I'm sure there would be a lot of trial and error involved, but it looks like there is plenty of room in there. If someone ever made a swap kit for it I would consider it in the future once the car is paid off. This would would be an amazing swap and if someone made a kit with the way prices on used ATS's are going I would think people would do it. If you start this project please keep us updated with lots of pics! A big cammed ATS man that would be nice! :yup:

 

If you search you'll find lots of "it'll fit" "no it won't" back and forth.

The fact is an LT1 will physically fit in the engine bay by the numbers... BUT... just like the rear seats in the ATS sedan, the engine bay wasn't packaged for it and like a 6'2" 260lb adult in the back seat, just because it fits doesn't mean it should ever go in there.

GM's DI engines make TONS of waste heat (massive radiators, vented hoods, the lot) and the cooling module in the ATS would be too close to the engine. If you've ever seen under the hood of a 3000GT VR4, or a 300ZX TT or a late 90's Z28/Trans Am... good luck working on it, and airflow through the engine bay will become an issue.

The reason is the ATS's transmission tunnel is smaller than the CTS and the Camaro, so any transmission that can handle the V8's power has to be moved forward (and FWIW a 430hp V8 vs a 430hp TTV6 - the V6 can torque limit the powertrain easier so the transmission doesn't need to be as stout) and thusly the engine moved forward. During design, this forward movement of the center of mass messed up handling (oh and btw means also moving the steering rack, which messes up geometry) and the engineering team felt that while the overall mass of the TTV6 to V8 was slightly higher and slightly taller, the location of the center of mass was better for handling - after all the ATS's mission was to be handling first speed second.

I'm thinking the engine crossmember should swap straight across from the Camaro to the ATS.

The Camaro is somewhere between the ATS and CTS in size - I'd sooner go after the crossmember from the CTS-V and see if that fit, but with the amount of custom work, a tubular k-member would be the better bet (example below for 4th gen Camaros) and would save space.

http://s10.photobucket.com/user/WarShrike/media/Teardown/100_0828.jpg.html

I believe the transmission behind the LT1 is the same unit used in the ATS-V.

Correct, they both use the 8L90 and TR6060

Can I swap to a better/stronger factory rear?

This is a good question, though the rear mounting points in the ATS-V should line up the best... it just means getting an ATS-V back end... The Camaro probably wouldn't bolt up.

The problem is you're talking putting $20k in parts along (much less labor) to do the swap - might as well get an ATS-V which would drive and handle better from the start AND have cooler aesthetics and a warranty - all for the V8 sound over the TTV6. More power to you - the problem is it just doesn't make much sense.

And if you want a true raw V8, the LS7 is the less reliable but WAY more badass engine. :yup:
But also thrice the price. :suspense:

 

If you search you'll find lots of "it'll fit" "no it won't" back and forth.

The fact is an LT1 will physically fit in the engine bay by the numbers... BUT... just like the rear seats in the ATS sedan, the engine bay wasn't packaged for it and like a 6'2" 260lb adult in the back seat, just because it fits doesn't mean it should ever go in there.

GM's DI engines make TONS of waste heat (massive radiators, vented hoods, the lot) and the cooling module in the ATS would be too close to the engine. If you've ever seen under the hood of a 3000GT VR4, or a 300ZX TT or a late 90's Z28/Trans Am... good luck working on it, and airflow through the engine bay will become an issue.

The reason is the ATS's transmission tunnel is smaller than the CTS and the Camaro, so any transmission that can handle the V8's power has to be moved forward (and FWIW a 430hp V8 vs a 430hp TTV6 - the V6 can torque limit the powertrain easier so the transmission doesn't need to be as stout) and thusly the engine moved forward. During design, this forward movement of the center of mass messed up handling (oh and btw means also moving the steering rack, which messes up geometry) and the engineering team felt that while the overall mass of the TTV6 to V8 was slightly higher and slightly taller, the location of the center of mass was better for handling - after all the ATS's mission was to be handling first speed second.


