2013 Cadillac ATS Sedan

The 2013 Cadillac ATS is an all-new model.

Introduction

If you can't remember any small Cadillac sedans of the past, consider yourself lucky, as neither the Opel Omega-based Catera or Chevy Cavalier-based Cimarron offer particularly fond memories. Fortunately, all that matters now is the fact that the 2013 Cadillac ATS stands as an impressive entry in a class full of overachieving sport sedans.

It's no secret that the Cadillac folks have aimed the rear-wheel-drive ATS squarely at the well-rounded BMW 3 Series, which has defined the segment for years. The ATS's exterior dimensions essentially mirror those of the 3 Series, and the ATS offers fine build quality, feisty performance and an involving drive along with a supple ride, just like the benchmark Bimmer. Cadillac's newest model also offers a logical electronic interface with which to work all the handy interior convenience gizmos, which is a crucial component in this segment of luxury cars.

The Cadillac ATS stacks up well against its rival. On the road, it delivers excellent steering feel and an agile, well-balanced ride. Contributing to the sharp dynamics is the fact that this Caddy is the lightest car in its class (by 70-150 pounds, depending on trim). Further adding to the ATS's athleticism is its ideal 50/50 weight distribution between the front and rear wheels.

With a trio of engine choices available, the ATS's performance ranges from tepid to thrilling. The base 2.5-liter four serves as the price and fuel economy leader, although its 202-horsepower output lags behind the base engines found in the competition. Meanwhile, the turbocharged 2.0-liter inline-4 packs a solid midrange punch and is the only choice in the ATS range that can be had with a manual gearbox. With 321 hp, the energetic V6 offers a sweet soundtrack and is well-matched to a very responsive automatic transmission.

There are a few minor issues with the ATS. Enthusiasts may wish for a manual gearbox with the top engine, while the rear seats and trunk are less roomy than what some rivals offer. Of course, this segment isn't exactly bereft of talent, either. The 2013 BMW 3 Series still takes top honors by virtue of its superior base powertrain and slightly even more engaging driving dynamics, but it's also typically more expensive. We're also quite fond of the similarly well-rounded Audi A4, the refined Mercedes-Benz C-Class and value-packed -- if not as polished -- Infiniti G sedan. But overall, the 2013 Cadillac ATS is a very strong contender in the very, very competitive segment of compact sport sedans.

Body Styles, Trim Levels, and Options

The 2013 Cadillac ATS is a five-passenger, luxury-oriented sport sedan that is offered in four trim levels: base, Luxury, Performance and Premium.

Standard features on the base trim include 17-inch alloy wheels, heated mirrors, automatic headlights, cruise control, dual-zone automatic climate control, six-way power front seats with power lumbar, leatherette premium vinyl upholstery, a tilt-and-telescoping steering wheel, OnStar, Bluetooth phone connectivity and a seven-speaker Bose sound system with satellite radio, an iPod/USB interface and an auxiliary audio jack.

The Luxury trim adds run-flat tires, keyless entry/ignition, remote engine start, eight-way power front seats, front and rear park assist, a rearview camera, an auto-dimming rearview mirror, leather seating, driver memory functions, a 60/40 split-folding rear seat (with pass-through), HD radio, Bluetooth audio streaming and the CUE infotainment interface.

The Performance trim (not available with 2.5-liter engine) further adds dual exhaust outlets, a Driver Awareness package (forward collision alert, rear cross-traffic alert, lane departure warning, automatic wipers and rear seat side airbags), an active aero grille, xenon headlights, an upgraded 10-speaker Bose surround-sound audio system (with a CD player), front sport seats (with driver-side bolster adjustment) and a fixed rear seat with pass-through.

Stepping up to the Premium trim (not available with 2.5-liter engine) adds 18-inch wheels, a navigation system, a color head-up display and the 60/40 split-folding rear seat. An ATS Premium with rear-wheel drive also comes with summer tires, a sport-tuned suspension, adaptive suspension dampers and a limited-slip rear differential.

Many of the features that are standard for the upper trim levels are available as options on the lower trims. A few other optional packages are also available. The Driver Assistance package includes the features from the Awareness package and adds adaptive cruise control, blind-spot monitoring, collision preparation with brake assist, and the color head-up display. The Cold Weather package includes heated front seats and a heated steering wheel. The Track Performance package adds an engine oil cooler and upgraded brake pads. Other options include different wheels, a sunroof and a trunk cargo organizer.

Powertrains and Performance

The 2.5 models come with a 2.5-liter four-cylinder engine that produces 202 hp and 190 pound-feet of torque. The 2.0 Turbo models come with a turbocharged 2.0-liter four-cylinder rated at 272 hp and 260 lb-ft of torque. The 3.6 models come with a 3.6-liter V6 that cranks out 321 hp and 274 lb-ft of torque.

All ATS engines come matched to a six-speed automatic transmission except the 2.0 Turbo, which can also be had with a six-speed manual. Rear-wheel drive is standard across the board, with all-wheel drive optional for the 2.0- and 3.6-liter engines.

In Edmunds testing, a rear-drive ATS 3.6 Premium accelerated from zero to 60 mph in 5.7 seconds, an average time for a V6-powered car in this class.

EPA-estimated fuel economy for the ATS 2.5 stands at 22 mpg city/33 mpg highway and 26 mpg combined. Cadillac claims identical numbers for the 2.0-liter Turbo (with automatic transmission) and estimates of 19 city/28 highway for the 3.6-liter V6.

Safety

Standard safety features for the 2013 Cadillac ATS include antilock disc brakes, traction control, stability control, active front head restraints, front-seat side and knee airbags and full-length side curtain airbags. Also standard is OnStar, which includes automatic crash notification, on-demand roadside assistance, remote door unlocking, stolen vehicle assistance and turn-by-turn navigation. Optional are the aforementioned Driver Awareness and Driver Assistance packages.

In Edmunds brake testing, an ATS 3.6 Premium came to a stop from 60 mph in an impressively short 108 feet.

