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2014
Cadillac ELR

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$75,000
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2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR 2014 Cadillac ELR

Notable features

All-new two-door luxury coupe
Gasoline-range-extended electric plug-in hybrid
37-mile EV range, 300-mile total range
4.5-hour recharge time on 240-volt charger
More torque than Cadillac SRX V-6 crossover

The good & the bad

The good

Styling, inside and out
Top-notch interior materials
Decent handling
High-torque electric powertrain
Standard 20-inch wheels

The bad

Too high sticker price
Imperfect CUE multimedia system
Touch-sensitive control panels
Outward visibility
Limited trunk space

Expert 2014 Cadillac ELR review

our expert's take
Our expert's take
By Aaron Bragman
Full article
our expert's take

Cadillac surprised the world with its beautiful ELR plug-in hybrid coupe, featuring knockout styling that turns heads and novel technology that opens wallets — but then it surprised the world again by pricing it out of consideration for anyone who’d likely buy one.

Three years after the arrival of the Chevrolet Volt, the 2014 Cadillac ELR is the only other car with General Motors’ extended-range electric drivetrain. It’s bigger than a Volt on the outside and uses many of the Volt’s chassis and powertrain components, but that’s where the similarities end. The two look, feel, ride and handle differently, so referring to the ELR as Cadillac’s “Coupe de Volt” isn’t entirely fair.

But Cadillac has brought upon itself a serious question with one simple act of pricing: Is the ELR worth its jaw-dropping $75,000 sticker? Cadillac has tried to bring expensive luxury coupes to market in recent years (Allante in the late 1980s, XLR in the early 2000s), both of which failed for a variety of reasons, but price was a major factor; customers seem to have a hard time swallowing the idea of a super-expensive Caddy coupe. Has Cadillac set itself up for another failure, reaching too far on a product with limited appeal thanks to its plug-in hybrid nature? Or has it crafted a machine so good that people will happily pay a high price for its high tech?

Exterior & Styling
The ELR was previewed by the Cadillac Converj concept car at the 2009 Detroit auto show, and the concept that wowed crowds there has translated beautifully into a production car. The coupe is gorgeous, with a distinctive wedge profile that has definite glimmers of Lamborghini in its lines and proportions. It may look smaller than a Volt, but it’s nearly 9 inches longer and 2 inches wider, riding on the same 105.7-inch wheelbase. The long LED headlights stretch back over the tops of fenders that are aptly filled by huge, turbine-like 20-inch wheels. It’s obvious that the first difference between the ELR and the Volt is style; the Volt is a slave to aerodynamic efficiency, and it looks awkward and thick. The ELR isn’t as concerned about that. It’s sleek and powerful, with squared off haunches and a long roofline that tapers back to traditional Cadillac-style vertical LED taillights. It turns heads for sure, yet fits in perfectly with the rest of Cadillac’s lineup. This is one of the most successful concept-to-production car translations to come along in years.

How It Drives
The ELR uses a similar powertrain to the Volt, in that it employs a 16.5-kilowatt-hour lithium-ion battery pack to power an electric motor. A 1.4-liter four-cylinder gas engine is also on board to supply energy to the system when battery power runs low, enabling the car to continue driving indefinitely as long as the driver keeps filling it with gas. Like the Volt, though, the point is to plug it in regularly and run mostly on electricity. As it’s intended to be a luxury sport coupe rather than a four-door commuter car, Cadillac’s engineers tuned it for a more aggressive driving experience — meaning the ELR is quicker, tighter and distinctly more responsive than the Volt. The electric motor in the ELR delivers more power than in the Volt; while the ELR is rated a measly 181 horsepower, it has a hefty 295 pounds-feet of torque. Acceleration is stronger than in the Volt but not quite at the level one would expect in a luxury sports coupe costing this much money, possibly because the ELR weighs more than 4,000 pounds.

What’s acceptable in a commuter car becomes less so in a car like the ELR; switching into Sport mode helps move it a bit more smartly due to a remap of the accelerator input, but it’s still poky compared with competitors like the Tesla Model S. Handling is sharp, thanks partly to a revised front suspension and partly to big 20-inch wheels and aggressive performance tires. Steering feel is still over-boosted and numb, but body control is an improvement over the Volt. You can drive the ELR aggressively, but it will quickly let you know it’s not a sports coupe — it’s too heavy for much athletic activity.

Ride quality varies. Keep it in the Touring setting and it’s as comfortable as a car with low-profile tires can be over broken pavement. Put it in Sport, and the adjustable shock absorbers firm up the suspension to uncomfortably stiff levels. You’ll be happiest leaving the car in Touring mode and enjoying some quiet, stylish cruising.

