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The lowest-priced EV in the US is somehow also one of the best. Now in its sixth year, the Bolt EV is also seasoned, having worked through a battery fiasco/recall and significant lapses by GM’s decision-makers while receiving modest but significant updates.

With a clean bill of health, the Bolt is now an huge outlier in bang-for-buck. But the 2023 Bolt is also quick, fun to drive, useful, and often more so than cars twice its price. In fact, I think we should be looking to the diminutive Bolt as the future of transportation.

2022 EV landscape

2022 was an interesting year for EVs. The leader in the space, Tesla, still commands over 60% of the market share in the US and many developed countries. But as traditional automakers ramp up their EV output, that dominance will recede. The Austin-based company hasn’t really done too much in the way of upgrading its cars this year, however. Instead it focused on production, opening new plants in Austin and Berlin and ramping up its Shanghai plant while achieving record breaking quarters, one after another.

There were a ton of new vehicles we loved, however, including E-GMP platform vehicles from the greater Hyundai including the quick charging and beautifully equipped IONIQ 5, Kia EV6 and the Genesis GV60. The IONIQ 6 is coming along as are future vehicles (Ev9, etc) on this platform. If this award was for platforms, the E-GMP would probably take it.

There’s also the hot-selling Ford Mustang Mach-E and F-150, the beautiful Cadillac Lyriq, VW’s improved ID.4 that is now made in Chattanooga with Plug and Charge and V2G coming. But there’s one thing that sticks out about all of these EV CUVs: The sticker price starts at around $50,000.

On the more mundane side, Hyundai/Kia offer the Kona/Niro for around $40,000 and the aging 40kW CHAdeMO-equipped Nissan LEAF comes in at $29,000, but to get over 200 miles of range, you have to add close to $10,000.

The chip shortage, supply chain issues and just overall supply and demand issues for EVs let almost every EV maker jack up their prices in 2022. Some as much as $20,000 or more.

Then there’s the mighty Chevy Bolt EV which actually saw a $6000 decrease in price this year to an outlier price starting at $25,600. That price is changing the game and allowing more people get a full, non-compliance EV. The longer EUV is only $1600 more and offers some of the best Autonomy options on the road. But low price is only part of the equation. (We’re not the only ones seeing this)

Recent Electrek Vehicles of the Year winners:

My history with the Bolt and background

I leased a 2017 Chevy Bolt EV from 2017 to 2020. During the pandemic, I decided not to buy out my lease partially because I wasn’t driving but also GMC raw dogged me on buyout price, offering more than a new Bolt. Turns out the joke’s on them because soon after I surrendered my beloved Bolt, the vehicles started catching on fire.

I’ve also reviewed just about every other EV out there, including everything from Minis to Mercedes and everything in-between. I’ve also owned every Tesla outside of the Roadster (and Semi, I guess) and currently own a Model Y and 3.

I often compare all of these cars to my previous and future Bolts in my head and often they come up short.

After the Bolt price drop and my mom’s Prius started faltering, I decided to buy my mom a Bolt EV. I liked that car so much, I again bought myself one. It was delivered yesterday, and it is now my daily driver. I expect to sell my 2018 Tesla Model 3 RWD long range for more than the $28,000 I paid for my Bolt EV. My family will still use the Model Y for long trips, and we’ll reassess if and when our Rivian R1S ever arrives (likely the Bolt will eventually go to the teenager).

Bolt EV vs. Bolt EUV

The EV and EUV are incredibly similar, starting with the exact same battery pack, charging system, motor, and electronics. But, the EUV is 6.3 inches longer, translating to three more inches of rear legroom and a few inches each in the rear compartment and front. The rear legroom in the EV vs. EUV goes from “passable” to “oddly more than enough.” The EUV, having been introduced last year, also has some additional options including the sunroof and SuperCruise, which works incredibly well. As a 6-footer, I have no problem sitting in the back of either vehicle unless there is a fifth person in the middle of the rear seat. Then, you are counting down the seconds until the trip ends.

The biggest difference in the two models is the profile appearance with the EUV representing the extremely popular CUV trend and the Bolt looking more like a tall “hot hatch,” or as Chevy used to call it a, “Micro-Crossover.”

