Quickly headed down the next short straight I’m pointed forward, not by my own volition, but the machine’s. Now confident in the car’s capabilities, not to mention my knowledge of the 14 corners of a track I’ve never heard of, let alone driven on, it’s time to step beyond Cadillac’s “Competition mode”.

Heading out of the pits at the super new Atlanta Motorsports Park I approach the same sequence with equal enthusiasm and this time it happens. The rear comes out, and keeps on coming, and then… well, I lift lightly and it steps back in line, the rear-wheel drive ATS sports sedan showcasing its balance, precision and ease of use.

But the impressive attributes of Cadillac’s new BMW 3 Series fighter don’t stop there, earning it that title and the honor of being legitimately classed in the same league as the German four-door that for decades has defined the term “sports sedan.”

LIGHT WEIGHT, POWER-DENSE ENGINES

There are many reasons for the ATS’s impressive driving dynamics, though it begins with light weight. Cadillac has boasted since the car’s reveal six months ago that at 3,315 lbs it’s the lightest vehicle in its class. Hardly an apples-to-apples comparison, that base curb weight for the ATS is for an entry-level 2.5-liter 4-cylinder engine, a model well below what any of the German competition would even consider offering. A fair matchup comes with the Cadillac’s mid-range 2.0-liter turbocharged direct-injection engine, and surprisingly the Cadillac retains the title, weighing 3,403 lbs – or less with the automatic transmission.

If Cadillac had a base engine ATS with its 202 hp and 7.5 second 0-60 time on hand, we didn’t see it, and only the turbocharged 2.0-liter 4-cylinder and brawny 3.6L V6 were on track duty.

Here, each impresses in its own unique way, the 2.0T equipped with a manual transmission is more a precision tool and the 321 hp 3.6L V6 mated to a six-speed automatic (sadly the only way it comes), an equally dynamic performer but more of a blunt instrument by nature of its muscular engine and stab-the-throttle automatic. To be fair, however, the 6-speed auto-box shifts quite fast with the paddles, though its best left to its own devices with the car switched into sport mode, it eagerly gearing down under long braking to prepare the car for the next straight.

And the sound! We didn’t know GM’s V6 could sound this great, though the downside being it emphasizes just how little character the exhaust note of the turbocharged engine has.

On the track there’s simply no replacement for changing gears yourself, however, and while the six-speed stick is smooth and quick, it also requires a more methodical operation, completing a heel-toe in steps, rather than one fluid action.

The ability to ride the top of a gear as the tires dance on the edge of friction is blissful and the ATS’s near 50/50 weight distribution (as close as 50.1/49.9 on this particular model) makes it an easy task to achieve and sustain.

Remarkably similar to the 2.0-liter powertrain in the new BMW 328i, it makes 32 hp more for a total of 272 hp at 5500 rpm. Full torque arrives slightly later at 1700 rpm, but the 260 lb-ft of it is steady to that max power rating meaning it’s always supplying the exact amount of torque, delivering a consistency to the driving feel that we thought only BMW could offer.

Steering is precise and responds immediately to inputs. While the many turns on this short 1.8 mile track test its abilities to act quickly, an extensively long sweeping section on the back side showcases its subtleties, with no change in steering input resulting in a perfect arc – if you’re brave enough to stay on the throttle.

Helping to eliminate dive under braking or even smooth out your highway drive is Cadillac’s latest generation Magnetic ride system, which comes equipped on the top level Premium package. (Trim levels include: Standard, Luxury, Performance and Premium). At a speed of 60 mph it can read the road every inch and fully react in the space of just 5-inches.

TECHNOLOGY ABOUNDS

But that’s only the start of Cadillac’s technology showcase with this new car, vitally important in attracting new, young customers. All but the base model comes with the brand’s new CUE infotainmentsystem, seamlessly integrated into the monolithic gloss black center stack. First tested on the XTS, added time with the system is showing some flaws, mostly in regards to the speed to which it reacts. Apart from the beautiful graphics, what makes CUE unique is that it features operations much like your iPad, meaning you can swipe though menus, drag navigation destinations or radio stations into your favorites, and even zoom in on the screen by pinching your fingers together.

Included in the Luxury and above trim level, buyers also get a back-up camera, full leather seats, remote start and keyless access with a push-button ignition. Upgrade to the Performance model and along with LED lights and those better bolstered seats there’s a driver awareness package that includes lane departure warning and forward collision alert, paired with Cadillac’s safety seat that will vibrate on the side to alert you to where the danger is.

Optional then is a Driver Assistance package with full speed adaptive cruise control, rear cross traffic alert, a heads-up display, plus a front and rear auto brake feature that will actually stop the vehicle if a collision is deemed imminent.

Yet another feature, and one that’s consistently becoming the norm in such segments, is a drive mode button, with the ATS offering both a Touring and Sport mode. While the latter is more engaging, it doesn’t deliver quite the level of sensitivity that the BMW system does. An even more responsive setting would be the single best way Cadillac could further improve the engaging feeling of the ATS.

TRUE LUXURY INTERIOR WITH REAL CARBON FIBER

The interior itself is well laid out with everything where it should be and an easy-to-find position for performance driving. Though the leather on the shifter does seem cheap, the coating on the seats most certainly isn’t, looking particularly first-rate when wrapped around the optional sport seats.

With an extensive list of interior packages, one can choose everything from organic Caramel with Olive wood accenting to deep Morello Red seats with the first use of genuine carbon fiber trim in a Cadillac.

One of the things that helps set Cadillac apart is its lack of product sharing with the rest of the GM lineup and yet even a product like the ATS, which doesn’t share a platform with any other GM model, still has some parts bin items – and they show. Included in that list are the stalks and the window control buttons. There’s nothing inherently wrong with the quality, it’s just that sharing parts with “regular” cars is decidedly unbecoming of a premium brand.

Occupants will appreciate the smooth highway ride and exceptionally quiet cabin, plus rear seat legroom is surprisingly good and will fit 6 footers with ease, though ingress and egress is difficult in the back with the sloping roof.

THE VERDICT

But forget passengers; getting drivers behind the wheel is the real concern for Cadillac, with brand marketing boss Don Butler telling journalists that the ATS launch that they haven’t had product that was relevant to young luxury buyers. “We haven’t been cool,” he admits.

While the styling of the relatively subdued ATS won’t draw buyers in, it also won’t scare them away – something the CTS was criticized for.

Aesthetics may be subjective, but the pricing is attractive, starting at $33,990 for the base 2.5L while the 2.0T model starts at $35,795, undercutting the 328i. Those eager for the V6 can get it for $42,090 while AWD can be added on.

Technology, luxury and innovative safety features will all help, but what makes the ATS a winner is the fact that it delivers on its promise of being a rival to the untouchable BMW 3 Series; a perfect luxury sports sedan to get you to the office and one that, should you wish, will deliver on the track.

Source: Autoguide.com

Prying satisfied customers out of their Audi A4s, BMW 328s, and Mercedes-Benz C350s might seem tougher than establishing democracy in Afghanistan, but conquest sales will have to play a huge role in the success of the new Cadillac ATS. The brand desperately needs a successful entry luxury car because that’s the bestselling segment in the premium-car world. And since Cadillac has been moving in a sporting direction, it’s taking on these European sedans rather than targeting real-estate-agent buggies like the Lexus ES or Lincoln MKZ.

Off to a Good Start

We went into deep detail on the ATS earlier this year and were impressed with its design and engineering. Based on the brand-new Alpha platform, the 2013 ATS features a front-engine, rear-drive layout; four-wheel independent suspension; the latest ZF electric power steering; and four-wheel disc brakes. Motivation comes from a choice of three engines, with an available manual transmission, and optional all-wheel drive. It’s all wrapped in modern and attractive sheetmetal styled with a softer take on Cadillac’s Art and Science design philosophy. The whole shebang is 8.5 inches shorter than the CTS. We got a chance to drive it last month, and now we can finally tell you about it.

From behind the wheel, the ATS makes an excellent first impression, with a good driving position combined with superb sightlines delivered in part by reasonably thin A-pillars. Models with sport seats have adjustable thigh support as well as adjustable side bolsters. You can choose from among seven interior color and finish schemes, including ones with aluminum trim and genuine carbon fiber. The ambience feels stylish and rich, and we were immediately able to find a comfortable driving position.

Good visibility extends to the information displayed to the driver, although the tachometer is tucked a bit far to the left on the instrument cluster and can fall out of your vision when driving hard. A head-up display is available, and there are three customizable windows below the central speedometer that can be configured using a large toggle switch on the right steering-wheel spoke; the control can be manipulated easily without looking down at it. Another toggle on the left spoke operates the cruise control.

