2014 Cadillac ATS 3.6
04/07/2014
Shahed Hussain
Cadillac has been chasing BMW for years, yet the first CTS was too big to be a direct competitor to the best-selling 3-Series. As Cadillac expanded its lineup, the CTS was positioned against the 5-Series, and the compact ATS inherited the role of taking on the 3-Series. Cadillac offers the ATS in both sedan and a newly introduced coupe variant. In contrast, BMW sells the 3-Series as a sedan, wagon, and a hatchback Gran Turismo, and including the closely related 4-Series, a coupe and convertible are also available. Other sedans in the entry luxury segment include the Audi A4, Mercedes-Benz C-Class, Infiniti Q50, and Lexus IS.
Pricing starts at a reasonable $33,990 for the 2.5L ATS, rises to $36,020 with the 2.0L turbo, and jumps to $42,020 for the V-6. Opting for AWD tacks on another $2,000 to the sticker price for the 2.0L turbo and the V-6. Our test vehicle was a rear-drive ATS 3.6L Premium priced at $47,025. Options included a red tintcoat paint ($995), 18-inch polished aluminum wheels ($850), and the cold weather package ($600). Adding up the options and the $925 destination charge totaled up to $50,465. Notable equipment in the test vehicle included leather seats (heated in front), heated steering wheel, 12-way power driver's seat and 10-way power front passenger seat, navigation, head-up display, rearview camera, limited-slip differential, Brembo front brakes, and magnetic ride control dampers.
Cadillac offers a choice of three engines, starting with a 2.5L inline-4, 2.0L inline-4 turbo, and the 3.6L V-6. Both the turbo four and the V-6 can be equipped with all-wheel drive, but the base 2.5L is rear-drive only. A 6-speed manual can be ordered with the rear-drive 2.0L turbo engine, but all other variants get a 6-speed automatic.
The 3.6L V-6 in our test vehicle cranks out 321-bhp @ 6,800 RPM and 275 lb.-ft. @ 4,800 RPM. This all-aluminum DOHC V-6 has variable valve-timing, direct injection, and runs on regular unleaded fuel. EPA fuel economy ratings are 19/28 MPG (city/hwy.) with rear-drive or 18/26 MPG (city/hwy.) for the all-wheel drive ATS. Compared to the V-6, the 272-bhp 2.0L turbo is significantly more fuel efficient, achieving a 21/31 MPG (city/hwy.) rating for a rear-drive ATS and automatic combination.
As with many of its competitors, Cadillac adopted a MacPherson strut front suspension with coil springs, and stabilizer bar. At the rear is a 5-link setup with coil springs, dampers, and a stabilizer bar. Steering is via an electrically-assisted ZF rack-and-pinion system. The optional FE3 suspension adds a limited slip differential, Magnetic Ride Control dampers, and a faster 15.3:1 steering ratio vs. the standard 16.8:1 ratio. Vented disc brakes are at all four wheels. Brembo supplies the front brakes on upper level ATS models. 225/40R18 run-flat all-season tires on 18-inch alloy wheels are standard on V-6 models. Due to the severe winter in Michigan, our test vehicle was equipped with Pirelli Sottozero winter tires. ABS and Stabilitrak stability control are standard. Depending on the powertrain, curb weight ranges 3,319 lbs. (2.5L/RWD) to 3,629 lbs. (3.6L/AWD). Weight distribution is nearly evenly balanced at 52/48 (front/rear).
Inside the ATS, the driver-oriented focus is apparent. A straightforward instrument cluster consists of a tachometer, speedometer, fuel and coolant gauges backlit in high-contrast blue and white. A configurable multi-function display below the speedometer shows trip computer and other vehicle data. Glossy piano black plastic trim lines the center console and steering wheel spokes. Instead of wood or aluminum, our ATS had dark gray carbon-fiber pattern trim along the dash; wood veneer is also available. Much has been written about Cadillac's CUE infotainment interface, and unfortunately the CUE swipe-and-tap control method remains inconsistently responsive. Behind the audio and climate control faceplate is a hidden compartment and a USB port for charging and connecting smartphones and MP3 players.
Cadillac opted for bold color combinations in the ATS, like the two-tone dark red and gray interior scheme in our test vehicle. Upholstered in supple leather, the heated front seats provide excellent lateral support and comfort. Both front seats have power adjustments: 12-way for the driver and 10-way for the passenger, along with lumbar support adjustability. Acceptable headroom is available for passengers up to 6-ft. tall, at least without the optional moonroof. Rear seat occupants get adequate legroom, but short seat cushions rob thigh support. As with other compact sedans, three passengers can cram into the rear compartment, but only for short trips. A 12V outlet and USB port behind the center armrest can charge phones and other electronic devices.
The V-6 starts up with a surprisingly buzzy idle that soon subsides to a low-pitched burble. Acceleration at low revs is not especially impressive, but as the revs rise to the 4,800 RPM torque peak, the V-6 cranks out satisfying thrust. Midrange and high-RPM throttle response is more than adequate, but we did not have much opportunity to drive the ATS at highway speed due to the regular snowstorms around Detroit.
Cadillac's optional Driver Awareness Package is a suite of safety technologies including Safety Alert Seat, Forward Collision Alert, and Lane Departure Warning. The driver's seat bolster vibrates when the ATS senses that the wheels have crossed lane markings. Urgent beeps from the Forward Collision Alert warn the driver if the ATS approaches another vehicle too fast. Although these technologies are becoming common in luxury cars, they serve as a crutch for inattentive drivers.
In the midst of winter in Detroit, we had ample time to drive the ATS on snow-packed roads and highways. The original equipment all-season rubber were replaced with Pirelli Sottozero winter tires to ensure that the rear-drive ATS could cope with treacherous road conditions. Low-profile tires and frigid temperatures are a recipe for a stiff, unyielding ride. Unsurprisingly, the ATS crashed and thumped over the potholed roads around Detroit. On the highway, the ATS was composed and stable, even when equipped with the non-standard winter tires.
Selecting "snow" mode for the stability control allowed some wheel spin so the ATS could accelerate in deep snow, but the Stabilitrak(R) system still intervenes aggressively to keep the rear wheels from slipping. Selecting for the "tour" mode is ill-advised on snow-covered roads as it cuts wheel spin dramatically, slowing forward progress to a crawl. Obviously, driving a RWD ATS in a Michigan winter without appropriate tires would be foolish, so the optional all-wheel drive is worth considering in the northern states.
After many misfires, Cadillac has finally designed a credible American alternative to the popular BMW 3-Series sedan. The trouble is that the ATS 3.6L is priced just below the BMW 335i or Audi S4 when similarly equipped, which places the Cadillac among some serious competition. However, the best value in the ATS lineup is probably the 2.0L turbo, which can be purchased for $40-45K, which compares favorably versus a 328i, A4 or IS250. Still, Cadillac's diligence is paying off, as the ATS is in the top rank of compact sport sedans, and that is worth celebrating.