Cadillac ATS

[Neddo]

How is this compared to RCF, M4, C63, RS4, 911 and so on?

 

[HAL20XX]

Official numbers aren't out yet. I would expect to know that pretty soon.

Edit. And they're up! 0-60 in under 4 seconds.

2016 ATS-V Coupe and Sedan

 

[Cale]

Cadillac ATS-V Expands Lineup, Intensifies Passion

First Twin Turbo V-Series delivers track-capable driving experience

LOS ANGELES – Cadillac today introduced the 2016 ATS-V, expanding the acclaimed ATS product range and elevating the brand's elite high-performance V-Series to its next generation.

Available in sedan and coupe forms, the first-ever ATS-V will introduce class-leading twin-turbocharged power and a comprehensive suite of design and performance systems when production begins in spring 2015.

Since its inception in 2004, Cadillac's V-Series has driven remarkable power and performance capability into the brand's growing luxury car range. Building on the strengths of the award-winning ATS product line, the V-Series adds impressive track capability to what was already the lightest and most agile-driving car in the luxury compact class. The result is a dual-purpose luxury performer – a car with true track capability right from the factory that is also a sophisticated luxury car on the road.

"Cadillac's V-Series is the best example of Cadillac's emerging product substance – and the purest expression of the passion at the core of the brand," said Johan de Nysschen, Cadillac President.

The ATS-V arrives next spring, powered by the first-ever twin-turbocharged engine in a V-Series. Rated at an estimated 455 horsepower (339 kW) and 445 lb-ft of torque (603 Nm), the engine is the segment's highest-output six-cylinder and enables 0-60 performance in 3.9 seconds and a top speed of more than 185 mph. It is backed by a six-speed manual – with Active Rev Match, no-lift shifting and launch control – or a paddle-shift eight-speed automatic transmission featuring launch control and Performance Algorithm Shift.

The Cadillac Twin Turbo engine supports comprehensively redesigned chassis, suspension and drivetrain systems developed to make the ATS-V one of the most agile, responsive and confident luxury performance cars on the market. Key performance technologies include:

• Brembo high-performance brake system developed to provide durability, consistency and the capability for track-day performance straight from the factory
• Third-generation Magnetic Ride Control, which delivers 40 percent faster damping response
• Integrated chassis controls that provide balanced performance for touring and the track, including class-exclusive Performance Traction Management
• Structural stiffness increased by 25 percent for higher cornering loads
• Driver-selectable driving modes for touring, sport and track
• Tri-compound tires offering excellent grip with extended tire wear
• Available downforce-generating track aerodynamics package
• Functional exterior design for powertrain and drivetrain cooling, as well as aerodynamic performance
• An interior with high-performance seats and ergonomics focused on the driver's interfaces with key features for performance driving.

"As the smallest and lightest V-Series ever, the ATS-V forges a great connection with the driver, with exceptional nimbleness and responsiveness," said David Leone, Cadillac Executive Chief Engineer. "It's adaptable to the driver's preferences, with every selectable mode developed to deliver the best performance for all types of driving scenarios, including the track."

A Performance Data Recorder onboard the ATS-V allows drivers to record high-definition video, with data overlays, of their driving experiences on and off the track, enabling sharing on social media.

First twin-turbocharged V-Series

With a more powerful iteration of Cadillac's Twin Turbo 3.6L V-6, the ATS-V represents the first twin-turbo powertrain in the history of the V-Series lineup. Exclusive features for the ATS-V version of the Twin Turbo are designed to make power faster and sustain it longer. Highlights include:

• Turbochargers with low-inertia titanium-aluminide turbines and vacuum-actuated wastegates for more responsive torque production
• Compressors matched for peak efficiency at peak power levels, for optimal track performance
• Patent-pending low-volume charge-cooling system that optimizes packaging efficiency and maximizes boost pressure
• Lightweight titanium connecting rods that reduce inertia of the rotating assembly, complementing the quick-spooling turbochargers.

The Cadillac Twin Turbo also features a high-performance lubrication system designed to maintain optimal oil pressure and ventilation during high-lateral driving maneuvers typically encountered on a track.

Stronger foundation and track-honed driving experience

The underlying ATS structure is highly mass optimized and designed to meet higher performance requirements, with enhancements to the V-Series developed to respond to cornering and torque loads that go significantly beyond the levels experienced by the non-V models.

The new elements include:
• Unique shock tower-to-plenum brace
• Strengthened rocker bulkhead
• Stronger rear cradle-to-rocker braces
• A unique aluminum shear panel at the front of the chassis
• V-braces for the engine compartment.

The result is 25-percent greater structural stiffness than non-V models, which contributes to more precise handling and more direct steering responsiveness.

"The ATS-V feels like it was machined from billet steel," said Tony Roma, chief engineer. "Along with supporting the higher performance capability of the car, the enhanced structure conveys confidence to the driver through a greater feeling of solidity and sharper, more precise responsiveness."

With the stronger body structure – and more than a decade of V-Series production models and the CTS-V racing program experience under their belts – engineers tuned the ATS-V to deliver greater body motion control for a more agile feel, while maintaining excellent ride quality.

"The result is class-leading capability on the highway or track, balanced with luxury and refinement," said Roma. "In fact, the car is ready for the track right off the showroom floor, with no special modifications required."

A key component of the car's dual-purpose performance are Michelin Pilot Super Sport tires developed specifically for the ATS-V. They feature a tri-compound tread that delivers excellent grip in performance driving situations, but delivers excellent ride quality characteristics and extended tread wear.

Also, the V-Series models share the same 109.3-inch (2,775 mm) wheelbase as other ATS coupe and sedan models, but feature wider front and rear footprints that enhance grip, reduce body motion in turns and contribute to more direct-feeling steering.

Additional contributors to the ATS-V's dual-mode driving experience include:

• A revised multi-link double-pivot MacPherson-strut front suspension delivers a quicker response and increased lateral control, incorporating new ride and handling links, where traditional elastomeric bushings are replaced with zero-compliance cross-axis ball joints, higher-rate springs and a stiffer stabilizer bar – for 50 percent greater roll stiffness
• The ZF Steering Systems Servotronic II variable-ratio electric power steering gear, with increased system stiffness offering an improved feeling of precision and greater driver feedback
• Cadillac's five-link rear suspension features reduced roll center migration, stronger lateral control and effective anti-squat geometry, complementing the front suspension with greater body motion control. Contributing components include stiffer bushings, new cradle mounts, higher-rate springs and a stiffer stabilizer bar
• A standard electronic limited-slip differential supports optimal traction and enables maximum corner exit acceleration
• Larger prop shafts and greater half-shaft asymmetry (stiffer driver's side shaft) mitigate power hop during acceleration
• A Brembo high-performance brake system provides durability, consistency and the capability for track-day performance. The system includes 14.5-inch-diameter (370 mm) front rotors with staggered six-piston calipers and 13.3-inch-diamter (339 mm) rear rotors with four-piston calipers.

The ATS-V also features third-generation Magnetic Ride Control and Performance Traction Management. Five driver-selectable settings include the segment's only competition-level settings for stability and traction control.

Magnetic Ride Control "reads" the road a thousand times per second, sending data to magneto-rheological fluid-filled dampers that can independently control the damping characteristics of all four dampers. Third-generation improvements enable 40-percent faster damping response. In fact, at 60 mph, the third-generation magnetic ride control system calculates the optimal damping force for every inch of the road.

Functional design

Almost every exterior panel on the ATS-V is unique, from the fascias and fenders, to the hood, rear spoiler and rocker moldings – and every one was designed to support the car's capability.

"All of the design elements have a purpose," said Andrew Smith, executive director, Cadillac Global Design. "They contribute to lift reduction, enhanced cooling, reduced mass or all of the above."

The unique elements include:

• A lightweight carbon fiber hood features an air-extracting vent that not only pulls hot air out of the engine compartment, but helps reduce lift at speed by channeling air pulled through the radiator out and over the top of car rather than allowing trapped air to exit under the car
• Unique front and rear fascias provide optimal aero performance, with larger grille openings in the front fascia to feed more air to the new twin-turbocharged engine. Even the mesh pattern of the signature grille openings is enlarged to allow more air into the radiator and multiple heat exchangers
• A front splitter enhances handling by forcing air to push down on the front of the car rather than flow under it, where it can cause lift
• Wider fenders to accommodate 18 x 9-inch front wheels and 18 x 9.5-inch rear wheels that are wrapped with Michelin Pilot Super Sport tires
• The aluminum wheels, unique to the V-Series, are constructed of a low-mass forging that helps reduce un-sprung weight for greater agility and a more direct feel to steering inputs
• The rocker moldings and rear spoiler are aero-optimized.

Available Carbon Fiber and Track packages take aero performance and mass optimization to higher levels. The Carbon Fiber package includes a more aggressive front splitter, hood vent trim and rear diffuser, along with composite rocker extensions and a taller, body-color rear spoiler. The Track package includes the components of the Carbon Fiber package, plus the Performance Data Recorder and a low-mass battery. It also deletes the standard floor mats and tire inflator kit to save weight.