The biggest gripe our editors had with the ELR was the artificial feel of the brakes. Compared with other conventional vehicles, the ELR’s brakes feel disconnected, artificial and not as strong as they could be, but to me they’re no worse than nearly any other electric car’s system. I’m alone in that sentiment, however; every other editor felt that the brakes for both the ELR and Volt were the worst of any electric vehicle we’ve tested. Regenerative braking, where the car uses the electric motor to slow the vehicle and turn momentum back into electricity, may play a part in that. The ELR engages regenerative braking in three ways: In normal operation, it’s fairly light; slide the ELR’s shifter into “L” and it engages more aggressively, happening as soon as you let off the accelerator even slightly. The third way is by using paddles behind the steering wheel to activate the regen function manually. The paddle regenerative braking is meant to act as a kind of engine braking function when driving the ELR aggressively on twisty roads, but for me it saw more use when bringing the car to a halt at a stoplight.

As with the Volt, the point of getting yourself an ELR is to maximize fuel economy, but in this case it’s to do so with some style and flair. It still comes down to numbers, though, and the ELR delivers mixed results. Driven with a full charge, the ELR is rated to go an average of 37 miles before the gasoline engine kicks in to keep the party going. As with the Volt, this is an achievable range, though it’s heavily dependent on driving style, terrain and weather conditions. Despite very cold weather, I was able to coax 35 miles out of the ELR before needing a recharge.

Once battery power is depleted, the ELR’s gas engine is rated to get an average of 33 mpg in normal driving (on premium fuel), a figure I was also able to achieve. The car the ELR is going after, the all-electric Tesla Model S, has an EPA-estimated range of roughly 208 or 265 miles, depending on which of the Tesla’s much-higher-capacity battery packs you choose, but it generally takes considerably longer than the ELR’s four to eight hours to recharge, depending on the type of charger to which the car is connected.

Interior
Use hidden buttons to open the long, angular doors and slip into an interior that meets all the qualifications for a Cadillac luxury coupe. The swooping geometric design starts at the base of the steeply sloped windshield and plunges down to the center console, with materials layered atop one another to create a distinctive, attractive cockpit. There are, however, a lot of materials employed here: leather, carbon fiber, suede-like Alcantara, two kinds of metal, piano black plastic, soft-touch vinyl, strips of wood — and that’s just on the dashboard. It’s attractive, and given the high quality of the materials it definitely feels upscale, but it’s on the verge of being over-styled.

The front seats are comfortable and can be fully covered in Kona brown leather, front and back. The rear seats are small, suitable only for children — this is a 2 + 2 coupe, not a four-seater like the Volt. Outward visibility is also compromised by the low, swoopy styling. While the big windshield affords a decent view to the front, horrible glare off the dash top was present in nearly all conditions, even from streetlights at night. Thick windshield pillars create big blind spots.The ELR is quiet inside. An enclosed trunk makes it more hushed than the hatchback Volt at highway speeds, and the transition from electric-only to gas-assisted power is fairly seamless when under way. Around town at lower speeds, the gas engine is just as noticeable when it fires up as it is on the Volt. It’s not intrusive or unpleasant, but it’s not the silent experience of an all-electric Tesla Model S.

Ergonomics & Electronics
The ELR uses the same touch-sensitive, flat plastic panel controls as most new Cadillacs, and they’re no more enjoyable here than in the ATS, CTS, XTS or any other car we’ve tested from any automaker. They do create a clean look, especially when the markings disappear on power-down, but they’re difficult and distracting to use when the car is in motion and provide no tactile quality feedback that says “I’m a luxury product!” Cadillac does at least have a haptic feedback system that vibrates the console when you touch a control, so that poking, say, the temperature adjustment elicits a “bump” from the console.

The gauge cluster that sits before the driver looks fantastic, including a reconfigurable 8-inch LCD that can display an array of system information or a summary of key metrics, depending on the driver’s desires. It’s the most advanced display General Motors has created for an EV, fancier and more complete than the Chevrolet Spark EV’s or the Volt’s displays, with style that is appropriate to a Cadillac.

As with most Cadillacs, the CUE entertainment system graces the center console with an 8-inch touch-screen. Our experience with it has been mixed; in some Cadillacs it works brilliantly, in others, decidedly less so. In the ELR, it refused to recognize a plugged-in Android phone (after working fine the previous day), and required several seconds to implement the simplest of voice commands for the navigation system. (Saying “cancel” and waiting eight seconds for the command to go through is unacceptable.) A premium Bose stereo is standard on the ELR, but it doesn’t sound especially remarkable. As with the Volt, a smartphone app is available to monitor and control aspects of the ELR remotely, such as charging status, door lock operation and remote start.