Strangely, however, the shorter Bolt EV has more cargo space than the EUV. Is there some sort of wormhole in there? I’m told the shape of the rear end of the EV more than makes up for those extra length inches in the EUV. I don’t see it, but I’ll trust Chevy. My take is the EV is remarkably roomy inside for its footprint.

Bolt EUV cargo volume

  • 16.3 cubic feet behind the second row
  • 56.9 cubic feet with the second row folded down

Bolt EV cargo volume

  • 16.6 cubic feet behind the second row
  • 57.0 cubic feet with the second row folded down

The EV, because of its smaller size and weight, gets slightly more range (247 to 259 miles), and therefore adds slightly more efficiency and charge miles/minute. 60-0 braking is also slightly shorter for the Bolt EV. Maybe most importantly the EV hits 0-60 in 6.4 seconds which feels a lot faster than the .3 seconds slower EUV. Something to consider with EVs vs. ICE cars: You can absolutely gun it at every green light and not be ostracized like you would in a down/gear shifting, loud, jerky internal combustion engine vehicle.

So the EV is faster, smaller, more efficient, better at braking, and yet has more cargo space than the EUV?

We’re awarding both cars our car of the year, but if I had to drill it down to the EV vs. the EUV, I’d go with the smaller EV.

Bonus charging offered by Chevy

On top of the Bolt’s low price, Chevy also offers up to $1000 through Qmerit for Level 2 charger home installation, or $500 in EVGO credit. As I discussed in my post about getting my mom a Bolt, my Qmerit experience was awful; but after a ton of complaining, I did get a Nema 14-50 outlet.

Chevy also offers a free charging cable with the Bolt EV and EUV, though upgrading the EV to level 2 is a $295 option. With Volkswagen and Tesla removing the free charging cables from their cars, Chevy’s offer here is fantastic and gets drivers off on the right foot.

Time to think holistically – not just about EV vs. ICE

After driving a HummerEV and Ford F-150 Lightning, I started to wonder if we’re better off electrifying these behemoths of the road or just getting rid of them altogether. In a time where battery supply is the bottleneck to electrification, the HummerEV is carrying 4 EVs or 10 PHEVs worth of batteries on its 9000lb. body. It also takes three efficient cars worth of electricity to go the same mile in a huge truck. That’s not to even bring up the dangers of being way up in the air and driving these huge heavy trucks at highway speeds. Not only is bicycle and pedestrian visibility limited, but they absolutely destroy anything they crash into including school busses. Sure, some small percentage of pickup drivers actually do work in them, but we somehow got by with Ford Maverick-sized trucks 20 years ago, and we should probably strive to go back to that.

Comparatively, the Bolt is refreshingly small, meaning parking is easy and there’s a ton of extra space in your garage. Yet, with its height and low floor entry points, it is super easy to get into not just for aged and accessibility folks. The low side windows and sloping hood make it easy to see kids and bikers in front of and around the car. The Bolt got a 5-star-safety-rating from NHTSA, and though it might not fare well against a Hummer, it will keep occupants as safe as possible.

It also has tons of room and even more when you fold the seats down (see above).

Wireless CarPlay and Android Auto is a gamechanger

As a Tesla driver, I’m always pleasantly surprised when I get into a CarPlay or Android Auto-based vehicle. I just don’t see anyone beating Apple and Google in the UX space, and it has become quite standard in the car space. Responding to texts is way easier, and the voice recognition is an order of magnitude better. Apps that I want are there and updated in a timely manner.

I was taken aback recently when I reviewed the Genesis GV60. This luxury car with all of the bells and whistles still required you to plug in your phone to use CarPlay. This review might have pushed me over the edge. CarPlay is great, but wouldn’t it be cool if my phone could just be in my pocket?

And that’s the experience with the Bolt. You get in the car turn it on and go. It connects to the phone in your pocket (or you can put it on the wireless charging pad or even plug into the USBA/USBC plugs like a caveman). You’ve got your favorite apps, music and are ready to go. It Just Works™.