"V-Series is the emotive core of the Cadillac brand and the apex of the Art and Science design philosophy," said Smith. "A car offering a bold sense of arrival, serious performance, seamless integration of technology, and precision craftsmanship. The exposed carbon fiber components, for example, are book-matched on the centerline for a more precise, tailored appearance."

Also, the lightweight forged aluminum wheels and brake calipers are offered in three finishes, allowing owners to personalize the presence of the ATS-V.

Performance-focused cabin

The aura of track-inspired precision carries over to the interior, where the design and relationship of key components are aimed squarely at performance-driving ergonomics.

"With the performance the new ATS-V is capable of delivering, the interior needs to be as functional as the other vehicles systems," said Smith. "All of the contact points – the steering wheel, seats, shifter and pedals – are designed to make performance driving experiences direct and intuitive."

New, available 16-way-adjustable RECARO performance front seats are the lynchpins for the driving experience, with aggressive, adjustable bolsters that help hold the driver and front passenger in place during high-load cornering. They've also got a luxury-performance feel, trimmed in Mulan leather with sueded microfiber inserts and seatbacks.

The rest of the interior features Cadillac's handcrafted cut-and-sew elements, with decorative stitching and authentic materials, including carbon fiber. Three interior color combinations are offered: Jet Black, Jet Black with Saffron accents and Light Platinum with Jet Black accents.

The ATS-V also features a unique version of the 5.7-inch, three-window instrument panel cluster display, with V-Series graphics and distinctive gauge readouts. It is also equipped with the latest connectivity technologies from Cadillac, including:

• CUE with Bluetooth connectivity with natural voice recognition
• Text-to-voice that converts incoming text messages to speech and reads them over the audio system speakers
• USB, auxiliary and SD memory card ports
• OnStar 4G LTE connectivity with built-in Wi-Fi hotspot.

The Performance Data Recorder is controlled via CUE's color touch screen and recordings can be reviewed on the screen when the vehicle is parked.

Cadillac has been a leading luxury auto brand since 1902. In recent years, Cadillac has engineered a historic renaissance led by artful engineering and advanced technology. More information on Cadillac can be found at media.cadillac.com.

 

[YSSMAN]

Sweet power figures. MagnaRide that reacts 40% faster. Rev-match on the manual. Fancy diff. Carbon bits.

Yeah, they know how to take down the M3/M4. They'll do it.

 

[Leonidae@MFT]

I don't see how though. M4 is lighter which evens out the power differential quite a bit.

 

[Cale]

I'm so impressed you know the m4 is lighter even though there are no weight figures in the press release

 

[Paulie]

Oh my goodness, the manual transmission can flat-shift?! In a road car?! Help me out here, has that ever been done before aside from racing gearboxes which aren't very street friendly?
Seriously, I've been waiting for GM to build this exact car since 2002 when Holden released the Torana TT36 concept car, it is 100% my dream car and I can't have one!

I'm so impressed you know the m4 is lighter even though there are no weight figures in the press release

As found on Autoblog:

According to Cadillac spokesperson Brain Corbett to Autoblog, "Base curb weight is about 3,700 pounds."

I don't know how this compares to an M4, I'm guessing unfavourably. I know there's turbos and all involved, but that's barely any lighter than my Ute.
There's also the track pack though:

The Track package further adds the Performance Data Recorder (as we expected) and a low-mass battery, and it deletes the floor mats and tire inflator to cut a few pounds.

Edit: And maybe I'm crazy, but the sedan looks better proportioned.

 

[Neddo]

This Cadillac is very recognisable unlike overdesigned M4 that's for sure. But M4 isn't at it's full potential. (still waiting for GTR/GTS/CSL version)

 

[mustafur]

so if its 3700lbs(1678kg so ill assume close to 1700kg)

The M3/M4 starts at: 3300 lbs / 1497 kg (all fluids, 90% fuel, no driver)

The ATS would need some power advantage and probably an even better Diff and chassis to make that up.

 

[mustafur]

Oh my goodness, the manual transmission can flat-shift?! In a road car?! Help me out here, has that ever been done before aside from racing gearboxes which aren't very street friendly?!

Fairly sure the 370Z was the first to have it.

 

[Keef]

Fairly sure the 370Z was the first to have it.

Not quite.

GM did it first, in a crappy Cobalt of all things.

As far as I know, the 370Z didn't have "flat shift" or "no lift shift" as GM called it. What the 370Z did was automatically rev-match on downshifts.

Sweet power figures. MagnaRide that reacts 40% faster. Rev-match on the manual. Fancy diff. Carbon bits.

Yeah, they know how to take down the M3/M4. They'll do it.

Basically as long as the ATS-V puts down its power in a way that actually allows you to round a corner without spinning off into the trees it will be better than the M3/M4. From what I can tell, the biggest problem with the M car is that it gives you all the torques precisely when you don't want them and there seems to be no middle ground with the throttle. That's a big problem.

EDIT: Also, those wheels are way too skinny for a car of that potential. I've got 17x9 wheels on my RX7. That kinda goes to show the grip potential of my crappy old sports car with similar tires (i.e. it's scary high in some situations).

 

[Leonidae@MFT]

I'm so impressed you know the m4 is lighter even though there are no weight figures in the press release

There are other, more accurate press releases out there, you know. Most often value 3700lbs comes up. Also, let's not forget that Cadillac is primarily luxury brand. With that comes weight.

 

[Eunos_Cosmo]

Fairly sure the 370Z was the first to have it.

The Z was first to have auto-rev-match on downshifting. This is for upshifting. It's the same system on the Camaro ZL-1. Keep the throttle pinned push the clutch in and grab the next gear. Essentially powershifting but the computer compensates and doesn't let the motor lurch itself. Should be great for maintaining turbo boost pressure between shifts.

The Sedan is much better looking than the coupe. It's the one I'd have.

Edit: I was driving around south-eastish Michigan a few weeks ago and I stumbled upon the Milford Proving grounds (GM Test facility) and pulled up along one of the long straights. They were testing what appeared to be a C7 Z06 but I also think this car was being tested. I remember a heavily camoed Cadillac looking thing with turbo noise.

/personal anecdote

 

[mustafur]

There are other, more accurate press releases out there, you know. Most often value 3700lbs comes up. Also, let's not forget that Cadillac is primarily luxury brand. With that comes weight.

Disagree, Cadillac has completely changed that with the ATS as its Dynamics have taken first priority.

Either way its Power to weight is quite a bit down on the M3/4 if its 3700lbs at 450hp, the only way it will be better around the track will be if they can make it Dynamicly superior to the Bmw's, They will also have a Transmission disadvantage without a Double Clutch gear box.

If they don't do either of this they could just cheat and put on some Higher grade Rubber to make up lack of speed around the track.

Sounds like it might be More RCF then M4 tbh.

 

[SlipZtrEm]

Either way its Power to weight is quite a bit down on the M3/4 if its 3700lbs at 450hp, the only way it will be better around the track will be if they can make it Dynamicly superior to the Bmw's, They will also have a Transmission disadvantage without a Double Clutch gear box.

If P/W ratios determined lap times, the GT-R wouldn't be monstering much more powerful machinery. Caddy has had a knack for quite quick lap times in its class IIRC, so I wouldn't count this out against the M3/4 yet. What I'm curious about is if it'll be a more exciting drive than the Bimmers, or the new C-Class AMG.

 

[mustafur]

If P/W ratios determined lap times, the GT-R wouldn't be monstering much more powerful machinery. Caddy has had a knack for quite quick lap times in its class IIRC, so I wouldn't count this out against the M3/4 yet. What I'm curious about is if it'll be a more exciting drive than the Bimmers, or the new C-Class AMG.

The GT-R does it due to an Haldex AWD which will always be worth the extra weight.

All im saying is going by its figures it will need a Better chassis and improved Dynamics just to be Equal with the M3/4, if it is then it will be the Engineering Masterclass.

 

[Keef]

Sounds like it might be More RCF then M4 tbh.

As I already mentioned, the press has found the M4 unreasonably difficult to drive quickly. A little poise and confidence goes a long way to setting a fast time so if the Cadillac can manage that it is likely to be just as quick.

Edit: And maybe I'm crazy, but the sedan looks better proportioned.

It may be the press photos of the Coupe but it looks awkwardly cab-forward. Funny, because the normal Coupe doesn't look like that. I suppose the busy front end make it look extremely front heavy. The sedan doesn't seem to suffer from that, despite being taller.

 

[dsgerbc]

Expect it to cost M3/M4 money as well. $65+ grand decently equipped. A flipping 3.6L ATS with Magnetic Ride somewhat decently equipped costs north of $50k already.

 

[HAL20XX]

Motor Trend mentions that the ATS-V has put down the fastest Ring time than any other Cadillac before it (including the CTS-V Coupe), though that time hasn't been disclosed yet.

 

[SlipZtrEm]

So it's under 7:59. The M4 sits at 7:52. I don't imagine it'll dip under 7:50, so it'll be interesting (albeit still not too important) where it lands.

 

[Grandea GTR]

The GT-R does it due to an Haldex AWD which will always be worth the extra weight.

I thought the GT-R had ATTESA E-TS, not Haldex.