Cargo & Storage
Being a coupe with less interior space than the Volt, the ELR doesn’t have the storage versatility of its hatchback cousin. The trunk opening is decently sized, and cargo volume itself is comparable to the Volt, but the rear seats don’t fold forward, limiting cargo space to just what the 10.5-cubic-foot trunk provides and whatever you can stuff into the backseat. There are cubbies and storage pockets in the doors, but not much in the center console due to the battery pack’s placement. Cadillac’s powered cupholder door is present, and it’s just as weirdly gimmicky here as it is in the CTS where it debuted.

Safety
As befits a car in this price category, the ELR is filled with a laundry list of the latest electronic safety gear, plus an item or two exclusive to Cadillac. Forward collision alert, lane departure warning and a backup camera are all standard, as is Cadillac’s exclusive safety alert seat. It ties in to the aforementioned systems and vibrates when the car is straying from its lane or when the system senses a low-speed collision is imminent, such as accidentally backing into an unseen obstacle. Adaptive cruise control with intelligent brake assist that can brake the car to a halt is available as a rather expensive ($1,995) option. The ELR has not been crash-tested, but you can see all its safety equipment here.

Value in Its Class
The 2014 ELR starts at an eye-popping $75,995 before any federal or local tax credits are taken into account. Major options include the Kona brown leather seating package for $2,450; the adaptive cruise control for $1,995; a luxury package that includes 20-inch wheels, cross traffic and blind spot alert systems, and articulated headlamps for $1,696; and the crystal red tintcoat paint my car featured for $995. Grand total for my ELR as tested was $83,130 including the destination charge, a price that is simply a mistake on Cadillac’s part. Most automotive media expected a sticker price nearly $30,000 less.

Cadillac wants the ELR to be a direct competitor to the Tesla Model S, the fully electric five-seat sedan that handily outperforms the ELR in every way except total range. The Model S starts at $70,890 and quickly climbs when you add content that comes standard on the ELR. But the Model S can match a Porsche 911 in performance and seat five people very comfortably, and it’s easily as stylish as the ELR. Its main drawbacks are a very limited dealer network, long recharge times on anything other than a 480-volt DC fast charger and unproven long-term reliability. The ELR also has to compete with other expensive luxury coupes, most of which cost less than it does, such as the extremely well-done V-8-powered Mercedes-Benz E550 coupe, which starts at $59,925. Even Cadillac’s own outgoing CTS-V coupe, a chiseled sledgehammer with a supercharged V-8 engine, costs less than the ELR. Compare the ELR against its competitors here.

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Detroit Bureau Chief
Aaron Bragman

Detroit Bureau Chief Aaron Bragman has had over 25 years of experience in the auto industry as a journalist, analyst, purchasing agent and program manager. Bragman grew up around his father’s classic Triumph sports cars (which were all sold and gone when he turned 16, much to his frustration) and comes from a Detroit family where cars put food on tables as much as smiles on faces. Today, he’s a member of the Automotive Press Association and the Midwest Automotive Media Association. His pronouns are he/him, but his adjectives are fat/sassy.

2014 Cadillac ELR review: Our expert's take
By Aaron Bragman

Cadillac surprised the world with its beautiful ELR plug-in hybrid coupe, featuring knockout styling that turns heads and novel technology that opens wallets — but then it surprised the world again by pricing it out of consideration for anyone who’d likely buy one.

Three years after the arrival of the Chevrolet Volt, the 2014 Cadillac ELR is the only other car with General Motors’ extended-range electric drivetrain. It’s bigger than a Volt on the outside and uses many of the Volt’s chassis and powertrain components, but that’s where the similarities end. The two look, feel, ride and handle differently, so referring to the ELR as Cadillac’s “Coupe de Volt” isn’t entirely fair.

But Cadillac has brought upon itself a serious question with one simple act of pricing: Is the ELR worth its jaw-dropping $75,000 sticker? Cadillac has tried to bring expensive luxury coupes to market in recent years (Allante in the late 1980s, XLR in the early 2000s), both of which failed for a variety of reasons, but price was a major factor; customers seem to have a hard time swallowing the idea of a super-expensive Caddy coupe. Has Cadillac set itself up for another failure, reaching too far on a product with limited appeal thanks to its plug-in hybrid nature? Or has it crafted a machine so good that people will happily pay a high price for its high tech?

