Archive for the 'Models' category
ATS Weight Savings - The Story of an Unexpected Development
January 9, 2012 - 7:00 am
As much as the ATS was anticipated for years now, we have been filling the vacuum with rumors and speculation.
During this time, a couple key ‘facts’ have filled the void – 1. CEO of GM saying that the ATS would be ‘competitive’ – which was taken as code for ‘we aren’t quite happy with the car and don’t expect it to really be a 3-series competitor’ and 2. The ATS is way overweight and the engineers are scrambling to cut some of the pork to get the mass down to a less embarrassing level.
In fact, we were hearing all sorts of supporting rumors that the ATS program was a complete disaster with Cadillac making last minute demands of the Alpha development team that it needed to be able to house a 6 (the story was that Alpha was originally 4-cylinder only). Then after that shakeup and its related bloat of the chassis…Cadillac required it be able to accommodate AWD and that forced a change of front suspension geometry – more mass yet again and a compromise to handling and steering feel.
It remains to be seen how the ATS will drive, but it appears that the mass problems might have been overblown.
In the ATS, if the reports from Cadillac are to be believed, mass was always the enemy and the ultimate result is a highly engineered car that is ultimately among if not the lowest weight car in its class (final numbers will come closer to production, but currently it is, at worst, a mere 38 lbs more than the BMW 3-series and actually lighter than all other competitors).
Personally, it is uncommon to hear of an engineering team fighting for grams of weight and looking closely at each and every part of the car. The only manufacturer I have seen that had that level of obsession was Mazda and it was when building cars like the Miata and the RX sports cars – in their case they had a similar story to tell about how they shaved grams from parts like a rear-view mirror. The ultimate result of such obsession is that the grams start to add up to real savings measured in many pounds.
These are changes and savings that could still be made in the run-up to production. Likely this is why we don’t know for sure what the final curb weight of the ATS will be (and why I wouldn’t be surprised if the ATS beats the 3-series curb weight to become the lightest car in its class before the ATS goes on sale in the summer).
If this ‘sure thing’ rumor has been this wrong – I can’t wait to get some seat time to see exactly how wrong the ‘steering and front suspension geometry have been compromised’ rumor-mongers have been as well.
I’m more excited than ever about the prospects of the ATS as a potential 3-series beater.
See the press release about the mass reduction focus below:
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ATS Debut Video
January 8, 2012 - 10:41 pmATS Compared
January 8, 2012 - 10:26 pm
Let’s take a quick look at the new ATS and it’s competition. What was expected as late as yesterday to be a Cadillac that was as overweight as most other recent GM releases has turned into a product that is not only competitive but practically class leading.
I would not be surprised if, by actual on-sale date, if the ATS is somehow going to come in at or below the BMW 3-series class leading 3362 lbs. It certainly looks like that is what Cadillac is targeting and they have a few months to shave a few more lbs.
Here’s how the ATS compares against its most obvious competition (note: the A4 is quoted with AWD and the IS listed here is the IS250, 350 is heavier still).
| ATS | 3-series | C-class | A4 | IS | |
| Weight | sub 3400 | 3362 | 3428 | 3505 | 3455 |
Press Release Below:
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ATS Details Released
January 8, 2012 - 2:18 pm
It seems that the rest of the online world has real trouble with time zones – as the ATS details have been released hours before the unveil.
What we now know is that the ATS, unlike our worst fears and rumors, is actually packing one of the lowest curb weights in its segment at under 3400 lbs. This puts it in line with the C-class and 3-Series competition. Nobody saw that coming. However, we also don’t know what curb weights do for the upgrade engines (assuming the under 3400 level is the base engine).
Speaking of base…the entry power is a 2.5l 4-cylinder, as we knew. Direct injection and a 11.4 to 1 compression ratio gives 200hp 6200 rpm, 188 lb*ft 4500 and a 7000 rpm redline.
Mid-way up we get the 2.0l DI Turbo 4-cylinder with 270hp 5300, 260 lb*ft 2400 (wow!), but a redline down at 6350 – but given the low-end torque, this could be the fun option…especially in Oxygen challenged mountain states (like tCE headquarters).
For those for whom extra cylinders are all that matter – you have the option of Cadillac’s tried and true 3.6 DI V-6 with 318hp 6800, 267 lb*ft 6800, and a 7200 rpm redline.
Backing these engines are a pair of 6-speed transmissions. A Tremec M3L TR3160 – fully synchro unit with overdrive on 6th only and a 6L45 Hydra-matic with overdrive on 5th and 6th. Final drive with the non-turbo engines is a 3.27 while the turbo gets 3.45.
All-wheel drive is part of the plan as well but exact availability – paired with which engines/transmissions – hasn’t been made clear. Likely, in Cadillac tradition, it will be backed only by the automatic transmission – tCE is ready to shed a tear once again at not being allowed the option of row-your-own gear changes with the all-wheel drive the mountains tend to prefer.
Also not announced are body styles other than the sedan or of V-series rocket-ships.
This will also be, as expected, the second home to Cadillac’s new CUE infotainment system that promises to fix, finally, the issues Cadillac has had competing with all the other luxury brands when it comes time to do all the whiz-bang things that modern personal electronics promise.
More details as they become available.
