TORONTO, Ontario — “We looked at all our competitors, but make no mistake, we went directly after the BMW 3 Series,” says Scott Meldrum, the product manager at GM Canada responsible for the all-new 2013 Cadillac ATS.
A short Powerpoint presentation later, we’re driving our first ATS — a 2.5L “Standard,” the nameplate’s entry-level point, at $35,195.
A few city blocks behind the wheel is all we need. The
all-new 2013 Cadillac ATS is an incredibly serious attack on its German competitors in the luxury compact segment.
Athletic platform
Even in slow city traffic, the ATS feels taut and agile, light on its feet, and ready to spring into action. Its near perfect 50/50 front/rear weight distribution is evident every time you turn the wheel.
The ATS is based on a clean-sheet rear-drive platform, which features extensive use of precious metals to keep weight down. At 1,503 kg (3,315 lb), the 2.5L ATS is lighter than any Mercedes-Benz C-Class or Audi A4 or BMW 3 Series, save for the Canada-only BMW 320i.
The ATS’ rear suspension is Cadillac’s first five-link system. The front suspension utilizes two ball joints on the upper wishbone of a double wishbone system — main advantages are more suspension geometry options and a smoother ride.
Combine all that with ZF’s newest rack-mounted power steering, which provides excellent feedback, and it’s not hard to see why ATS feels as good as it does. Even over rough roads, the car is always composed, and the steering wheel is virtually vibration free.
Alright base powertrain
On route to Mosport International Raceway, we wondered if the base 202-hp, 2.5L direct-injection I4 would detract from the 2013 Cadillac ATS’ chassis goodness. So far, we would say “nay nay.” This reworked Chevy motor is quite modern, does the 0-60 mph (0-96 km/h) deed in a reasonable 7.5 seconds, and only gets a bit vocal at high revs.
The 6-speed automatic likes to stay in gear (versus downshifting) when you dip moderately into the throttle, which I don’t mind, and helps it achieve decent fuel efficiency. However, more sport-orientated 7 and 8-speed automatics are out there.
Track turbo-ing
It’s raining and Mosport is wet. Not good. Mosport’s high-speed sweepers and concrete patches commands serious respect when things are bone dry.
The track session is our only chance to try the new over-achieving 2.0L turbocharged direct-injection four, good for 272 hp and 260 lb-ft of torque. The only 6-speed manual model is the RWD Turbo, for $35,480.
The 2.0L turbo can also be had in RWD automatic and AWD automatic. The 2.5 is strictly RWD automatic. The 3.6L V6 is RWD automatic or AWD automatic.
Top-shelf V6
The 3.6L V6 grunts out 321 horses and 275 torques, and like the 2.5, uses regular fuel. Our V6 track car was fitted with the optional Magnetic Ride Control suspension with real-time damping, which can be set to Touring, Sport and Winter modes.
We take off, obviously, in Sport mode, and are immediately rewarded with great “automatic” downshifts and a nice, firm steering feel. We wonder, however, if Sport mode would enact too aggressive downshifts in less-serious driving, like say, not on a racetrack.
Engine power and brake power are both impressive, the latter courtesy of Brembo.
V6 models start at $43,935. The V6 AWD we drove back to the city commanded $46,600.
Finish line
The 2013 Cadillac ATS’s dedication to the BMW 3 Series formula has given it a cozy cabin. Trunk size and rear-seat legroom is appropriate for a compact sport luxury vehicle, but no more than that.
But this is a driver’s car first and foremost, and the driver’s perch is wonderful. Sight lines and seats are great, and there is a lovely modern interior to behold, featuring Cadillac’s new CUE interface. The high-tech screen remained surprisingly crisp, even in sunlight. We can’t begin to list all the amenities for this first fling. Let’s just say it’s got the luxury thing covered.
And it’s got the sport thing covered too. So if you prefer your luxury compact in European sport flavour, and dig Cadillac’s current design language, then you suddenly have an American option.
A short Powerpoint presentation later, we’re driving our first ATS — a 2.5L “Standard,” the nameplate’s entry-level point, at $35,195.
A few city blocks behind the wheel is all we need. The
all-new 2013 Cadillac ATS is an incredibly serious attack on its German competitors in the luxury compact segment.
Athletic platform
Even in slow city traffic, the ATS feels taut and agile, light on its feet, and ready to spring into action. Its near perfect 50/50 front/rear weight distribution is evident every time you turn the wheel.
The ATS is based on a clean-sheet rear-drive platform, which features extensive use of precious metals to keep weight down. At 1,503 kg (3,315 lb), the 2.5L ATS is lighter than any Mercedes-Benz C-Class or Audi A4 or BMW 3 Series, save for the Canada-only BMW 320i.
The ATS’ rear suspension is Cadillac’s first five-link system. The front suspension utilizes two ball joints on the upper wishbone of a double wishbone system — main advantages are more suspension geometry options and a smoother ride.
Combine all that with ZF’s newest rack-mounted power steering, which provides excellent feedback, and it’s not hard to see why ATS feels as good as it does. Even over rough roads, the car is always composed, and the steering wheel is virtually vibration free.
Alright base powertrain
On route to Mosport International Raceway, we wondered if the base 202-hp, 2.5L direct-injection I4 would detract from the 2013 Cadillac ATS’ chassis goodness. So far, we would say “nay nay.” This reworked Chevy motor is quite modern, does the 0-60 mph (0-96 km/h) deed in a reasonable 7.5 seconds, and only gets a bit vocal at high revs.
The 6-speed automatic likes to stay in gear (versus downshifting) when you dip moderately into the throttle, which I don’t mind, and helps it achieve decent fuel efficiency. However, more sport-orientated 7 and 8-speed automatics are out there.
Track turbo-ing
It’s raining and Mosport is wet. Not good. Mosport’s high-speed sweepers and concrete patches commands serious respect when things are bone dry.
The track session is our only chance to try the new over-achieving 2.0L turbocharged direct-injection four, good for 272 hp and 260 lb-ft of torque. The only 6-speed manual model is the RWD Turbo, for $35,480.
The 2.0L turbo can also be had in RWD automatic and AWD automatic. The 2.5 is strictly RWD automatic. The 3.6L V6 is RWD automatic or AWD automatic.
Top-shelf V6
The 3.6L V6 grunts out 321 horses and 275 torques, and like the 2.5, uses regular fuel. Our V6 track car was fitted with the optional Magnetic Ride Control suspension with real-time damping, which can be set to Touring, Sport and Winter modes.
We take off, obviously, in Sport mode, and are immediately rewarded with great “automatic” downshifts and a nice, firm steering feel. We wonder, however, if Sport mode would enact too aggressive downshifts in less-serious driving, like say, not on a racetrack.
Engine power and brake power are both impressive, the latter courtesy of Brembo.
V6 models start at $43,935. The V6 AWD we drove back to the city commanded $46,600.
Finish line
The 2013 Cadillac ATS’s dedication to the BMW 3 Series formula has given it a cozy cabin. Trunk size and rear-seat legroom is appropriate for a compact sport luxury vehicle, but no more than that.
But this is a driver’s car first and foremost, and the driver’s perch is wonderful. Sight lines and seats are great, and there is a lovely modern interior to behold, featuring Cadillac’s new CUE interface. The high-tech screen remained surprisingly crisp, even in sunlight. We can’t begin to list all the amenities for this first fling. Let’s just say it’s got the luxury thing covered.
And it’s got the sport thing covered too. So if you prefer your luxury compact in European sport flavour, and dig Cadillac’s current design language, then you suddenly have an American option.
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