The 2013 Cadillac ATS is Almost There

April 2, 2013 Leave a comment


If you’re like me, you’ve read all the glowing reviews of the all-new 2013 Cadillac ATS, the entry level Caddy that was created to slay the mighty Germans, with the BMW 3-series directly in the engineers’ cross-hairs.

The first 2013 Cadillac ATS rolls off the assembly line. It was a great moment for GM's luxury division.

The first 2013 Cadillac ATS rolls off the assembly line. It was a great moment for GM’s luxury division.

I certainly was skeptical. After all, the Bavarian Motor Works has been honing its 3-Series for decades and it’s the de-facto benchmark by which all compact sports sedans must be compared. Cadillac’s engineers tore apart the 3er to see what makes it tick and then built the company’s all-new rear-drive Alpha platform to meet, match or exceed the standards of BMW.

The short answer is that Cadillac has succeeded in making a competitive, first-rate compact sports sedan. Is it a BMW? No, it’s not, but it’s a great freshman entry. It’s not quite carved from one block of granite and doesn’t convey the decades of engineering experience and crammed trophy cases that paved the way for the current (internal code) F30 BMW is built.

A BMW 328i sedan - the benchmark for all compact sports sedans and the target of the 2013 Cadillac ATS.

A BMW 328i sedan – the benchmark for all compact sports sedans and the target of the 2013 Cadillac ATS.

Perhaps I’m biased because I’ve owned at least one or more cars from all the German manufactures. Perhaps I’m predisposed to expect mediocre product from the Wreath and Crest division of General Motors. However, in the ultra-competitive luxury car market, brand image is vital and perception translates into sales reality.

GM’s luxury division is going to have to work magic to get BMW, Mercedes or Lexus owners to cross shop – particularly in a region like Southern California where a Caddy is joke punch line, not something you drive. Cadillac’s customers skew much older and attracting youth to the brand – youth that will appreciate the driving dynamics of the ATS and who will know how to use all the electronic gizmos – will be key to the future of the brand.

I’d like to get past the styling before we get to the actual driving experience. The ATS wears a conservative, toned-down version of Cadillac’s decade-old Art & Science theme. I like the way the vertical headlight array sweeps up the front fenders and the mini fins in back are a Cadillac hallmark. The rear center brake light is nicely integrated into the trunk lid. The whole package works well, but color choice is very important to the overall look.

2013 Cadillac ATS Luxury Sports Sedan

2013 Cadillac ATS Luxury Sports Sedan

Detail of the 2013 Cadillac ATS' headlight module. Note how the vertical LED running lights sweep up and over the front wheel fender. A nice touch.

Detail of the 2013 Cadillac ATS’ headlight module. Note how the vertical LED running lights sweep up and over the front wheel fender. A nice touch.

The rear of the 2013 Cadillac ATS. You can still see vestiges of fins in the vertical taillights and the center brake light is nicely integrated into the trunk spoiler.

The rear of the 2013 Cadillac ATS. You can still see vestiges of fins in the vertical taillights and the center brake light is nicely integrated into the trunk spoiler.

The ATS’ Alpha chassis is text book sports sedan: Front engine, rear-wheel drive, four-wheel independent, multilink suspension, four-wheel anti-lock disc brakes and optional all-wheel drive. Like all modern cars, to save weight and engine drag, the ATS uses the latest-generation electric power steering unit from Germany’s ZF.

Cadillac offers three engine options: The base unit is a Chevy 2.5 L four-cylinder unit with direct injection making 202 hp. Next up is a 2.0L turbo four, also with direct injection, making 272 hp and the most potent engine (before the inevitable ATS-V makes its debut) is the familiar 3.6L direct injected V6 good for 321 hp.

The standard transmission on all trim levels is GM’s aging 6-speed automatic with paddle shifters. You can get a 6-speed manual transmission only on the 2.0 turbo models. GM always seems late to the party on transmission. Its competitors have been using 7- and 8-speed automatics for a while now. However there is hope. The just-introduced 2014 Cadillac CTS, which also rides on the Alpha platform, will use an Aisin (aToyota affiliate) 8-speed automatic on some models with V6 engines. The 8-speed should migrate to the ATS in the next model year. Problem solved.