Exterior & Styling
The ELR was previewed by the Cadillac Converj concept car at the 2009 Detroit auto show, and the concept that wowed crowds there has translated beautifully into a production car. The coupe is gorgeous, with a distinctive wedge profile that has definite glimmers of Lamborghini in its lines and proportions. It may look smaller than a Volt, but it’s nearly 9 inches longer and 2 inches wider, riding on the same 105.7-inch wheelbase. The long LED headlights stretch back over the tops of fenders that are aptly filled by huge, turbine-like 20-inch wheels. It’s obvious that the first difference between the ELR and the Volt is style; the Volt is a slave to aerodynamic efficiency, and it looks awkward and thick. The ELR isn’t as concerned about that. It’s sleek and powerful, with squared off haunches and a long roofline that tapers back to traditional Cadillac-style vertical LED taillights. It turns heads for sure, yet fits in perfectly with the rest of Cadillac’s lineup. This is one of the most successful concept-to-production car translations to come along in years.

How It Drives
The ELR uses a similar powertrain to the Volt, in that it employs a 16.5-kilowatt-hour lithium-ion battery pack to power an electric motor. A 1.4-liter four-cylinder gas engine is also on board to supply energy to the system when battery power runs low, enabling the car to continue driving indefinitely as long as the driver keeps filling it with gas. Like the Volt, though, the point is to plug it in regularly and run mostly on electricity. As it’s intended to be a luxury sport coupe rather than a four-door commuter car, Cadillac’s engineers tuned it for a more aggressive driving experience — meaning the ELR is quicker, tighter and distinctly more responsive than the Volt. The electric motor in the ELR delivers more power than in the Volt; while the ELR is rated a measly 181 horsepower, it has a hefty 295 pounds-feet of torque. Acceleration is stronger than in the Volt but not quite at the level one would expect in a luxury sports coupe costing this much money, possibly because the ELR weighs more than 4,000 pounds.

What’s acceptable in a commuter car becomes less so in a car like the ELR; switching into Sport mode helps move it a bit more smartly due to a remap of the accelerator input, but it’s still poky compared with competitors like the Tesla Model S. Handling is sharp, thanks partly to a revised front suspension and partly to big 20-inch wheels and aggressive performance tires. Steering feel is still over-boosted and numb, but body control is an improvement over the Volt. You can drive the ELR aggressively, but it will quickly let you know it’s not a sports coupe — it’s too heavy for much athletic activity.

Ride quality varies. Keep it in the Touring setting and it’s as comfortable as a car with low-profile tires can be over broken pavement. Put it in Sport, and the adjustable shock absorbers firm up the suspension to uncomfortably stiff levels. You’ll be happiest leaving the car in Touring mode and enjoying some quiet, stylish cruising.

The biggest gripe our editors had with the ELR was the artificial feel of the brakes. Compared with other conventional vehicles, the ELR’s brakes feel disconnected, artificial and not as strong as they could be, but to me they’re no worse than nearly any other electric car’s system. I’m alone in that sentiment, however; every other editor felt that the brakes for both the ELR and Volt were the worst of any electric vehicle we’ve tested. Regenerative braking, where the car uses the electric motor to slow the vehicle and turn momentum back into electricity, may play a part in that. The ELR engages regenerative braking in three ways: In normal operation, it’s fairly light; slide the ELR’s shifter into “L” and it engages more aggressively, happening as soon as you let off the accelerator even slightly. The third way is by using paddles behind the steering wheel to activate the regen function manually. The paddle regenerative braking is meant to act as a kind of engine braking function when driving the ELR aggressively on twisty roads, but for me it saw more use when bringing the car to a halt at a stoplight.

As with the Volt, the point of getting yourself an ELR is to maximize fuel economy, but in this case it’s to do so with some style and flair. It still comes down to numbers, though, and the ELR delivers mixed results. Driven with a full charge, the ELR is rated to go an average of 37 miles before the gasoline engine kicks in to keep the party going. As with the Volt, this is an achievable range, though it’s heavily dependent on driving style, terrain and weather conditions. Despite very cold weather, I was able to coax 35 miles out of the ELR before needing a recharge.

Once battery power is depleted, the ELR’s gas engine is rated to get an average of 33 mpg in normal driving (on premium fuel), a figure I was also able to achieve. The car the ELR is going after, the all-electric Tesla Model S, has an EPA-estimated range of roughly 208 or 265 miles, depending on which of the Tesla’s much-higher-capacity battery packs you choose, but it generally takes considerably longer than the ELR’s four to eight hours to recharge, depending on the type of charger to which the car is connected.

