2016 Cadillac ATS-V Coupe Vs. 2015 Lexus RC F

Curiously, this powerplant features a 10.2-to-1 compression ratio, which is quite high for a forced-induction engine, especially one that’s pumped up with 18 pounds of peak boost. Not surprisingly, premium-grade gasoline is recommended, though you’d be wise to use it at all times.

Thanks to its atmospheric aspiration, the RC F’s compression ratio is even higher than the ATS-V’s, measuring a stratospheric 12.3-to-1, which means 91-octane gasoline is the minimum you can get away with, so don’t be a cheapskate! Put the good stuff in.

Also See: Do I Really Need to Use Premium Gas?

But broadening its appeal, Cadillac gives drivers a choice, two significant options, in fact. The ATS-V can be had with a six-speed manual gearbox for proper three-pedal driving. And for enthusiasts in the know, it’s not just any stick-shiftable transmission, but a Tremec TR-6060. This rugged cogcrate is used in a wide array of ultra-high performance machinery like the Dodge Viper and Shelby GT500 Mustang. Beyond this, the Caddy is also offered as a sedan for those that prefer four doors. Even though it looks a little smaller, the ATS-V rides on a longer wheelbase, which spans 109.3 inches, 1.8 more than the Lexus’. Still, the RC F is slightly longer and fractions of an inch taller. When it comes to width, these cars fall within one-tenth of an inch of each other. Size-wise, it doesn’t get much closer than this.

But one area where they diverge once again is mass. With a curb weight of around 3,700 pounds, the Caddy is about 258 pounds lighter than the Lexus.

Countering these points, the RC F’s chassis was tuned on the legendary Nürburgring Nordschleife from early in its development. The suspension is 70 percent unique compared to run-of-the mill RC coupes, with new springs, dampers and stabilizer bars to name a handful of engineering changes that were made. Additionally, a Torsen limited-slip differential is standard but Lexus also offers a torque-vectoring differential, TVD for short. In simple terms this unit has driver-selectable settings and is designed to help the car rotate while negotiating corners.

Part of the reason it moves so well is that the twin-turbo V6’s blowers feature titanium-aluminide turbines, which reduces rotating inertial loads by 51 percent for near-instantaneous response. Cadillac claims it can hit 60 miles in just 3.8 seconds and has a terminal velocity of 189 miles an hour.

But the RC F’s 5.0-liter V8 is a powerplant that cannot be ignored. This fire-breathing dragon packs serious punch as well. It feels a tick or two slower than the ATS-V but not as far behind as its claimed 4.4-second romp to 60 would suggest. Top speed is electronically limited to 170 miles an hour. This big V8 is not as torque-rich as Cadillac’s force-fed six but it pulls strongly in the upper rev range and feels smoother.

More leisurely it may be, there’s one area where Lexus trounces Caddy and it’s the noise department. For what it is, the ATS-V’s engine sounds good, but it’s a far cry from the RC F’s wailing V8, which provides phenomenal internal-combustion music. It’s no contest; the Lexus wins here.

Dancing around a closed course, the Cadillac’s super-thick steering wheel rim provides ideal control and its overall feel is a masterpiece of automotive engineering. The way this car drives is, well, just about perfect. It’s even willing to get a little tail-happy while cornering to keep things lively.

The Lexus is a lot of fun as well, but it’s not quite as engaging as the Caddy. It feels significantly bigger, a lot heavier and consequently less eager to change directions. Of course, you don’t really notice these attributes until you compare the cars back to back because the RC F really is a supremely enjoyable machine, it’s just the ATS-V is better.

In comparison, Lexus designers went hog wild on the RC F, seemingly attacking the clay model with a samurai katana. This car is covered in swooping shapes and busy details; overall, it’s a bit much.

This trend continues inside where the ATS-V is pretty innocuous, with sensible shapes and suitably premium materials. Its cockpit is straightforward and attractive, though the gauges look atrocious, like somebody in product development forgot they needed instruments two days before serial production began.

Base price for an RC F is $63,000 and change, including $925 in delivery fees. The model we tested stickered for around $73,760. An entry-level ATS-V can be had for a few hundred bucks shy of $64,000, including $995 for shipping. However, if you opt for the automatic transmission it’s going to cost you an extra two grand. Out the door, our test model cost $76,965.

With torrents of torque, telepathic steering and a chassis that loves to dance, it’s the Caddy that drives away with a win in this comparison.

Discuss this story on our Cadillac ATS Forum.

Discuss this story on our Lexus Forum.