The Camaro is somewhere between the ATS and CTS in size - I'd sooner go after the crossmember from the CTS-V and see if that fit, but with the amount of custom work, a tubular k-member would be the better bet (example below for 4th gen Camaros) and would save space.

http://s10.photobucket.com/user/WarShrike/media/Teardown/100_0828.jpg.html


Correct, they both use the 8L90 and TR6060

This is a good question, though the rear mounting points in the ATS-V should line up the best... it just means getting an ATS-V back end... The Camaro probably wouldn't bolt up.

The problem is you're talking putting $20k in parts along (much less labor) to do the swap - might as well get an ATS-V which would drive and handle better from the start AND have cooler aesthetics and a warranty - all for the V8 sound over the TTV6. More power to you - the problem is it just doesn't make much sense.

And if you want a true raw V8, the LS7 is the less reliable but WAY more badass engine. :yup:
But also thrice the price. :suspense:

I'd never run a LS7. I use that engine as an ******* barometer. If someone tells me the LS7 is the best thing ever made by God himself, I know that person is immediately an *******.

So you think it will physically fit. That's great news! Do you think the 8L90 will clear our tunnel? I would imagine the Camaro rear diff will be a bolt in affair. I highly doubt GM engineered more than 2 axles for 1 chassis platform. Some one has to have access to part numbers and diagrams to see what fits what, and that would make the ordeal much simpler. I don't think there will be a heat issue. I've never had cooling problems due to packing.

I do love me a good swap car. Last time I started with...



Ended up with....



And it was slooooooooooow.



https://youtu.be/FaM7E2N6uzE

 

With work, everything can be done. You just have to want it and not care about getting your money back on resale. I loved when people started swapping the LS1 in Miatas.

Given the need to swap engine, tranny, ECM, and rear it isn't worth the money for the average person. Would be cool though. I'd rather have the V8 than the turbo V6.

 

Yes sir! I don't think they money will be that great. I think I can pull it off for $10k all in.

 

I'm hope'n that Edelbrock makes a kit for the V6 ATS with one of their E-Force positive displacement superchargers..

http://www.edelbrock.com/automotive/mc/superchargers/

They've recently bought out kits for the 3.6 liter V6 Jeep, and the 2.0 liter Suburu.. To go along with their popular V8 kits..

I had a positive displacement blower on a 5.0 Mustang with a Kenne-Bell twin screw supercharger.. Driving that car, you could not tell that it only had a 5.0 V8.. The lowend torque was massive, instant and linear.. No lag at all, not even a little bit.. It dyno'd 486 ft lbs of rwtq at 2600 rpms.. So it was over 500 ft lbs at the flywheel easily.. Check out this vid.. https://www.youtube.com/watch?v=E0WvwsMbJeQ

With a supercharger on the stock V6, I could keep my AWD...

 

I thought there were already kits out there for the 3.6? May not be Edelbrock, but that shouldn't matter too much.

 

^^^ One of vendors posted a kit in process and dyno numbers using a centri blower. It didn't come to market. Not sure if they thought the reliability was bad or if demand wasn't going to the be there. For realistic options, I like the idea of a lightly pressurized V6. The V6 runs now on 87 so moving to 91/93 helps with detonation control. The challenge is the rest of the drivetrain and cooling isn't built for high HP. Adding 75 to 100 HP at the wheels would probably be reasonably reliable, but a centri kit and tuning would be expensive for that gain

 

I'm thinking of doing the same thing, except might start with the LS1/T56 from my '00 Z28 just to get all issues sorted out.. then would consider upgrading to LS3. I suspect many of the '16 camaro, CTS-V, or even ATS-V parts can be used (such as engine/trans mounts, wheel hubs, spring/shock (from 1SS).

In the ATS-V, there's a ton of space in front of the 3.6, so I don't think it would be an issue to run the LT1 and just use the '16 camaro's airbox setup and cooling package. Reference this picture: http://blogs.youwheel.com/wp-content/uploads/2014/11/2016_Cadillac_ATS-V_LAShow_6.jpg

2013 ATS manuals with reasonably low mileage can be found in the ~$17k range.

 

I wouldn't want to try to get an LS computer to try to play well with the newer stuff, which is why I figured LT1 would be the best option. All we need to find out is if the Camaro K-member and rack and be directly swapped. That would provide a mounting solution.

 

Has anyone tackled this one yet?