I drove the ATS 3.6 Luxury with a base MSRP $42,090 – much more than the standard ATS 2.5 that starts at $34,000. Aside from the V6, 6-speed automatic and an assortment of other goodies, it come standard with the CUE (Cadillac User Experience) infotainment system (sans navigation). My tester had the optional $845 Driver Awareness Package and nothing else.

Morello Red leather with Jet Black accents is an optional interior on the ATS

Morello Red leather with Jet Black accents is an optional interior on the ATS

The ATS was a delight to drive. If this was around in the Roman times, Mercury wouldn’t have needed wings on his shoes. The 3.6 has plenty of power and a very broad torque range. It effortlessly flew up hills and down wide boulevards. This was a happy time for my right foot; just don’t watch the instant fuel economy readout.

The ATS felt light and nimble, even in “Luxury” trim wearing only standard 17 inch wheels and all-season tires. And I do mean light. The V6 ATS weighs around 3,400 – about 100 pounds less than the comparable BMW 335i. It’s also balanced nearly 50-50 front/rear, long a BMW bragging point. It easily tosses into turns and straightens out without feeling like the mass is still moving in the opposite direction.

A cutaway of the 2013 Cadillac ATS shows how weight was saved by using aluminum and high-tensile steel.

A cutaway of the 2013 Cadillac ATS shows how weight was saved by using aluminum and high-tensile steel.

Fortunately, the Cadillac doesn’t use run-flat tires like almost every BMW. Even on highway braille bumps and uneven surfaces, the chassis was calm, quiet and composed, facilitating a sporty but comfortable ride. It was a joy.

Steering is light, well balanced with commendable road feel. Much can be attributed to the ZF EPS unit, but Cadillac’s engineers really spent bundles of time and untold computing hours tuning the steering – and it shows. There was no drift, and it tracked laser straight and small movements yielded exacting results. I wished for slightly better on-center feel. That said, I wished for the same things when I drove 2012 BMW 328i and it’s the benchmark.

Cabin quality was on par with the competition, but not to the level of Audi. Materials felt rich, plastics were mostly soft to the touch (with a few glaring exceptions) and I liked the French stitching on the dash. Some switchgear felt cheap.

The cock pit of the 2013 Cadillac ATS sports sedan. This one has CUE, Cadillac User Experience, the brand's high-tech infotainment system.

The cock pit of the 2013 Cadillac ATS sports sedan. This one has CUE, Cadillac User Experience, the brand’s high-tech infotainment system.

For me, the cabin was a bit claustrophobic – I’m 6’1” tall, 180 pounds. While I fit in the seat, and I liked the electric adjustments, side bolsters and the manual thigh support extension, I just felt like the passenger and I were too close. There was an unconscious jousting of elbows for the slim center arm rest.

And with me in the driver’s seat, the back seat is good only for small adults or children. There was barely room for our two dachshunds. The BMW 3 seemed to have more space. Trunk space was on par with the others in this category. If your idea of weekend fun is Swedish meatballs and flat-packed furniture, buy an SUV.

Cadillac’s CUE infotainment system is frustrating and might be enough to kill the deal. I’ve driven many cars with more responsive touch screens. I believe Chevy’s MyLink infotainment system that mixes a more responsive touch-screen with old-school knobs and buttons is far superior. While CUE’s haptic feedback is nice, I always felt a hesitation when I punched a function on the slick 8 inch full color screen. It was slow enough to make me almost want to touch the control again. Like many others, I’m used to the instant response of an iPad screen and CUE feels like the design predates the iPad which is already on its third generation.

The capacitive sensing touch screen of CUE.

The capacitive sensing touch screen of CUE.

I also don’t like the lack of physical knobs for things like volume or climate control. While I’m sure you’d get used to sliding your finger over the slick center panel to raise or lower volume, I’m willing to bet users will elect to control that kind of stuff with the redundant hard buttons on the steering wheel.

