The manual transmission 2016 ATS-V automobile is Cadillac’s one-ceramic-at-a-time performance gagdet. Sometimes it’s about feeling that kiln-hardened soil in your hand as you set the ceramic in place and make something outstanding with it. At other times, it’s about jumping that heaviness in your extremity for a time just before throwing the ceramic through a framework and running like hell.
With 464 horsepower from its 3.6-liter twin-turbocharged V-6, this is one of the world’s superb ceramic-delivery systems. And it excels at running like hell. The stir-it-yourself sending in this ATS-V sedan automobile is no perplexity container. It’s the Tremec TR-6060 six-speed, a process of the T-56 that has been used in different Camaros and Mustangs for almost a quarter-century. All the demons were pursued out of this shell decades ago, and it has been civilized to the component that its translations are spontaneous. That is, if your intuition levers some seriously robust muscular reactions. Cadillac has perfected the TR-6060 by increasing both progressive rev-matching reasoning and no-lift shifting.
The rev-matching feature shocks the valve when it anticipates a downshift to make the translation change creaseless, while the no-lift feature facilitates upshifts without making the chauffeur moved off the go juice. Both technologies work well, keeping the motor in the meatiest part of its torque act even if the simpletons chauffeur couldn’t feeling it with a cut knife. A set of controls, find after of the stagehand, command the three methods in which the ATS-V will operate, Touring, Sport, and Track. One switch has a mark informing up, the other a mark informing down. Why one control couldn’t control this work is a perplexity, but whatever. In Touring method, the motor operations almost silently and rises into a small moving singer as it runs through the wheels. It’s never gigantic, but there is an acting reverberant note to the gas exhaust.
The ride is amenable without being soft, and the steering is unhurried. In Sport and line methods, the riding takes intended effort, the mixture stiffens significantly, and the gas exhaust is gigantic and more realistic but still falls well abbreviated of our aural beliefs (both the C63’s rhetorical V-8 and the M3/M4’s tearing inline-six are far good). Sport method is enjoyable. line method makes the ATS-V feel as if it’s in baking motion of a Trans-Am heading.
The ATS-V’s twin-turbo V-6 is a relational to the normally aspirated 3.6-liter V-6 that GM uses in everything from the Chevrolet Colorado truck to the livery-spec Cadillac noises that chose you up at the airfield. But its adjacent relational is the twin-turbo 3.6 in the large CTS Vsport sedan automobile. In the CTS Vsport, it’s evaluated at 420 horsepower, but in the ATS-V it gets titanium connecting implements and brand-new turbos, among other changes, and is adjusted to dispatch 464 stallions. That’s 39 horsepower more than a BMW M3’s 3.0-liter twin-turbo straight-six but 39 hp behind the 4.0-liter twin-turbo V-8 in the Mercedes-AMG C63 S. That’s a nicely bilateral splitting of qualities.
Most ATS-Vs will be consigned with the eight-speed automatic transmission, and stand against the BMW M3 and the Mercedes-AMG C63 S. But while the manual has two fewer wheels, it uses a battleful 3.73:1 final-drive ratio analyzed with the autoloading’s set of 2.85:1 wheels. Both fifth and sixth in the manual are action ratios, but second, third, and fourth (a direct 1:1 ratio) grow with this abbreviated wheel not so much in direct performance but in being almost ludicrously socializing.
The manual transmission creates a more direct relation between chauffeur and automobile. You can feel force inflating up through the stagehand in your extremity and you know the exact time when the grasping acted through the ride as your toes emergence with it. This is high-level automatic friendliness. Even in the quiet Touring method, the tail will drift a bit and then tuck in before the friction- and stability-command systems abruptly act.
In Sport method, the friction command is moderated a bit and is less encroaching. The most enjoyable in controlling is to be had in Sport method with the friction command turned off, when the procreate 275/35ZR-18 Michelin Pilot superior Sport tires will scope out heroically, bite down at the apex, and plaything the ATS-V onward. Watch out for the rev circuit. Lose sight of the tach and run out to the 6500 rpm fuel cut off limit, and the V-6 snaps off emphatically. And it will roll the needle up there quickly, dispatching fresh gobs of torque right up until the computer sends out its self-preservation S.O.S. If you be careful of the revs, however—after all, the torque limit of 445 lb-ft arrives at 3500 rpm, it’s all Six emblems over Cadillac.
Keeping this in cognition, know that our experimenting shows that the ATS-V is fast with the automatic transmission. Using its bat stagehands, the automatic ATS-V automobile ran to 60 mph in only 3.9 seconds and killed the quarter-mile in 12.1 at a tearing 122 mph. This manual version needed 4.2 seconds to come 60 mph and 12.5 to finish the quarter-mile at 117 mph. If direct performance is the crowning decider, go for the trigger-shifted automatic. Aside from the styling and indoor measure, there’s nothing here that distinguishes the automobile from the ATS-V manual coupe, it too, knocked 60 mph in 4.2 seconds. While the fasten brings more delight, what’s champion about the ATS-V remains its spectacularly well-adjusted bodies, which is improved with magnetorheological plates. With the champion first turn-in bite of any sports automobile, it’s superb when moving at speed and a fly on a compact, constricting roadway, where one-quarter valve is enough to socialize.
The steering is so good and so wholesome in its feedback that merely commuting can be the highlight of your day. The EPA rates the ATS-V manual at 17 mpg in the municipality (1 mpg good than the automatic transmission) and 23 mpg on the freeway (1 mpg worse). Ridden aggressively to remove limit yuks, the Caddy ate premium fuel at a rate of 15 mpg in our work.
What holds back the ATS-V, no concern what the transmission, is its locomotive procreate seat, the often discouraging CUE information and entertainment screen and some need of connection in design components (for example, switchgear and gauges that we subordinate with family sedans more than a luxury-brand sports version). The ATS-V’s performance puts it tantalizingly close to the champion in collection, but the manual transmission likely isn’t enough to get it past both the BMW M3 and the Mercedes-AMG C63 S.
For those who’d prefer to translation for themselves, though, the only other preference is the BMW (Alfa Romeo’s Giulia Quadrifoglio also will offer a manual when it goes on selling). The superior Recaro front rooms are a deal at their $2300 option value, but the $5000 carbon-fiber collection might good be neglected, thinking the danger of the front splitter.
Maybe after some adaptation it would become an established custom to use the forward-facing camera to evade noises, but the ATS-V would be just as socializing without the worry. As it is, our Blue Metallic try-out automobile’s option weight increased the sum from its $61,460 base value to $75,900. Cadillacs have never been bargain-priced, and neither is this one, although it should be stated that the German alternatives are easily optioned into the middle $80K extent and even beyond $90,000 if you need self-discipline.
The ATS-V’s broadloom performance is in unconditional opposition to the seam-busting slamfest that is its immoderate gigantic brother, the Cadillac CTS-V, which starts at $84,990. With its 640-hp 6.2-liter powered V-8, the CTS-V is the Cadillac for those who prefer getting their ton of ceramics consigned all at once.