 

[Keef]

Edit: And maybe I'm crazy, but the sedan looks better proportioned.

This is why you think that:



The beltline of the sedan does not rise as steeply and the greenhouse drops off later and more quickly than the coupe. Those two things combined give the sedan more visual mass at the rear, making it look more like a rear-drive car should despite the hood actually being very short. The coupe's rising beltline and flatter roof don't have that same visual mass - it is more evenly distributed along the car's length which means it loses that hunkered-down rear-drive look.

Check out a Phantom for probably the most definitive rear-drive look of all:

The rear window drops off sharply and the beltline actually drops toward the rear. Clearly, this thing sits on its rear wheels. The problem with this sort of design is it doesn't look fast or agile. Powerful indeed, but not even slightly athletic. It's not sporty. And everything these days just has to be sporty.

Compare the Chrylser 300 to the ATS sedan and coupe.

It resembles the sedan in that it is rear wheel drive. Neither this nor the ATS sedan look quite as hunkered-down as the Rolls-Royce but that's okay because these cars are much more athletic and capable than the Roller. And this Chrylser, like the ATS sedan, still has really good rear-drive proportions. Still way better than the ATS coupe.

How about the coupe competition? The BMW 4:

Clearly rear-drive. The beltline is nowhere near as steep or high as the ATS coupe. Because of that, the rear wheel looks bigger relative to the body. Also, the nose end isn't nearly as pointy. The Cadillac almost looks like a shooting brake compared to this!

Audi A5:

It's actually AWD but its mass is concentrated at the rear making it look RWD. Not as much as the BMW but still better than the Cadillac. Note how the beltline doesn't rise anywhere near as much as the Caddy.

Lexus RC:

Damn, now that's a rear-drive coupe. The beltline is almost horizontal. Despite the pointy nose, the dropping greenhouse and flat beltline make it look hella RWD. The thin windows, pointy tail lights and strakes at the rear make it look really fast.

Cadillac's own concept, the Elmiraj:

Well, would you look at that. It looks like it has a dropping beltline. It actually does rise - look at the distance between the tires and beltline - but it only rises a couple inches like the BMW or Audi. This car is benefited by a much longer hood than the ATS but you can still see how the low beltline and steeply sloping rear window make the rear end look more massive and powerful.

And the ATS coupe again:

I mean, it looks good, yeah. Smooth and clean. But from the side view it just doesn't have what it takes to be a traditional sports coupe. Maybe Cadillac doesn't want to be traditional but, honestly, I'm a big fan of tradition. Especially when the tradition is basically the right way to do it.

The Elmiraj reminds me of how disappointed I am in Cadillac's design language. It has most of what they need but the keep doing this cab-forward nonsense like a damn Dodge Stratus. I hate it. Why they aren't making their cars look like the Elmiraj because let's be honest, that concept looks at least as classy as a Rolls Royce. It looks like power and wealth. Screw BMW, let's go straight to the top, ya know. Caddy still has an opportunity to put the Elmiraj into production and that would be to compete with the BMW 6 and Mercedes SL. Let's pray they do it because it would be by far the sexiest car of that bunch. Cadillac needs something like that to really set the bar higher than ever.

 

[Tornado]

The ATS coupe from the side looks like one of those motion-based optical illusions. I keep tilting my head to the left because it looks like it is actively sinking into the ground in the front.

 

[Keef]

Actually I'm not really sure if that picture is level or not. Somebody wanna draw a line on it? I don't have Photoshop.

 

[Paulie]

Great post on the design @Keef, now I can pinpoint why it doesn't quite look right. Still a good looking car though. Depending on potential weight/performance differences I'd probably go the sedan for looks and practicality.

 

[Omnis]

@Keef, it doesn't look quite right because it's actually bigger than the sedan. Everything I hated about the sedan on the inside was fixed with the Coupe. I couldn't imagine if they made the coupe smaller. It'd be a car for anorexic Japanese people or little Bolivians with Laron syndrome.

 

[TexRex]

It'd be a car for anorexic Japanese people or little Bolivians with Laron syndrome.

Wow, that was...specific.

Am I the only one that feels the vented hood and chrome grill trim contradict one another?

 

[eSZee]

Am I the only one that feels the vented hood and chrome grill trim contradict one another?

Old people love chrome.

 

[Xilor]

The ATS might be the first Cadillac that I regularly see being driven by youngish (30-40yo) people.
Really looking forward to having a go in the V, so far I've only driven the 2.0 Turbo and it honestly felt a bit gutless.

 

[TexRex]

@eSZee I'm not sure how, but you managed to quote the wrong person just now.