The center dash touch panel of the 2013 Cadillac ATS has no knobs or physical buttons. Everything is touch sensitive. It's easier to turn the knob to turn the sound up or push it to turn the system off.

The center dash touch panel of the 2013 Cadillac ATS has no knobs or physical buttons. Everything is touch sensitive. It’s easier to turn the knob to turn the sound up or push it to turn the system off.

The very fact that the 2013 Cadillac ATS exists is a minor miracle and I wouldn’t hesitate to recommend it to someone looking for something different from the standard issue (in LA) BMW 328i, Audi A4 or Mercedes C250. But for me, it’s really the Almost There Sedan from Cadillac. It would only be attractive on a heavily-vented short-term lease. I have high hopes for the ATS, particularly when it matriculates to its 2nd generation. Maybe then, some of its freshman flaws will be exorcised and we can call it the All There Sedan.

[Editor's note: March 2013 sales were announced two days ago. Cadillac's March 2013 sales were up 55%. The ATS had its best month since launch, with 3,587 units sold - outselling the Audi A4/Allroad, but still a distance from the BMW 3-series with nearly 9,000 unit sales. Ward's Automotive reports that 70% of ATS sales were "conquest sales" from BMW, Mercedes-Benz and Lexus.  Fifty percent of ATS sales were with the 2.0T engine, with the remaining half split evenly between the base 2.5L I4 and the 3.6L V6 engines. ]

Filed under BMW, Cadillac Tagged with , , , , , ,

Goldilocks would like the 2013 BMW X1

December 20, 2012 1 Comment


In just a few months, BMW’s diminutive 2013 X1 SAV (sports activity vehicle, in BMW-speak), is gaining in popularity despite a minimal amount of advertising and promotion. Why? Easy! It’s the right size, right price and right fuel economy in a very popular and growing category of vehicle – the compact crossover. It’s a winner on paper as well as from the driver’s seat.

The 2013 BMW X1 is the smallest Sports Activity Vehicle (X) in the line up. If you want a smaller crossover, you have to buy the MINI Countryman. Stick with the X1.

The 2013 BMW X1 is the smallest Sports Activity Vehicle (X) in the line up. If you want a smaller crossover, you have to buy the MINI Countryman. Stick with the X1.

While the X1 is new to the US market (sales began in August), it’s been on-sale in Europe since 2009. It was supposed to be here 18 months ago, but BMW didn’t want it competing with the launch of the 2nd generation X3. There’s much more profit in the US-built X3 than the German-built X1.

The X1 is based on the last-generation BMW 3-series wagon and it’s made in the same factory with other 3-series derivatives in Leipzig, Germany. It’s also the only X vehicle not assembled in BMW’s sprawling Spartanburg, South Carolina facility.

The front of the 2013 BMW X1 xDrive28i is distinctively BMW. The badging is a mouthful.

The front of the 2013 BMW X1 xDrive28i is distinctively BMW. The badging is a mouthful.

Available in “sDrive” (standard, rear-wheel drive) or “xDrive” (BMW’s intelligent all-wheel drive system), the X1 is the least expensive BMW offered in the States, starting at $31,545 (including a $895 destination and handling charge).

If you see it by itself, it doesn’t look that small, but park it next to the X3 or X5, and the size difference is significant. It’s smaller than an Honda CR-V. It’s also only a couple inches taller than the 328i sedan, but in the minds of SUV-crazy Americans, the X1 still qualifies as an SUV, not a dreaded and much-maligned station wagon. That status alone should guarantee sales to exceed the 3er wagon when it arrives next year.

The X1 is just tall enough to qualify as an SUV. The rear kick plate is supposed to establish off-road creds; but it's more style than substance. The X1 is, at best, good for soft roads, plowed mountain roads, bad weather, etc.

The X1 is just tall enough to qualify as an SUV. The rear kick plate is supposed to establish off-road creds; but it’s more style than substance. The X1 is, at best, good for soft roads, plowed mountain roads, bad weather, etc.

