ATS Coupe, New Escalade On The Way

ats coupe new escalade on the way

With 70 percent of its buyers new to to the brand, the Cadillac ATS is an important way for the brand to bring new buyers into the fold. But the ATS is still missing an important product that its main competitors currently have; a coupe.

While the coupe market is small overall, two-door variants still count towards the overall volume of vehicles like the BMW 3-Series and Mercedes-Benz C-Class. And with the demise of the current CTS Coupe, a two-door ATS will fill a hole in Cadillac’s lineup by replacing a vehicle that attracted a bit of a following.

Also on deck for Caddy is the new Escalade, reportedly an evolutionary update of the current design. Reports state that a great deal of work has gone into upgrading the interior, which looks fairly dated at this point in time. While most enthusiasts will be excited by the prospect of an ATS coupe, a case can be made that the new Escalade is the more compelling product.

The Escalade is arguably Cadillac’s flagship, but the brand has apparently changed course late in its development cycle, moving away from the obnoxious (but awesome) bling-bling aesthetic to a look that M ark Reuss has called “understated yet elegant”. Personally, I think this is the wrong move; nobody buys an Escalade to fly under the radar (that’s what the Yukon Denali is for – check your local country club if you don’t believe me), but they do buy it to make a certain kind of statement. Beyond that, the public has embraced the Escalade in its role as the ride of choice for athletes, rappers and wealthy proles. In that niche, it truly is the standard of the world, more recognizable by name than even the Range Rover and the G-Wagen, the current ride of choice for America’s favorite nouveau riche Armenian clan. If only Cadillac would embrace it. If you want to make a statement about sustainability and your social conscience, go buy an ELR.

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  • Michael500 Michael500 on Apr 29, 2013

    An "understated yet elegant" 'Escamalade will NOT work for the Kardasians, because they are not understated (or elegant).

  • Jimbob457 Jimbob457 on Apr 30, 2013

    The more I read these automotive threads, the more I get the feeling the recently bankrupt GM is, in the US at least, just playing out the string offering increasingly outdated technology to an ever-shrinking customer base. Even their new products are usually no better than best third best in their marketplace - Volt, Malibu, et.al. GM just ain't no good anymore.

  • MaintenanceCosts The sweet spot of this generation isn't made anymore: the SRT 392. The Scat Pack is more or less filling the same space but it lacks a lot of the goodies, including SRT suspension, brakes, and seats. The Hellcat is too much and isn't available with a manual anymore.
  • Arthur Dailey I am normally a fan of Exner's designs but by this time the front end on the Stutz like most of the rest of the vehicle is a laughable monstrosity of gauche. The interior finishes suit the rest of the vehicle. Corey please put this series out of its misery. This is one vehicle manufacturer best left on the scrap heap of history.
  • Art Vandelay I always thought what my Challenger really needed was a convertible top to make it heavier and make visability worse.
  • Dlc65688410 Please stop, we can't take anymore of this. Think about doing something on the Spanish Pegaso.
  • MaintenanceCosts A few bits of context largely missing from this article:(1) For complicated historical reasons, the feds already end up paying much of the cost of buying new transit buses of all types. It is easier legally and politically to put capital funds than operating funds into the federal budget, so the model that has developed in most US agencies is that operational costs are raised from a combination of local taxes and fares while the feds pick up much of the agencies' capital needs. So this is not really new spending but a new direction for spending that's been going on for a long time.(2) Current electric buses are range-challenged. Depending on type of service they can realistically do 100-150 miles on a charge. That's just fine for commuter service where the buses typically do one or two trips in the morning, park through the midday, and do one or two trips in the evening. It doesn't work well for all-day service. Instead of having one bus that can stay out from early in the morning until late at night (with a driver change or two) you need to bring the bus back to the garage once or twice during the day. That means you need quite a few more buses and also increases operating costs. Many agencies are saying for political reasons that they are going to go electric in this replacement cycle but the more realistic outcome is that half the buses can go electric while the other half need one more replacement cycle for battery density to improve. Once the buses can go 300 miles in all weather they will be fine for the vast majority of service.(3) With all that said, the transition to electric will be very good. Moving from straight diesel to hybrid already cut down substantially on emissions, but even reduced diesel emissions cause real public health damage in city settings. Transitioning both these buses and much of the urban truck fleet to electric will have measurable and meaningful impacts on public health.
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