Cadillac ATS-V: Two Takes

Today we’re having two flavors of Cadillac ATS-V. First off, we’ve got a new One Take from Matt, and then we’ve got a great piece about testing the ATS-V at Monticello Motor Club by our friend, track rat Roger Garbow. Check them both out!

Take One: Matt’s One Take Review of the 2016 ATS-V

Note on Matt’s Review:

According to General Motors, the overheating issue we experienced with the ATS-V in Texas while filming /DRIVE on NBC Sports was an isolated incident and not indicative of what customers can expect from production cars. Cadillac’s Steve Martin Explains:

“It broke my heart to hear we had bad luck on the car we sent to /Drive in TX. The issue was the cam phasor sealing in the pre-production model you had, which was fixed before vehicles shipped to dealers.

In reviewing the build information for the engine in VIN 098, that specific engine was built prior to an improvement in cam phasor sealing was available.  An additional seal guards against possible local oil pressure fluctuations at the driver’s side cam phasor at elevated operating temperatures.  This issue was identified and corrected in all SORP builds including all cars shipped to dealers.  The protection mode of the car performed as designed to save the engine from serious damage.”

Good to know, and it does serve to be said that the ATS-V Sedan Matt drove in the One Take was also pre-production and did not have any of those issues, despite the California summer heat.  

Take Two: Cadillac ATS-V flips a bird to the Roundel

By Roger Garbow 

Let’s all lift a glass to toast the mighty BMW M3. For 30 years, BMW has welcomed every challenge to its crown as the best sports coupe on the planet, adding an equally good 4-door sedan version nine years in. Over those three long decades, worthy competitors have risen from across the globe, only to be vanquished with each new generation of Bavaria’s Ultimate Driving Machine.

And while the M3 (and now, M4) has gotten faster, these hyperactive Bimmers seem to have lost something in the process. The latest F80/F82 platform cars are phenomenally capable and certainly enjoyable when pushed hard, but they don’t stir the lust I had for previous generations. Around town, the ride is too harsh, the steering too numb, throttle tip-in too abrupt. Sure, all these complaints disappear as the revs and speeds climb. And I could live with some sacrifices. But, unlike previous generations, the new cars feel heavy. An M3 should be nimble, not bulky. Plus, the most recent M4 I drove carried an $85,000 sticker. An automobile should be damn near perfect at that price. Drive an $85k Porsche Cayman and you’ll see what perfection is.

But back to sport sedans. Enter the Cadillac ATS-V. Like the M3, the CTS-V’s baby brother packs a twin-turbo 6-cylinder, but with more power than its German competitor. The ATS-V’s V-6 delivers 464 hp and 445 lb-ft to the rear wheels, besting the BMW by 39 in both measurements. The higher output is offset by the Caddy’s additional weight, delivering an identical power-to-weight ratio. Length, width and height of the ATS-V and M3/4s are within and inch or two in every dimension. Like the BMW, the Cadillac is also available in both 2-door coupe and 4-door sedan. But unlike the larger CTS-V, which now comes only with an 8-speed auto box, you can get a crisp, short-throw 6-speed manual in the ATS-V with Active Rev Match and no-lift upshifts.

Cadillac’s engineers beefed up the already stout ATS chassis, increasing stiffness by 25% and mating it to GM’s third-generation Magnetic Ride Control. Putting the power down to the pavement is easy with the adjustable Performance Traction Management, giving drivers a choice of five unique settings, including a full-on race level. The different settings allow drivers of any ability to dial in the perfect level of track performance to fit their skill and move up as they master the car. To help you document and analyze your track time, (or the shenanigans of your juvenile delinquent kid), GM includes the Corvette’s Performance Data Recorder with the Track Package. The video with data overlay is recorded on an SD card conveniently located in the glove box. Here’s a sample from one of my laps:

Steel Brembo brakes are standard equipment. These 6-piston front and 4-piston rear binders are so effective, an optional carbon upgrade package is not necessary. Cadillac deserves some serious props for going with 18” versus 19” wheels, reducing unsprung weight and saving buyers money on replacement tires. Like the M3/M4, the ATS-V wears Michelin’s excellent Pilot Super Sports, which aren’t cheap.

The exterior design follows the Cadillac family styling theme. The sharp creases and angular shapes work well with these proportions, but the crisp detail and contrast of the carbon package should be standard, as it really ups the car’s performance look over non-V versions. Plus, the perfectly aligned pattern and flawless finish on the carbon fiber gives the car a more expensive feel. I just wish Cadillac would give us some more bold and exciting paint colors like BMW offers.

The interior is comfortable but uninspired. Why is it that Audi is still the only manufacturer consistently getting interior design right? The one area where the Cadillac nails it: the optional leather and Alcantara Recaro sport seats, 16-way adjustable and perfect for a wide variety of drivers from Matt Farah-sized to midgets like me.

Enough specs. How does it work? Cadillac invited a few auto-writers – plus Robb Holland, a serious shoe who’s day job includes piloting BTCC and VLN race cars – to NY’s Monticello Motor Club and let us loose on the full 3.6-mile road circuit. MMC is one of my home tracks, so I felt comfortable pushing the car as soon as the tires got up to temp.

The car is deceptively fast, with a nice linear power delivery. Maximum torque is available at 3500 rpm, delivering 0-60 in just 3.8 seconds. The big surprise, though, is the handling. On corners where I was expecting understeer, the fronts just wouldn’t give up. When pushed past the limit on medium- and higher-speed corners, the car was incredibly neutral, exhibiting neither understeer nor oversteer. Keep steady throttle input and the car will just drift out like it had AWD. Add some more throttle and you can hang the tail out.

In Race Mode, I saw consistent top speeds nudging 150 mph on Monticello’s long Hangar Straight . The Brembo brakes are so damn good and fade-free, I was able to keep the throttle down nearly until the four marker before throwing out the anchor. Up and over MMC’s notorious switchback with its new extended curbing, the ATS-V was quick and stable, setting up a nice run to fifth up and over Kryptos (aka turn 18), then downshift to second for the Hairpin. The off-camber turn 1 at the top of the North Straight is a good test of a car’s balance and grip. The ATS-V was glued down there like few street cars in recent memory.

During the day I was able to drive manual and auto variants in both 2-door and 4-door body styles. Like most advanced auto-boxes these days, GM’s eight-speed unit is the quickest way around the track. But, you’ll want to leave it in auto mode to deliver the quickest shifts. Using the paddles results in a brief but frustrating delay. It may give up a tenth here or there, but I would choose the six-speed manual. The Tremec-built box is seriously good and if a manual trans is offered on any car, you need to buy it.

Unless you are a total BMW fanboy, you should drive this car before purchasing your next performance vehicle. I know which choice I would make. Now if we could just convince Cadillac to build a wagon variant, I would sell a kidney.

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