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colorqube 8570 service manualWe may earn money from the links on this page.Take the object of this test, the new-for-2015 ATS coupe. It proved itself a worthy entry-luxury sports coupe by just about every measure imaginable, and it’s one of the most modest Cadillacs you can buy, packing a 2.0-liter turbo four with a six-speed manual gearbox in a compact two-door. Delightful to drive, well appointed, and properly built, it joins the CTS sedan (one of our 10Best Cars winners ) as a world-class contender.If the secret sauce is good cars, then what’s all that fuss about?Some great ones, even. Aside from the usual abundance of creature comforts and showy technologies that come with such a designation and another 91 Benjamins, the Premium trim brings GM’s Magnetic Ride Control variable suspension and a limited-slip differential, both useful contributors to the ATS’s superb handling and over-the-road performance.And this ATS handily beat Munich’s base coupe in deceleration and roadholding by braking from 70 mph in only 156 feet and clawing the skidpad at 0.92 g.This coupe was but 2 pounds heavier than the sedan with the same drivetrain in that comparo and 86 pounds lighter than the V-6 ATS coupe.It has a sweetly balanced, light and lively character with crisp turn-in response, a precise shifter that’s fun to use, brakes that are not only strong but reassuringly easy to modulate, and a controlled ride free of the excesses of roll, pitch, or head-toss.No one looks at a 4-series or an Audi A5 and says, “That looks just like the sedan without the rear doors.” Some say that about the ATS coupe, noting that the previous-generation CTS coupe was far more distinctive. It was also harder to see out of and the expressive design didn’t result in many sales, so this more conservative approach with the ATS is understandable. It might look better without a B-pillar, but so might the 4-series and the Lexus RC, and those, too, had to yield to the need for structural rigidity and side-impact safety.http://artospace.com/pics/esc-manuals.xml
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Some of us have opined that this strategy is a tad ambitious—or just plain too much. No further comment.Yes, it could stand for that accolade to spread across a wider range of its products, particularly in the crossover segment, but the past few years suggest that future models in the pipeline should do fine. And yet, there’s all that ill news in the wind. Success must not be only about the cars. If Cadillac has to pay more attention to dealers and marketing and brand-building, okay, so long as it keeps building cars like this ATS. Because making great cars is where it begins, and Cadillac has a strong running start. You may be able to find more information about this and similar content at piano.io. Rare Metals What You Missed Did You Hear. Although there are fewer coupe choices today than there have been historically, there are still several choices in the compact premium personal coupe segment ( Audi A5, BMW 4 Series, Infiniti Q60, Lexus RC, and Mercedes-Benz C-Class). Last year, the 2014 Cadillac ATS sedan arrived to take on the BMW 3 Series sedan, so it comes as no surprise that the 2015 Cadillac ATS Coupe is aimed squarely at the rechristened BMW 4 Series coupe. Safety features include a standard Driver Awareness Package (Lane Keep Assist, Intellibeam headlights) and an Advanced Security Package. The bright deep-blue paint over brown and black leather interior gives the ATS Coupe an upscale feel. The BMW's turbo 2.0-liter is rated 240 hp and 255 lb-ft. Cadillac offers the ATS Coupe 2.0T with a six-speed auto or a six-speed manual, and the BMW 428i can be had with an eight-speed auto or a six-speed manual. Both cars come in rear-drive or all-wheel-drive configurations, as well as with an available six-cylinder powerplant. With the 2.0-liter turbo and six-speed manual, our boosted Caddy hit 60 mph in 5.5 seconds and cleared the quarter mile in 14.1 seconds at 98.9 mph. Stopping from 60 mph took 110 feet. The ATS Coupe lapped the figure eight in 25.3 seconds at 0.http://dealmakersmachinery.com/admin/images/escalade-2000-manual.xml83g average and pulled 0.93 g around the skidpad. The Cadillac ATS Coupe 2.0T manual matches the manual-equipped 328i's time to 60 mph and in the quarter mile (the Caddy has a 0.5 mph faster trap speed), but the ATS is a full second faster around the figure eight at a 0.13 higher average lateral g. The automatic-equipped 428i is 0.3 second faster to 60 mph and 0.2 second faster in the quarter mile, though its trap speed is 0.2 mph lower than the ATS Coupe's speed. Although the 428i is faster in a straight line, the ATS is still the figure-eight champ, posting a 0.3-second faster lap at a 0.11 higher average g. The ATS took 1 foot longer to stop from 60 mph than the 428i but stopped 3 feet shorter than the 328i. See all 104 photos On the street, the turbocharged ATS Coupe exhibits only a slight amount of lag before boost builds. That can usually be addressed by downshifting into a lower gear. The pedals are well-placed for heel and toe shifting, the shifter feels precise, and the throws are not too long. Unlike our previous long-term front-drive 2013 Buick Verano T's turbo 2.0-liter and manual combo, the 2015 Cadillac ATS Coupe's turbo 2.0-liter and manual combo has a much better transmission gear spread, shifter, and pedal placement, though it isn't fair to compare a front-drive, transverse-mounted transaxle to a rear-drive, longitudinally-mounted transmission setup. Driving during Southern California's much-needed fall thunderstorm, the ATS Coupe 2.0T rotated easily around corners in the wet road conditions, kicking out the rear just a little bit before the stability control system intervened. Still, we bet the chassis setup and weight balance would be easily controlled with the nanny systems shut off. Despite its eager handling tune, the ATS Coupe rode smooth on nearly all road surfaces. See all 104 photos Although ingress and egress to the rear seats is more difficult in the two-door ATS versus the sedan, it is still manageable, and there is adequate room for a 5-foot, 10-inch passenger in the back thanks to the same 109.3-inch wheelbase as the sedan. The rear seats are nearly as comfortable as the front seats. Rear headroom is a bit snugger than up front, but there is enough legroom to slouch a little. Despite its shorter wheelbase (109.3 versus 113.4 inches) and overall length (183.6 versus 191.6 inches) compared with the discontinued second-generation (2008-2014) Cadillac CTS coupe, the new ATS Coupe has a less wedge-like shape and more defined trunklid. The B-pillar hidden behind the rear quarter window glass gives the ATS Coupe's greenhouse a more open feeling. The interior is a comfortable place to be. Soft leather covers much of the interior, including most of the dashboard and door panels, the center armrests, and the majority of touch points. Ergonomics are also a strong point; the dash layout looks sophisticated and uncluttered. The improved CUE system, however, still relies on imperfect haptic buttons. The 2015 Cadillac ATS Coupe 2.0T is not your granddaddy's Cadillac Coupe de Ville or Eldorado. In fact, the new ATS Coupe seems to give the BMW 428i a run for its money. A comparison test is in order to find out if the new ATS Coupe can hang with the quintessential compact BMW coupe. 2015 Cadillac ATS 2.0T Manual SIGN UP By clicking Sign Up, you agree to the Terms of Use. It was America's first real 3 Series fighter, and it followed in the footsteps of the well-received CTS. But since then, the ATS has slipped from the spotlight to make room for a number of fresher models, including the Audi A4 and Mercedes C-Class. It has never gained the same clout as its German rivals, and despite incentives, U.S. sales have decreased by 10 percent or more every year after the car's first full year on the market. Is it possible we've forgotten how great this car is. We liked the ATS sedan from the very beginning. The next year, Cadillac updated its CUE interface with a more powerful processor to make the system faster and easier to use, and although it's still not entirely intuitive, usability has improved. Updates for 2017 are minor, but Cadillac finally drops its ungainly 2.5-liter naturally aspirated base engine. The look is attractive but subtle. Dark-finish wheels, black chrome-accented trim pieces, and an aggressive V-Series rear spoiler are some of the exterior upgrades. Inside you'll notice Recaro front seats and low-gloss carbon-fiber trim. The new package underscores the ATS' athletic focus. Unlike many others in its segment, this car isn't a luxury cruiser. In fact, the ATS remains almost obsessively focused on performance. See all 26 photos The engine delivers plenty of power, and despite the stiff suspension, the ride feels well controlled. Although it feels like one of the best-handling cars in its class, its numbers aren't quite at the top of the game. In fact, not much has changed on the Cadillac's 0-60-mph run over time. Our 2017 Cadillac ATS ran to 60 mph in 5.7 seconds, matching the time we achieved on the 2013 model we first tested. But other aspects of the ATS put into question its lack of balance. For one thing, it suffers a big hit in depreciation over a five-year period, retaining just 37.63 percent of its value. Other competitors hover in the 40s, including the BMW, which retains 44.06 percent of its value over the same time span. Yet even more, it highlighted the sedan's few but significant drawbacks, which become stronger when compared to new cars today that are increasingly focused on luxury and comfort. Although it might not be perfectly well rounded, the ATS is one of the best-driving cars in a highly competitive segment, and that won't soon be forgotten. 2017 Cadillac ATS 2.0T SIGN UP By clicking Sign Up, you agree to the Terms of Use. We may earn money from the links on this page.I've gone on record saying that before. I think it's a fine sedan. At first I thought the styling was a bit too conservative, but I like it now. Good proportions, the right amount of angles, not overdone. I like the ATS, though, because of the chassis. It's the best part of the car. The car drives way lighter than it is. The chassis is stiff, the suspension damping perfect for my tastes -- just the right amount of road feel without beating up the driver or passengers. It's composed and responsive and easy to drive. I'm impressed. The turbo four is the engine I'd get, though I'd get all-wheel drive and the automatic transmission. Yeah, I'm old. Overall, as I've said before, I believe this car is a real contender against the Mercedes-Benz C-class, BMW 3-series, Lexus IS and Infiniti Q50. When could I have said that before about a Cadillac? Never. SENIOR ONLINE EDITOR RORY CARROLL: This 2013 Cadillac ATS 2.0T Premium isn't just a contender against the Germans, it handily outclasses them. What a lovely chassis. The six-speed is the trans to have, especially with this motor, which is almost a little too smooth. This is the package enthusiasts will likely gravitate to until the ATS-V and ATS Vsport show up, so it might be nice to have a little more of the growling. Two gripes: One, the clutch seemed a little slow to return on our tester. It hasn't been the case with other ATS models I've been in, and I adjusted to it pretty quickly. The clutch is too light though. The other gripe is more of a bummer. I'd been singing the praises of the ATS, and a certain recent law school graduate wanted to evaluate one. She sat in the driver's seat, and at 5'3'' -- short but not super-short -- could not adjust the seat to the point where she could fully depress the clutch. The interior is on par with that of a BMW 328i, maybe a little better. And, Cadillac is still doing that thing with exterior styling where they make products from other automakers look half a decade old -- to my eye, anyway. ASSOCIATE EDITOR JAKE LINGEMAN: This ATS is a nice piece of machinery. My only complaint is that it doesn't feel like a Cadillac from the driver's seat. And that's probably fine. It's not like Cadillac was knocking down doors and busting in windows before. But that 2.0-liter turbo engine, it's great, it just needs a better exhaust, and intake note. Power is good nearly from launch, and it doesn't stop pulling until you get to redline. If Caddy would just put the V6 in here with the manual transmission, they'd have a world beater. The suspension does have a Caddy-like, cushy ride, but the steering was tight, direct and it had enough weight to make the drive engaging. I had no problem finding a comfortable driving position, and it surprises me that Rory's friend couldn't get to the pedals. That does rule a third of the population out. This sedan looks great. The headlights, especially the daytime runners, look awesome. And the angular lines still are better than most of the sedans on the road, as is the general shape. I still feel like the BMW 3-series chassis is tighter, but Cadillac has made huge inroads for taking down the German giants.You may be able to find more information about this and similar content at piano.io. The 2003 CTS wasn’t even the standard for North American luxury cars, but hey, it took Audi another 30 years to even come close to making that claim. Cadillac seems to be moving at a much quicker pace. It turns out that Avis does indeed rent out the CTS, but our particularly branch did not. Instead, we were assigned a silver ATS4 (all-wheel drive) with the 2.0T engine and 6-speed automatic.Around the time of its launch, I briefly sampled a rear-drive 3.6L with all of the bells and whistles, and found it underwhelming. A second drive, in a 2.0T with the 6-speed manual, did nothing to dispel my skepticism. The 6-speed manual was unequivocally one of the worst gearboxes I’ve ever sampled, and the engine’s NVH characteristics were shockingly coarse for a luxury sedan. I could not, for the life of me, understand the praise being heaped upon this car. Part of it comes down to the fact that the team of engineers, product planners, designers and marketers have managed to great a truly worthy sports sedan. The other half of that equation is that the competition has miraculously managed to recede in overall competence to the point where the ATS is the class leader by default. Like most of these new turbo four-bangers, the torque builds down low and stays fairly robust throughout the rev range that you’d use in any realistic situation, including spirited back road driving. The 6-speed automatic transmission is the superior choice versus the manual, but it doesn’t feel terribly responsive or sophisticated. However, this gearbox will likely be replaced by either the 8L90 GM 8-speed automatic, or the Aisin 8-speed from the Cadillac CTS, so dwelling on its shortcomings is a bit of a moot point. It’s hard to think of a car that is able to so expertly balance ride and handling, delivering a smooth, composed ride no matter what the road surface, while also delivering on the “sport” part of the equation. Befitting its rental car specs, our ATS had a smaller wheel and tire combo than what I normally see on the road, and that may have contributed to the ATS being a bit more sedate. But through twisty stretches of road, the ATS still delivered in a big way, with flat cornering, eager turn-in and communicative, if not particularly weighty steering. GM has finally made a proper sports sedan that is better to drive than the current BMW 3-Series. Part of this has to do with the fact that current F30 has lost its way in such a severe manner that the ATS assumes this mantle by default: I have not driven the Lexus IS350, our EIC’s favorite sports sedan, and I know that an E90 328i is superior in every way, but right now, the ATS is without a doubt the best handling luxury sports sedan on the market. Cadillac stole a lot of good things from the BMW playbook. One of them seems to be the size of the E36’s rear seat area. By the end of it, they were cursing the Caddy. By comparison, the early renditions of MyFord Touch look like something running iOS. The haptic controls never quite worked the way they were meant to and even the slightest bump or pothole in the road can send your finger veering off to the tab or menu item that you didn’t intend to touch, leaving you to navigate through a confusing menu system that only leads to distracted driving. For now, I can only determine that somewhere within the bowels of the RenCen, there are a talented group of engineers that are capable of making something that truly is “The Standard of the World”.To me, if Cadillac is not lending you a car then they have something unpleasant that they are hiding. If the car was stellar, they would give you the keys and tell you to have fun. Aside from CUE, the ATS is excellent, and GM should be proud. If a lux or near lux vehicle infotainment system has poor human user interface design, then as far as I’m concerned, the vehicle is wrong and not worthy of consideration. My experiences with COMAND in the past few years have been so awful, that I refuse Mercedes-Benz vehicles at the rental counter. How does it compare to the segment on price? A highly representative sample, and a sound analysis. But, I do see many of them in the better parts of Central Florida. And the pro grandma accord, camry, japanese worshipers can get a little repetitive on this site. If its a similar version of a BMW without any improvements, why should folks cough up a good deal of money for something they could buy used. Why because its a “Cadillac”. That name has lost all meaning to most folks.” The Cadillac brand has lost all relevance to most people. These cars are either reworked Chevrolets or basically Oldsmobiles; small, me’h power, near premium, some gadgets, but still not blowing your socks off, still not garish exclusive or worth spending a mint on. Not impressive at all, hell the Buicks are more impressive for what they are than the so called Caddys.”. BMW moved 119,521 3 series in the US alone in 2013. Everyone at the office loves a good gangster movie as much as anyone else, but what you must understand is we here at Cadillac hate our long rich heritage. Hate it, like a boss. We looked around the industry and thought, who could we copy since we can’t look to our own storied history for inspiration. Our first copy was the Escalade, see we noticed Lincoln had come out with a luxury SUV based on a lowly Ford. We had a staff meeting and concluded in no way did it draw on our history, so we grabbed the first GMC we could find and Cimmaroned it up as the Cadillac Escalade. We noticed people kept wanting to buy it although it was clearly a rebadge, so we decided to change a few other things and continue to sell it. Then we noticed the Seville’s sales were faltering, and we just couldn’t understand why since it was equipped with our fantastic Northstar system. So we said what other sedans were out there which were not Cadillacs and spit in the general direction of our founders, and we came across a BMW 5 series. We had Ray whip one up using an Australian platform but we couldn’t figure out how to style it. Murray was trying to eat a double quarter pounder in the break room but it collapsed as he ate it and he got what was left of the sandwich all over his tie. So we all had a laugh but then thought about it, this looks ugly, disgusting, and something that makes you puke when you see it. We checked our notes and found this type of styling is very anti-Cadillac so we went with it, and voila. After the initial production run however we realized although the car was already crampt passengers could still use the rear seats. When it came time to a refresh, we realized comfortable rear seat room was a Cadillac feature in its history, so Ray did his best to push the rear seat up as to eliminate any rear passenger comfort. Murray asked if maybe it was better to make it a coupe since we took out the rear leg room, but wait I saw there was once a “Coupe de Ville” and put the brakes on that crazy idea. The one that seemed to get away was the Deville, but we eventually killed it off too and replaced it with a restyled Buick Lacrosse, phew thank the good dude for the Xerox machine, right. Ray assured us while appearing to be a similar size to the Deville, it was crampt inside since it was based on a Chevrolet Malibu, which itself came from an Opel spec. Those crazy Germans sure do understand interior discomfort, thankfully they are on our side this time, right. In closing Vinnie, we will never, ever, develop real Cadillac models again because Cadillac is dead unless our Beijing masters command us to do so. Sir I’m not sure, that doesn’t sound like Cadillac. You’re selling to OLD PEOPLE who aren’t into tech enough to recognize a poorly designed User Interface right away. Most of them will hit the Onstar button and simply beg for directions to be downloaded to the car. Hopefully an ELMIRAJ. Whoever thought they should launch a plug-in hybrid with just a 2-door option and no 4-door option NEEDS TO BE FIRED IMMEDIATELY. You get around the “range anxiety” and the interior of the new Cadillacs is the best of any American car maker (especially the seats). Who is the model they use to plan headroom, shoulder room leg room and hip room? The look of it reminds me of an android tablet marketed to children (like the Nabi). Does the enter address function even work on the UConnect touchscreen while driving. It doesn’t with MFT. You have to stop to enter addresses, but I think BT’s point is that it’s not irritating to do over and over again like with some systems. However, compared to MFT, IT TAKES FOREVER. You can, however, enter voice commands for addresses while driving. Touch screens require you to remove eyes from road and look at the screen. Once you learn i drive or comand or audi whatever, it makes sense. The zillon tiny buttons on the dash of my MDX are hard to read at 100 mph. It reminds me of the 90’s Buicks that had a single cheap piece of black plastic with numbers stamped on it. If you’re going to cut costs on something that the owner has to look at every day then I hate to think about where else costs were cut. I know there is an available all digital cluster but most of them will have the cheap throwback one. Maybe it’s new to higher-trim ATS models as well, but it wasn’t at first. The standard gauge cluster is a shameful mess. It will make you dizzy, and just reinforces that it exists as a marketing device to woo shoppers, not instrumentation of a true driver’s car. Why not bring that version here too, might help with the rear seat legroom issue.Why can’t the inside guys talk to the outside guys and produce a cohesive, attractive whole? The new IS, however, leaves much to be desired. Cadillacs of olde were more Rolls-like than small zippy corner carvers. I was dealing with brand perception and heritage rather than packaging. As a former member of the vanguard of American true luxury (a segment which no longer exists), Cadillac used to compete with Rolls Royce. My father was a doctor who would never think of driving anything but a black Buick Roadmaster. When we went to church on Sunday my father would exchange pleasantries with the owner of the large mill in town. And what did he drive. A Cadillac of course. What else would the very rich have driven. Certainly nothing from Dearborn or Highland Park would remotely approach the cachet of a Cadillac. “Rich enough to drive a Cadillac.” Has ever a brand with such equity been so systematically eviscerated by an imbecile management. And if it is to be reclaimed, it will take 50 years. There are still a lot around and they must have a zillion miles on them. They seem to be going to Navigators, but its a BOF truck. Most don’t even know the difference between RWD and FWD. A Malibu based roomier FWD ATS with a cheaper price tag would have sold three or four times more.I LOVED the Caddys from 1992 to 2005. I had a 2002 STS and believe me: there was NOTHING more suited to its mission. That car was SO athletic yet comfortable. FWD was the absolute right choice. You could bomb down the Interstate at 90 MPH all day, then explode around city streets and winding roads with the Northstar. It was not only the anti-BMW, it was a better experience period. Rather than find the perfect balance of lightness, feedback and weight, my 2002 STS just threw a big V8 on top of all three and still managed to be sporty enough. I’d love to have one in my CTS. It was smooth as glass, had a nice fat torque curve and sounded great on the throttle. It was everything one wanted in a Cadillc. By comparison, the 3.0 V6 only makes power above 4K, shakes at idle and, frankly, gets only a 2 mpg more than the Northstar in my STS did. I really liked the driving dynamics of the ATS 2.0, but it’s too small. The new CTS is priced alongside the 5 series and I just don’t see the value proposition. The Cadillac wagon is almost certainly not going to return, so there we are. I dread the day when we have to find a replacement. I don’t think she will be satisfied with anything more “modern”. They move units and keep brands alive. People seem to forget that. The status truck is the Q7, or X5. The 3 series, all iterations, are like Camrys elsewhere, and driven by the same folks just with more money. I can show you 5 series, 7 series, A4 A6 and A8. That’s for the plumber if he doesn’t have a Sprinter. My FIL has a first gen CTS, but he lives in Albany and is the “classic Caddy guy”. Any article which isn’t about those 7 vehicles which moms in your microcosm drive their kids to school and you: I like Caddy, and I like the SRX. The rich burbs nearby (not mine, sorry-the official car of my Village is the Subaru wagon, followed by the minivan) have interesting car habits and I’m just pointing them out.It’s such a bizarre area for cars, and markets, that you see the winners and losers in a very clear way. Caddy is not winning here. The wagon is unique as well.It was the password the terrorists were using. Ultimately he uses it to gain access to all kinds of things. Terrorist organizations only use one password across all of their secret plan arrangements. The first generation CTS and this new ATS both get derided by her as “too small to be a Cadillac.” He wanted a 3 series but was disappointed with how the car performed compared to the ATS. The NA inline 6’s used to be able to contend on smoothness, linearity, and willingness to pull hard to redline. The N26 (turbo 4) is unremarkable to drive in every way. The N55 (which supersedes the exceptional N54) is good for the environment, but has been “refined” by the marketing department to be milquetoast beyond belief. Caddies need to be big, brash, bold, and unabashedly American. They should hire Samuel L Jacson or Bruce Willis to be their spokesmen. Oh, and build a car cool enough that either one of them would drive it. But the right sentiment for Cadillac as a brand. Let Buick compete with the entry-level models from the other luxury brands, while Cadillac makes things like the Escalade and the Elmiraj. With the ATS you get a fun to drive car that probably has 1) horrible depreciation, 2) Chevrolet-class low maintenance costs, 3) Cadillac old-man-car insurance costs, and 4) doesn’t attract attention of the police. Several years down the road the ATS could be a great used car bargain. A used BMW comes with fairly high BMW operating costs. I had four 3-series in a row and sold my E90 after only three years. Styling is subjective, but the ATS looks restrained and well-proportioned in the way that BMWs and Mercedes used to be before flame surfacing and droopy trunks became a trend. If you want a car that drives like you thought a BMW is supposed to drive, the ATS is better than a current BMW. The G37 while an older model is a tough car to pass on with its 3.7 engine that garners 327 HP. My second problem is the CUE system which I agree is horrible. People constantly complain about the Lincoln MyTouch system (Which isn’t that bad) but the the CUE system really does make MyTouch look like iOS. Setting aside MB-Tex (which I consider something of an institution), I’m disappointed with the industry’s move away from good-quality cloth as the base interior in luxury and near-luxury cars. Was Lexus the last hold-out here. Everything upmarket of it seems to be pure vinyl (until you get to really expensive leather-only models). And it doesn’t help matters that leather generally seems to be of a slightly lower quality than of 10 or 15 years ago. (I presume improved “everything but the moo” hide processing technology is a factor here.) It is quite supple, wears well, and full most raw hide junkies like myself. It doesn’t all feel like it is not leather. I realize that bundled options have kept costs down (or in fact even lowered them relative to inflation) and increased assembly quality, but the inability to order exactly the car you want is annoying. With luxury cars, it seems they go out of their way to make it apparent that you didn’t get the higher trim.