The ATS-V features the same clever electronic differential from the Corvette Z06 (as standard, I should add). It can vary between fully open, to help the car rotate into the turn, and practically fully closed (up to 2,000 Newton meters of preload), to help power down. Traction is, therefore, good; the back tires stepping out feels more like a lack of rear camber under heavy load.
Cornering grip is immense. The ATS-V actually produces net downforce at speed (with the optional Track Pack), something few sedans can claim. Compared to the outgoing CTS-V, which has the identical brake package despite being a heavier car, aero force at the end of the straight under braking is up 150 lbs. And that’s likely why I didn’t miss the carbon ceramic brakes you can often option with ze Germans. The steel Brembos shed speed plenty well, although the ABS does kick in a tad too soon.
From the base ATS, the toe links have been replaced with ball joints and every bushing is new. Lateral stiffness is up 25 percent thanks to things like a carbon fiber hood, and much work was done to the cooling to ensure us track-rats don’t get too toasty; despite a bit of brake fade if I neglected a cool down lap, the ATS-V out lasted the Michelin Pilot Super Sports with ease.
Part of that may have been down to me doing one-too-many skids. In my defense, it’s hard not to drift the ATS-V: A). The back end wants to come around whether you like it or not, and B). It’s awesome at it. What’s a fella to do?