Interior
Use hidden buttons to open the long, angular doors and slip into an interior that meets all the qualifications for a Cadillac luxury coupe. The swooping geometric design starts at the base of the steeply sloped windshield and plunges down to the center console, with materials layered atop one another to create a distinctive, attractive cockpit. There are, however, a lot of materials employed here: leather, carbon fiber, suede-like Alcantara, two kinds of metal, piano black plastic, soft-touch vinyl, strips of wood — and that’s just on the dashboard. It’s attractive, and given the high quality of the materials it definitely feels upscale, but it’s on the verge of being over-styled.

The front seats are comfortable and can be fully covered in Kona brown leather, front and back. The rear seats are small, suitable only for children — this is a 2 + 2 coupe, not a four-seater like the Volt. Outward visibility is also compromised by the low, swoopy styling. While the big windshield affords a decent view to the front, horrible glare off the dash top was present in nearly all conditions, even from streetlights at night. Thick windshield pillars create big blind spots.The ELR is quiet inside. An enclosed trunk makes it more hushed than the hatchback Volt at highway speeds, and the transition from electric-only to gas-assisted power is fairly seamless when under way. Around town at lower speeds, the gas engine is just as noticeable when it fires up as it is on the Volt. It’s not intrusive or unpleasant, but it’s not the silent experience of an all-electric Tesla Model S.

Ergonomics & Electronics
The ELR uses the same touch-sensitive, flat plastic panel controls as most new Cadillacs, and they’re no more enjoyable here than in the ATS, CTS, XTS or any other car we’ve tested from any automaker. They do create a clean look, especially when the markings disappear on power-down, but they’re difficult and distracting to use when the car is in motion and provide no tactile quality feedback that says “I’m a luxury product!” Cadillac does at least have a haptic feedback system that vibrates the console when you touch a control, so that poking, say, the temperature adjustment elicits a “bump” from the console.

The gauge cluster that sits before the driver looks fantastic, including a reconfigurable 8-inch LCD that can display an array of system information or a summary of key metrics, depending on the driver’s desires. It’s the most advanced display General Motors has created for an EV, fancier and more complete than the Chevrolet Spark EV’s or the Volt’s displays, with style that is appropriate to a Cadillac.

As with most Cadillacs, the CUE entertainment system graces the center console with an 8-inch touch-screen. Our experience with it has been mixed; in some Cadillacs it works brilliantly, in others, decidedly less so. In the ELR, it refused to recognize a plugged-in Android phone (after working fine the previous day), and required several seconds to implement the simplest of voice commands for the navigation system. (Saying “cancel” and waiting eight seconds for the command to go through is unacceptable.) A premium Bose stereo is standard on the ELR, but it doesn’t sound especially remarkable. As with the Volt, a smartphone app is available to monitor and control aspects of the ELR remotely, such as charging status, door lock operation and remote start.

Cargo & Storage
Being a coupe with less interior space than the Volt, the ELR doesn’t have the storage versatility of its hatchback cousin. The trunk opening is decently sized, and cargo volume itself is comparable to the Volt, but the rear seats don’t fold forward, limiting cargo space to just what the 10.5-cubic-foot trunk provides and whatever you can stuff into the backseat. There are cubbies and storage pockets in the doors, but not much in the center console due to the battery pack’s placement. Cadillac’s powered cupholder door is present, and it’s just as weirdly gimmicky here as it is in the CTS where it debuted.

Safety
As befits a car in this price category, the ELR is filled with a laundry list of the latest electronic safety gear, plus an item or two exclusive to Cadillac. Forward collision alert, lane departure warning and a backup camera are all standard, as is Cadillac’s exclusive safety alert seat. It ties in to the aforementioned systems and vibrates when the car is straying from its lane or when the system senses a low-speed collision is imminent, such as accidentally backing into an unseen obstacle. Adaptive cruise control with intelligent brake assist that can brake the car to a halt is available as a rather expensive ($1,995) option. The ELR has not been crash-tested, but you can see all its safety equipment here.

Value in Its Class
The 2014 ELR starts at an eye-popping $75,995 before any federal or local tax credits are taken into account. Major options include the Kona brown leather seating package for $2,450; the adaptive cruise control for $1,995; a luxury package that includes 20-inch wheels, cross traffic and blind spot alert systems, and articulated headlamps for $1,696; and the crystal red tintcoat paint my car featured for $995. Grand total for my ELR as tested was $83,130 including the destination charge, a price that is simply a mistake on Cadillac’s part. Most automotive media expected a sticker price nearly $30,000 less.

