mobile-menu-icon
GM Authority

2016 Cadillac ATS-V: What We Learned After Driving It

Recently, much of the GM Authority staff attended the 2015 Midwest Automotive Media Association Spring Rally at Road America, in Elkhart Lake, Wisconsin. We spent two days with dozens of vehicles, but we made it a point to collectively drive the 2016 Cadillac ATS-V and ATS-V Coupe. Here’s what we think:

Sean S.

Before driving the 2016 Cadillac ATS-V, I had very high hopes. Sometimes, when you hype something so much, your experience feels lackluster to what you were expecting. The 2016 ATS-V is not one of those experiences. After driving the ATS-V on the track and on the road, it’s clear Cadillac had more in mind than just outgunning the BMW M4.

It’s tactful, responsive and powerful in all the right ways. Driving the ATS-V on the streets is a peach with either the eight-speed auto or six-speed manual gearbox, with plenty of comfort and dampening. But when you’re ready, moving the car into track mode creates an entirely different animal. It burbles louder, and feels tighter. Not to mention, the rev-matching downshifts with the manual make the ATS-V a breeze to whip around the track while increasing the feeling of engagement.

Sure, materials and design could be better inside, the gauges are plain-jane (why is the tachometer not front and center?) and there is little to identify beyond the Recaro seats and red gauge font that one is sitting inside a V-Series. But the feel of this car will have you begging for another lap. And at the end of the day, it’s all about the feel.

2016 Cadillac ATS-V Sedan - Quick Spin 22

Aaron B.

Yours truly was only able to drive the 2016 Cadillac ATS-V on the track, equipped with the 8L90 8-speed automatic. I’ll count my losses; it’s an absolutely tremendous car regardless. Through the corners of Road America, the Cadillac ATS-V is quick, poised, and predictable. No, it’s not as direct and unfiltered as a dedicated track star like a Corvette or some of the high-performance Camaro variants – nor should it be. Cadillac has managed (somehow, by the grace of God and science) to engineer a product which is both plush and comfortable enough for a luxury road car, and yet able to inspire absolute confidence on the race course. No engineering compromises necessary.

The only aspect of the 2016 Cadillac ATS-V with which one could possibly take umbrage is that it utilizes forced-induction, instead of having a larger-displacement normally-aspirated mill. In practice, that’s truly a non-issue. The ATS-V is simply never wanting for more torque, regardless of where you are in the RPM range, and the 8-speed auto is a perfect partner-in-crime to the powerplant. And sure, you do perhaps lose something in terms of the quality of the exhaust note, but it’s quite likable regardless.

2016 Cadillac ATS-V Sedan - Quick Spin 27

Sam M.

Cadillac’s Alpha platform has received no shortage of praise for its driving dynamics, and it feels as capable as ever in the 2016 Cadillac ATS-V. The steering is direct, and the car just begs you to keep pushing it harder on the track. There were a lot of good performance cars at the MAMA Spring Rally, but if I had to pick one to thrash lap after lap, it would probably be this composed and capable Cadillac. The amount of feedback provided by the chassis and steering makes it easy to drive on the track, whereas more numb-feeling cars like the BMW M4 can be a bit difficult to drive fast. It should also be noted that the M4 and ATS-V use the same ZF-sourced steering rack, but the Cadillac’s steering feels noticeably better. A hat tip to the engineering team, to be sure.

The ATS-V also feels more direct and less soft than the M4, giving way to a more planted and rigid ride on the road. I also felt the ATS-V had a bit more interior noise than the BMW, as well. But thanks to the selectable driving modes, the ATS-V can loosen up a bit by simply dialing the selector into Tour mode. There is good, strong stopping power from the Brembo brakes and they will be more than enough for most buyers, but I wish there were slotted rotors, or at least an option for them. I’m sure the standard Brembos are more than enough for most consumers, but the M4’s base brakes are drilled and slotted and there is also a carbon fiber ceramic option. For a similar price, consumers may wonder why the BMW’s brakes are slotted and the Cadillac’s brakes aren’t.

When I first drove the ATS-V, I actually hopped directly out of the BMW M4 Cabriolet and into the Cadillac. Immediately I noted the ATS-V’s interior simply wasn’t as detailed. The BMW had shiny carbon fiber, which looks much more high-end than the matte carbon used on the ATS-V. It had blue ‘M’ stitching on the wheel, and M-branding everywhere you look. It felt special inside, whereas the ATS-V felt mostly like a standard ATS. There’s a bit of a lack of V- badging and of special stitching (Cadillac’s badge colors include gold and red. How cool would gold and red stitching be?). The tachometer and speedometer are a slight improvement from the downright bland gauges found on the standard ATS, but compared to the C63 and the frankly awesome LFA-style gauges in the RC-F, they feel way behind. It wouldn’t be so bad if the HUD was standard. Yet, it’s possible to overlook this thanks to its intoxicating performance.

Owners of the outgoing 556 horsepower CTS-V may miss having that supercharged V8 soundtrack if they replace their car with the 2016 Cadillac ATS-V, but they won’t be saying the 464 twin-turbocharged LF4 V6 in the ATS-V is slow by any means. The turbo lag is nearly non-existent and the engine pulls hard all the way through most of the rev range. One could even say it’s beautifully violent. There is an onslaught of torque, and just when you think it’s all done, you pull the paddle on the 8L90E eight-speed automatic or select another gear with the six-speed manual and the bombardment of performance and power continues. Makes you feel alive.

My conclusion is that I think Cadillac and General Motors enthusiasts will love it, but the interior doesn’t feel like the standard of what the BMW and/or Mercedes-Benz performance driver is used to. Though for the waves of German luxury enthusiasts that have been alienated by the plushy direction their cars have been going, the ATS-V will deliver solace.

2016 Cadillac ATS-V Sedan - Quick Spin 19

 

Manoli K.

There has never been a true American rival to the BMW M3. The Cadillac CTS-V in the past has represented the best effort put forward over the past decade or so, but its first two iterations came in the form of a tweener model, with proportions and power numbers close to the BMW M5, for M3 pricing. And, while a great driver’s car, the CTS-V was compromised, whether it was its tubby curb weight when compared to the M3 or sub-par luxuries in the cabin when compared to the M5.

With the 2016 Cadillac ATS-V Sedan and ATS-V Coupe, such compromise was shredded to pieces. Because the BMW M3 was supposedly the only one car Cadillac had in mind when the first-ever ATS-V was in development.

Mechanically, the two follow a very similar recipe. Twin-turbo six: check, RWD: check, similar curb weight: check, ZF steering rack: check. Yet the ATS-V benefits from more power, highly-responsive magnetic ride control, brakes from Brembo and what feels like a more dialed in steering calibration. As a result, the ATS-V hugs curves with gusto and the 464 hp LF4 twin-turbo V6 blasts the car forward on corner exit like a private jet.

I have driven the latest-generation BMW M3, M4 and M4 Convertible, making it easy for me to draw comparisons between the Bavarian standard and the American ATS-V. To summarize, the BMWs today are cold, calculated machines that numbingly comply with its driver’s actions. Sensation from them, frankly, is lacking. And while the ATS-V also boasts isolated driving characteristics, it still feels degrees more lively and engaging than the BMWs do. Especially with a six-speed manual transmission with the Active Rev Matching algorithm.

A mixed-material American knife.

However. As a preference — and I’m far from alone here — I will continually feel that the 2016 Cadillac ATS-V should trade in its pair of turbos for two more naturally aspirated cylinders. I left the ATS-V wanting more howl, more burble, and more aggression with every precise downshift, every redline and every green light I came across. The LT1 V8 is nothing short of a stellar engine; one that’s linear, lightweight, packages well, is extremely powerful and surprisingly fuel efficient. Not to mention, it would put the ATS-V in a more unique offering space, differentiating itself positively from the M3. And if you’re already Daring Greatly to be different from the status quo by considering the Cadillac, you may appreciate that as well.

[nggallery id=693] [nggallery id=689]

The GM Authority staff is comprised of columnists, interns, and other reporters who provide coverage of the latest General Motors news.

Subscribe to GM Authority

For around-the-clock GM news coverage

We'll send you one email per day with the latest GM news. It's totally free.

Comments

  1. You want a V8 by a CTS if you want a TT V6 buy the ATS. If you put the V8 in this car it will just rob sales from the more expensive CTSV.

    They dared greatly to make similar cars daringly different for a reason and that is a good thing.

    As we progress with more advanced dedicated Cadillac engines we will see even a more distinct divergence here.

    We have to also keep in mind while Cadillac is not global yet they will soon be and not all the world wants or can easily have a V8. Many markets want technology and some need smaller displacements for tax reasons.

    The last thing Cadillac needs it 3 of the same cars in three different sizes. There has to be some changes and incentives to spend more to get more. You want 2 more cylinder buy the more expensive CTSV. You want a even more torque buy the CT6 hybrid with 1,000 FT LBS at the wheels

    Reply
    1. Have you experienced the LF4 vs an LT1? The V8 not only sounds better, it is more linear and isn’t just pushing air past 5,000 RPM to redline.

      A 460 hp V8 in the ATS-V is going to rob sales from a larger, far more expensive and heavier CTS-V with 640 hp from a supercharged V8?

      … I don’t think so. I also can’t get a V8 in a normal CTS. The only NA V8 Cadillac anybody can get right now is an SUV. That doesn’t mean I somehow want it in place of a compact performance sedan. And if you understood market segments and driving characteristics you wouldn’t suggest that I buy a full-size sedan or a mid-size sedan because the compact sedan doesn’t have the exact powertrain I want.

      Put the displacement and tax reasons to bed. One of the best selling Cadillacs globally is the Escalade. Secondly, it’s not going to stop Cadillac from distributing the CTS-V, which will even get the gas guzzler tax here. And by the time Cadillac does indeed become an actual global player, the current ATS-V will be a memory.

      The ATS-V is not “daringly different” from the M3. It’s just a sharper one, and it’s an American take on a Bavarian car that’s largely a shell of its former self. Perhaps the largest flaw of the ATS-V is that it is in fact too similar to the BMW. And with that, most buyers are going to lean on the brand they want to be seen in most… and past sales numbers don’t suggest it’s going to be the Cadillac.

      Meanwhile, GM is gracing the Alpha platform with a V8 via Chevrolet. Which will also be sold in global markets.

      Reply
      1. Matt life is not all chocolate and V8.

        I have driven all the Chevy based v8 engines and some you never have driven tuner packages.

        BMW,Benz and Audi do not live with trying to but the same base engine in every car. They also try to make you pay to move up.

        The ATS is their entry level base car and they are going for beating the M 3 that also is not a v8.

        Don’t get me wrong as I love a good v 8 but you have to give these cars some room to be different or you will end up with essentially a line up off the same car only in different sizes.

        Also even at Cadillac the V8 will more exclusive use and will only be in the most expensive top lines. Sorry but with what all is coming in the future they all are working this direction. Yes reality can suck but we will still have a better variety of new models and drive lines.

        Yes nothing sounds like a v8 but many other engines can deliver as much and many different pleasures with less cylinders.

        I expect with future models and engines the variety will only expand.

        Reply
        1. A 460 hp V8 engine in a range-topping Cadillac model is base how? It’s not different from a supercharged 640 V8 engine how? A $25-$30k price difference won’t separate the ATS-V from the upmarket CTS-V how?

          BMW, Benz and Audi are constantly playing a race-to-the-bottom game of monkey-see, monkey-do and their enthusiast crowd that helped make them so great in the first place is not happy. E92 M3 fans are largely disappointed with the F30 M3 based on my observations with actual BMW enthusiast customers. To chase them is foolish.

          Cadillac needs to build its enthusiasts, and it will be very hard to do so if all it can do is build a BMW alternative rather than a USP. There is *no* compact performance luxury sedan out there right now that offers an NA V8 and a stick. Cadillac has the ability, talent and competence to do so.

          Reply
          1. I agree with most of your sentiments and agree that a V8 would have set this car apart from the competition but if that meant LT1 then I’ll take the LF4 all day. Simply putting the “Vette” engine in every performance car is what the old GM would do and what the new GM is smart enough not to do. If Cadillac wants to have the same prestige as the Germans, real or imagined, it needs bespoke powertrains. The move to SoHo pisssed people off but it was necessary for creating the mindset of Cadillac being separate from the parent company. The letters G and M do not hold a positive connotation in many consumers minds and any efforts to distance Cadillac cars from their cheaper siblings is welcomed.

            Reply
            1. Really? Because they’re putting a ‘Vette engine in a Cadillac anyways. And nobody is going to care, because it’s going to push 640 hp.

              The LF4 in the ATS-V, to me, represents a perfect example of overthinking.

              Reply
              1. I’m not sure what industry you’ve been covering the last few years but overthinking is the name of the game these days. Who in their right mind thinks a quad turbocharged W16 is the best/easiest way to make 1,000+hp? I’ve worked on Buick V6’s that made more power than a Veyron but there is no way in hell VW throws a TT cam in block V6 in their hypercar. The LaFerrari, P1, and 918 would undoubtedly be faster without the added complexity and weight of their batteries and electric motors, and lets be honest no one that bought one of those did it for fuel efficiency.

                Cars these days are meant to be technological showcases even at the expense of performance, driving dynamics, and the sound of the engines. The type of people that buy $60k luxury sedans will find twin turbocharged DOHC V6’s much sexier than a small block, even if people like you and me (enthusiasts) know the advantages of them performance wise and in unquantifiable things like sound and excitement.
                I’m the biggest SBC proponent in the world trust me, my weekend/track car is a 11′ Z06 Carbon. Small exterior dimensions, low center of gravity, light weight, low rational inertia, linear power, fat and flat torque curves, and that beautiful noise. But we are in the minority.

                I have a BE in mechanical and back in college I worked with other engineering students and gearheads on the school formula SAE team. They all knew that an OHV engine is superior in racing applicatons, but guess what? They all drove BMW’s, Audi’s, and anything with VTEC. My Saab 9-3 got more respect from them than my Vette did. We all went to Gingerman on the weekends and I would smoke them in their M3’s but they didn’t care, to them it was still cooler than my Z06. These are the 20 something year olds buying $60k sedans now, exactly the type of buyers Cadillac wants and they wouldn’t take one look at an ATS with a LT1. But I know one guy who just asked me to get him a supplier discount on an ATS-V because he likes it more than the F80 M3.

                I just think this is one of the cases where you have to put personal biases aside, however rational they may be. The ATS-V would be a faster, better handling, more exciting car with an LT1, theres no denying that. But the Germans are very good at selling unexciting products and Cadillac is getting there too. At the end of the day the LF4 was the best and really only choice for the ATS-V. After all, when the Gen 6 Camaro SS comes out do you really want 2 cars, sharing the same platform and powertrain? How silly would GM look when the Camaro is cheaper but faster which it likely would be due to things like interior and sound deadening that would make the ATS-V heavier than the SS.

                Reply
                1. I may know those same BMW owners. And if I do, I think you’re confusing the idea of thinking that Cadillac needs to have turbos and DOHC engines to get their attention with the simple fact that they are brand snobs and it doesn’t matter what’s under the hood. Nothing more needs to be said there.

                  Eurocar fans will be Eurocar fans. American car fans have their own echo chambers. Cadillac vs BMW. Mustang vs Camaro. Batman vs Superman.

                  As I noted in my take, BMW and other luxury sport brands are largely alienating the audience that made them great. Their enthusiasts are left frustrated, or they remain delusional. This will eventually bite them. Regardless, people continually admire the BMW badge because the products wearing it have been consistently impressive for 35 years. Cadillacs have not. And that’s also why they don’t care for your superior Z06 Carbon.

                  If you’re already pointing out all the pros of an OHV Small Block V8 such as the LT1 (you forgot a few, like hp:weight and packaging), then your BMW friends know as well. And, again, they honestly don’t care what’s under the hood of an American car, because it’s likely they will not buy one. They wouldn’t care even if the ATS-V has 500 hp. They will still get the German car, because they won’t have to explain themselves.

                  And… keep the business of what million dollar hypercars are doing away from what $65k sport sedans are doing. Those customers also don’t care.

                  TL;DR — it’s not about the powertrain, it’s about brand equity. Germany has had it, America is trying to get it back. So because it’s not about the powertrain when it comes to a purchasing decision, Cadillac should have just went with the LT1. It’s the better engine. Apparently these reasons went right over the heads of the Cadillac brass.

                  So… yeah, one could say I’ve been following the auto industry. Have you?

                  Reply
      2. So, Manoli: I have a simple question for you —

        If YOU were spending your hard-earned cash to buy a car and you had to choose the 2012-15 CTS-V Coupe or the 2015 ATS-V Coupe or sedan, which one would you buy?

        Reply
        1. A Corvette Z51.

          Reply
    2. Where are you getting 1000 ft lbs of torque for the ct6 hybrid? All the articles I’ve read say that combined its got 335 HP and 432 ft lbs. I couldn’t find any article online that said anything about 1000 ft lbs. It uses a turbo 4, 1000 ft lbs would be ridiculous.

      Reply
      1. I saw it on a news web site and it was estimated at this point.

