Cadillac has done the hard work of building world-class sport sedans, the ATS is a hoot to drive (hoot being a technical term). Now that athletic edge is available in a coupe. I’m Tom Voelk with Driven for The New York Times. Perhaps to signal it is not resting on its laurels, Cadillac has ditched them on it’s new widescreen logo. (ON CAMERA) The wheelbase is the same as the sedan; the track is just a little bit wider. Every body panel is different (nearly every body panel is different. Coupes normally amp up the attitude. Cadillac’s Art & Science design is pretty tame here. The driving dynamics are left to do the talking... (SOUND UP) ATS is the lightest car in its class. If you believe this brand is still stodgy and softly sprung, one hard corner will set you straight. (ON CAMERA) this car is so much fun The suspension on the coupe is tuned one notch firmer than the sedan. The optional magnetic ride control adjusts damping every millisecond to keep body motion in check. Do not buy a Cadillac without it. (ON CAMERA) I would like the on-center feel to be a little more locked down but I consider ATS to be the best handling car in class and yes, I am including 3 Series. Old stereotypes die hard. The coupe gets two engine choices- a 272 horsepower 2.0L turbo four-cylinder, and this 3.6L V6 that delivers 321 horses (SOUND UP) and 275 lb-ft of torque. (SOUND UP) Choose from rear or all-wheel drive. The turbo motor can be had with a six-speed manual; the V6 I’m driving is paired exclusively to a six-speed automatic. The 6 has more horsepower (SOUND UP) the turbo four offers more low-end torque. They both sprint to 60 in about 5.5 seconds. Low profile tires mean sharp bumps are felt (ON CAMERA) ATS is not library quiet but it is quiet enough Fuel economy isn’t a top priority for performance coupes, but I have come close to the E.P.A rating of 18 city, 28 highway and surprise, regular grade gas is specified. All this fun is had in a tastefully appointed cabin, beat only by Mercedes C-Class in my opinion. Top quality materials plus cut and sewn elements add visual luxury. No memory steering wheel? At least it’s heated. Performance seats are skimpy on the side bolstering. I like parts of CUE, or Cadillac User Experience. Reaching toward the screen triggers more options on it and the interface is intuitive. But the haptic touch surfaces aren’t as responsive as an iPad, so it can be distracting. (ON CAMERA) If you plan on carrying more than two people in your ATS on a regular basis, I highly recommend the sedan. There are only belts for two back here and not an awful lot of headroom. Foot and knee room are marginal, as expected. There are some comfort touches that are unexpected. (ON CAMERA) ATS is not known for its large trunk. The sedan only holds four packs of this stuff. A rear mounted battery helps to maintain a near perfect 50/50 weight distribution. There’s the ability to haul longer stuff but people buy crossovers for practicality, not coupes. Trunk space matches the ATS sedan. BMW 4 Series coupe beats this by a full pack. Cadillac is not buying its way back into the market with low aggressive pricing. ATS coupe starts at $39,000. As tested it’s $49 grand. Optioned up It can rise to nearly 59. Cadillac engineers have proven you don’t have to buy German for an exceptional luxury sport experience. The burden now falls to the marketing department to get the message out.