 

Nope. This isn't going to get moved on for a while. I'd be interested in doing it when I can pick up a 130k mile V6 car for $4000, otherwise the benefits don't outweigh the costs currently.

 

Yeah, if you could find a fresh one at the junk yard or auction with a blown engine or trans for 4k or less that would be the one to tinker with.

 

Sounds scary. An alternative would be to add super charge to the 3.6. KPE is currently doing a test run on this motor. I was going to let them use my ATS but could not come up with the 6k to get it done. This would potentially have added another 100 Hp's to the 3.6 with out the added weight. That would have been sweet. Just something to consider.

 

Add 100hp without what added weight? You mean adding weight with a V8? I'd bet you a dollar that a fully dressed 3.6 with a full supercharger kit weighs more than a fully dressed LT1. Anytime I've added a supercharger to a car, it's always added nearly 100lbs. Figure the blower itself is in the 30-40lb range, then the bracket is usually 10-15lbs, piping, another 10lbs, fmic 20lbs and boom you're at 100lbs added real quick.

 

I will be amazed if this project ever leaves the forum. Like most other engine swaps the overall process and cost are for a very limited number of people and it is far more fun to talk about than actually do.

 

One way to help pay for it is to do a YouTube series of the build and take donations via Patreon.
If you want to see an example of this (and some build silliness) check out "Project Binky" on YouTube. If you are into welding, engineering, and British humor you will love that show. There are 14 episodes so far.

There is also a LS3 V8 Miata Build - Project Thunderbolt on YouTube, this one turned out more driveable than expected because the suspension was also beefed up.

 

With enough time, money, and patience everything is possible. And I love to see someone tackles this challenge. That being said, I am not very sure about possibility of crowd funding this project through Cadi owners or Cadi communities. A quick look around the forum can tell you that there is minimum customization or DIY work is happening in this Cadillac forum. Many of us are white collar people who drive our Cadis to our work and back, and we keep the car in its original form.And there is very little or no desire or wish to customize or change any thing in our cars - except maybe tinting, HID lights, or some tasteful aftermarket rims.

 

The ATS just seems like a really good candidate for an LS or LT V8 swap. Between the CTS-V and Camaro SS (both on similar Alpha architecture), a lot of OEM hardware could be procured to make it work.

I think it would be a lot easier than swapping those engines into an RX8 or BMW 3 series, which is somewhat common at this point.

I am really considering using my '00 Z28 M6 as a donor car and picking up a low mileage ~$15k ATS manual to swap the LS1 / T56 into. The LS/LT engines have HUGE OEM & aftermarket part potential, immediate throttle response, compact, light, and fuel efficient. In my case, the way to make it work would to run the LS1 ECM to control the engine.

 

Shouldn't be too difficult to do a Gen 3 LS swap. Hell, if you wanna get really cheap, you can throw in a 4.8L. I'd keep the Camaro in tact if I were you. Those are holding their value much better than any ATS! Oh, and swap cars are damned near IMPOSSIBLE to sell. I basically had to give away my turn key 10 second 99 Camaro because it was originally a V6 that I swapped an LS1 into. It's a losing proposition all the way around, which is why I said I'd do it if it was crowd funded. Even with the scenario you've outlined, you're still going to be north of $20k out of pocket.

 

If I had $10k cash and time I would be doing this swap right now. Haters going to hate and somebody has to be first. Ask the guys who were first cram an LSx in a BRZ.

If you are starting with a 15+ ATS it has the Alpha+ chassis so any tunnel variances should be nill. All you really need is a totaled Camaro6 that has rear end damage. Swap over EVERYTHING and get the driveshaft shortened. Really the physical stuff is SMALL compared to the other potential pitfalls... CUE/Gauges/lights etc all connect to CANBUS in one form or another... Whether or not the Camaro ECM will play nice is a huge question. A welder and a plasma cutter is more accessible then re-programming a body control module.

Proof?

2013 ATS

2016 ATS-V

2016 CTS-V

2017 CamaroSS

OMG the differences are HUGE! :bigroll:

Major fitment issues are not from the tunnel or hard points... Major issues are body work does not accommodate the wider tire/wheel packages AND without checking part numbers or crawling under a new Camaro at the dealership it looks like the track width is not all wheel and tire. Notice the relationship of front cradle hard points vs brake rotor and spindle lower control mount. If the spindles are located further out, does that mean the strut mounts are further apart? I'll check when I pick my ATS up from service.