The compact size continues inside. However, there is plenty of leg, head and shoulder room for front seat occupants and my tall frame fit easily. The cabin is very-well built and has a tailored look, like a fine Italian suit. The colors blend well, the plastics and other materials are of high quality. Once you get below the normal sight lines, you can see and feel the cost cutting. Frankly, I like the X1′s interior better than the 328i sedan. One major ding is that the cup holders are all too small and awkwardly placed. The Germans hate cup holders.

Occupants are tucked neatly in the the X1.

Occupants are tucked neatly in the the X1. The Fineline Bay Matte Wood trim – pictured above – looks quite nice (and real) when you see it.

These cup holders are small by American standards and they are located by your elbow, not exactly in a convenient location.

These cup holders are small by American standards and they are located by your elbow, not exactly in a convenient location.

More detail of the dash in the X1. I like it better than the all-new 2012 328i sedan.

More detail of the dash in the X1. I like it better than the all-new 2012 328i sedan. The colors, textures and flowing lines work very well, in my opinion.

The cargo space is also limited – 25 cubic feet with the seats up, 56 with them down. But the standard 40-20-40 split flat-folding rear seats allows for a very versatile interior. There is some flat storage space under the rear cargo floor as there is no spare. Rear seat leg room is tight, as you’d expect in a small vehicle.

This is the cargo area of the X1 xDrive35i with the seats folded down. There is plenty of space for most small families , couples or singles.

This is the cargo area of the X1 xDrive35i with the seats folded down. There is plenty of space for most small families , couples or singles.

I drove the X1 xDrive28i. The powertrain is the now-familiar N20 2.0L direct inject, dual-turbo 4-cylinder engine making 241 hp and 258 lb-ft of torque mated to the telepathic ZF 8-speed automatic found in almost all BMW vehicles. The X1 is a little slower to 60 mph than the sedan primarily due to the extra 400+ pounds. Motor Trend pegs it at 6.4 seconds.

BMW's four cylinder 2.0L direct-inject dual turbo engine in the X1

BMW’s four cylinder 2.0L direct-inject dual turbo engine in the X1

The X1′s powertrain had no hint of turbo lag and whether crawling in heavy traffic or punching hard to get on the freeway, there seemed to be sufficient power. For those who want a completely different experience, the X1 also is available with BMW’s outstanding 3.0L dual-turbo inline six making 300 hp and 300 lb-ft of torque. The X1 xDrive35i starts at $39,345, a healthy $7,800 premium over the base X1. I doubt BMW will sell many of them as the base 2.0L engine is terrific and delivers 25% better fuel economy. Plus, if you have that kind of money, you’ll probably get an X3.

The back seats are nicely detailed, but a bit flat and legroom is tight. Only a child would fit comfortably in the middle seat.

The back seats are nicely detailed, but a bit flat and legroom is tight. Only a child would fit comfortably in the middle seat.

The steering was light and sporty, not lethargic and the 4-wheel anti-lock disc brakes felt firm and linear. The turning radius was tight too – a distinct advantage over some front-drive competitors.

BMW wants to show the versatility of the X1. You can cram a lot of stuff in the back and with xDrive, you can navigate the sand of a beach.

BMW wants to show the versatility of the X1. You can cram a lot of stuff in the back and with xDrive, you can navigate the sand of a beach.

I found the X1 to be an excellent, manageable size – terrific for urban areas where parking can be tight. Visibility was pretty good too. The ride height may not please all SUV drivers as it doesn’t provide the prestigious leather throne experience of a larger, taller vehicle like a Range Rover.

The X1 is a slightly taller 3-series wagon. It's the right size for a very large number of customers.

The X1 is a slightly taller 3-series wagon. It’s the right size for a very large number of customers.

Fuel economy is quite respectable for this class of car. The xDrive28i model I drove is rated at 22 city, 33 highway, 26 combined. That’s only a 2 mpg penalty over the 28 mpg for the rear-drive sDrive28i. In fact, compared to the Honda CR-V 2.4L, the Ford Escape 2.0L Ecoboost, the Acura RDX 3.5L V6 and the Mercedes-Benz GLK 350 3.5L V6, the X1 bests all of them, whether in 2- or all-wheel drive configuration.