Interior Design and Special Features

Inside its cabin, the 2013 Cadillac ATS boasts a variety of high-quality materials, including tasteful wood and metallic accents. The available CUE infotainment interface features large icons and operates like an iPhone or iPad, which is to say you operate it by tapping, flicking, swiping or spreading your fingers -- making it familiar for many users. Furthermore, "Haptic" feedback lets you know when you've pressed a virtual button by pulsing when you touch it.

Up front, the seats do a nice job of holding one in place during spirited drives, and it's fairly easy to find a comfortable driving position. Oddly, the optional sport seats don't provide much more in the way of lateral support for the driver, despite their power-adjustable bolsters.

Rear-seat headroom is good, but knee room is tight for taller folks. Despite a wide opening, the ATS's trunk offers just 10.2 cubic feet of capacity ? downright stingy for this segment. Fortunately, some trims feature a 60/40 split-folding rear seat, which helps in this regard.

Driving Impressions

The 2013 Cadillac ATS is an impressive all-around performer, thanks to a poised ride, sure-footed cornering capability and excellent response from the steering and brakes. The 2.5-liter engine is smooth, but it delivers tepid acceleration compared to other entry-level powertrains, notably that of the BMW 328i. Opt for one of the other ATS engines, however, and you'll have no complaint, as they provide thrust more in keeping with this Cadillac's athletic personality. Although enthusiasts may lament the lack of a manual transmission for the V6, the six-speed automatic is hard to fault. Switched to Sport mode, this automatic knows just when to hold a gear and provides smooth, rev-matched downshifts right on time, every time.

Even with its sporting calibration, the Cadillac ATS takes neglected city streets in stride, absorbing the shock of potholes and broken pavement without upsetting the car or its occupants. As a result, the compact Cadillac makes for a fine daily driver that can also provide plenty of entertainment on a Sunday morning drive.

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2013 Cadillac ATS Sedan (3.6L V6 6-speed Automatic)

Cadillac isn't saying that its goal with the 2013 ATS sport sedan is the equivalent of kneeing BMW's 3 Series in the stomach, putting it in a headlock and wrestling it to the ground.

But there's not a shred of doubt that Caddy's new baby is aimed squarely at the most competent compact sport sedan in the history of the world. That the small Bimmer served as the ATS's benchmark is unquestionable. Not just in Cadillac's statement: that the ATS will "challenge the world's best compact luxury cars." But the spec sheet shows, dimensionally, that the 2013 Cadillac ATS is a near carbon copy of the 3 Series: It's within 0.3 inch in overall length and within 0.2 inch in width.

Corporate posturing and marketing hype aside, a Cadillac official later admitted to us, "Honestly, we'll just be happy to be considered in the same sentence as the 3 Series."

After a day driving around Georgia and lapping the brand-new Atlanta Motorsports Park, we can say, yup, the ATS is legit. Just to be sure, we hooked up our test equipment to a pre-production model while we were there.

No More Cimarron Jokes
Make no mistake, the 2013 Cadillac ATS is a completely brand-new, from-scratch rear-wheel-drive design (all-wheel drive is optional). True, the three available direct-injected engines have been seen before in various iterations, and the fantastic CUE infotainment system debuted in the XTS. But as a whole, this is a brand-new Caddy.

And it's light. There's lots of high-strength and ultrahigh-strength steel, and the chassis is scalloped out and utilizes lightening holes to shed pounds where possible. There's also an aluminum hood, magnesium engine mount brackets and aluminum front suspension arms. End result? The base model tips the scales at 3,315 pounds, while the 3.6 V6 test car comes in at 3,461. The last BMW 328i we tested, which utilizes a 2.0-liter turbo engine, hit the scales at 3,427 pounds.

One Out of Three
The base ATS, which starts at $33,990 including destination, comes with a 2.5-liter naturally aspirated four-cylinder putting out 202 horsepower and 191 pound-feet of torque (the 2012 BMW 328i starts at $35,795 with destination, but its turbo-4 puts out 240 hp). Earning 22 city/33 highway/26 mpg EPA combined, this engine is clearly little more than the ATS's mileage and price leader — a fact that is obvious the first time you apply real pressure with your right foot. It's quiet and smooth enough, and the six-speed automatic is a worthy companion with its silky operation but, no lie, we checked to see if the parking brake was on a couple of times.

Even though it's not billed as the top engine, the 2.0-liter twin-scroll turbocharged four-cylinder had us most amped up going in because it's the only power plant that's available with a manual gearbox. And we like forced induction. The numbers are there: 272 hp at 5,500 rpm, 260 lb-ft of torque from 1,700-5,500. There is minimal turbo lag but midrange is plentiful. Remarkably, when paired with the automatic, Cadillac estimates (although it's not yet official with the EPA) identical fuel economy for this engine as it does for the 2.5-liter four. Reality, we suspect, will prove otherwise.

Either way, it never stirred our soul — there's no real punch, and its completely nondescript whirring noise is uninspiring. Then there's the all-new Tremec six-speed manual, which has longish throws and is a bit clunky.

The 3.6-liter V6, on the other hand, is a fine piece. Unlike the turbo-4, it does its best work up high, churning out 321 hp at 6,800 rpm and 275 lb-ft at 4,800. Cadillac says it will earn 19 city and 28 highway mpg, however, proving that you'll pay for the additional power.

Even so, it makes genuinely sexy sounds at high revs, but it's Cadillac-quiet at low speed. The sole transmission is the six-speed auto with magnesium paddle shifters. This transmission is so "smart" that on the track we experimented with leaving it in Drive and it held revs perfectly when needed and automatically downshifted and blipped the throttle when we braked for corners. As such, we preferred the V6/auto combo over the turbo-4/manual on the track.

The Numbers Game
Acceleration testing on a pre-production ATS Premium 3.6 at an unfamiliar test venue resulted in 60 mph in 5.7 seconds (5.4 seconds with a 1-foot rollout as at a drag strip) and the quarter-mile in 13.9 seconds at 101.9 mph.

