2013 Cadillac ATS

2013 Cadillac ATS

Episode 3202 , Episode 3215
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Cadillac has already proven that it can build a top notch sport sedan and coupe with the CTS. But, being about the size of a BMW 5-series, the CTS is still too large and heavy for core sport sedan enthusiasts who prefer rides like the BMW 3-series, Audi A4, and Infiniti G. Well, it took a while but the all-new Cadillac ATS has those rivals squarely in its sights. So let’s see just how true Cadillac’s aim really is.

We’ll just pretend that the Cimarron never happened, and call the 2013 ATS Cadillac’s first compact sedan. It certainly is their first compact luxury-sport sedan. It’s hard to believe that a prestige brand can survive as long as Cadillac has without a worthy entry-level model. But, more than that, the rear-wheel-drive ATS looks to have the goods to go toe-to-toe with the most hallowed of all sport sedan benchmarks, the BMW 3-series. 

We sure had a blast sliding this lightweight, expertly balanced Caddy around Atlanta Motorsports Park. The ATS makes you believe you’re in total control, although you know in the back of your mind, there’s a lot of ones-and-zeros helping you go fast.  It’s definitely a driver’s car. The available limited-slip rear really helps get the power down whether around curves or in a straight line. On that, the ATS is not one-size-fits-all when it comes to power. There are three choices, one more than most rivals. From the 2.5-liter I4 in the base and Luxury models, to the brut in the line up, the CTS’s 3.6-liter V6 found in the Premium model. But our favorite, and likely the buyer’s too, is the Performance model’s all-aluminum, Direct Injection 2-liter turbo, with its 272-horsepower, 30 more than the 328i, and 260 pound feet of torque. Good for a 0 to 60 run of a respectable 5.7 seconds. 

That great power is then perfectly balanced with good fuel economy at 22-City, 32-Highway, and 26 Combined. All engines don 6-speed automatic transmissions with manual shift, while the 2-liter Turbo offers a sport sedan pre-requisite 6-speed manual. While “purists” will insist on the manual, the auto is plenty responsive, and suited us just fine.

Length and wheelbase put it right amongst the competition, but at 3,400-pounds it’s lighter than most of them, thanks to extensive use of aluminum and even magnesium. Front suspension starts as typical MacPherson strut, but replaces the usual wishbone with twin ball joints and lower control links. The rear is an all-new 5-link design. Our ride’s FE3 Performance Suspension adds the limited slip rear and driver adjustable Gen 3 Magnetic Ride Control that really pulls it all together. There is electric variable steering assist, and we have no complaints as there’s a sweet amount of feedback through the wheel.

The front end is smooth. Narrow, vertical headlights with available LED accents, flank a broad grille with active shutters, accentuating width. The rear proudly features Cadillac hallmarks such as vertical LED tail lights and large wreath and crest, while nicely integrated exhaust tips add a touch of modern. Inside, there is an ultra-modern yet familiar Cadillac look. Our Performance model features sporty aluminum trim, though wood is available elsewhere in the lineup. And Cadillac’s new CUE proximity touch interface is also standard in all but the base car. We love the look and feel of CUE when sitting still, but moving, like all such systems, you need to use the best-yet voice activation to avoid too much distraction. Much like the larger XTS, gauges are a high-tech display, with a multitude of configurations. Overall interior dimensions are similar to the 3-series. That means a fairly intimate front cabin but with plenty of legroom. The rear seat in the ATS, however, is a little tight even for a sport sedan. And, the trunk is downright small at 10.2 cubic-feet.

On the street, the ATS is very composed and super stable. More than one of our staffers felt the need to constantly remind themselves that they were driving an American made sport sedan. The 2-liter turbo has plenty of guts, little turbo lag, and likes to be revved; yet it remains quiet and smooth as you should expect from a luxury oriented brand. All-wheel-drive is available on all but base and luxury models. ATS pricing begins at a very reasonable $33,990, but we expect most will go out of the door closer to 40-grand.