Downsides to the Bolt

Every vehicles has some downsides, but I’d argue that the Bolt has relatively few. Let me try to explain these away…

54kW DC fast charging limit. This one is particularly painful because it was called out six years ago. GM decided, again and again, not to upgrade it citing cost and complexity concerns. Even just getting it over 100kW would have been a big psychological boost, and the thing can re-gen at 70kW, so it is pretty obviously capable of updating.

That said, most folks don’t go over 260 miles on all but a few days of the year, and if so, there are a ton of CCS charging options now. Even better, with Plug and Charge/Autocharge+ from EVGO it is super easy – you just plug in to charge (after a quick setup). One thing to consider is that with the Bolt’s efficiency, it charges much faster on a miles-per-minute basis. For instance, it will get just as many miles as a Ford F-150 Lightning charging at over 100kW.

I’ve easily road tripped in a Bolt before and realistically, that means I have to stay an extra 15-30 minutes per charging session and heck, people have driven their Bolts from Ohio to Alaska. At peak charging rate of 54kW, you’ll get 100 miles of range in a half hour of charging. Relax!

The overriding point is that if you don’t do a lot of road tripping and have a home charger where you’ll wake up every morning with 260 miles of range, the DC charging speed limit isn’t a dealbreaker.

FWD vs. AWD Putting front wheel drive into an EV isn’t as straight forward a decision as an ICE vehicle with the weight of the motor over the front wheels. EVs have equal weight between the tires and will see diminishing returns.

With the Bolt’s instant torque and low resistance wheels, I chirp out a lot more than I mean to, especially on rainy or icy roads and on gravel. This can be mitigated somewhat by changing out for worse range, grippier tires. I was told once by a Bolt engineer that they were fixing that but they never did.

The flip side is that the front wheel drive allows for a lot more regeneration of power than a RWD would. The Bolt offers some of the best and most complete one wheel driving available, especially with the always-on regen button and steering wheel paddle to add up to 70kW of braking.

I still would have loved to see an AWD option on the Bolt even if it was just putting a light sub-100hp motor on the back wheels for snow and a little more pickup. Chevy is offering this kind of small motor option to get the Equinox to AWD.

Chevy is perhaps seeing the light here offering the upcoming Ultium Blazer SS in not only FWD and AWD options but, in a first, offering RWD version as well. It can do this because adding motors to EVs is an order of magnitude easier than ICE vehicles. Just not easy enough to add to the Bolt apparently.

Size and shape. I happen to love the look of the Bolt EV but I think I’m in the minority, certainly of Electrek writers. Most people see the EUV as the better looking variant, but I just see it as another CUV in a sea of CUVs on American roads. I, for one, appreciate the uniqueness of the Bolt EV’s form factor. It’s a HOT HATCH! I wonder if GM could have made something look more like the Mini or GTi.

The interior quality is what I would call middle of the road. Seats are comfy and an upgrade from earlier Bolts, but nothing about this car says luxury; it is designed well, but not over the top. Chevy inexplicably changed the shifter in the Bolt to push/pull buttons which I’m still getting used to.

Both Bolts are quite narrow, and the driver ends up being pretty close to the passenger – sharing that small armrest can sometimes feel like a movie theater or a flight. And that back row middle seat? Small people only.

Bolt Fires. A problem was identified with LG’s manufacturing process in Bolt Batteries in 2020 that very rarely caused fires in previous years battery packs. A sting of Bolt fires and GMs refusal to comment got a ton of negative publicity. The cause of the fires was discovered and fixed. Then GM, mostly funded by LG laboriously replaced all previous battery packs. The packs manufactured now are fixed and should function properly. GM did the right thing here.

Dealers. I’ve had to deal with two Chevy dealers in the last two months getting Bolts for myself and my mom. The experience with hers was typical of my past experience, which means, not great. They tried to trick her into a maintenance package after we’d already paid for the car and didn’t handle the Qmerit mess very well either.

Mine here in New York wasn’t bad (Mt. Kisco Chevy). Mike D. was pretty realistic once I told him my expectations and that I knew exactly what I wanted. Bravo to him. He was well prepared and paperwork took about 15 minutes. As a former Bolt owner himself, he just let me go with a handshake. The one downside was I got a hard sale from a lying OnStar salesman on the phone who then abruptly hung up after I didn’t bite. Sheesh.

Vehicle to grid/load/etc.

It is 2023, and all EVs should build in a simple pure Sine Wave inverter that would allow the car to provide AC power to a campsite, worksite, or to the home during an electrical outage. The Ford F-150 highlighted this untapped demand with 10kW of output, and the E-GMP platform cars recently added a smaller 2kW capability.

Unfortunately, the Chevy Bolt has nothing of the sort (we saw some plugs in the upcoming Chevy Equinox and Silverado), but thankfully it is really easy to access the 12V subsystem that is fed by a 1.6kW DC-DC converter from the main 400V battery. That means it is easy to plug in an inverter and take over a kilowatt of power out of the Bolt…. for days.

DIY Solution. I’ve simply alligator-clipped a 1kW continuous/2kW peak inverter onto my Bolt’s 12V lead acid battery to run a refrigerator and internet connectivity in the past. However, I recommend formalizing this setup with something like the purpose-built and fused $180 EV Extend, which actually makes it a lot easier to hook up your inverter and get power out of your Bolt. Assuming a small house/cottage idles below 1kW and doesn’t go over 2kW, the Bolt can keep your house/cottage/campsite powered for over two days. If nothing else, it will keep your fridge and some lights and internet going for upwards of a week.

In the future, all EVs will have a 240V generator port connected to the main battery by a big 10kW inverter. For now, only the Ford F-150 Lightning has this. Tesla is strangely behind here considering they have Powerwalls, solar- and home-switching expertise. Let’s get there!

As we look into 2023

I think big themes of 2023 are going to be Tesla vs. the rest of the market. The Model Y is approaching a 1M cars-per-year run rate which would make it a favorite for 2023 vehicle of the year. That’s an order of magnitude more than the Bolt will sell next year and possibly all of GM, who seem fixated on beating Tesla’s numbers.

But also GM is launching 3 new EVs: Silverado in Spring, Blazer EV in Summer, and Equinox in Fall, so that lineup will be interesting.

There’s a ton more stuff coming as well. I’ve got my eyes on the Kia EV9 3rd row SUV, wondering if they’ll deliver before Rivian’s R1S gets off the ground.

But for now, let’s give the Chevy Bolt its glory. The economy is in some sort of recession/economic downturn and at $25,600, the Chevy Bolt is allowing a much broader swath of the population to get into an EV – and easily get into a great one at that.

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Is the Honda Prologue the best EV to lease right now?

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Is the Honda Prologue the best EV to lease right now?

The Honda Prologue continues to surprise, ranking among the top ten most leased vehicles (gas-powered or EV) in the US in the first quarter. It was the only EV, outside of Tesla’s Model Y and Model 3, that made the list.

Honda Prologue EV is one of the most leased vehicles

After launching the Prologue in the US last March, Honda’s electric SUV took off. In the second half of the year, it was the second-best-selling electric SUV, trailing only the Tesla Model Y.

The Prologue remains a top-selling EV in the US this year, with over 13,500 units sold through May. That’s not too bad, considering it only sold 705 through May of last year.

According to a new Experian report (via Automotive News), Honda’s success is being driven by ultra-affordable lease rates. In the first quarter, nearly 60% of new EV buyers in the US chose to lease, up from just 36% a year ago.

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Three EVs ranked in the top ten most leased vehicles in Q1, including the Tesla Model Y, Model 3, and Honda Prologue.

Honda-Prologue-most-leased-EV
2025 Honda Prologue Elite (Source: Honda)

Tesla’s Model Y and Model 3 took the top two spots, while the Honda Prologue ranked number seven. Those who leased Tesla’s Model 3 paid $402 per month, Honda Prologue lessees paid $486 a month.

Given the average loan rate was $708 a month for those who bought it, it’s no wonder nearly 90% chose to lease. Under 9% chose to buy, while less than 2% paid cash.

Honda-Prologue-most-leased-EV
2025 Honda Prologue Elite interior (Source: Honda)

The discounts are piling up, but for how long?

To give you a better idea, the average monthly payment for a new vehicle lease in the US in the first quarter was $595.

With over $20,000 in discounts, Honda’s luxury Acura brand is selling a surprising number of EVs in the US. The nearly $65,000 Acura ZDX is sold for under $40,000 on average in May, according to Cox Automotive’s EV Market Monitor report for May.

