2015 Cadillac ATS Coupe

2015 Cadillac ATS Coupe

Episode 3408
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Without a doubt, the most exciting American sport sedan in decades is the Cadillac ATS. Since it arrived for 2013, the ATS has fully stood its ground against the best four-doors that Germany has to offer. Now Cadillac is following that up with a coupe version. So, let’s see if, even with two less doors, it’s just as able. 

As the first compact sporty coupe to ever wear the Cadillac crest, the 2015 ATS Coupe has got a tall bar to top, to make headway into a small, clearly European dominated segment. 

Now, being drawn from the wonderful ATS sedan certainly helps. Indeed, GM hasn’t done anything major here beyond crafting a 2-door body onto the ATS chassis. So if you liked the sedan, chances are you’ll really like the Coupe. 

Unlike many sedan/coupe siblings, wheelbase stays the same, though the 2-door’s track has been widened for better handling, and a more muscular appearance, especially at the rear.

Only the hood is shared, the rest of the body panels are unique. Though sleek and stylish, it comes off a little conservative compared to ATS and CTS sedans, and that’s apparently intentional. Still dynamic and very well done overall, lots of emphasis is placed on aerodynamics, including extensive underbody shielding. 18-inch wheels are standard, with a wider footprint at the rear. 

The ATS Coupe also launches a new Cadillac crest. A big large for our taste, it will quickly work its way throughout the lineup. 

What’s under that shared hood is not quite as shared as the 2.5-liter I4 is not available. Just the delightful 272-horsepower 2.0-liter turbo, uprated to 295-lb ft of torque, and our car’s 3.6-liter V6 with 321-horsepower and 275 lb-ft. The V6 is automatic only, but, like the sedan, you can choose a 6-speed manual for the turbo-4. 

Watching weight is still an ATS hallmark. But, poundage does see a slight increase over a comparably sedan. 3,530-pounds total in the case of this V6, with a little more of the weight over the front wheels. 

That’s barely apparent from 0 to 60 as this 2-door gets the job done in 6.2-seconds. The automatic yields quick, nearly seamless shifts, pushing through the ¼ mile in 14.6 seconds at an even 100. That’s only slightly off the pace of the last turbo-4 sedan we tested. 

When it comes to handling, there’s the same 5-link IRS, and double pivot MacPherson strut front suspension, but with unique tuning that feels a tad stiffer than the sedan. For best results, you can upgrade to the FE3 sport suspension with Magnetic Ride Control, as well as a mechanical limited-slip rear diff. 

The belt-driven, variable effort electric steering works well, with precise inputs and decent feel. All-wheel-drive is available with both engines. Brembo brakes are standard, but just for up front. And that was enough to bring things to a halt in a short average distance of 120-feet from 60. 

The interior is well-crafted. We especially like our car’s carbon fiber accents. The enhanced CUE system makes for easier smart phone use. Most info is easier to find, and the touchscreen seems more responsive. Front seats are as comfortable as we remember; the steering wheel still feels great in your hands; and the gauge panel is still clear and comprehensive. This Coupe is a 2+2 so rear legroom is tight. Still, the seats cushions are comfortable.

Two different safety packages are available: Driver Awareness and Driver Assist; and include back-up camera, full-speed range adaptive cruise control, lane keep assist, front and rear automatic braking, head-up display, and of course GM’s safety alert vibrating seat. Trunk capacity stays the same as the sedan at 10.4 cubic-ft.  

Government Fuel Economy Ratings for the V6 are also the same as the sedan at 18-City, 28-Highway, and 22-Combined. We averaged a fine and fun 23.8 miles-per-gallon of Regular. The Energy Impact Score falls about average at 15.0-barrels of yearly oil use with CO2 emissions of 6.8-tons.

Base pricing for a standard 2.0-liter ATS Coupe is $38,990; V6 pricing begins at $46,145.    

If Cadillac had come to us for advice before building the 2015 ATS Coupe, we would have told them to keep the sedan’s performance intact and keep the price under 40. Well, they did us one better by keeping the price reasonable, and packing in even more total performance. We think that much like the sedan, the ATS Coupe should be an instant sales success and have no problem carving out a spot among the luxury sport coupe elite.

Specifications

  • Engine: 3.6 liter
  • Horsepower: 321
  • Torque: 275 lb-ft.
  • 0-60 mph: 6.2 seconds
  • 1/4 mile: 14.6 seconds @ 100 mph
  • EPA: 18 mpg city/ 28 mpg highway
  • Energy Impact: 15.0 barrels of oil/yr
  • CO2 Emissions: 6.8 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW