Tested: 2026 Cadillac Optiq RWD Goes Solo

“Efficient” probably isn’t the first descriptor that comes to mind when you think of Cadillac. The brand cemented its image in the public consciousness with rolling totems of excess, whether they featured giant tail fins, acres of sheetmetal, or imposing presence—possibly all three at once. And while that ethos still holds sway at the top of the lineup in products such as the extravagant Celestiq and the shipping-container-sized Escalade IQ, Cadillac is also able to embrace more modern virtues. As evidence, take the Optiq. This EV sits at the affordable end of the Cadillac spectrum, and changes for 2026 have it wringing more performance from its electric powertrains.

The Optiq’s single-motor setup is new for 2026. With 315 horsepower, it has more grunt than last year’s dual-motor configuration, which mustered 300 horses. (For 2026, the dual-motor version saw a big jump in output, to 440 horsepower.) The Optiq’s pony count compares favorably with the single-motor Lexus RZ350e (221 horsepower), Genesis GV60 (225), and Audi Q4 e-tron (282), but it trails the Volvo EX60 and Mercedes-Benz GLC300+ (both with 369 ponies).

Driving the rear wheels, the single-motor Optiq gets to 60 mph in 5.7 seconds, exactly matching our result with last year’s dual-motor car. It also hustled from 50 to 70 mph in 3.3 seconds and completed the quarter-mile in 14.4 seconds at 97 mph. That’s not super speedy by EV standards, although most of the electrics we’ve tested in this class have been dual-motor versions. Practically speaking, accelerator response is quick, and the car has sufficient grunt for merging or passing.

When it comes to slowing, the Optiq offers two levels of liftoff regen. The stronger of the two is aggressive enough to bring the car to a stop, but not so aggressive that coming off the accelerator lurches the car forward. And you may want to use the higher-level regen, because when using the left pedal, the brakes get a bit grabby just as you near a stop. Stomp on the pedal at 70 mph, and the Optiq comes to a halt in 178 feet.

The entry-level Optiq doesn’t bother with multiple chassis settings, sticking with steel springs and passive dampers, but that’s more than fine. The car stays composed through fast sweepers and tight corners, and the steering is well weighted if not terribly communicative. The ride can be a little firm: Our car had optional 21-inch wheels, but the standard 20s might provide a bit more cushion. Our Optiq also had some body creaks, which suggests a structure that’s less than drum tight. Super Cruise is standard and remains among the best hands-free driver-assist systems.

As you’d expect, the single-motor vehicle nets the best EPA range number in the Optiq lineup—317 miles, versus 303 miles for most dual-motor versions (we saw 240 miles with the RWD version on our 75-mph highway range test). Our test car’s federal number puts it just ahead of single-motor competitors including the Lexus RZ350e, the Volvo EX60, and the Audi Q4 e-tron. Single-motor Tesla Model Y variants have estimates ranging from 303 to 357 miles. The currently dual-motor-only BMW iX3 shades the whole group, however, with estimates ranging from 383 to 434 miles. The Optiq comes standard with a NACS port, so it’s ready to sip juice from a Tesla Supercharger. The Optiq’s charging weakness is its slowness, with a paltry max charging rate of just 150 kilowatts.

At least the cabin is a nice place to spend time when you’re hooked to the charger. You can listen to the great-sounding Dolby Atmos stereo while taking in what might be GM’s nicest interior. Cadillac designers are really mixing it up with their materials, to good effect. The tweedlike mesh cloth on the upper doors and dash looks interesting and feels nice; it’s complemented by a felt-looking cloth on the lower doors and in the open bay in the lower part of the center console. Plentiful brightwork adds an element of glitz.

Beyond its appearance, the interior scores well for usability, with a decently roomy back seat and plentiful storage in the two-tiered console. There’s also a nod to user-friendliness with a row of physical buttons below the center touchscreen, and a rotary controller for manipulating said screen. The biggest knock against this infotainment system is that it lacks Apple CarPlay and Android Auto, although your phone pairs via Bluetooth. The built-in navigation is Google Maps, and numerous apps are supported. We’re also not huge fans of the extra-deep dashboard and large A-pillars—a byproduct of the severely raked windshield—nor do we cheer the absence of a stand-alone on/off button (stepping on the brake and shifting into gear starts the motor; shifting into park and opening the door shuts it down).

This new Optiq variant lowers the price of entry for the model, which was already a pretty good deal. The base model starts at $51,790, making it around 10 grand less than the BMW iX3 and $8000 less than the Volvo, though about four grand more than the Genesis. The version we drove and tested is the Premium Sport, at $55,395 to start. The Premium trims add a head-up display, ventilated and massaging front seats, additional power adjustability for the front passenger’s seat, heated rear seats, animated welcome lighting, and a rear cargo cover. All Optiqs come with Super Cruise, a glass roof (with sunshade), a 19-speaker Dolby Atmos–equipped audio system, and a surround-view camera array, among other niceties.

So, add value to this Optiq’s list of atypical Cadillac virtues. For most buyers, that will be at least as welcome as efficiency.