Acura-ZDX-EV-lease
2024 Acura ZDX (Source: Acura

The trend is primarily thanks to the $7,500 federal EV tax credit, which is being passed on to customers through leasing.

With the Trump administration and Senate Republicans aiming to kill off federal subsidies, the savings could soon disappear. If the Senate’s recently proposed bill is passed, the $7,500 credit would expire within 180 days. It would not only make electric vehicles more expensive, but it would also put the US further behind China and others leading the shift to electrification.

Chevy-Equinox-EV
2025 Chevy Equinox EV LT (Source: GM)

Some automakers, including GM, are expected to continue offering the incentives. “GM has been very competitive on the incentives on their end, and that is not scheduled to end.”

After outselling Ford, GM’s Chevy is now the fastest-growing EV brand in the US through May. Chevy is starting to chip away at Tesla’s lead, largely thanks to the new Equinox EV, or “America’s most affordable +315 range EV,” as GM calls it.

Chevy-Equinox-EV
2025 Chevrolet Equinox EV RS (Source: GM)

According to Xperian, those who leased a new Chevy Equinox EV in Q1 paid $243 less than those who financed it. The electric Equinox stood out in Cox Automotive’s EV Market Monitor report with an average selling price under $40,000, even without incentives.

The Chevy Equinox EV remains one of the most affordable EVs on the market. Starting at just $34,995, the base LT FWD model offers an EPA-estimated range of 319 miles.

After Hyundai cut lease prices earlier this month, the 2025 IONIQ 5 might just take the cake. You can now lease the 2025 Hyundai IONIQ 5 (now with a built-in NACS port) for as low as $179 per month.

Looking to test out some of the most popular EVs for yourself? With Honda Prologue leases as low as $259 per month and Chevy Equinox EV leases starting at just $289 per month, the deals are hard to pass up right now while the incentives are still here. You can use our links below to find models in your area.

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US energy storage set a new record in Q1 2025 but the future looks shaky

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US energy storage set a new record in Q1 2025 but the future looks shaky

The US energy storage market just posted its strongest Q1 ever, adding more than 2 gigawatts (GW) of capacity across all segments, according to the latest US Energy Storage Monitor from Wood Mackenzie and the American Clean Power Association (ACP).

That makes Q1 2025 the biggest first quarter for energy storage in US history.

The surge was led by utility-scale projects, which accounted for over 1.5 GW of the new capacity, a 57% jump compared to Q1 2024.

Surging energy demand is putting the electric grid under strain,” said John Hensley, SVP of markets and policy analysis at ACP. “The energy storage market is responding to help keep the lights on and support this unprecedented growth in an affordable and reliable way.”

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But that momentum is now bumping up against policy uncertainty that could derail growth in the near future.

Indiana shows what’s possible

Energy storage is no longer limited to early-adopter states like California and Texas. In Q1, Indiana added 256 megawatts (MW) of new energy storage, quadrupling its total installed capacity. It now has more than 10 GW of new storage in its interconnection queue, the fifth-largest in the country.

Indiana’s growth is being driven by available land and clear permitting processes, two major barriers in other states.

“We’re now seeing significant deployment in emerging markets like Indiana, while states across the Southwest like Nevada and Arizona continue to expand their energy storage portfolio,” said Noah Roberts, VP of Energy Storage at ACP.

Home battery boom

Residential storage also set a new record, with 458 MW installed in Q1, the most ever in a single quarter. California and Puerto Rico led the way, accounting for 74% of that growth, while Illinois and other emerging markets began to pick up pace.

Trouble on the horizon

Despite a strong near-term outlook, the long-term picture is cloudier. The five-year forecast for utility-scale storage remains solid, but looming changes to federal policy could slash future growth.

If proposed changes to the Investment Tax Credit (ITC) in the House’s reconciliation bill become law, the total storage buildout over five years could fall 27% below the current base case.

  • Distributed storage would take the biggest hit, with a projected 46% drop.
  • Utility-scale storage could shrink by 16 GW.