 

Suspension mounts don't much matter. I suppose you could swap to Camaro suspension if you really wanted it. Also, CUE and such are all controlled by the BCM. It makes no matter to the BCM as to which engine is in the car. Your PCM is what controls the motor. As far as getting gauges to work, GM uses a lot of the same sensor values. If there is a difference, it can usually be fixed by a resistor or some other cheap method. So gauge information is passed from the PCM to the BCM for display on the dash. You couldn't do it for $10k. An LT1 crate motor costs nearly that, then you still need a transmission, fueling, exhaust, etc.

----------

I'll add another perspective. I'm an Alfa Romeo guy... smaller, lithe, cars with excellent 4 and 6 cylinder high efficiency engines. Great styling, moderate horsepower, but combined with light weight and stellar suspension, great handling AND great performing cars. But obviously not a Ferrari, or a Maser for that matter. I had taken my daily driver 1995 Alfa Romeo 164LS 24v 3L car to about the max... suspension and engine wise.. about 275hp for a 3200lb FWD car. A euro close ratio 6sp and LSD up front really expanded its capabilities... but weight and FWD has it's limits. My 'go to' mechanics/shop was circling the drain... didn't think they'd be in business much longer.. so my search for a fun, reliable, CAPABLE Daily Driver began. Had done Bimmers (94 325i) and Benz's (190E 2.3-16V) in the past... and after reading numerous articles test drove an ATS. Decided on the 2L Turbo for its 'potential' and then because I'm old school... searched for 8months before finding a CPO 6sp Manual Tranny car w/10K in Dallas (I'm in Seattle). I love that this car is light, powerful (with much more potential available) and has GREAT handling balance... just as good IF NOT BETTER than the Alfa Romeos I'm used to driving!! I also like the smaller 2L engine, and that staid old GM is kicking out ~275ph from their stock OEM plant!! More with less - just like the Europeans have done for decades! The last thing I want to see is a big V8 inserted to disrupt that outstanding handling balance. Hello perpetual understeer!!! Heck, I'm not even keen on that 3.6L V6, though obviously the Caddy folks have made the ATS-V handle on a dime (with extra chassis mods). Spend the money and time to fortify the 2L turbo... forged pistons, H ladder conrods, Stage 1/2 cams and valve springs, bigger inter-cooler, and now a bigger Mistubishi Turbo. Kick ass with these upgrades...and more that follow. 'More with Less.' Don't go the 'old school' route of dropping in a big old 'ah-murrhican V8.' The ATS is a NEW breed of American (sports sedan) car, meant to compete with Europe's finest ... and deserves a rethink from the american norm on how to achieve performance gains. You want a V8??? Get yourself a CTS (-V). Don't use a sledge hammer, when a finishing hammer will do.

And this advise is from a guy who has modified every Alfa Romeo I've owned ( I think the total is ~ 15 in 25 years)... whether suspension, brake, wheel/tire, or engine related. But never have I upset the balance of the original car. Basically taking a scalpel to the job, verses a meat cleaver. (Yes, same analogy of sledge vs. finishing hammer).

Just my humble thoughts... Mr small displacement/high efficiency guy....

Sigh... Come on man. You know the ATS is already available for sale with a V8, right? I can go out tomorrow morning, buy one, and have it in my drive by noon. It's called a Camaro. So no, it's not going to make it understeer, or brake worse, or whatever else you think it's gonna do. I've read that the HF V6 like the LFX used in the newer ATS and Camaros is within spitting distance of the LT1's weight. You don't see monumental chassis changes being made on Camaros fitted with v8's over v6's.

 

I'll add another perspective. I'm an Alfa Romeo guy... smaller, lithe, cars with excellent 4 and 6 cylinder high efficiency engines. Great styling, moderate horsepower, but combined with light weight and stellar suspension, great handling AND great performing cars. But obviously not a Ferrari, or a Maser for that matter. I had taken my daily driver 1995 Alfa Romeo 164LS 24v 3L car to about the max... suspension and engine wise.. about 275hp for a 3200lb FWD car. A euro close ratio 6sp and LSD up front really expanded its capabilities... but weight and FWD has it's limits. My 'go to' mechanics/shop was circling the drain... didn't think they'd be in business much longer.. so my search for a fun, reliable, CAPABLE Daily Driver began. Had done Bimmers (94 325i) and Benz's (190E 2.3-16V) in the past... and after reading numerous articles test drove an ATS. Decided on the 2L Turbo for its 'potential' and then because I'm old school... searched for 8months before finding a CPO 6sp Manual Tranny car w/10K in Dallas (I'm in Seattle). I love that this car is light, powerful (with much more potential available) and has GREAT handling balance... just as good IF NOT BETTER than the Alfa Romeos I'm used to driving!! I also like the smaller 2L engine, and that staid old GM is kicking out ~275ph from their stock OEM plant!! More with less - just like the Europeans have done for decades! The last thing I want to see is a big V8 inserted to disrupt that outstanding handling balance. Hello perpetual understeer!!! Heck, I'm not even keen on that 3.6L V6, though obviously the Caddy folks have made the ATS-V handle on a dime (with extra chassis mods). Spend the money and time to fortify the 2L turbo... forged pistons, H ladder conrods, Stage 1/2 cams and valve springs, bigger inter-cooler, and now a bigger Mistubishi Turbo. Kick ass with these upgrades...and more that follow. 'More with Less.' Don't go the 'old school' route of dropping in a big old 'ah-murrhican V8.' The ATS is a NEW breed of American (sports sedan) car, meant to compete with Europe's finest ... and deserves a rethink from the american norm on how to achieve performance gains. You want a V8??? Get yourself a CTS (-V). Don't use a sledge hammer, when a finishing hammer will do.

And this advise is from a guy who has modified every Alfa Romeo I've owned ( I think the total is ~ 15 in 25 years)... whether suspension, brake, wheel/tire, or engine related. But never have I upset the balance of the original car. Basically taking a scalpel to the job, verses a meat cleaver. (Yes, same analogy of sledge vs. finishing hammer).

Just my humble thoughts... Mr small displacement/high efficiency guy....

 

2.0T max potential power 500 maybe? And at that point its on the ragged edge. V8 makes this with bolt ons or stock and is hardly stressed.

This isnt the 70s and we are not talking about SBC vs BBC swap in a muscle car. Camaro weights 400 lbs more but its not all up front weight, its all over. Engine, transmission, differential, wheel bearings, brakes, additional radiators, larger wheel/tire package and chassis stiffening.

Sigh... Come on man. You know the ATS is already available for sale with a V8, right?

You mean a 2 door ATS Coupe is available. Some of us need/want 4 doors.

An LT1 crate motor costs nearly that, then you still need a transmission, fueling, exhaust, etc.

Ya crate motor/ebay for individual components is NOT the way to go. My $10k number is not BS. There are a number of insurance auctions out there. I just saw a 2016 2SS with 10k mi. that had a creamed rear end go for $8k. Thats a complete car. Like I said, I was going to buy it and do this but the better half and I are gutting the house for a remodel so no cash for tertiary projects. By the time you sell off the bits you don't use (ATS drive line and cooling, Camaro body and interior) and scrap the rest, I bet that's a $10k build WITHOUT labor.

Do you think there are 500 people interested enough to throw $20 into a hat? Hell even 200 people? If I could raise $7k after taxes (this isn't exactly a charitable cause) I would be willing to put up $3k and my car to do it and document the whole thing on youtube/blog... Heck I would even donate the profits from left over parts back to the forum.

 

Sadpanda,
Can you elaborate on the differences between the '13-14 Alpha chassis and '15 - present? What did "alpha+" change?

Thanks.

----------

2.0T max potential power 500 maybe? And at that point its on the ragged edge. V8 makes this with bolt ons or stock and is hardly stressed.

This isnt the 70s and we are not talking about SBC vs BBC swap in a muscle car. Camaro weights 400 lbs more but its not all up front weight, its all over. Engine, transmission, differential, wheel bearings, brakes, additional radiators, larger wheel/tire package and chassis stiffening.