A comparison of similar-sized compact SUVs from the FuelEconomy.gov website.

A comparison of similar-sized compact SUVs from the FuelEconomy.gov website.

I found all the controls on the X1 intuitive and familiar, perhaps because I’ve owned two BMWs in the past. The iDrive infotainment navigation system is better than ever, with some short cut buttons now surrounding the mouse-like controller knob in the center console. I found the menus easy to navigate, but with my long arms, I had to crunch my hand backward to work controller knob. Most people won’t have a problem with this and you can get used to it.

The cabin of the X1 looks a bit tight, but there is plenty of front seat room and all controls are easily accessible.

The cabin of the X1 looks a bit tight, but there is plenty of front seat room and all controls are easily accessible.

One of my biggest complaints about all BMWs is the wholesale use of run-flat tires that are extremely stiff and unforgiving over rough surfaces, particularly with the sports suspension. Your spine is punished for wanting to enjoy the Ultimate Driving Experience.

This problem seemed muted in the X1 I drove. First, the all-season tires are slightly more forgiving and run-flat technology has progressed. Second, of the four X1 model lines – X1 sDrive28i, X Line, Sport Line and M Sport Line – only the latter adds the sports suspension, performance run-flat tires and sports power seats for an extra $3,000. I have a feeling that the M Sport Line model would renew my complaints about ride quality and comfort and I doubt many budget-conscious X1 buyers really care about the sports suspension.

For my money, I’d opt for the Sports Line model which, for $1,900, buys you BMW’s excellent sports seats with 8-way power adjustments for both the driver and passenger. The driver’s side gets a 3-person memory function (including side mirrors) and a nicer set of 18” wheels for the all-season tires.

As with all BMWs, the list of optional equipment is long, and many things that you’d think should be standard are optional. For example, BMW wants $120 for the small satin chrome steering wheel paddle-shifters. You have to pay $895 to upgrade to the excellent Harman Kardon sound system and another $350 for satellite radio with a 1 year subscription.

BMW's electronic shifter - found in most new BMWs - is easy to use once you get used to it. Note the third swing-out cup holder for either the passenger or driver. It's right in the way of the passenger's knee. It's beautifully-engineered, but not terribly sturdy.

BMW’s electronic shifter – found in most new BMWs – is easy to use once you get used to it. Note the third swing-out cup holder for either the passenger or driver. It’s right in the way of the passenger’s knee. It’s beautifully-engineered, but not terribly sturdy.

The Premium Package is almost a must, regardless of the model line you choose. It adds luxury amenities you’d expect in any premium car: Universal garage door opener, digital compass, auto-dimming mirrors, leather seats with power adjustment and memory and a panoramic sunroof. Depending on the model, that can run you a whopping $3,950. The $2,500 Technology Package adds a voice-controlled navigation. That’s painful, but that’s BMW.

The rear badge of the X1.

The rear badge of the X1.

A rear view camera should be standard on any luxury SUV – it’s standard on the 2012 Honda Civic – but BMW makes you buy a $950 Driver Assistant Package which includes park distance control. Oh, but in order to select that package, you are required to opt for the pricey $2,500 Technology Package. The head aches.

The aluminum satin roof rails are a $250 option. They do look nice.

The aluminum satin roof rails are a $250 option. They do look nice. The panoramic moonroof, part of the pricey Premium Package, gives the cabin an airy and open feel.

It’s important to note that all BMWs come with BMW Ultimate Service which covers all scheduled maintenance and routine wear items (except tires) for the 4 year/50,000 warranty period. I can’t emphasize what a powerful sales tool this is for BMW as it hooks in new and returning customers.

I think that as inventories build up, and awareness of the the X1 grows, it will become a very popular vehicle for BMW. It’s close in size to the Honda CR-V and Ford Escape – both of which sell over 200,000 units a year. If the X1 can capture a fraction of that market, it will be an unqualified success. And as Goldilocks would say, it’s “just right.”

Filed under BMW Tagged with ,

← Older posts

Follow

Get every new post delivered to your Inbox.

Join 210 other followers

%d bloggers like this: