At this point, we’re no strangers to the Cadillac ATS-V. We know its strengths, its weaknesses… what we love and what we wish the car possessed. We find the Cadillac ATS-V, especially the coupe, to be the best looking in its segment. Knife-edge looks, with tasteful bits of carbon fiber, not too much chrome, and an intimidating stance.
The interior has some great qualities. Our Velocity Red tester featured the optional Recaro seats ($2,300), the Luxury Package ($2,100) that yields alloy sport pedals, HID headlamps, Bose audio, 110-volt outlet, universal home remote and nav system. Also present were carbon fiber panel inserts, sueded steering wheel and gear lever, and saffron seat back inserts. All of that – great. Though by now you’ve surely heard quips about the dated gauge cluster, and complaints about the user-unfriendliness of CUE. We’re not really going to waste our word count on either of those things. We know. You know. More importantly, Cadillac knows.
The duality of the ride, softish to firm, thanks to the ubiquitous magnetic ride control, keeps things relaxed enough on the cratered excuses for Michigan roads. Yet rarely was the car set in “Tour” mode. Almost always did I keep the setting in “Track” mode – because that’s the mode the ATS-V wants to be in. Track mode opens the throat of the ATS-V, letting out a surprisingly bass-heavy note at idle (for a twin-turbo V6 configuration), and also maps the braking, throttle and steering inputs to match the aggressiveness of the ATS-V exterior. In short, the driving dynamics of the ATS-V are its greatest qualities. It has a natural want to stay neutral, both in the corners and under braking, while its shortened wheelbase invites drivers to work on their oversteer. Yet, something doesn’t feel complete.
The biggest challenge for the ATS-V is perhaps that it benchmarked the wrong car, maybe even the wrong brand. The BMW M3 isn’t the enthusiast’s wet dream that it used to be. This is also a problem for BMW, because it is alienating the audience that made its bavarian propeller spin with brand cachet in the first place, a move that will catch up with them eventually. Not long ago, if you were driving an M3, you may have been stereotyped as a toolbag, but you may have been a toolbag that appreciated an ultimate driving machine. And these buyers were on the front lines as grassroots brand ambassadors. These days, you’re just a toolbag that needs a BMW badge to pair with your Louis Vuitton belt and Hugo Boss loafers, because that’s the car that everyone expects you to drive, you sucker. And double parking, everywhere. Pandering to this target market is what softened up BMW M cars, and for any brand looking to deliver the best performance car in any segment, this is a dangerous path to follow. Not to mention, if somebody wanted something so lock-step with a BMW M3 or M4, there’s a high chance they’ll go for the recognized nameplate anyway, to avoid explaining themselves.
It needs to be noted that the car winning the latest C-segment luxury performance comparison tests is neither the BMW M3 (which is currently the best 5 Series BMW has ever made) or the Cadillac ATS-V. It’s been the Mercedes-Benz C63 AMG. When inquiring as to why the AMG is the the current king of the hill, when it’s both heavier and pricier than its rivals, my industry colleagues unanimously referenced one crucial factor: a snorty, visceral V8 engine. It’s a characteristic that gives the car soul. What did Cadillac have at its deposal, and yet chose to apply a 464 hp twin-turbo LF4 V6 (that reminds me of a vacuum cleaner at wide open throttle), because reasons? A lively, small block V8. What do two of Cadillac’s celebrated vehicles, the Escalade and CTS-V, have in common? Exactly that. Perhaps not so coincidentally, both vehicles are also doing well in sales, and command sums of money greater than that of the ATS-V.
Glorious V8 engines… CARB hates, ’em. The market loves ’em.
Between you and me, a Cadillac ATS-V with a V8 engine – which would deliver broad power all the way through the rev range, as well as providing a sound of dragon’s breath – would more effectively warrant the $79,205 price as tested. It would also represent something unique to the segment, thus giving the Cadillac a flair and style all its own. “Blah blah but Lexus has…” – Lexus has nothing but the thought of it. With complaints of a lack of balance, and an overall softness, the naturally aspirated V8-powered RC F needed to be more properly executed. And if there’s any automaker that knows how to properly tune a rear-wheel-drive chassis right now, it’s GM. Because it’s not just the ATS-V that’s exemplary in this department. The CTS-V, Corvette and Camaro are all stalwart handlers.
Cadillac tells me that, in terms of raw sales count, ATS-V and CTS-V sales are somewhat comparable (combining ATS-V Sedan and ATS-V Coupe in the same figure), and so far the ATS-V Sedan has led the ATS-V Coupe in sales. Yet, the difference is in the market demand, compared to the CTS-V. On the side of the CTS-V, Cadillac has so far been unable to meet demand despite stretching production capacity by 10% over the original planned maximum, and have fully sold out for the 2016 model year a few months ago. With 640 M5-crushing horsepower on tap, a supercharged LT4 V8, killer looks and a nameplate that has been around for 12 years, of course the CTS-V is going to steal attention from its adversaries.
With that said, the ATS-V remains a model still that is being discovered by new customers, even traditional V-Series customers, and Cadillac dealers still figuring out how to sell anything beyond an Escalade. In short, the ATS-V has significant room to grow yet in its sales. However, those that buy them tend to fit their ATS-V with the Recaro seats, and likely the Carbon Fiber Package for enhanced aerodynamics. The smart ones get the six-speed manual transmission that comes with active rev matching (try it once and it’s near impossible to quit), no-lift upshifts and even a launch control feature. The ($2,000 option) 8L90 automatic found in our tester performed its duties better under the stresses of spirited driving, versus casually cruising from place to place. Versus the the sometimes delayed knee-jerk shifting when driven lightly, the ATS-V sharpens right up with quick and precise shifting when paired with a heavy foot. Again, because that’s what the ATS-V wants. And when I’m giving it the beans around some engaging Michigan backroads (they do exist!), the faults of the ATS-V melt away, and I’m left enjoying the drive. Which is what the segment needs more of in the first place. Maybe it does have that E46 M3 spirit after all.
So, is the ATS-V perfect? No. But we’ll be damned if it is not a great start. Cadillac was able to deliver arguably the best handling car in the segment, while once dealing with empty coffers at the time when product planners were figuring out how to make the ATS-V feasible enough to even see production. For that, it deserves praise, and your undivided attention, because it’s a solid performer that nobody is buying. Now, with billions set aside to revitalize the product portfolio, and the one-and-only Johan de Nysschen at the helm, we can’t wait to see what’s next for the Cadillac V-Series lineup.
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Comments
Well you are not getting a V8 in this car as it would kill the sales of the CTS. Also the CAFE may rob you of some of the V8 models you have now.
Cadillac had to find a way to set the CTS and ATS appart and the engine is the biggest key.
With the coming DOHC V8 TT I expect that we may see the Chevy V8 less and less and the new Cadillac V8 in the place of it.. Is that a good deal, Might be but we need to see what Cadillac has to offer before we make that call.
The bottom line is this car is a V6 and will remain a V6 forever unless they pre-position the car and merge the ATS and CTS in the future with any shuffles they may make.
Right not Cadillac is under new management and we have yet to see their plans.
I think, ATS-V Naturally Aspirated DOHC V8 (450 HP) CTS-V TT DOHC V8 (650 HP). That way you get the best of both worlds and It will not kill CTS-V Sales because you will be paying for a faster, higher HP and a bigger car.
Ok, I get wanting their own motor, but I can’t see the bean counters, or even engineers justifying a DOHC motor with the same power as the existing corporate V8 unless it’s insanely lighter. The Cadillac DOHC motor would have to weigh less than 400 lbs to make sense.
An ATS-V with the LT1 would “kill sales of the CTS”? C’mon scott. You know better than that.
Some reasons they wouldn’t:
1. They would be roughly 200 horsepower and 200 pound-feet apart
2. One would be N/A while the other is supercharged
3. One is compact and the other is full-size
4. Selling the 3.6L V6 LGX in the ATS doesn’t “kill sales” of the CTS or CT6 with the same engine
5. Mercedes-Benz does just fine (actually, they do great) selling the C63 AMG with a TTV8 alongside a similar albeit more powerful setup in the E63 AMG
The decision to use the LF4 in the ATS-V appears to be more related to “image”… having “small block V8” in a segment dominated by Twin-Turbo sixes (M3/M4, Giulia) and small-displacement twin-turbo eights (C63 AMG) just isn’t “sexy”. But that shouldn’t be a good or bad thing, nor is it the point.
Instead, the point is that the entire LF4 powertrain in the ATS-V should have been more communicative and visceral in the form of more aggressive exhaust and cabin engine sound. MBZ did that with the C63, BMW did that with the M3/M4, Lexus did it with the RC-F and IS-F… even Audi did the same with the discontinued RS4/RS5, and those are nearly ten years old. Compared to all of those, the ATS-V sounds like a vacuum cleaner. But there is no reason that it should.
You do know the Camaro has the LT1? It would be retarded to put that in the ATS GM did it right, until they come out with the 4.2 TT V8. Then, there is no excuse that thing should be in the ATS-V
Oh snap, the LT1 is in the Camaro?! Then better tell all of your prestige luxury customers who cross shop Mercedes-Benz, BMW, Lexus, Jaguar and Audi to buy a Chevrolet!
C’mon man. Totally different brands, segments, buyers, demographics.
Besides, engines can be shared successfully. Just look at the L86 V8 in the Escalade and Sierra/Silverado, the 2.0T LTG in the ATS, CTS, CT6, Camaro, Verano Turbo, and Regal, the 3.6 LGX and LFX in the ATS, CTS, XTS, CT6, LaCrosse, Impala, Camaro, Equinox/Terrain. I can go on. Point is that engines can be shared, and shared to great success.
The fact that Cadillac will get (some or all) unique engines is great and welcomed, but it won’t be a make-it-or-break-it move for the brand or the vehicles that will get said unique engines. It will move the brand forward and elevate its exclusive cachet in the luxury space.
Nice Write up! agree with all that was pointed out. The real win here is gonna be when GM Puts a DOHC V8 (450 HP) and the 10 speed Auto. The fact that GM has been missing a DOHC V8 from its line up since the demise of the Northstar is crazy to me!! How can an automotive giant be missing a over head cam V8. Lastly when they design a smaller CT6 Dash to fit in the ATS they will have a real home run, they will win all of the comparisons easy!!!
Anthony, spot on about the design of the CT6 interior. Though it can be improved still (such as by adding volume and tuning knobs/dials to CUE and by adding more premium touch points in some areas), the CT6 interior design and materials are by far and away superior to those currently used by the ATS. That said, I’m not sure if they are superior to (what is in my opinion) the car to beat in the segment — the new C Class.
I’m also hopeful for the Cadillac-exclusive TTV8. Some details on that:
http://gmauthority.com/blog/gm/cadillac/cadillac-engines/cadillac-4-2-liter-twin-turbo-v-8/
One thing that needs to be considered here. The fact is you just do not bolt in the V8 and let her rip.
To put the engine in you would have to re engineer the car as it is not just a Camaro under the skin. Your would need to put the engine in and re crash test the car as well as retest it for emissions and re-certify it for emissions.
Now all of that would not be cheap. Then you only sell 3,000 units? Maybe 4000 unit?,
All the while as you are now working to replace this model in the next 3-4 years.
Right now the real issue is the ATS and CTS are almost too close to each other with a CT6 almost stepping on the CTS now. I expect some major changes and for the few cars you would sell for the short term I would think the investment in money and man power would be best left to the revamped line. As of now just make the best of what you have and replace it.
Contrary to popular belief just sticking a Chevy V8 is not going to fix the real issues here. GM has a good car but these cars were designed and built when GM was not fully committed. Today they have given full commitment to Cadillac and it will show in the future products when it arrives.
It is time to stop the crap that has gone on too long there. In the past GM gave Cadillac a cheap DOHC engine that had issue and put it in a FWD? Then they go RWD and then stick a truck or Camaro engine in the vehicle and wonder why people do not leave Benz or BMW.
It is kind of like Lincoln where they revamp a Ford model into a Lincoln. That is even worse.
The way I see it Cadillac is about 2/3 there and with the change in management and the added money they will finally get over the hump.
I am reserving my final expectations to 2020 and after as this is when the real changes come. Right now they are doing the small changes to help sell what they have. Dropping the 2.5 and packaging things better will help give value. The simple redesign on things like dashes and the like will buy them time.
The real key is for them to take the three car lines they have now and make them into three distinct models and not leave them all the same or close to the same. Right now it is like Chocolate ice cream in three size bowl sizes One plain one with sprinkles and one with syrup. Yes they have some differences but to the average buyer they see three cars that all look similar with only a slight size difference.
Fixing the V series line is the least of their issues right now it is the volume models that need the attention much more.
I’m all for a genuine Cadillac engine again. I’ve never liked the ‘corporate’ engine thing. It takes away from the authenticity of the nameplate. I understand GM has been a corporate engine company for a couple of decades now (since the 80’s really) but that doesn’t mean I have to like it. Nor do I like ‘brands’. Brands this, brands that… Brands are nothing but marketing fluff. Every time I read a review about a car and it’s mentioned that “the Brand said this or that” I cringe. Brands can’t talk.. In GM’s prime a review would have read ” A representative of the Cadillac Motor Company said…” .
I guess as a Cadillac and Chevrolet man, I long for the days when in this case Cadillac was a genuine and real company and/or division. A true separate entity within itself. Those were the days when GM’s companies were actually authentic entities and not just marketing names (brands). I get why GM went all corporate and shuttered their divisions and turned them into marketing brands only but again, it doesn’t mean I or others have to get on board and love the idea. It’s why I appreciate the JDN’s vision of making Cadillac something real again like it was in the old days. Real engines and all. They need to market it as the Cadillac Motor Company again while they’re at it. Some ‘brand’ of GM doesn’t really do it for me personally.
I am in the market for a new vehicle. I want something fun, sporty, but also comfortable, luxurious and stylish. I considered the ATS-V and I wanted it to be worth every penny of its MSRP, but it’s not. Look, I am as big of a supporter of Cadillac’s new track capable models as anyone else, but I cannot justify nearly $80,000.00 for an ATS-V…Yeah, it’s nice, but so is a 2012 or 2013 CTS-V…which has more power (556 compared to 450ish) and similar handling, the advantage of a V8 and it’s been out for quite a few more years so there are quite a few to choose from…but the best thing about it is that you can find one with under 40k miles for HALF the price of a new ATS-V. And there are some pretty tastefully modified ones out there for those looking to buy something that will go bang clatter clatter clatter.
What did Cadillac have at its deposal, and yet chose to apply a 464 hp twin-turbo LF4 V6 (that reminds me of a vacuum cleaner at wide open throttle)
Maybe one answer would be to address the sound of the LF4 at wide open throttle.
Nice enough car…but needs a V8! Think MB C63.
The ATS-V is fine as it is. We still don’t know what all the improvements the ATS-V will have during its current life cycle.
The review was a good write-up but I disagree that the C63 AMG is the best in class because it has a V8 which does not mean squat. Emotional? Yes but does not make it better than the ATS-V. I think both vehicles are evenly matched and have different strengths and weaknesses.
People are forgetting that the ATS-V in its first generation form is a major accomplishment and feat for the competition competing full time while the CTS-V in its first and second gen. was a tweener of the compact and midsize super category. The exhaust is a matter of opinion and I rather have a refined exhaust note indicating that I am in a Cadillac than something I can’t tolerate over the long haul.
I agree that a V8 in the ATS-V would be fantastic, but I still think, with proper effort, Cadillac could have made the TTV6 in the ATS-V sound a lot better. We all know that V6 aren’t the sexiest sounding engines, but take a listen to the V6 in the Jaguar F type, that is one V6 that sound fantastic. Even the TT V6 in the new Mercedes C43, with its pops and bang on the over run sounds way meaner that the ATS-V. I also fully expect the upcoming Audi RS4, with its new 3.0 TT V6 will also distinguish itself well in the sound department. Was Cadillac sound engineers too lazy? I don’t think it’s a lack of talent.
Good points. BMW also makes a great sounding 6 cylinder (albeit an inline 6).
Now if Cadillac could make its V6 sound closer to the Germans or the Jaguar then I’d agree. Maybe also make it dual mode.
And even more important; give it a more upscale gauge cluster!
It is a car costing north of $70k eh?
I own an ATS-V, and while I have many issues with the car, neither the power plant nor the sounds it makes are on the list. In stock trim, I am putting down 426whp and 420wtq, SAE corrected. This car will almost run in the 11s stock. A tune will easily get me into the mid-to-low 11s; there is an absolute TON of power left on the table in OEM trim, which has been verified by several tuning houses. This car is capable of much more power than the small block some people want, and people need to remember that the car was built around this engine. Swapping for a small block V8 may make for better sounds, but would involve significant re-engineering and an engine that makes less power. For what- better sound?
No, thank you. I’ll take the better power and subdued engine note any day of the week. I’d rather see Caddy sort out the guage cluster, ditch the black plastic in the console, and add the 10sp dual clutch.
The LF4 is top notch; take a look at the ATS-Vr engine and how close it is to the production car’s.
Another ATS-V owner here – and i have to wonder: how many of you criticizing have actually driven one? And i don’t mean putting around on a test drive at the dealership – I mean actually DRIVEN one. My guess is there would be several retractions taking place here.