Cadillac wants the ELR to be a direct competitor to the Tesla Model S, the fully electric five-seat sedan that handily outperforms the ELR in every way except total range. The Model S starts at $70,890 and quickly climbs when you add content that comes standard on the ELR. But the Model S can match a Porsche 911 in performance and seat five people very comfortably, and it’s easily as stylish as the ELR. Its main drawbacks are a very limited dealer network, long recharge times on anything other than a 480-volt DC fast charger and unproven long-term reliability. The ELR also has to compete with other expensive luxury coupes, most of which cost less than it does, such as the extremely well-done V-8-powered Mercedes-Benz E550 coupe, which starts at $59,925. Even Cadillac’s own outgoing CTS-V coupe, a chiseled sledgehammer with a supercharged V-8 engine, costs less than the ELR. Compare the ELR against its competitors here.

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Factory warranties

New car program benefits

Basic
4 years / 50,000 miles
Corrosion
4 years / 50,000 miles
Powertrain
6 years / 70,000 miles
Battery
8 years / 100,000 miles
Maintenance
4 years / 50,000 miles
Roadside Assistance
6 years / 70,000 miles

Certified Pre-Owned program benefits

Age / mileage
5 years / less than 60,000 miles
Basic
New: 4 years / 50,000 miles bumper-to-bumper; CPO: One year / unlimited miles bumper-to-bumper
Dealer certification
172-point inspection

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Consumer reviews

4.8 / 5
Based on 37 reviews
Write a review
Comfort 4.8
Interior 4.8
Performance 4.4
Value 4.3
Exterior 5.0
Reliability 4.8

Most recent

  • Great car!

    I have owned my Cadillac ELR for over a year. No problems at all. I drive to work and Home every day on full electric. The dynamic cruise control is amazing. I have used about 30 buck in gas in a year and a half.
    • Purchased a Used car
    • Used for Commuting
    • Does recommend this car
    Comfort 5.0
    Interior 5.0
    Performance 3.0
    Value 3.0
    Exterior 5.0
    Reliability 5.0
    4 people out of 4 found this review helpful. Did you?
    Yes No
  • Great car

    I've owned my ELR for 6 months and 5000 miles. 95% of my driving is within the33 mile electric range. I had a high output electrical outlet installed. It's an eye-catching car. Sweet ride!
    • Purchased a Used car
    • Used for Having fun
    • Does recommend this car
    Comfort 5.0
    Interior 5.0
    Performance 4.0
    Value 4.0
    Exterior 5.0
    Reliability 4.0
    15 people out of 15 found this review helpful. Did you?
    Yes No
  • Beautiful car!

    Just got this beauty with 50,000 miles. $28,000 which included a mandatory delivery fee. Seems to run nicely. The CUE system is tough to work with. At this point I can't PAIR my iPhone? The front end is low. Careful going in and out of driveways and dips.
    • Purchased a Used car
    • Used for Having fun
    • Does recommend this car
    Comfort 5.0
    Interior 4.0
    Performance 4.0
    Value 5.0
    Exterior 5.0
    Reliability 4.0
    14 people out of 15 found this review helpful. Did you?
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  • Sexy AND a Luxury PHEV?