Cadillac has hit the compact sporty four-door bullseye with the 2013 ATS. Now, that doesn’t mean hordes of 3-Series fans are going to trade in their twin-kidneys for a wreath and crest. But, it does mean Cadillac is now a member of a very exclusive club. And, with a V-Series and maybe even a coupe to follow, the ATS looks like a lot more than just a splash in the pan.

Specifications

  • Engine: 2-liter turbo
  • Horsepower: 272
  • Torque: 260 lb-ft.
  • 0-60 mph: 5.7 seconds
  • EPA: 22 mpg city/ 32 mpg highway
2025 Land Rover Range Rover Evoque

2025 Land Rover Range Rover Evoque

Baby Rover Continues To Evolve

Episode 4430
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

When most people hear “Range Rover” they tend to think of high class, high performance and high dollars. But, Range Rover does the entry-level thing quite well too with this Evoque. It has plenty of posh attitude, along with some recent updates. So, let’s see how the Evoque continues to evolved.

Our involvement with the Land Rover Range Rover Evoque’s evolution began when this small utility first arrived for 2012. It looked more Spice Girl than Tough Mudder, but it packed a surprising amount of capability into its subcompact dimensions. This second gen arrived for 2020, and has gained recent updates at the most likely midway point in its lifecycle.

Intrigued but not necessarily enthused could probably best describe our history with the Evoque, but Land Rover always has a way of drawing us in with very tasteful designs. They pretty much got this one right back in 2020, so styling revisions are largely limited to new Pixel LED headlights and a reshaped front fascia. There’s also new super-red signature lighting in back, all of it done to bring the Evoque more in line with the rest of the Range Rover family.

2025 Land Rover Range Rover Evoque 9
2025 Land Rover Range Rover Evoque 6
2025 Land Rover Range Rover Evoque 11
2025 Land Rover Range Rover Evoque 13
2025 Land Rover Range Rover Evoque 1
2025 Land Rover Range Rover Evoque 7
2025 Land Rover Range Rover Evoque 92025 Land Rover Range Rover Evoque 62025 Land Rover Range Rover Evoque 112025 Land Rover Range Rover Evoque 132025 Land Rover Range Rover Evoque 12025 Land Rover Range Rover Evoque 7

And like all of its siblings, all-wheel drive is standard and it does have Terrain Response 2 with specific off-road modes, but no one’s expecting to see a lot of Evoques out on the trail, unless there’s a new Lululemon Outlet at the other end of it having a killer sale.

Land Rover has once again taken the P300 296-horsepower version of the Evoque’s 2.0-liter turbo-four out of the lineup, leaving just the standard 249-horsepower version under the clamshell hood. No complaints from us, its 269 lb-ft of torque is more than adequate to move this 3,900 lb. ute around.

And at Mason Dixon Dragway, it moved us to 60 mph in 7.7 seconds. There was plenty of traction off the line, and while not overwhelming, power feels plentiful, staying very consistent down the track. Gearchanges in the Evoque’s nine-speed automatic transmission were quick and smooth, barely a blip in the process as we finished the quarter-mile in 16 seconds flat at 85 mph. Plenty quick for a compact utility with luxury intentions.

[It maneuvered] with a substantial presence that not too many small utilities have.

It felt quite good through our handling course too, with a substantial presence that not too many small utilities have. The Evoque uses selective braking to torque vector power between all four wheels, and it enabled us to cruise through the cones quickly without any excessive understeer or oversteer. There was some nosedive during our panic braking test, but the brakes were very responsive and strong enough to bring us to a halt in a short 115 feet from 60.

But, it’s the inside experience that really matters with any luxury vehicle, particularly in a Range Rover. And here things look more high-end Swedish than Tudor or Victorian, with a minimalist cabin design that’s way more visually appealing than practical. There’s real leather covering just about everything, and what appears to be just a tablet stuck in front of the dash is a new 11.4-inch touchscreen. Not only are the inner workings much faster than the previous infotainment setup, but the entire interface of this Pivi Pro system is vastly better than the split screen approach of before.

2025 Land Rover Range Rover Evoque 5
2025 Land Rover Range Rover Evoque 4
2025 Land Rover Range Rover Evoque 10
2025 Land Rover Range Rover Evoque 3
2025 Land Rover Range Rover Evoque 12
2025 Land Rover Range Rover Evoque 2
2025 Land Rover Range Rover Evoque 8
2025 Land Rover Range Rover Evoque 52025 Land Rover Range Rover Evoque 42025 Land Rover Range Rover Evoque 102025 Land Rover Range Rover Evoque 32025 Land Rover Range Rover Evoque 122025 Land Rover Range Rover Evoque 22025 Land Rover Range Rover Evoque 8

The center console that leads up to it appears much less cluttered and frees up some additional space for storage. The shifter is still here, but it has gotten much smaller. Front seat space and comfort remain high, though rear seat room is still very tight for adults. Cargo space is not bad for a small utility, with room for 21.6 cu-ft. of gear in the hold, which expands with 40/20/40 split-folding seatback flexibility to 50.5 cu-ft.

Government Fuel Economy Ratings are 20 City, 27 Highway, and 22 Combined. That’s an average Energy Impact Score, using 13.5 barrels of oil annually, with CO2 emissions of 6.6 tons.

Land Rover has been paring things down in the Evoque lineup for years, no longer offering a two-door version or the convertible, and now have simplified things even further to just the P250 available in only two trims: S, which stickers for $51,175, and Dynamic SE, which starts at $56,375; but you can add just about every package available and still come in right around $60,000.

Luxury-minded utility vehicles are coming at us from all angles these days, but the 2025 Land Rover Range Rover Evoque is a bit unique in that it remains as sort of a cheat code for sneaking you into the Range Rover VIP experience. You’ll feel like you’re getting away with something every time you drive it.

Specifications

As Tested

  • Engine: 2.0-liter turbo-four
  • Transmission: 9-speed automatic
  • Horsepower: 249
  • Torque: 269 lb-ft
  • 0-60 mph: 7.7 seconds
  • 1/4 Mile: 16 seconds at 85 mph
  • Braking, 60-0 (avg): 115 feet
  • EPA: 20 City | 27 Highway | 22 Combined
2025 McLaren Artura 8

2025 McLaren Artura Spider

McLaren Rips The Roof Off The Artura And Blows The Doors Off The Competition

Episode 4429
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

McLaren has a long history of racetrack success, but in a relatively short period of time, McLaren has also gone from a niche street car maker to a major player in the supercar segment. Their next step is this Artura, the brand’s next-gen high performance hybrid supercar!

This is the McLaren Artura, truly the next step for this British brand that’s all about the performance, as it is literally all they do. More specifically, it’s the 2025 Artura Spider, the retractable hardtop version of the mid-engine plug-in high-performance coupe that arrived 2 years ago. But, in addition to being the brand’s first high-performance hybrid convertible, it brings a host of performance-related updates, most of which get applied to the Artura Coupe as well.

More power is usually our favorite update, so we’ll start there. The Artura mates a 3.0-liter twin-turbo V6 gas engine with a 70-kW electric motor. The total output is 690-horsepower, which is up 19 from when the Artura debuted. But unlike some high-performance hybrids that use electric motors to power the front wheels, McLaren’s electric motor is tucked in the same housing as the eight-speed dual-clutch transmission, sending the total 531 lb-ft of torque strictly to the rear wheels. A 7.4-kWh battery enables up to 11 miles of EV driving, same as in the coupe; and with no reverse gear in the transmission, the battery powers all backups.

2025 McLaren Artura 2
2025 McLaren Artura 7
2025 McLaren Artura 8
2025 McLaren Artura
2025 McLaren Artura 6
2025 McLaren Artura 3
2025 McLaren Artura 5
2025 McLaren Artura 1
2025 McLaren Artura 4
2025 McLaren Artura 22025 McLaren Artura 72025 McLaren Artura 82025 McLaren Artura2025 McLaren Artura 62025 McLaren Artura 32025 McLaren Artura 52025 McLaren Artura 12025 McLaren Artura 4

That transmission is recalibrated too, providing gear changes 25% quicker than before. McLaren claims it all works together to deliver a 0-60 time of 3.0 seconds flat, also same as the coupe, as the power folding hardtop assembly only adds about 100-lbs. of weight.

Lightweight performance is one British tradition we can get behind and taking in some laps during January at Roebling Road Raceway near Savannah, Georgia is a MotorWeek tradition that lives on. Unfortunately, we were joined by some very untraditional snowy weather this year, which limited our track days.

The Artura just grips, rips, and urges you to push on harder.

But it didn’t take many laps for us to get comfortable in the Artura. We’re not race car drivers, but we do play them on T.V., and in a car that feels this compact and literally wrapped around you, when you reach that point in most cars where you sense an urgent need to back it down, the Artura just grips, rips, and urges you to push on harder. The throttle response is as immediate as it gets, the engine loves to rev, and with the optional Sport Exhaust, it sounds fantastic while delivering the mind-melting performance.

Driver engagement aspects of the car get upgraded too, courtesy of stiffer powertrain mounts and heightened response from the Proactive Damping Control suspension system. There are multiple levels of stability control intervention including full off, as well as Variable Drift Control, which lets you have some sideways fun without worrying about balling up your crazy-expensive supercar. Lightness doesn’t mean a lack of stability here, but it surely helps with braking performance, as it is borderline otherworldly when the forged aluminum calipers clamp down hard on the carbon ceramic discs, making you feel like a hero with your late braking shenanigans.

2025 McLaren Artura 13
2025 McLaren Artura 16
2025 McLaren Artura 10
2025 McLaren Artura 12
2025 McLaren Artura 17
2025 McLaren Artura 11
2025 McLaren Artura 18
2025 McLaren Artura 14
2025 McLaren Artura 15
2025 McLaren Artura 19
2025 McLaren Artura 9
2025 McLaren Artura 132025 McLaren Artura 162025 McLaren Artura 102025 McLaren Artura 122025 McLaren Artura 172025 McLaren Artura 112025 McLaren Artura 182025 McLaren Artura 142025 McLaren Artura 152025 McLaren Artura 192025 McLaren Artura 9

But ultimately, it was the snow that brought us to a full stop, which allowed us extra time to take in the Artura Spider’s gorgeous lines. Body panels are so tight, it looks like there’s one piece of Ventura Orange shrink-wrap holding it all together. McLaren does everything fast, and that includes folding the hardtop, which happens in just 11 seconds.

While unique, there are familiar elements to the interior, but the Artura’s evolution has created a more cohesive design. And much like the outside, it’s very fluid-like in the way panels and components flow into one another. Being a Plug-in Hybrid the Artura Spider has Government Fuel Economy Ratings of 45 Combined MPGe and 19 Combined strictly with the gas engine.

And after singing all of that praise, we now get to pricing and inform you that the Artura remains McLaren’s entry-level model, with the Spider starting at just $278,800, about 25-grand more than the Coupe.

With the 2025 Artura Spider, McLaren has done much more than just incorporate a removable roof into their next-gen hybrid supercar. They used it as an excuse to complete a system wide upgrade, essentially creating Artura 2.0. It’s also their best car yet, seamlessly integrating electric power into a fantastic open-air driving experience and pointing to more great things to come from McLaren.

Specifications

As Tested

  • Engine: 3.0-liter twin-turbo V6
  • Transmission: 8-speed dual-clutch
  • Horsepower: 690
  • Torque: 531 lb-ft