2013 Cadillac ATS
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 Subaru WRX tS
Subaru’s “World Rally eXperimental” Gets Tecnica-Tuned Tech
Building on its global rally heritage, WRX has been a standalone Subaru nameplate, marketed separately from garden variety Impreza, for two generations now. And while the current WRX still lacks the full STI treatment, this WRX tS serves up some of that high-performance spice we’ve been longing for.
Before we go flat out into our Track Test of this 2025 Subaru WRX tS, lets open the Subaru dictionary so we’re all on the same page. “tS” stands for “tuned by STI;” and “STI” is an acronym for “Subaru Tecnica International,” the brand’s high-performance sub-group best known for upgrading the WRX— oh, that stands for “World Rally eXperimental,” in case you didn’t know.
All that said, STI has been largely dormant for this WRX generation, but this tS sprinkles more of their engineering magic into the mix. No, that doesn’t mean extra power, but does mean significant chassis-related improvements.
First, electronically controlled dampers, adjustable through the 11.6-inch tablet-style infotainment screen. That meant a softer “comfort” mode on the 10+ hour commute to and from Savannah’s Roebling Road Raceway. But once we were there, it was the firmer “Sport+” setting all the way, heightening response from the WRX’s throttle and already quick dual-pinion power steering system. There’s still some body roll for rally-esque weight transfer, but it’s well sorted and provides the “toss-ability” you want in a WRX.
Though if you do autocross your tS, which we implore you to do, you might feel the six-piston front, two-piston rear Brembo brakes first. The bite is strong, giving good rotation in the corners and plenty of “halt” for this 3,400 lb. compact with minimal fade, keeping us on track all week…until some unfortunate winter weather passed overhead. No worries here, as Subaru’s Symmetrical All-Wheel-Drive system got us to the track for some powdered deserts: Frosted donuts served up Michelin style, a set of winter tires different from the grippy Bridgestone Potenza S007 rubber the tS typically rides on. Some prior hot laps of California’s Sonoma Raceway gave credence to those Bridgestones, and showed us what this hot-compact can do in ideal conditions.
It’s well sorted and provides the “toss-ability” you want in a WRX.
Other tS enhancements are cabin-based, namely these beautiful blue Recaros. Most of our staff appreciated their moderately-aggressive bolstering on both street and track. And they’re even heated, too. Another tS-only appointment is this 12.3-inch digital gauge display. It mimics the standard analog gauges with some additional info, but can switch to a navigation mode for more convenient route guidance.
We do wish our tS came in the new Galaxy Purple or the trademark World Rally Blue, but this Crystal White paint wasn’t too shabby, contrasting its Cherry Blossom Red badging and blacked-out lip spoiler. Otherwise, the tS is like any other WRX, down to the hood scoop funneling air to the top-mounted intercooler.
Underneath is the same turbocharged 2.4-liter flat-four in all other trims, boxing at 271 horsepower and 258 lb-ft of torque. The freak winter weather stopped straight-line testing, but a 0-60 time estimate of 5.5 seconds is about as spry as you realistically need, pulling strong through most of the tach; though the 6,000 RPM redline required attentive shifting of the six-speed box, which the tS comes exclusively with. The throws are precise, if a little long, and the clutch is wonderfully weighted.
With discontinuation of the Base trim, pricing for the WRX now starts with Premium at $36,920. The tS is at the top of the lineup with the automatic-only GT, both starting at $46,875. All WRXs continue to be made in Gunma, Japan.
If you’re an enthusiast itching to do the tuning yourself, perhaps the 2025 Subaru WRX tS is not for you. But if you want a plug-and-play experience, this is it. While it won’t exactly bestow the loose-cannon, top-level driving skills exhibited by famous WRC drivers upon you, the tS moves this WRX’s game in a direction we’ve so desperately wanted Subaru to take.