For reference, the last BMW 335i we tested, a 2010 sedan with a six-speed manual and a turbocharged inline-6, hit 60 in 5.2 seconds (4.9 with rollout). The 2012 Mercedes-Benz C350 posted a 0-60 time of 5.6 seconds (5.4 with rollout). Translation: As nice as Caddy's V6 is, it's no match — in pure numbers or in terms of refinement/usability — for BMW's turbo-6.

Magnetic Personality
Cadillac factory racer Johnny O'Connell didn't mince words when he told journalists at the launch of the 2013 Cadillac ATS: "This is the best car I've driven around the proving grounds in my 12 years at General Motors."

Say what? Perhaps he already forgot a certain famous sports car. You know, the Corvette? Or the CTS-V?

O'Connell elaborated further while he gave us hot laps in an ATS: "Oh sure, the Corvette has higher limits," he explained, "but the ATS is more forgiving when it reaches the limit." In other words, when the Corvette begins to oversteer, it happens very quickly and it isn't easy to save, whereas the ATS can be driven up to and beyond its limits all day. Even by us average folk.

The balance the ATS exhibits comes via a 50/50 weight distribution and well-tuned standard FE2 suspension, including Cadillac's first-ever five-link independent rear setup. The quick and precise electric steering offers adjustable weight and has high effort in Sport mode. As a result, the ATS proved a more-than-willing dance partner on Georgia's twisty back roads. It's very tied down, with minimal body roll and minimal understeer at the limit.

Premium models, like our test car, come with the FE3 sport suspension and magnetorheological dampers. Not only is the ride quality driver-controlled, but these high-tech dampers constantly adjust to the road...in milliseconds. Summer tires helped, too. The car's balance lets you teeter on the brink of understeer/oversteer, working the throttle to eliminate push. Power-on oversteer isn't easy to achieve, even with the V6, but when it happens it's extremely controllable.

Around the skid pad at Road Atlanta, the ATS matched the 0.92g lateral grip of the 3 Series, while it stopped 1 foot shorter from 60 mph — 108 feet. Brembo brakes come standard on all ATS models above the base car. Fade was nonexistent, although pedal feel out on the road was a bit soft.

CUE It Up
Cadillac's CUE infotainment system, which debuted on the 2013 XTS, has found its way into the ATS, too. CUE, which stands for Cadillac User Experience, integrates phone, audio and navigation into an 8-inch LCD touchscreen. It can pair data for up to 10 Bluetooth-enabled mobile devices. Perhaps most important is that CUE's interface operates like an iPhone or iPad — by tapping, flicking, swiping or spreading, which gives it a welcome familiarity for many users.

"Haptic" or pulsed feedback on the fully capacitive faceplate lets you know that your finger is, in fact, changing settings on the HVAC controls — unlike in the Chevy Volt and Ford Explorer. There's a learning curve with CUE, of course, but the capability of the system is quite amazing.

The front seats do a nice job of holding you in place and it's easy to find a comfortable position. Optional sport seats don't provide the needed lateral support, but the bolsters are electrically adjustable.

Rear-seat headroom is actually pretty decent, but knee room is tight. Despite a wide aperture, the ATS's 10.2-cubic-foot trunk is small for the class — especially between the wheelwells.

Better Than the 3 Series? 
Taking on the established German and Japanese players in one of the most difficult-to-infiltrate segments in the country takes guts. And it shows even bigger cojones for Cadillac to come right out and say the 2013 ATS is capable of challenging the world's best compact sedans.

But the ATS has a lot going for it. Most specifically is its genuinely capable handling. And the CUE infotainment system shows real progress in an area that's hugely significant to many buyers.

But does it knock the BMW 3 Series off its comfy perch? Not yet. Not with these powertrains. Still, the 2013 Cadillac ATS, which will begin shipping to dealers August 1, is an exciting rear-drive alternative to the compact sport sedan establishment. That it's as good as it is, and that it's American-made, should be enough to bring new, young buyers into Cadillac dealers.

Even better, Cadillac officials did everything other than confirm that an ATS-V performance model is on the way. Give it a real engine, and maybe, just maybe, it can take on the M3.

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CTS SPORT WAGON

New for 2010 is a wagon version of the CTS, intended to compete with the likes of the BMW 328i and Audi A4 wagons. The CTS sedan's taillights stretch clear to the wagon's roof, with similar piped-in lighting effects. Cadillac says the roof rails conform to the roofline rather than protruding above it. Inside, the CTS wagon offers 25 cubic feet of cargo volume behind the rear seats. Folding down the rear seats brings cargo room up to 53.4 cubic feet.

The CTS wagon uses the same powertrains as its sedan sibling — a 270-hp V-6 or 304-hp V-6 — but both engines pair with a six-speed automatic transmission. The CTS sedan offers a stick shift. All-wheel drive is optional.

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2010 CADILLAC DTS

The DTS was formerly known as the DeVille.  The DTS is a front-wheel-drive alternative in Cadillac's luxury sedan lineup. The DTS can seat five or six.

The 2010 DTS has no significant changes over the 2009 model.

The DTS' styling is linear and straightforward. It's 207.6 inches long (the roomier DTS-L is 215.6 inches long) and has a wheelbase of 115.6 inches, making it larger and longer than the Lincoln MKS, Volvo S80 and Chrysler 300C. The model's styling is similar to Cadillac's STS sedan.

• Eggcrate grille
• Central wreath-and-crest badging and fresh front-end sheet metal
• Standard xenon headlights
• New exterior colors: Vanilla Latte and Tuscan Bronze ChromaFlair
• 17-inch wheels standard
• Electronic stability system with brake assist standard
• Optional Magnetic Ride Control
• Available 18-inch wheels and sunroof

The DTS can hold five or six occupants, with a choice of front bucket seats or a front bench. Total interior volume measures 132 cubic feet. That's more than the MKS, S80 and 300C. Trunk volume in the DTS is 18.8 cubic feet.

