you to believe the Optiq is a sporty car, it just is not. That's a good thing — there are more than enough small crossovers trying to cosplay as sports sedans. The Optiq is all about comfort. No matter what drive mode you're in (Tour, Sport, Snow/Ice and My Mode), the suspension is very soft, even a bit floaty. After you hit a bump you do feel a bit of an up-and-down motion for a second or two. It also — as you may have guessed — rolls in the corners a bit. It's like the big boat Caddies of old in that regard. So is the steering. Like most electric crossovers, it isn't exactly communicative or direct, and it also requires a hell of a lot of movement to get around turns. The rack has a very slow ratio, again pointing to the idea that this car wants to be driven at a medium cruising pace. Some folks might see this as a bad thing, but I don't. The Optiq is a luxury pod meant to ferry you from place to place. Engage Super Cruise and let the Dolby Atmos sound system do its thing.' — Andy Kalmowitz, Jalopnik 'It's pretty darn entertaining. Yes, all EVs have smooth power delivery and the ability to accelerate quickly out of corners, but not every one has the suspension to back it up. 'The dampers here get what Cadillac calls Passive Plus tuning. While cornering at high speeds the car remains flat and stable, but it can handle broken pavement without getting upset. Essentially, it can react to both slow and quick events to provide handling that is sporty and comfortable, without the complication of electronics. Of course, I'd welcome a future V-Performance Optiq with MagneRide dampers for even more giggles, but for now the hotrod kid in me loves this thing. 'If you haven't carved a canyon in an EV before, it can be a bit different than in a traditional vehicle, thanks to regenerative braking. 'The Optiq gives you the ability to turn it off and just rely on the mechanical brakes or keep them at normal for just a bit of slow down when you lift off the throttle. I like maximum regen as it adds another level of skill to lift off the accelerator pedal at the right moment. There's also a paddle behind the steering wheel that can add regen braking even if the system is set for none. This also can add another skill element for those looking to test their abilities. It's the gamification of driving.' — Emme Hall, TechCrunch Have an opinion about this story? Tell us about it and we may publish it in print. Click here to submit a letter to the editor.
Yahoo
26-03-2025
- Automotive
- Yahoo
No V-8, No Problem: 2025 Mercedes-Benz G550 Tested
The back seat is tiny, and the price tag is large. When you drive at night, strange reflections of oncoming traffic play havoc across the flat-windowed interior. The electric version handles better. Only the AMG G63 gets a V-8. There are lots of reasons to dislike the 2025 Mercedes-Benz G550, but it would take a pettier soul than ours to do so. The Mercedes glam box manages to make the most mundane errands feel like red-carpet arrivals, and for that we can't stay mad at it. The G-wagen remains slab-sided and tall for 2025 but boasts an extra-toothy grille, reshaped front and rear bumpers and A-pillars, and a kick-up spoiler on the roof. Visually these changes are small, but Mercedes says they help direct air over the top of the G-class and around the sides for a quieter, more efficient ride. We averaged 16 mpg on our recent drive, proving there's only so much efficiency a rolling shipping container can muster (the EPA quotes it at 18 mpg combined). If you want to skip the pump altogether, there's always the electric G580. We can vouch for the latest G550's hushed ride, as there's only 67 decibels of noise inside at 70 mph, and any wind and road roar can be easily drowned out by the Burmester audio system. The new model year's move from twin-turbo V-8 motivation to a 48-volt-assisted inline-six is big news in G-wagen circles. Considering the G550's native habitat is expensive grocery store parking lots and Wilshire Boulevard gridlock, the topic of engine choice seems barely relevant; it doesn't take much horsepower to pull up to the valet at the Beverly Wilshire on Rodeo Drive, but part of the G's appeal has always been its capable underpinnings, a blue-collar tool kit hidden in the designer briefcase. Not to fear, because while the new turbocharged and supercharged 3.0-liter six lacks the bass vibrato of the V-8, it still has a decent burble and, more importantly, produces 443 horsepower and 413 pound-feet of torque, which is enough scoot to get the G550 through the quarter-mile in 13.6 seconds at 101 mph. Reaching 60 mph takes 5.0 seconds, which is a smidge quicker than the previous V-8 version, despite the new model having 37 fewer pound-feet of torque. Of course, what the test track can't showcase is the G550's intimidation factor. It may not be the quickest vehicle in a freeway-merging matchup, but when you floor it and the nine-speed automatic drops a few gears and your victim sees that big brick accelerating in their rearview, they tend to drop back out of fear, or respect. We'll take either one. But the G550 doesn't automatically win everyone over. During testing, technical editor Dan Edmunds was unimpressed, especially on the skidpad where the G550 managed only a stability-control-inhibited 0.63 g with moderate understeer, while its electric sibling beat it soundly by pulling 0.80 g. At least the G550 stops similarly well, coming to a halt from 70 mph in a relatively trim 165 feet to the G580 EV's 162 feet. But we'll counter by saying there's no need to hustle about when you're enjoying a heated-stone massage and pondering the mood lighting you need for that evening's outing. If you want a canyon-carving SUV, there are several other German offerings that specialize in that. The G-wagen is for stately maneuvering in comfort, traversing unpaved hunting-lodge driveways in comfort, and towing showy boats—up to 7000 pounds' worth—in comfort. And comfortable it is. Opening the door is like unlocking a safe full of valuables, both in the vacuum-releasing click of entry and the rich smell of leather and wood that greets you when you climb inside. Our test car had the classic pairing of a dark foresty green exterior with a toasty saddle-tan leather interior full of quilted panels and silvered dark wood accents. The steering wheel is a delight, wrapped in leather so soft it's almost silk and better laid out than what's in Mercedes-Benz's sedans. Even though it uses the same touch-sensitive controls of other models, they are not so prone to accidental engagement. Seating is high up and throne-like, with a large menu of heating, cooling, and adjustment elements. We had several friends pop inside just to take advantage of the massage feature, even when we weren't going anywhere—but not all at once, because while the front seats are truly royal accommodations, the rear seats are surprisingly stingy on legroom. When combined with the optional rear-seat entertainment system ($2990), the second row becomes downright unpleasant. Anyone planning to use the G550 as a family hauler best check their car-seat measurements before clicking that option box. Carefully considering options is important, as it's easy to raise the G550's already elevated $149,400 starting price into AMG G63 territory. Ash wood trim, leather grab handles, AMG Line dress-up options, nappa leather upholstery, those magnificent massaging seats, and many other personalizations brought our test car up to $182,240. Which brings us back to our initial thoughts on G-wagens. Mercedes managed to make a formerly bare-bones military transport truck into an envy-inspiring luxury cruiser, and even knowing that the magic trick has been done, we remain enthralled. The G-class isn't the best choice for large families, and it's not the most efficient choice for solo driving, but it remains unrivaled as a fashion statement. The hefty cargo area and sturdy all-wheel-drive chassis offer enough capability to argue that a G-wagen isn't just trendy, it's sensible. Who can be mad about that? You Might Also Like Car and Driver's 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