Specifications
As Tested
- Engine: 2.4-liter flat-four
- Tranmission: 6-speed manual
- Horsepower: 271
- Torque: 258 lb-ft
2025 Porsche 911 Carrera
Ever Evolving 911 Reaches New Heights
The Porsche 911 has existed for 60 years now! Amazing! And, you could argue that major changes over all those years have been relatively few, as constant incremental improvement is more the way that Porsche does business. With that in mind, let’s hit the track in the latest 911 and see what constant improvement means for 2025.
We’ve driven so many 911s here at MotorWeek, each seemingly more special than the last, so it’s a bit refreshing to be ripping around Savannah’s Roebling Road Raceway in a 2025 Porsche 911 that’s about as close as you can get to base these days. And the fact that it’s just as fun as all those exclusive pieces says a lot about how far the 911 has come. Perhaps it also speaks to how much a base 911 will set you back today as well; more on that later.
For now, we’re just thinking about the next apex, holding steady throttle as we approach, and getting on it way sooner than you’d expect without upsetting anything, as the 911 rockets off the corner thanks to tremendous grip and a PDK trans that finds the perfect gear before we even gave it a thought. Even with very cold track temps, we never struggled for grip or battled any wheelspin coming off of corners. And trying to land it in that perfect spot in braking zones is easy with strong brake performance that was predictable and consistent lap after lap; no wandering, and great feedback too.
Yes, even the standard 911 is near pure perfection on a racetrack. It gives you all the right feedback, stays incredibly flat through corners, makes you always feel totally in control, and again is just plain fun. Unless you’re chasing lap times, there’s really no need to head further up the 911 tree. Though it is worth noting the few upgrades that were on our Carrera did help the situation a little. The 20- and 21-inch Carrera S wheels enabled plenty of grip from the 305 Pirelli P Zero tires, the Sport Chrono Package allows 0-60 sprints of 3.7 seconds, an extended range fuel tank meant we could lap all day without having to fill up, and the fantastic Sport Seats provided great support and better comfort than we remember experiencing in a 911. The Sport Exhaust system didn’t add anything to performance, but made things sound a whole lot better, and the oval silver tips look great too.
We never struggled for grip or battled any wheel spin coming off of corners.
Our track time got cut short thanks to a rare snowstorm in Coastal Georgia, but the white stuff and blue sky made the perfect backdrop for our Guards Red Carrera. Exterior tweaks for what is officially the 992.2 include a reshaped front fascia with improved aerodynamics. All front lighting is now contained within the Matrix Design LED headlight housing. The rear fascia has also been smoothed out, the license plate moved higher, and Porsche 3D block lettering spelled out across the back beneath the active rear spoiler and new decklid grille.
Even without Turbo in the name, the standard 911 engine is indeed a turbo these days, a 3.0-liter flat-six twin-turbo delivering 388 horsepower and 331 lb-ft strictly to the rear wheels in the Carrera Coupe.
Inside the cabin, the 911 continues its slow crawl towards the modern, now including a 12.6-inch fully digital gauge display and a start button located on the left side of the steering wheel, with drive modes easily accessible on the wheel itself. In another no brainer move, Porsche now makes the rear seat a no cost option, so you can choose if you want it or not.
Government Fuel Economy Ratings are 18 City, 25 Highway, and 21 Combined. That’s only slightly worse than average for the Energy Impact Score; 14.2 barrels of annual oil consumption with 7.0 tons of CO2 emissions.
The good news is this 911 had the fewest number of options of any Porsche that we’ve tested in some time, and it was still plenty awesome; the bad news is, a base Porsche 911 Carrera Coupe now starts at $122,095.
But can you really put value on “the force,” this mythical power that Porsche seems to have, that somehow turns average drivers into great ones? It’s useless to resist as far as we’re concerned, as it only gets better with the 2025 Porsche 911 Carrera.
Specifications
As Tested
- Engine: 3.0-liter twin-turbo flat-6
- Transmission: 8-speed PDK
- Horsepower: 388
- Torque: 331 lb-ft