Interior features include:

• Burl wood trim available
• Speed limit adviser with speed alert feature on front driver console
• XM Satellite Radio NavTraffic and OnStar available
• Standard dual-zone automatic climate control (three-zone system, with a zone for rear passengers, is optional)
• Optional heated and cooled front seats, heated rear seats and heated steering wheel
• Standard Remote Start system
• Optional power folding mirrors, rain-sensing wipers and heated windshield-washer fluid

The DTS is available with a choice of Northstar 4.6-liter V-8 engines, both mated to a four-speed automatic transmission.

• Base V-8 produces 275 horsepower and 295 pounds-feet of torque
• Optional quicker-revving version makes 292 hp and 288 pounds-feet of torque

The DTS offers two optional safety systems in addition to the usual features.

• Optional lane departure warning system uses a camera between the rearview mirror and windshield to warn drivers when they've strayed from their lane
• Optional blind spot warning system senses when objects are in the driver's blind spot
• Six standard airbags: side-impact, side curtain and dual front
• Standard all-disc antilock brakes
• Standard electronic stability system with brake assist
• Standard traction control

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CADILLAC ESCALADE ESV

Cadillac's Escalade ESV offers more room for those who find the Escalade, a full-size SUV, just a bit too small. Its wheelbase is 14 inches longer than the full-size Escalade, and its total length exceeds the standard model by more than 20 inches. Third-row occupants benefit from increased legroom, and cargo capacity behind them nearly triples.

As with the regular-wheelbase Escalade, the Escalade ESV gets a full complement of luxury equipment, including leather seats, plenty of exterior chrome and optional 22-inch wheels. It is available with rear-wheel or all-wheel drive.

The Cadillac Escalade ESV's 6.2-liter V-8 now features cylinder deactivation, a technology designed to save gas by automatically shutting off four cylinders when driving conditions allow. The clock from prior Platinum trims is now standard across the lineup, and there are new side-impact airbags for the front seats. There's a USB port for connecting a portable music player to the audio system.

Built on the same platform as the Chevrolet Suburban and GMC Yukon XL, the Escalade ESV stretches 20.4 inches longer than the regular Escalade. Fourteen of those inches go to extending the wheelbase, which allows for larger rear doors unconstrained by wheel wells. Height increases by 1.2 inches, and width remains about the same. Despite the bigger dimensions, curb weight increases by just 217 pounds for rear-wheel-drive models.

• Jeweled headlights
• Cadillac's now-familiar grille up front
• Rectangular taillights in back
• Eighteen-inch wheels standard; 22-inch wheels optional
• Power liftgate standard

The ESV's extended dimensions don't yield significant gains for first- or second-row occupants, but third-row passengers gain nearly 10 inches of legroom. Cargo volume behind the third row increases from 16.9 cubic feet to 45.8 cubic feet. With the third-row seat removed and the second row folded forward, maximum cargo volume is 137.4 cubic feet—about 28 cubic feet more than the regular Escalade.

• Optional DVD entertainment system includes a second 8-inch screen for third-row passengers
• Standard leather interior, automatic climate control, power-operated front seats
• Standard seating capacity is seven; available second-row bench expands capacity to eight

The Escalade ESV uses the same engine as the regular Escalade: a 6.2-liter V-8 with 403 horsepower and 417 pounds-feet of torque. It works with a six-speed automatic transmission.

• 7,600 (RWD) or 7,800 pounds (AWD) of towing capacity when properly equipped

Safety equipment includes:

• Standard four-wheel-disc antilock brakes
• Standard electronic stability system with rollover mitigation technology
• Standard side curtain airbags in all three rows of seats
• Front-seat side-impact airbags new for 2010

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CADILLAC ESCALADE EXT

The high-end Cadillac Escalade EXT sport utility truck competes with fully loaded pickups like the Toyota Tundra Limited and Ford F-150 Platinum.

The Escalade EXT's engine now features cylinder deactivation, a technology designed to save gas by automatically shutting off four cylinders when driving conditions allow. There's a USB port for connecting an MP3 player to the audio system.

The EXT's cargo bed has 45.5 cubic feet of volume (about the same as a short-box crew cab pickup truck). The cab mid-gate flips inward along with the second-row seats, extending the pickup box to 101 cubic feet of cargo volume. The EXT maintains the triangular C-pillar extensions of GM's first-generation crossover pickups, and the design is highlighted by its rectangular headlights and angular face.

• 18-inch wheels standard
• 17-inch wheels optional
• 22-inch alloy wheels optional
• LED headlamps optional

Two rows of seats accommodate five occupants. The folded mid-gate creates an expanded, continuous load floor for the bed, but the lack of a partition exposes occupants to the elements.

• Standard leather upholstery
• Standard power front seats
• Standard automatic climate control
• Optional heated steering wheel and navigation system

A 6.2-liter V-8 generates 403 horsepower and 417 pounds-feet of torque and works through a 6-speed automatic transmission. All-wheel drive is standard.

• Up to 7,500-pound towing capacity

Escalade EXT safety equipment includes:

• Standard four-wheel-disc antilock brakes
• Standard electronic stability system
• Standard side curtain airbags
• Optional blind spot warning system
• No side-impact airbags for front seats

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CADILLAC ESCALADE HYBRID

Cadillac's Escalade Hybrid uses GM's 2-Mode Hybrid system to reduce fuel consumption yet retain the traditional capabilities of a full-size SUV. It's available in rear- or four-wheel-drive form, and its hybrid system works with a V-8 gasoline engine. Primary competitors include the relatedChevrolet Tahoe Hybrid and GMC Yukon Hybrid. Trim levels include the well-equipped base Escalade Hybrid and loaded Platinum model.

For 2010, a new rear axle ratio is said to help gas mileage slightly. The hybrid's gas engine can now run on E85 ethanol, and the cabin gets a few changes among the center controls.