    When the Cadillac ELR came out in 2014 I was amazed at how sexy this car looked. The CTS coupe captured a lot of the same flare and styling cues but I never really thought the CTS was as sexy looking as the ELR. Plus the ELR was a Plug in Hybrid to boot, with amazing technology. I was sold. Until they put it out, and it started at $75,000. Yeah not happening. Chalked up as one of GMs biggest flops in years, it doesn’t change the fact that this car is sexy as xxxx. I followed the devaluation in the used car market after watching critics scratch their head while they tested this car and gave almost universally bad reviews that were primarily because of the price. They generally all loved the comfort, tech, ride, etc, so I kept hoping the usual 50% in 4 years Cadillac devaluation would pay off for me. 2018 came around and the first gen cars were coming off leases like crazy and getting certified at Cadillac dealerships for resale. Still, many were in the 40-50k range and I could really probably find a fun car at that price with a “real engine.” I’m close to 50, ok financially, have a teenage son, so I wanted a coupe, something sporty but comfortable, room to move stuff once in a while, but ultimately a comfortable daily driver. Over the last couple of years I test drove a C7 Corvette (loved it, but not terribly practical), a Camaro SS, a Dodge Challenger, and a Mazda Miata just to try out what’s out there. All the while I kept looking at the ELR market. In six years I only saw one ELR in the “wild” and managed to actually have a conversation with the owner who loved his, had it for 3 years already and planned to drive the tires off of it. So I kept a nationwide search up for an ELR and kept my options open. Finally got one at the price, mileage, color and options that I wanted (had to have the Luxury package with Adaptive Cruise Control) and could not possibly be any happier with the car. The previous owner kept the sticker in the car and it MSRPed in 2014 for $79,825. I picked it up for $19,998. Cadillac devaluation is brutal anyway, but this one really dropped. It doesn’t change the fact that the car feels great, rides great, has more than enough electric range for my needs, and is a complete head turner for men and women alike. The tech while six years old still feels up to date and modern. If you google this car the #1 complaint is the CUE system. For what it’s worth, it’s not terribly fast but it’s not as bad as I expected either. I’m not sure who sits and uses every screen in the system every day, so the number #1 complaint really I means very little to me. Most of the time I get in, set it to what I want to listen to and go. The nav system works fine, but my phone covers that anyway. The car systems, lane departure, adaptive cruise, cross traffic warning, etc all work great and no complaints. Battery range has been a bit less than I expected but I’m figuring it out. Driving it to maximize range takes a little bit of effort, I’ve learned to drive in L instead of D to maximize regenerative charging, and the paddles on the steering wheel are great for regeneration once you get used to them. I hardly ever touch the brakes unless coming to a complete stop and then it’s just tap and go. Charging takes a lot longer than I expected with the level 1 portable charger that comes in the trunk so I had a higher output level 2 charger installed in my house. It charges the car in 1/3 the time of the portable charger (portable charger can get from 0 to full in about 12 hours, the level 2 charger I got cuts that to 4 hours, and it’s really all the car will take at 12 amps). ....and everywhere I go it turns heads, young and old, men and women, etc. Some days it gets old when I have stuff to do, but I always stop and answer question. Nobody can believe it’s a hybrid until I pop open the plug port or point out that they can’t see an exhaust (it has one, it’s just tucked up under the rear bumper). This car needs the right owner and the right driver but if that’s you, it’s very rewarding to drive and I can’t help myself but turn around and look at it every time I get out of it. Knowing that there are fewer than 3,000 of these floating around the country puts you in a fairly rare club, and I’m more than happy to be in that club.
    • Purchased a Used car
    • Used for Commuting
    • Does recommend this car
    Comfort 5.0
    Interior 5.0
    Performance 5.0
    Value 5.0
    Exterior 5.0
    Reliability 5.0
    41 people out of 42 found this review helpful. Did you?
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  • MOST AMAZING CAR OF ALL TIME BETTER THAN TESLA

    THIS CAR IS LIKE NONE OTHER ON THE ROAD-IT HAS BEEN DRIVEN 60,000 miles now and still feels like new-Zero to Sixty in a split second - no lag time on accelerator like a gas motor. Hybrid has given me over 60 MPG's in last four years! LOOKS LIKE A ROCKET SHIP !!! PLUG IN CHARGES IN 4 HOURS if A DOCK otherwise like 8-10 30-40 Electric Miles per charge - I Bought this 2014 in 2016 with only 5,000 miles on car. IT IS AN AUTOMATIC CLASSIC - THEY ONLY PRODUCED TO MY KNOWLEDGE 5,500 of them -5,000 in 2014 and only 500 in 2016
    • Purchased a Used car
    • Used for Commuting
    • Does recommend this car
    Comfort 5.0
    Interior 5.0
    Performance 5.0
    Value 5.0
    Exterior 5.0
    Reliability 5.0
    6 people out of 6 found this review helpful. Did you?
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  • Most exciting luxury car I'v ever owned

    Super comfortable and stylish. Averages nearly 70 MPG combination electric and engine. Excellent power with ultra smooth acceleration. I find no faults with this fine luxury automobile.
    • Purchased a Used car
    • Used for Commuting
    • Does recommend this car
    Comfort 5.0
    Interior 5.0
    Performance 5.0
    Value 5.0
    Exterior 5.0
    Reliability 5.0
    7 people out of 7 found this review helpful. Did you?
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  • A Technological Tour de Force

    When you step out of this car, you feel like you've walked straight out of the future. Not a flying car, but the next best thing.
    • Purchased a Used car
    • Does recommend this car
    Comfort 5.0
    Interior 5.0
    Performance 5.0
    Value 5.0
    Exterior 5.0
    4 people out of 4 found this review helpful. Did you?
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  • Extremely fun to drive - sporty Cadillac

    Beautiful car. Attention to detail is superb. Love this car. Fun to drive. Gets almost 50 mpg (combined). Head turner. Our first electric car and it’s amazing!
    • Purchased a Used car
    • Used for Having fun
    • Does recommend this car
    Comfort 4.0
    Interior 5.0
    Performance 4.0
    Value 4.0
    Exterior 5.0
    Reliability 5.0
    3 people out of 3 found this review helpful. Did you?
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  • Transportation in an Objet d’art.