The 8.0-inch LCD touch screen for the new CUE (Cadillac User Experience) system looks great and remains highly visible even when hit by direct sunlight. It has a number of clever features, such as a function that only brings up additional buttons when a proximity sensor detects your hand nearby. This allows the screen to stay uncluttered most of the time. You can change the map scale by squeezing or spreading your fingers as you do on a smartphone, and the nav system can pull contact addresses directly from a paired phone. We appreciate not having to manually enter an address that already exists in a connected device.

Overreaching Engine Lineup

We first drove an ATS with the base engine, a 202-hp, 2.5-liter four-cylinder with direct injection. It’s basically a slightly updated version of Chevy’s workhorse engine and is available only with a six-speed automatic and rear drive. This engine won’t generate envy among any Audi or BMW owners. It delivers no better than adequate performance (claimed 0 to 60 in 7.5 seconds, which we think is about right on the nose), and it feels slower than it is—the transmission resists downshifting as you toe the throttle. The big four-cylinder is fairly loud at high revs. Were we in charge at Cadillac, we would have introduced the ATS without this engine and then slipped it into the lineup several months down the road if a less expensive entry-level model were deemed necessary.

Next up was the 2.0-liter turbocharged four with 272 ponies and 260 lb-ft of torque. Smoother than the 2.5-liter, it’s still louder at full power than the Audi or BMW turbo fours, but it can run with them (0 to 60 in the high fives). It comes in three driveline configurations—manual with rear-wheel drive and automatic with rear- or all-wheel drive—all of which feel energetic. The manual gearbox is precise, slick, and satisfying; the automatic is well matched to the engine’s torquey output.

The 3.6-liter V-6 is the most powerful engine choice, with 321 hp. Sadly, it isn’t available with a manual gearbox, although the automatic transmission does offer a manual-shifting mode and optional steering-wheel paddles. When you move the shift lever into the manual gate without doing anything else, you’ve selected sport mode, which puts the transmission in a friskier mood and increases the steering effort.

The 3.6’s sport-steering setting feels good, but it would be preferable to select these modes separately. In one winding stretch, for example, while we were running at a brisk—but not breakneck—speed, the transmission suddenly shifted down two gears because the “performance algorithm liftfoot” mode that’s activated when in sport mode suddenly thought we were between two corners on a racetrack and decided we needed to keep our revs up. It was startling and unwelcome; we’d like to be able to drive twisty roads with the suspension and steering in sport mode without worrying about this happening.

On all the versions, the steering is accurate and nicely weighted, although we’d like more on-center feel. Even so, the ATS feels terrific on a winding road, and it’s easy to place right where you want it on corner entry. The suspension tightly controls body motions, and the structure has that carved-from-a-solid-block feeling. Unfortunately, the roads around Atlanta, where we drove the ATS, are much too smooth to gauge the suspension’s ride comfort.

Right On Track

We were also able to wring out the ATS at Atlanta Motorsports Park, a country-club facility with tight turns and roller-coaster-like elevation changes. It dives into corners decisively; thanks to the good visibility, you can easily find the corner apexes. The car’s overall balance is excellent, with mild understeer that shifts into modest oversteer as you ease off the throttle.

Even with the traction and stability control switched off, the ATS never bites a driver. The strong brakes help the relationship—Brembos at the front are standard on the 2.0T and 3.6, optional on the 2.5—and never got soft or made pained noises. Our first ATS encounter definitely has us looking forward to the inevitable comparo.

Visually, the ATS fits in with the primo Germans. It’s slightly longer than a BMW 3-series or Mercedes C-class, but that’s mostly due to the pointy nose and tail that Cadillacs share. The interior package feels more like the (E46) 3-series from two generations ago—that means a tidy and compact feel but also a tighter cabin. Although two adult males can fit behind each other, kneeroom is not abundant. Neither is shoulder room, as the ATS’s rear wheel wells push the outboard occupants toward the center. At 10.2 cubic feet, the ATS has the smallest trunk in the segment.

On the other hand, we think the ATS looks terrific inside and out and makes a decent visual statement, even in a segment full of attractive cars. It delivers the solid structure and confidence-inspiring moves that are expected in this cohort. We think the powertrains could be a tad quieter at full throttle, but at cruising speed, the ATS is as relaxed as any competitor.

Cadillac’s biggest challenge will be to get buyers of German cars to take serious notice of the ATS. Based on this experience, we think they should give the American a shot.

Source: Car and Driver