        Reply
        1. Sorry I found it and I made a mistake. It was the 432 Ft LBS but in the story they said the car would be over a thousand pounds lighter than the Tesla.

          Sorry for my mistake.

          Reply
  2. Want the V8, buy the next catergory. I believe Cadillac is pitching ATS at the appropriate clientele (T4/6).

    Maybe the interior needs a little more for finesse?

    Driving dynamics appear nailed!

    Sound reviews

    Reply
    1. “Maybe the interior needs a little more for finesse?”

      Maybe?
      Little?

      The interior is so far behind the German competition.
      That is the number one reason Europeans don’t buy Cadillac’s, and never will.
      Americans love tacky plastic interiors (just look at that horrible cheap instrument cluster), but in Europe
      they like it refined and upscale.

      Reply
      1. I find BMW interiors to be a very depressing time capsule of the 90s.

        Reply
      2. Actually, the number one reason (as you say) that Europeans don’t buy Cadillacs is because they are simply not available.

        Humor me by answer this:
        1. How many Cadillacs are imported into Europe?
        2. How many Cadillac dealerships exist in Europe?

        The answer to both of those questions is less than 500.

        This won’t change until Cadillac finishes getting its house in order in the U.S. and in China first. Then, when 2020 hits, it will start developing its presence in Europe — since every effort to bring Cadillac to Europe thus far has been half-assed, under-funded, and under-performing.

        So, the number one reason that Europeans don’t buy Cadillacs isn’t because of the interiors, but because the cars are not available to buy, and there is nowhere to buy them.

        Objectively speaking, the interiors of the ATS and CTS are actually very close and in some cases better than what’s found in BMW. They are, contrary to what you state, refined and upscale. Admittedly, however, Cadillac still has some work to do to catch Audi and Mercedes-Benz in the interior game.

        Reply
  3. As usual at GM, sales will fall flat, the execs will meet and the V8 will appear in 2 years. All the engineering is already done for the Camaro in the same platform.

    If you want to steal sales from BMW, you need to make a BOLD statement and maybe even different. The V8 would and in this particular case, it would make it a better car.

    Reply
  4. The next thing Cadillac needs to address is their interiors . To much hard plastic in places that shouldn’t be . The pwertrain is spot on for this size car and the driving dynamics seem to be dialed in just right . Some car guys don’t really want excessive badging all over the car , but for the price that you pay I believe there should be something more then just the seats that are different in the interior . The gauge clusters fonts look old school , seem to be the same in any Cadillac you buy . But over-all the car has an awesome presence , it looks like it wants to be driven hard .

    Reply
    1. Ok, but where is there hard plastic on the ATS’ interior? Where?

      Reply
  5. Great article. The only part of it I had a problem with was Sam’s take on the brakes. The omission of carbon ceramics is one thing, I think Caddy should offer them as an option simply because people are stupid enough to pay $8k+ more for them. The car wouldn’t brake any better with CCM’s but hey if the ~10lbs savings in unsprung weight is worth almost 10 grand to you who is Cadillac to not oblige your stupidity. But drilled and slotted? Alright boy racer. Besides maybe looking “cooler” drilled and slotted rotors do absolutely nothing to aid braking performance. In college I interned for a company called Akebono (same company that makes the brakes for the McLaren P1) and learned pretty quickly how useless drilled and/or slotted rotors are. Ask any boy racer type what they’re for and you always get “for better brake cooling bro” WRONG. Has no effect on heat dissipation. The only slightly positive thing they do is remove mass (at the expense of surface area, therefore friction, therefore braking performance) and help move brake dust. Take a look at pics of brakes on F1, LMP, GT3, etc and you’ll notice non of them are drilled or slotted. Heres a pic of the P1’s brakes for comparison http://www.akebono-brake.com/motorsports/en/high_end/

    Reply
    1. Reply
  6. Well said Kevin G. Knowledge is power!

    Reply
  7. In the illustrious words of our pals at Car and Driver: “it’s time for an intervention”. Cadillac engineered the best tuned chassis, and developed the best driving car in the segment. However, Car and Driver loathes the ATS-V’s mismash interior design, the “dastardly” CUE system, and the poor rear seat spacing; none of which they fault against the M3 and C63. Their latest issue places the Caddy dead last in a recent comparo.

    Subjective much? In some regards….But this review shed light on some major issues Cadillac need to straighten out!

    Reply

Leave a comment

Cancel