    I bought it for its looks. A beautiful design. And I wanted comfort. It replaces a CTS Coupe that was totaled by a stop sign runner. The CTS was Cadillac’s most beautiful car of the current era. The ELR is a bit more daring. It’s a hybrid and a luxury car that lets the driver feel superior to all the peasants driving lesser means of auto transportation that still pollute the environment. I love it!
    • Purchased a Used car
    • Used for Having fun
    • Does recommend this car
    Comfort 5.0
    Interior 4.0
    Performance 4.0
    Value 4.0
    Exterior 5.0
    Reliability 5.0
    2 people out of 3 found this review helpful. Did you?
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  • The best looking car I’ve ever owned!

    I’ve been looking at this vehicles for a while now and I am glad I finally bought it. It looks great, I save so much money in gas, it’s comfortable. It is not as fast as a Tesla but if I wanted a fast vehicle, I would’ve have bought a supercharged V8. The performance I have with this car has exceeded my expectation. By far the best looking car in my neighborhood/ workplace/ city in my opinion. My only regret is not buying it sooner. Used ELRs are the best bargain luxury car available and will break necks anywhere and everywhere you go.
    • Purchased a Used car
    • Used for Commuting
    • Does recommend this car
    Comfort 5.0
    Interior 5.0
    Performance 4.0
    Value 4.0
    Exterior 5.0
    Reliability 5.0
    4 people out of 4 found this review helpful. Did you?
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  • The perfect car for me

    I have a commute of about 36 miles, and I charge at work. I also have a 240V Charger at home. Absolutely the right car for me! I can get to work on a charge, and get home on a charge. During winter months I use less than half a gallon of gas each day, and I use almost no gas in the summer months. A used ELR is the way to go for comfort, efficiency, and no range anxiety. There are occasions that I have to travel great distances for work, not a problem! The gas engine winds up getting close to 40 MPG.
    • Purchased a Used car
    • Used for Commuting
    • Does recommend this car
    Comfort 5.0
    Interior 4.0
    Performance 4.0
    Value 4.0
    Exterior 5.0
    Reliability 4.0
    3 people out of 3 found this review helpful. Did you?
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  • Others loss. Is my gain.

    I know everyone is saying it was overpriced new. And I'm glad know one bought it , because I just got one with the luxury package and only 7,900 miles for $31k. What a freaking steal. Thank you everyone for not buying it. Much appreciated
    • Purchased a Used car
    • Used for Commuting
    • Does recommend this car
    Comfort 5.0
    Interior 5.0
    Performance 5.0
    Value 5.0
    Exterior 5.0
    Reliability 5.0
    2 people out of 2 found this review helpful. Did you?
    Yes No

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FAQ

What trim levels are available for the 2014 Cadillac ELR?

The 2014 Cadillac ELR is available in 1 trim level:

  • (1 style)

What is the MPG of the 2014 Cadillac ELR?

The 2014 Cadillac ELR offers up to 31 MPG in city driving and 35 MPG on the highway. These figures are based on EPA mileage ratings and are for comparison purposes only. The actual mileage will vary depending on vehicle options, trim level, driving conditions, driving habits, vehicle maintenance, and other factors.

What is the electric range of the 2014 Cadillac ELR?

The 2014 Cadillac ELR can travel 37 electric-only miles before the gas engine kicks on.

EPA-estimated range is the distance, or predicted distance, a new plug-in vehicle will travel on electric power before its battery charge is exhausted. Actual range will vary depending on driving conditions, trim level, driving habits, elevation changes, weather, accessory usage (lights, climate control), vehicle condition and other factors.

What are some similar vehicles and competitors of the 2014 Cadillac ELR?

The 2014 Cadillac ELR compares to and/or competes against the following vehicles:

Is the 2014 Cadillac ELR reliable?

The 2014 Cadillac ELR has an average reliability rating of 4.8 out of 5 according to cars.com consumers. Find real-world reliability insights within consumer reviews from 2014 Cadillac ELR owners.

Is the 2014 Cadillac ELR a good Coupe?

Below are the cars.com consumers ratings for the 2014 Cadillac ELR. 94.6% of drivers recommend this vehicle.

4.8 / 5
Based on 37 reviews
  • Comfort: 4.8
  • Interior: 4.8
  • Performance: 4.4
  • Value: 4.3
  • Exterior: 5.0
  • Reliability: 4.8

Cadillac ELR history

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