The overall shape of the Escalade Hybrid differs little from its conventional counterpart, but Cadillac has added hybrid badges to the front fenders, C-pillars and liftgate. With all that extra trim work, there won't be any question in the minds of passers-by as to what type of vehicle you're driving.

• Standard 22-inch chrome wheels
• Standard power liftgate
• Standard xenon headlights
• Optional power-retractable running boards
• Standard rear parking sensors and backup camera

The cabin is largely the same as a regular Escalade's, but there are a few hybrid-specific features. The Escalade Hybrid's instrument cluster gains an additional gauge that monitors the efficiency of the vehicle, and the instrument panel gets some hybrid graphics, too. The standard navigation system screen can also display a graphical representation of the hybrid system and its operation. For 2010, the audio system gains a standard USB/iPod port.

• Three rows of seats accommodate up to eight
• Standard leather interior
• Standard power front seats
• Standard heated and cooled front seats
• Standard heated second-row seats
• Standard tri-zone climate control
• Standard moonroof
• Optional heated and cooled cupholders
• Last year's Platinum-edition analog clock now standard

A lower rear axle ratio is said to improve fuel economy, though EPA gas mileage figures remain the same; the two-wheel-drive Escalade Hybrid is rated at 20/21 mpg city/highway.

The 2-Mode Hybrid system allows the Escalade Hybrid to accelerate from a stop and cruise at slow speeds on electric power alone. When more power is needed, the gas engine will kick on to provide supplementary power. Like most hybrids, the Escalade Hybrid captures energy during braking and stores it in the hybrid battery pack for later use.

• 332-horsepower, 6.0-liter V-8 engine
• Regular gas or E85
• Automatic transmission incorporates two electric motors
• 5,800- (2WD) or 5,600-pound (4WD) towing capacity

Standard features include:

• Antilock brakes
• Electronic stability system
• Three-row side curtain airbags

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2010 CADILLAC SRX

Under the skin, the 2010 SRX is about as different as a redesigned model can be from its predecessor. It's still a midsize five-seat crossover, but it's on a new front-wheel-drive platform, replacing the rear-drive version used from 2004 to 2009. All-wheel drive is still optional, but the new foundation promises mileage improvements and only a minor loss of passenger volume despite a decrease in the vehicle's length.

The SRX at once looks taller, if not higher off the ground, than the previous generation, yet it bears a resemblance to the Cadillac CTS sport wagon. The roofline slopes downward as the beltline rises, resulting in side windows that narrow to a squint by the time they end at the D-pillars. Cadillac has long used vertical taillights as an homage to the old tail-finned designs of the 1950s, but the SRX's taillight lenses rise in a peak to form little three-dimensional tailfins.

Similar to the second-generation CTS, the new SRX has been rounded off a bit, though it still has the signature edges and facets and a prominent grille. It likewise adds chrome vents behind the front wheels that incorporate side marker lights. The standard wheels are 18 inches in diameter. Twenty-inchers are optional.

The interior is as big a jump from the previous generation as was the current CTS' interior. The SRX's design now emulates the sedan's, complete with an optional navigation touch-screen that rises from the dashboard. The materials are much improved, and the gauge lighting is top-notch.

The backseat accommodates three passengers and had 60/40-split, folding backrests that extend the cargo area forward. Both a power liftgate and an adjustable cargo-floor anchor system are available.

Convenience and entertainment technology includes standard Bluetooth connectivity and optional hard-disk-drive music storage, plus a dual-screen backseat video system.

The SRX offers two engines: The base V-6 is a 260-horsepower 3.0-liter, and the optional upgrade is a smaller but turbocharged 2.8-liter V-6 good for 300 hp. Both are direct-injection designs, a relatively new development in gasoline engines that improves power, efficiency or both. The SRX now includes an "eco mode" that, when activated, helps maximize mileage. The base engine runs on regular gas, while the turbo version prefers premium.

Both engines drive the front wheels through a six-speed automatic transmission. All-wheel drive is optional, as is an additional rear electronic limited-slip differential, which transfers power between the left and right rear wheels for even better traction.

The SRX has front airbags, side-impact airbags for the front seats and curtain airbags that cover all the side windows. Antilock brakes and an electronic stability system are standard, as is OnStar with a year's free subscription. Adaptive headlights, which swivel in the direction of a turn, are also offered.

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2010 CADILLAC STS

Cadillac's midsize sport sedan, the STS, features a powerful base engine, an optional V-8 and a variety of high-tech safety options.
 

The 469-horsepower STS-V has been discontinued.

The STS' bumper is prominent, and its grille is dominant. Like it or not, you have to admit that the elements are in proportion, from the plunging grille to the stacked headlights and fog lights. A Platinum Edition Package, optional with either engine, adds a new grille finish and 18-inch chrome wheels.

• Rocker-panel moldings
• Small spoiler
• Chrome door handles
• Polished-aluminum dual exhaust tips
• Standard 17-inch alloy wheels, optional 18-inch alloys

The STS can have optional wood trim; real metal trim accents the steering wheel and dashboard. The Platinum Edition augments the cabin with a leather dashboard and a suede-like ceiling.

• Optional head-up display projects vehicle speed and other selectable readouts on the windshield
• Optional adaptive cruise control and remote-start systems
• Standard eight-speaker Bose stereo
• Optional 15-speaker, Bose 5.1-channel surround-sound stereo
• Standard leather seats, dual-zone climate control
• Optional heated steering wheel
• Optional heated and ventilated seats

The base STS' 3.6-liter V-6 has direct injection and produces 302 hp and 272 pounds-feet of torque. An optional 4.6-liter V-8 makes 320 hp and 315 pounds-feet of torque. Both engines use a six-speed automatic transmission.

• Optional Performance Handling Package includes Brembo four-piston calipers with larger brake discs

Safety equipment includes:

• Standard front and side-impact airbags and side curtain airbags
• Standard antilock brakes, electronic stability system
• Optional lane departure and blind spot warning systems
• Optional Intellibeam headlamps that self-adjust their intensity based on oncoming or leading vehicles

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CADILLAC CONVERJ ELECTRIC CAR

Cadillac's Converj concept. Image: © GM Corp.

When Cadillac showed their Converj extended-range electric concept at the 2009 North American International Auto Show, it was a huge hit with both the public and critics alike. The futuristic coupe was unlike anything Cadillac had styled to date, and the car’s lines foreshadowed the CTS Coupe, released in 2010. The Converj project got the green light, and by January 2010 the Converj had even been approved by GM’s management.

Then, without warning, GM killed the project in March of 2010, saying only that the program had not reached a point at which “development would be occurring in earnest.” While vaguely ambiguous, the statement meant that GM couldn’t make a profit on the low projected sales volume of the Converj, and they couldn’t find a way to blend luxury, range and performance in a way that would suit Cadillac customers.

Image: © GM Corp.

Now that GM’s had some development, production and sales experience with the Volt, the automaker is willing to take another shot at the Converj. Green Car Reports has learned that the car is back in Cadillac’s product plan, and will likely launch in 2013 as a 2014 model. It won’t get the next generation Voltec powertrain, which isn’t due until 2015, but it will get an updated version of the system used in the current Volt.

Today’s Volt is capable of substantially more performance than it delivers, but improving acceleration greatly reduces range. The Converj will need to balance the acceleration and handling that Cadillac customers have come to expect with a reasonable battery range. In the process, the car’s content and comfort can’t be sacrificed, and that’s no easy task for engineers.

Image: © GM Corp.

It’s far too early to speculate about what the Converj will cost, but it will have to cost more, possibly much more, than a fully loaded Volt. If you check all the option boxes on a 2012 Volt, it comes to $45,270, which means the Converj will likely start north of $50k. Whether or not that’s too much money depends on the car’s content and performance, as well as Volt sales and reputation over the next 2 years.

If GM has again given the Converj program a green light, it means that they’ve figured out a way around the obstacles that killed the car back in 2010. Let’s hope that’s the case, because we’d love to see a performance oriented Cadillac extended range electric car on the roads.

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CADILLAC’S ON THE MOVE—-BIG TIME

Cadillac, buoyed by strong sales and critical acclaim for its lineup by auto writers and journalists alike, is not about to sit on its crest.

       In an explosive week or two of news, the company has announced a new convertible concept, confirmed plans for a new electric luxury coupe, and finally admitted what auto writers at Automobile Journal and other outlets have heard for ages:  There’s a new compact sedan coming that’s aiming right at the BMW 3 Series,  Audi A4, Infiniti G Series and similar cars.

Cadillac will expand its model lineup in 2012 with a new entry in the compact luxury segment codenamed ATS. General Motors North America President Mark Reuss  confirmed  that in 2012 Cadillac will unveil a new luury compact now codenamed as ATS.  A sketch was released during the Center for Automotive Research’s Management Briefing Seminars, showing a smoothly elegant sedan that bears a family resemblance to the CTS, but with its own distinctive styling highlights and cues.

       The CTS is, of course a very strong seller, but we suspect most people think it’s a competitor for the BMW Three Series.  Some people probably cross-shop the two, but in content, styling and size, it’s always seemed to be a better comparison to BMW’s Five Series.  So to us at Automobile Journal, it makes complete sense that Cadillac would move the CTS upscale  by anchoring the lower end of its car line with a new model—-the soon to be unveiled luxury concept.

The small Cadillac will begin production next summer at Lansing Grand River, the same Michigan assembly plant that builds the award-winning midsize Cadillac CTS sedan, coupe and wagon. The plant received a $190 million investment and 600 jobs for the new model.   

“The car we codenamed ATS is being developed to be a driver’s car on an all-new Cadillac-specific RWD-AWD architecture,” Reuss said. “We have extensively and exhaustively studied the competitive segment, and we have benchmarked the best. And when this car comes out, that will be readily apparent.”

       Then there’s the Cadillac Converj Concept, a striking, futuristic extended-range electric vehicle, that the company now plans to produce–a move that should please any of the auto writers like Automobile Journal who saw it in the flesh at a recent North American International Auto Show debut.

Cadillac says that development of the ELR is just underway, so details on performance, price and timing will be announced later.

The Cadillac ELR will feature an electric propulsion system made up of a T-shaped lithium ion battery, an electric drive unit, and a four-cylinder engine-generator. It uses electricity as its primary source to drive the car without using gasoline or producing tailpipe emissions. When the battery’s energy is low, the ELR  will “seamlessly switches to extended-range mode to enable driving for hundreds of additional miles,” Cadillac says.

 “The concept generated instant enthusiasm,” said Don Butler, vice president-Cadillac Marketing. “Like other milestone Cadillac models of the past, the ELR will offer something not otherwise present – the combination of electric propulsion with striking design and the fun of luxury coupe driving.”

Cadillac selected the name ELR to indicate the car’s electric propulsion technology, in keeping with the brand’s 3-letter international model naming convention.

The Converj Concept sparked the idea of combining the desirability of a grand touring coupe with electrification, said Ed Welburn, GM vice president, Global Design.

      “There’s no mistaking it for anything but a Cadillac, an aggressive, forward-leaning profile and proportion showcases a uniquely shaped, modern vision of a personal luxury 2+2,” Welburn said.

     Then, to top it all of, Cadillac unveiled the Ciel, at a special event prior to the annual Pebble Beach Concours d’Elegance, prompting industry speculation that the return of the glamourous, big Caddy convertible is at hand.

     “The Ciel – pronounced “C-L,” the French translation for sky – is a four-seat convertible that opens a new chapter in Cadillac’s design and product ascent, pushing the brand’s Art & Science philosophy into a new stratum,” a Cadillac news release said. “Ciel is a new expression of Cadillac’s historical grandeur, as well as a celebration of open-air motoring.”

“Large, expressive luxury is innate to Cadillac and the Ciel recalls that heritage, while suggesting where the brand can go in the future,” said Clay Dean, global design director for Cadillac. “Authentic luxury is driven by experiences, not just products, and Ciel is about the experience of the journey.”

The Ciel is is powered by a twin-turbocharged version of the 3.6-liter Direct Injection V-6 engine, paired with a hybrid system using lithium-ion battery technology.

“The Ciel is about the romance of the drive,” said Dean. “It emulates the great touring cars seen on the greens at Pebble Beach, but with a modern flair that projects Cadillac’s vision for the future.”

The four-door Ciel “embraces the social aspects of a recreational journey, with generous room for two couples. It evokes the spirit of the classics with a long, low proportion. The doors are French-style, with the rear doors hinged at the rear – there is no B-pillar – to reveal a sweeping view of the dramatic interior. Distinguishing fender lines run from nose to tail, and nickel-plated bright work accents the body lines, enhancing the visual length of the car and honoring Cadillac touring cars of the past,” the news release said.

“It added, “Ciel’s exterior flows seamlessly into the cabin, with the body color rolling over on top of the interior door panels. Like the exterior, the passenger space is accented with sweeping nickel-plated trim. It divides the body-color upper sections from a complementing beige lower color.  Italian Olive wood, machined aluminum and hand-tipped leather are elements that flow through the interior, complementing the primary colors with warm, rich tones.”

“There is authentic craftsmanship in the way the exterior and interior elements meld, much like a vintage wooden boat,” said Gael Buzyn, interior design manager. “It is romantic, not only in its form, but the materials – nothing smells as good as real wood and leather. It blends together for a rewarding feeling of uncompromising luxury.”

Cadillac officials say that “Ciel literally and figuratively reflects the driving experience along the California coastline. The Cabernet paint color, developed specifically for Ciel, is inspired by the rich translucence of a glass of red wine held up to the sunlight.”

A prominent, polished aluminum windshield frame serves as in important structural element of the vehicle, as well as aesthetic one, recalling classic open cars of the past. Additional exterior cues, including a shield grille and vertical lighting elements, are pure Cadillac, but suggest a more organic interpretation of the brand’s signature design language that emphasizes the artistic and natural sides of it. The body sides, for example, are more rounded, sweeping upward. Bright work is used to bring contrast to the deep paint color, but plays a more supporting role.

The car rides on large, beautifully finished wheels that feature brushed nickel plating over milled billet aluminum, matching the materials and appearance of other trim. Carbon ceramic brake rotors are visible behind the 22-inch rims, a visual clue to the Ciel’s foundation of performance.

        The interior sure is interesting, with a blend of futuristic, romantic and retro flavored details.

For instance,, the dash uses transparent gauges that provide information ”within a detailed, brushed-aluminum housing that has the intricate depth of a high-quality chronograph. They offer dual readouts – analog and digital – as well as an information hierarchy. Additional interior features include:

• Sloping bolsters on the seats that allow passengers to slide into the seats more comfortably
• A personal device storage area on the front of the console with inductive charging and Bluetooth connectivity
• A power-assisted transmission shifter that deploys as soon as the engine is started
• Lighting in the armrests that combines a natural light well for daytime driving and ambient lighting for nighttime drives
• Door storage areas that are inspired by premium fashion accessories and open with high-quality zippers
• Pull-out blankets are available for all three passengers and retract automatically
• All the seats have heating and cooling features, along with a drawer containing sun lotion, sun glasses and towels, as well as aromatherapy that is controlled from the rear armrest.

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2011 CADILLAC ESCALADE HYBRID PLATINUM

Engine:
6.0L eight-cylinder w/two 60 kW motors
Power:
332 HP / 367 LB-FT
Transmission:
4-speed automatic
0-60 Time:
7.9 seconds
Drivetrain:
All-Wheel Drive
Curb Weight:
6,120 LBS
Towing:
5,600 LBS
Seating:
Eight Passenger
Cargo:
16.9 CU-FT
MPG:
20 CITY / 23 HWY
MSRP:
$89,090 as tested

The 2011 Cadillac Escalade Hybrid, for example, relies on similar tech, yet it's effectively the Toyota's polar opposite. Possessing the elegant style of a fashionable fat kid, the Escalade Hybrid manages to produce brutish noises and surprising bursts of speed. An expensive eight-passenger luxury barge, this full-size hybrid SUV could easily be dismissed as an overpriced dinosaur – especially as it has been getting a bit long-in-the-tooth while the competition has continued to evolve. GM knows this, and it's recently committed to investing a bundle into the Arlington, Texas plant that churns out the cash cow GMT900 platform this Caddy rides upon.

A replacement may be on the way for 2014, but we still couldn't help but feel that there's something compelling about this generation's sharp fenders, large rolling stock and singular swagger that's worth revisiting. Not wanting to mess about with anything less than full kingpin spec, we requested a week with the hybrid Platinum model seen here. Click past the jump to see if this baller still has game. 


Cadillac has been making automobiles since 1902, but the company truly blossomed during a post-war era filled with iconically styled, hulking masses of metal. Fast-forward to 2011, and the brand's Art and Science ethos has taken hold. The Escalade integrates touches of the Wreath and Crest's design language with a giant mass of Art Deco futurism that harkens back to Caddy's bygone classics. Can you say, "222-inch-long 1957 Eldorado?"

Like the coupes and sedans before it, this Escalade features larger-than-life styling. A big, downward sweeping grille intersects massive LED headlamps. That grille, in turn, is broken up with V-cut sills and honeycomb latticework, and the chrome matches the shine from the brightly-polished 22-inch wheels.

An abundance of hybrid badging is notably absent from the exterior. Earlier model years slathered the word "HYBRID" across its flanks like neon dots on a Vegas-strip casino. For 2011, the Escalade uses much more discrete hybrid logos on each fender vent and one on its rear.



While it's no longer the Look-At-Me Escalade, this is the Platinum Series we're talking about. The interior is plush enough to make the cast of Jersey Shore jealous. They drive Escalades, too, but their rides might as well be rental-fleet Sebrings when compared to the Platinum. The Platinum's first and second rows are heated, plus the driver and co-pilot get a cooling function. Hell, the front cupholders even get into the hold-cold game. With a mount like this, it's easy for our supple journalists' hands to find comfort in the heated steering wheel, our feet avoiding puddles thanks to the power-retractable side steps. In fact, the Escalade has power everything, right down to its adjustable pedals.

Besides the variety of temperature controls, audio/visual options abound in the Escalade's cabin. A Bose 5.1 surround sound audio system pumps music through 10 speakers. Second- and third-row passengers have multiple video viewing options via a pair of headrest-mounted screens or a centrally-mounted eight-inch flip-down monitor. If the Escalade is in Park, the driver and front passenger can even watch DVDs thanks to the eight-inch touchscreen mounted in the center stack.



Interacting with the Escalade's various controls and switchgear is where this Caddy begins to show its age. This SUV isn't part of the "New GM." Playing with the switches reveals a downmarket feel that clashes with the high-class sheen of the cabin. The center console storage bin's lid feels particularly flimsy.

From the front-left captain's chair, the view is excellent off the bow and better than expected to the stern. Not bad for a vehicle spanning 202.5-inches from nose to tail. Rather remarkably, compared to its rivals, the Cadillac Escalade is actually on the shorter side. The 2011 Infiniti QX56 spans 208.3-inches and a 2011 Lincoln Navigator is 206.5-inches from grille to liftgate. Only the 2011 Mercedes-Benz GL-Class is stubbier, at 200.6-inches in length. Despite all this, the Escalade still manages to supply 172 cubic-feet of passenger volume. By comparison, only the QX56's 174 cubes offers more space, while the Benz boasts 143 and the Lincoln has just 158 cubic-feet in which passengers can get comfortable. The horror.



Once everyone settles in, you can fire up the powertrain... and hear nothing. There's definitely a 6.0-liter V8 under the hood, but when you're not moving, the engine shuts itself off. What's more, if you're light on the throttle, you can keep it dormant when cruising through the neighborhood. In fact, the gas engine can stay off at speeds up to 40 miles per hour, but getting it to do so requires the discipline of Buddha himself to pull off.

Why? When you reacquaint the throttle with the plush carpeting, the eight-cylinder engine produces a noise that we're certain haunts the dreams of Ed Begley, Jr. The 6.0-liter unit produces 332 horsepower at 5,100 rpm and 367 pound-feet of torque at 4,100 rpm. The engine may not have the slugging power of the 403-hp 6.2-liter V8 found in the non-hybrid Escalade, but this engine and motor combination still throws a punch, and puts its body into it, too.

The 300-volt nickel-metal hydride battery powering the pair of transmission-mounted 60 kilowatt motors offers a quiet contrast to the Escalade's sonorous V8. With their powers combined, they are Captain Planet! comprise the heart of the two-mode hybrid system. Working in concert, the pair can dole out a 5,600-pound towing capacity or a silent ride through the city. If you're in the mood to really burn some fuel, the run from 0-60 will take place in the upper seven-second range.



As you might expect, this Escalade Hybrid also utilizes a different cogswapper than its gas-only counterpart. The six-speed has been replaced with a four-speed automatic. This transmission, along with the hybrid powerplant, helps the Escalade sip gas at an EPA-estimated rate of 20 miles per gallon in the city and 23 mpg on the highway. While those figures don't impress in isolation, that's an improvement of seven mpg in the city and three on the highway over the standard Escalade, which is quite something in a vehicle this size.

Better still, the gas-electric Caddy remains a pleasure to drive or be driven in. It goes down the road like the pavement was finished 30 minutes prior to one's arrival. The 13-inch front and 13.5-inch rear brakes slow the titanic vehicle down like... well, like a wayward iceberg wandering into the path of steamship. Light yet responsive, the steering makes maneuvering far easier than we thought possible. We were expecting a dolled-up Chevrolet Tahoe, and we got, well, a Cadillac.



This is a modern Caddy after all, and the Escalade surprises by driving smaller that we expected. Be it changing lanes on the highway or hunting for a parking spot at the mall, the Caddy communicates clearly, and builds confidence. Body roll is kept to a comfortable minimum and the passengers in all three rows will seldom realize you're taking turns faster than you should. Punch the gas, forget about being green and watch other motorists make way.

But here's the fly in this green(ish) SUV's hemp ointment. The all-wheel drive Platinum Hybrid seen here – an admittedly loaded to the headliner example – rings up at an eye-watering $89,090. That's beyond a princely sum. Of course, a base rear-drive hybrid Slade can be had for just over $74k, or a gas-only Platinum can be had for $82.5k if that's more your bag. But none of this changes the fact that this Caddy's value equation begins to fall apart when lined up against the Infiniti and Mercedes, both of which offer far more up-to-date interiors for less money. A comparably loaded QX56 4WD, for the sake of argument, swigs fuel to the tune of 14/20, but it's much less costly at around $75,000. A kitted-out, diesel-drinking Mercedes-Benz GL350 Bluetec comes closest on the economy front, registering 17/20 ratings in exchange for your hard-earned $77,000. Our thoughts? All that extra coin spent on the Caddy could buy you a whole mess of dead dino juice.



There's no way to sugar coat this: the Cadillac Escalade Platinum Hybrid is overpriced, and it's fallen behind the competition. If you need this much space and are dead set on a Caddy, though, we can see a good argument for going with the Hybrid. At a modest premium of around $3,300, if you drive a bunch, you'll probably even earn your money back. And despite not being the latest and greatest in its class, the Escalade Hybrid remains surprisingly enjoyable to drive, and it's loaded with top-shelf features that help make it a comfortable cruiser for trips long and short. The competition may have nothing to worry about at the moment, but for the moment, this King Caddy still offers inimitable style with a green lining.

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