2025 Cadillac Optiq Review: Standard of the (Small) World

Cadillac has found its confidence again.

Look, it’s been real easy for journalists—this one included—to wax lyrical about the brand’s performance models. Blackwings CT4-V and CT5-V? Exquisite, more engaging than the Germans and proof that Caddy’s turn-of-the-century reinvention has paid off. But what about the rest of the models—the ones that make up the majority of sales?

The track record has been spotty. The less said about the soon-to-die XT6 the better, for example. Yet with its embracing of all-electric models— Cadillac now has five—the American brand has rediscovered its mojo, arguably best represented in this 2025 Cadillac Optiq. Packing refined driving dynamics, plenty of (useful) tech, and one of the very best cabins you’ll find under six figures, the Optiq is a satisfying small SUV, regardless of propulsion method.

The Optiq itself, anchoring Cadillac’s EV lineup. It’s comparatively if not actually small: at 189.8 inches (4,821 millimeters) long it’s a little over half a foot shorter than the Lyriq but comfortably longer than any mainstream “compact” SUV. The Optiq also gives up six inches of wheelbase to its sibling, but still has a good 116.0-inch (2,946-mm) stretch between the axles. It is ever so slightly taller than the Lyriq (65 in / 1,651 mm) yet rides an inch closer to the ground, suggesting even more vertical space.

At launch the Optiq comes only in one flavor in terms of drivetrain: a dual-motor all-wheel drive setup, with 300 horsepower and 354 pound-feet of torque, promising 303 miles (486 kilometers) of range from an 85.0-kilowatt-hour battery pack. Caddy is already switching that up for 2026 however, with a single-motor model getting more horsepower (315 hp), less torque (332 lb-ft) and a tiny range downgrade (300 miles / 483 km). Meanwhile the dual-motor gets big power bumps to 440 hp and 498 lb-ft, paired to 280 miles (451 lb-ft) of range.

At first glance, the Optiq is a clear evolution of the design language Cadillac debuted on the Lyriq a few years ago, which itself is a branch of the Arts and Science look the brand has been refining for a quarter century now. In fact, due to its sheer size, the Optiq can be hard to tell apart at first. It’s a little more subtle: the small “grille” is more modest in both size and number of illuminated elements. Like so many of Cadillac’s current models, the headlights are the tall elements at the corner of the face, with only vestigial upper horizontal sections connected by a trim piece. It is immediately identifiable as a Cadillac.

Move around to the side and the Optiq has a more traditional profile, with no rear lighting elements wrapping around the C pillar and window line. Instead, the baby Caddy uses an etched pattern on a large panel of acoustic glass. The split six-spoke wheel design looks good with the dark color and small, asymmetric twist at the end of each spoke pairing—and at only 21 inches, these wheels are almost modest. Almost. The backend incorporates a high-mount spoiler and a lip spoiler along the bottom of the rear glass but no wiper between them. Cadillac has broken up its traditional tall taillights here and, like the the front-end, it’s the bottom elements that house all the actual kit.

Despite a chunky curb weight around 5,200 pounds (2,359 kilograms), the Optiq remains a spritely little thing due to the ample torque of its dual-motor setup. 300 horsepower is plenty for something this size, keeping the Optiq perfectly perky around town and never feeling winded on even the shortest of on-ramps when leaving it. Caddy eschews all the synthetic whirs and theatrics other brands are toying with, too: there’s the faint hum of the motors and that’s it.

That power isn’t split evenly between the axles: its 210 hp from the motor up front, and just 90 hp out back. The result is a distinctly nose-led experience compared to the larger Lyriq. Again, this is fine: most of the small-ish SUVs in the premium segment are front-drive-based, so the Optiq isn’t unusual here.

During my week with the Optiq, efficiency hovered right under 20 kWh per 100 km, or better than 3.1 miles per kWh. That’s close to the official figure, but with an 85.0-kWh battery, the math isn’t quite mathing to result in Caddy’s 303-mile (486-km) range estimate. Charing is done through a CCS port for this first model year, with an available North American Charging Standard (NACS) adapter; the Optiq goes native NACS for ’26.

The front-biased motor setup of the Optiq results in safe, predictable handling. There is good grip here, and Cadillac’s team of engineers have smoothed out power delivery to avoid any of the low-speed scrappiness that can sometimes reveal itself in EVs. There’s no confusing the Optiq for a V model—there’s next year’s Optiq-V for that—but there is still a pleasant directness to the steering that makes the Optiq easy to learn. Body control is well-judged, with the low center of gravity keeping lean in check.

Like other GM EVs, the Optiq is capable of full one-pedal driving. It’s easy to activate via a touchscreen button, and one of the more aggressive setups with strong deceleration. It’s easy to get used to, and drivers can always dip into the added decel via the wheel-mounted left paddle. There are other levels for drivers to choose from too, including basically zero regen should they feel so inclined.

As the affordable anchor of Caddy’s EV lineup, the Optiq does without adaptive dampers. This one rolls on the upsized 21-inch alloys, too. Yet unless I aim the SUV’s bluff nose at the absolute worst potholed roads in the city, the Optiq is a picture of class and composure. Big bumps make their way to the cabin with a muffled thud, while everything else floats by. The calm, confident damping of the suspension setup is a reminder that, when it puts its considerable talent to work, Cadillac still has some of the very best engineers out there.

Acoustic laminated glass makes for a hush-hush cabin, which is how the Optiq most clearly distinguishes itself from its proletariat Chevrolet Equinox EV sibling.

Seating surfaces may be artificial leather, but the comfort they provide is very real. The front seats offer a wide range of adjustments and, in this Sport 2 trim tester, feature both heating and (effective) ventilation. Rear-seat passengers aren’t short-changed either with seats that feature the same intricate stitching and ample curvature for long-distance comfort. While legroom is an ample 37.8 in (960 mm), taller folks may feel slightly claustrophobic due to the small headrests and side window making the roof seem that much closer. Thankfully a large panoramic glass roof lets plenty of light in.

This feels like a strange comparison but bear with me: in terms of interior design Cadillac is giving Genesis a run for its money. Compared to the dour Germans, the Optiq’s cabin is a confident blend of materials, shapes and yes, actual color, especially here with the Phantom Blue choice. There is a distinctly American vibe here, not in a rah-rah flag-waving sense, but the bold confidence that we see in rejuvenated Motor City buildings. Cadillac doesn’t just switch one material for the different color themes and call it a day: Autumn Canyon pairs a rich brown with dark gray accents, while Sky Cool Gray brings in light fake cow and trades trim and lower door panel pieces for bright Santorini Blue. This tester has a nicely textured knit along the doors and dashboard. Not only is it sustainably made from recycled polyester, it features bits of blue you won’t find on the other color themes. Smart.

Possibly the stand-out of the whole cabin is the semi-floating center console. Not only is the design practical, with the large (carpeted, for less slip-sliding around) storage area below, but the surface isn’t actually wood despite the grain: it’s recycled newspaper. Look closely and you’ll even see the text. Coincidentally, only one other brand has employed this sort of material before: yep, Genesis.

Crucially, it all feels well screwed together too, with no noticeable creaks or rattles, which wasn’t something I could say for the much pricier Escalade iQ.

Every single 2025 Optiq comes with a long list of standard kit. Not just the Lyriq’s 33-inch curved display—impressive in general, though here made ever more frustrating due to Caddy’s avoidance of Apple CarPlay and Android Auto—but with other niceties like a digital rearview mirror and an impressive 19-speaker AKG sound system. The latter is one of the best you’ll find at this price point, providing plenty of power and good range—a bit like the Optiq itself. Navigating the main menu system is easy enough, but I still find the screen controls to the left of the wheel fiddly, especially while on the move. Some physical buttons would be welcome.

Better still, even the entry-level model comes with GM’s Super Cruise, the mapped, hands-off highway driving assist. It works as well in the Optiq as it does elsewhere—that is to say, amongst the very best of such systems. Don’t forget the high-definition 360-degree camera and laundry list of driver assist acronyms. The only quibble I had with the Optiq was one that has arisen in many of GM’s current crop of EVs: an over-eagerness to signal the blind-spot monitoring when turning at intersections with a car behind. I also had the emergency braking activated twice while parallel parking, with no warning.

The good news is that the 2025 Optiq starts from $54,390 ($62,599 CAD) including destination. That nets buyers the Luxury 1 trim, which as mentioned still includes all the important tech goodies and maintains a largely similar cabin experience. In America buyers can expect to pay $600 more for the Sport 1 and its de-chromed exterior: Canada keeps it the same price as the Luxury 1.

Stepping up to the Luxury 2 is only $2,200 ($4,000 CAD), adding additional passenger seat power adjustability, ambient lighting, a head-up display, second-row heated seats, as well as unlocking the more colorful cabin choices. Like the 1 trims, there is a small price difference between Luxury and Sport in the US ($500) but none in Canada.

That is aggressive pricing, putting the Optiq right in the mix with top-trim EVs from mainstream brands. Its stats aren’t any better, but the cabin design and quietness sure are.

Leave it to Cadillac to create something exceptional at almost exactly the wrong time. The current American administration has made its distaste for EVs clear, revoking incentives and applying tariffs, ensuring these vehicles stay expensive. Yet judged against the small luxury SUV scene, the 2025 Cadillac Optiq isn’t just a good-value EV, it’s good value period. The strong tech suite, soothing drive experience, and a stand-out cabin all combine to make the smallest Cadillac EV feel special.

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