2013 Cadillac ATS
Cadillac charges head-on at the Germans.
July 2012
BY CSABA CSERE
Prying satisfied customers out of their Audi A4s, BMW 328s, and Mercedes-Benz C350s might seem tougher than establishing democracy in Afghanistan, but conquest sales will have to play a huge role in the success of the new Cadillac ATS. The brand desperately needs a successful entry luxury car because that’s the bestselling segment in the premium-car world. And since Cadillac has been moving in a sporting direction, it’s taking on these European sedans rather than targeting real-estate-agent buggies like the Lexus ES or Lincoln MKZ.
Off to a Good Start
We went into deep detail on the ATS earlier this year and were impressed with its design and engineering. Based on the brand-new Alpha platform, the 2013 ATS features a front-engine, rear-drive layout; four-wheel independent suspension; the latest ZF electric power steering; and four-wheel disc brakes. Motivation comes from a choice of three engines, with an available manual transmission, and optional all-wheel drive. It’s all wrapped in modern and attractive sheetmetal styled with a softer take on Cadillac’s Art and Science design philosophy. The whole shebang is 8.5 inches shorter than the CTS. We got a chance to drive it last month, and now we can finally tell you about it.
From behind the wheel, the ATS makes an excellent first impression, with a good driving position combined with superb sightlines delivered in part by reasonably thin A-pillars. Models with sport seats have adjustable thigh support as well as adjustable side bolsters. You can choose from among seven interior color and finish schemes, including ones with aluminum trim and genuine carbon fiber. The ambience feels stylish and rich, and we were immediately able to find a comfortable driving position.
Good visibility extends to the information displayed to the driver, although the tachometer is tucked a bit far to the left on the instrument cluster and can fall out of your vision when driving hard. A head-up display is available, and there are three customizable windows below the central speedometer that can be configured using a large toggle switch on the right steering-wheel spoke; the control can be manipulated easily without looking down at it. Another toggle on the left spoke operates the cruise control.
The 8.0-inch LCD touch screen for the new CUE (Cadillac User Experience) system looks great and remains highly visible even when hit by direct sunlight. It has a number of clever features, such as a function that only brings up additional buttons when a proximity sensor detects your hand nearby. This allows the screen to stay uncluttered most of the time. You can change the map scale by squeezing or spreading your fingers as you do on a smartphone, and the nav system can pull contact addresses directly from a paired phone. We appreciate not having to manually enter an address that already exists in a connected device.
Overreaching Engine Lineup
We first drove an ATS with the base engine, a 202-hp, 2.5-liter four-cylinder with direct injection. It’s basically a slightly updated version of Chevy’s workhorse engine and is available only with a six-speed automatic and rear drive. This engine won’t generate envy among any Audi or BMW owners. It delivers no better than adequate performance (claimed 0 to 60 in 7.5 seconds, which we think is about right on the nose), and it feels slower than it is—the transmission resists downshifting as you toe the throttle. The big four-cylinder is fairly loud at high revs. Were we in charge at Cadillac, we would have introduced the ATS without this engine and then slipped it into the lineup several months down the road if a less expensive entry-level model were deemed necessary.
Next up was the 2.0-liter turbocharged four with 272 ponies and 260 lb-ft of torque. Smoother than the 2.5-liter, it’s still louder at full power than the Audi or BMW turbo fours, but it can run with them (0 to 60 in the high fives). It comes in three driveline configurations—manual with rear-wheel drive and automatic with rear- or all-wheel drive—all of which feel energetic. The manual gearbox is precise, slick, and satisfying; the automatic is well matched to the engine’s torquey output.
The 3.6-liter V-6 is the most powerful engine choice, with 321 hp. Sadly, it isn’t available with a manual gearbox, although the automatic transmission does offer a manual-shifting mode and optional steering-wheel paddles. When you move the shift lever into the manual gate without doing anything else, you’ve selected sport mode, which puts the transmission in a friskier mood and increases the steering effort.
The 3.6’s sport-steering setting feels good, but it would be preferable to select these modes separately. In one winding stretch, for example, while we were running at a brisk—but not breakneck—speed, the transmission suddenly shifted down two gears because the “performance algorithm liftfoot” mode that’s activated when in sport mode suddenly thought we were between two corners on a racetrack and decided we needed to keep our revs up. It was startling and unwelcome; we’d like to be able to drive twisty roads with the suspension and steering in sport mode without worrying about this happening.
On all the versions, the steering is accurate and nicely weighted, although we’d like more on-center feel. Even so, the ATS feels terrific on a winding road, and it’s easy to place right where you want it on corner entry. The suspension tightly controls body motions, and the structure has that carved-from-a-solid-block feeling. Unfortunately, the roads around Atlanta, where we drove the ATS, are much too smooth to gauge the suspension’s ride comfort.
Right On Track
We were also able to wring out the ATS at Atlanta Motorsports Park, a country-club facility with tight turns and roller-coaster-like elevation changes. It dives into corners decisively; thanks to the good visibility, you can easily find the corner apexes. The car’s overall balance is excellent, with mild understeer that shifts into modest oversteer as you ease off the throttle.
Even with the traction and stability control switched off, the ATS never bites a driver. The strong brakes help the relationship—Brembos at the front are standard on the 2.0T and 3.6, optional on the 2.5—and never got soft or made pained noises. Our first ATS encounter definitely has us looking forward to the inevitable comparo.
Visually, the ATS fits in with the primo Germans. It’s slightly longer than a BMW 3-series or Mercedes C-class, but that’s mostly due to the pointy nose and tail that Cadillacs share. The interior package feels more like the (E46) 3-series from two generations ago—that means a tidy and compact feel but also a tighter cabin. Although two adult males can fit behind each other, kneeroom is not abundant. Neither is shoulder room, as the ATS’s rear wheel wells push the outboard occupants toward the center. At 10.2 cubic feet, the ATS has the smallest trunk in the segment.
On the other hand, we think the ATS looks terrific inside and out and makes a decent visual statement, even in a segment full of attractive cars. It delivers the solid structure and confidence-inspiring moves that are expected in this cohort. We think the powertrains could be a tad quieter at full throttle, but at cruising speed, the ATS is as relaxed as any competitor.
Cadillac’s biggest challenge will be to get buyers of German cars to take serious notice of the ATS. Based on this experience, we think they should give the American a shot.
[video=youtube;Z6oflXAZnII]http://www.youtube.com/watch?v=Z6oflXAZnII[/video]
Cadillac charges head-on at the Germans.
July 2012
BY CSABA CSERE
Prying satisfied customers out of their Audi A4s, BMW 328s, and Mercedes-Benz C350s might seem tougher than establishing democracy in Afghanistan, but conquest sales will have to play a huge role in the success of the new Cadillac ATS. The brand desperately needs a successful entry luxury car because that’s the bestselling segment in the premium-car world. And since Cadillac has been moving in a sporting direction, it’s taking on these European sedans rather than targeting real-estate-agent buggies like the Lexus ES or Lincoln MKZ.
Off to a Good Start
We went into deep detail on the ATS earlier this year and were impressed with its design and engineering. Based on the brand-new Alpha platform, the 2013 ATS features a front-engine, rear-drive layout; four-wheel independent suspension; the latest ZF electric power steering; and four-wheel disc brakes. Motivation comes from a choice of three engines, with an available manual transmission, and optional all-wheel drive. It’s all wrapped in modern and attractive sheetmetal styled with a softer take on Cadillac’s Art and Science design philosophy. The whole shebang is 8.5 inches shorter than the CTS. We got a chance to drive it last month, and now we can finally tell you about it.
From behind the wheel, the ATS makes an excellent first impression, with a good driving position combined with superb sightlines delivered in part by reasonably thin A-pillars. Models with sport seats have adjustable thigh support as well as adjustable side bolsters. You can choose from among seven interior color and finish schemes, including ones with aluminum trim and genuine carbon fiber. The ambience feels stylish and rich, and we were immediately able to find a comfortable driving position.
Good visibility extends to the information displayed to the driver, although the tachometer is tucked a bit far to the left on the instrument cluster and can fall out of your vision when driving hard. A head-up display is available, and there are three customizable windows below the central speedometer that can be configured using a large toggle switch on the right steering-wheel spoke; the control can be manipulated easily without looking down at it. Another toggle on the left spoke operates the cruise control.
The 8.0-inch LCD touch screen for the new CUE (Cadillac User Experience) system looks great and remains highly visible even when hit by direct sunlight. It has a number of clever features, such as a function that only brings up additional buttons when a proximity sensor detects your hand nearby. This allows the screen to stay uncluttered most of the time. You can change the map scale by squeezing or spreading your fingers as you do on a smartphone, and the nav system can pull contact addresses directly from a paired phone. We appreciate not having to manually enter an address that already exists in a connected device.
Overreaching Engine Lineup
We first drove an ATS with the base engine, a 202-hp, 2.5-liter four-cylinder with direct injection. It’s basically a slightly updated version of Chevy’s workhorse engine and is available only with a six-speed automatic and rear drive. This engine won’t generate envy among any Audi or BMW owners. It delivers no better than adequate performance (claimed 0 to 60 in 7.5 seconds, which we think is about right on the nose), and it feels slower than it is—the transmission resists downshifting as you toe the throttle. The big four-cylinder is fairly loud at high revs. Were we in charge at Cadillac, we would have introduced the ATS without this engine and then slipped it into the lineup several months down the road if a less expensive entry-level model were deemed necessary.
Next up was the 2.0-liter turbocharged four with 272 ponies and 260 lb-ft of torque. Smoother than the 2.5-liter, it’s still louder at full power than the Audi or BMW turbo fours, but it can run with them (0 to 60 in the high fives). It comes in three driveline configurations—manual with rear-wheel drive and automatic with rear- or all-wheel drive—all of which feel energetic. The manual gearbox is precise, slick, and satisfying; the automatic is well matched to the engine’s torquey output.
The 3.6-liter V-6 is the most powerful engine choice, with 321 hp. Sadly, it isn’t available with a manual gearbox, although the automatic transmission does offer a manual-shifting mode and optional steering-wheel paddles. When you move the shift lever into the manual gate without doing anything else, you’ve selected sport mode, which puts the transmission in a friskier mood and increases the steering effort.
The 3.6’s sport-steering setting feels good, but it would be preferable to select these modes separately. In one winding stretch, for example, while we were running at a brisk—but not breakneck—speed, the transmission suddenly shifted down two gears because the “performance algorithm liftfoot” mode that’s activated when in sport mode suddenly thought we were between two corners on a racetrack and decided we needed to keep our revs up. It was startling and unwelcome; we’d like to be able to drive twisty roads with the suspension and steering in sport mode without worrying about this happening.
On all the versions, the steering is accurate and nicely weighted, although we’d like more on-center feel. Even so, the ATS feels terrific on a winding road, and it’s easy to place right where you want it on corner entry. The suspension tightly controls body motions, and the structure has that carved-from-a-solid-block feeling. Unfortunately, the roads around Atlanta, where we drove the ATS, are much too smooth to gauge the suspension’s ride comfort.
Right On Track
We were also able to wring out the ATS at Atlanta Motorsports Park, a country-club facility with tight turns and roller-coaster-like elevation changes. It dives into corners decisively; thanks to the good visibility, you can easily find the corner apexes. The car’s overall balance is excellent, with mild understeer that shifts into modest oversteer as you ease off the throttle.
Even with the traction and stability control switched off, the ATS never bites a driver. The strong brakes help the relationship—Brembos at the front are standard on the 2.0T and 3.6, optional on the 2.5—and never got soft or made pained noises. Our first ATS encounter definitely has us looking forward to the inevitable comparo.
Visually, the ATS fits in with the primo Germans. It’s slightly longer than a BMW 3-series or Mercedes C-class, but that’s mostly due to the pointy nose and tail that Cadillacs share. The interior package feels more like the (E46) 3-series from two generations ago—that means a tidy and compact feel but also a tighter cabin. Although two adult males can fit behind each other, kneeroom is not abundant. Neither is shoulder room, as the ATS’s rear wheel wells push the outboard occupants toward the center. At 10.2 cubic feet, the ATS has the smallest trunk in the segment.
On the other hand, we think the ATS looks terrific inside and out and makes a decent visual statement, even in a segment full of attractive cars. It delivers the solid structure and confidence-inspiring moves that are expected in this cohort. We think the powertrains could be a tad quieter at full throttle, but at cruising speed, the ATS is as relaxed as any competitor.
Cadillac’s biggest challenge will be to get buyers of German cars to take serious notice of the ATS. Based on this experience, we think they should give the American a shot.
[video=youtube;Z6oflXAZnII]http://www.youtube.com/watch?v=Z6oflXAZnII[/video]