The CCI (community, commercial, and industrial) segment has already seen a 42% cut in its five-year outlook, weighed down by tariff risks and slow adoption of California’s NEM 3.0 rules.

The Q1 2025 results demonstrate the demand for energy storage in the US to serve a grid with both growing renewables and growing load,” said Allison Weis, global head of energy storage at Wood Mackenzie. “However, the industry stands at a crossroads, with potential policy changes threatening to disrupt this momentum.”

In the near term, the report expects 15 GW/49 GWh of new storage capacity to be installed across all segments in 2025, with utility-scale installations projected to grow 22% year-over-year. However, the utility-scale segment is at risk for a potential 29% contraction in 2026 due to policy uncertainty.

Bottom line: the energy storage boom isn’t slowing down – yet. But all eyes are on Congress.

Read more: This new San Diego battery can power 200,000 homes during peak hours


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Cadillac just delivered the first Celestiq, a hand-built ultra-luxury EV that costs $350,000

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Cadillac just delivered the first Celestiq, a hand-built ultra-luxury EV that costs 0,000

The Celestiq is more than an ultra-luxury electric sedan. Cadillac is saying it “marks a new milestone in American luxury and innovation.” The ultra-luxury EV is hand-built at Cadillac House at Vanderbilt, but it’s not cheap. Cadillac’s flagship electric sedan starts at around $350,000.

Cadillac delivers the first ultra-luxury Celestiq EV models

Cadillac is back and better than ever. After delivering the first Celestiq models to customers on Tuesday, Cadillac said it’s out to re-establish the brand as the “Standard of the World.”

The ultra-luxury electric sedan was delivered during a private event at GM’s Global Tech Center in Warren, Michigan.

Each Celestiq model is hand-built at Cadillac House at Vanderbilt, where you can customize the vehicle through a “highly personalized experience.” Cadillac designers and engineers wanted to create the most technologically advanced vehicle possible.

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Although the Celestiq was first unveiled in 2022 and was expected to go into production in 2023, the ultra-luxury EV arrives with a slight increase in power.

The electric sedan features a dual-motor AWD powertrain, packing 655 horsepower and 646 lb-ft of torque (with Velocity Max), good for a 0 to 60 mph sprint in 3.7 seconds. Powered by a massive 111 kWh battery, Cadillac says its flagship EV has a range of 303 miles.

Cadillac-first-ultra-luxury-EV
Cadillac’s ultra-luxury Celestiq EV sedan (Source: Cadillac)

Inside, you’ll find ample screen space with a 55″ advanced interactive display that spans the entire dashboard. It’s Cadillac’s first vehicle to feature five standard HD interactive displays, including two 12.6″ entertainment screens for rear passengers.

Other interior features include a panoramic Smart Glass Roof with four independently controlled sections, a 38-speaker AKG audio system, and Climatesense, a “world first” four-zone microclimate system.

Each Celestiq is built to order and assembled at GM’s new Artisan Center on its campus in Warren, Michigan. Prices start in the “mid-$300,000 range.” You can inquire for more information on Cadillac’s website.

Electrek’s Take

Cadillac is coming off one of its best sales quarters since 2008. With a full lineup of electric SUVs, Cadillac is aiming to be the bestselling luxury EV brand in the US this year.

With the entry-level Optiq, midsize Lyriq, three-row Vistiq, and massive Escalade IQ, Cadillac offers an EV in nearly every segment.

Earlier this week, GM announced that the 2026 Cadillac Optiq will be its first vehicle to launch with a built-in NACS port, allowing it to access Tesla’s Supercharger network.

Although Cadillac said the Celestiq would help re-establish the brand as the “Standard of the World,” it will likely play only a minor role. The Optiq, Lyriq, Vistiq, and Escalade IQ will be the growth drivers over the next few years in a competitive luxury EV market.

GM said over 75% of Optiq buyers were new to Cadillac last month. After delivering the first models in late 2024, Cadillac sold over 1,700 Optiqs in the first quarter, outpacing Mercedes-Benz, Genesis, and other luxury rivals in the US.

Looking to test out Cadillac’s new electric SUVs for yourself? We can help you get started. Check out our links below to find Cadillac Optiq, Lyriq, Vistiq, and Escalade IQ models available in your area.

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