You mean a 2 door ATS Coupe is available. Some of us need/want 4 doors.



Ya crate motor/ebay for individual components is NOT the way to go. My $10k number is not BS. There are a number of insurance auctions out there. I just saw a 2016 2SS with 10k mi. that had a creamed rear end go for $8k. Thats a complete car. Like I said, I was going to buy it and do this but the better half and I are gutting the house for a remodel so no cash for tertiary projects. By the time you sell off the bits you don't use (ATS drive line and cooling, Camaro body and interior) and scrap the rest, I bet that's a $10k build WITHOUT labor.

Do you think there are 500 people interested enough to throw $20 into a hat? Hell even 200 people? If I could raise $7k after taxes (this isn't exactly a charitable cause) I would be willing to put up $3k and my car to do it and document the whole thing on youtube/blog... Heck I would even donate the profits from left over parts back to the forum.

What insurance auction were looking at with an $8k 6th gen camaro?

 

Again it would be nice if someone with first hand knowledge chimed in... Until then this is just hearsay.

I contacted Renick Performance about an exhaust system. Side note, I like the sound of theirs the best so far. It's louder then stock without sounding like fried rice. It also includes some J-tube tuned resonators to combat drone. Very nice stuff but $$. I may just DIY.

Any way, he said that pre '15 cars were on alpha 'negative' chassis and '15 up were on alpha 'positive'. I abbreviated with alpha+ but I think I have seen one place refer to the Chinese ATS-L as having alpha+ so who knows. BTW judging by dimensions mentioned <here> the ATS-L seems to basically be a CTS with ATS bits in/on it.

Renick stated the main differences were reinforced cowl and rocker structures and increased NVH measures. NVH measures specifically called out were foam (structural?) in rockers and a few other cavities and some different deadening in cowl/fire wall area. He said chassis changes were made to cope with ATS-V/CTS-V/Camaro power levels. Why does all this matter for a cat back exhaust system? The '15+ ATS gets a new single>Y pipe>dual inlet muffler instead of the old single>resonator>single inlet muffler. The chassis is the chassis. Logically and by all photo accounts, the rails and hard points and floors are the same across all applications. The only real differences between the cars are body work and 'filler' distance between tunnel and rear support structure.

My '14 has the single pipe but I have the passenger side hanger for the dual muffler inlet so I may have a mid change car. I need to get back with Renick and send him some pics for confirmation.

 

The chassis is the chassis. Logically and by all photo accounts, the rails and hard points and floors are the same across all applications. The only real differences between the cars are body work and 'filler' distance between tunnel and rear support structure.

This is my point all along. There is no reason a V8 front k-member shouldn't bolt up to an ATS chassis.

 

My '14 has dual pipes. 12/13 build.


Sent from my iPhone using Tapatalk

 

I keep looking to see if this has been done before and looks like no one has yet done the swap. I have been actively looking for a lightly crashed ATS that I can buy cheap. I have been working on cars for years. I currently have a 97 3 series BMW with a 418ci LS engine, with T56 man trans. I have 4400 trouble free miles on it. Wasn't cheap to do. I also have rebuilt an E46 M3, and have 2 more. trying to decide if I should swap one of them. That is also becoming common.
I need to sell a couple cars just to make room so there is that. Before you all think I am a total BMW guy: In Dec 2006 a poster on the CTSV forum was selling a new 2006 V. I bought it and still have it, never selling it. I had it out to our local track for track days. I got to thinking wadding it up at the track would not be good so I went looking for an inexpensive rear wheel drive car. I made a list, BMW was #1. I think I have now had about 14? of them. Currently still have 9. Wife, son and daughter account for 4 of them. You can see the issue! Leaves me with 5 plus the V and my truck.

 

seems like Weapon X was able to swap in LT4 into a ATS-V and got it to start and run. I wonder what problems they ran into?

 

Early on I read excuses about engine placement slippery sloping into reengineering the entire suspension geometry all based on the oil pan not clearing. That ones easy, get a custom fit baffled oil pan. You’ll need it anyway.

And more excuses about how hard it’ll be to work on the front end. Another easy solution. Pull the front clip off.

Anyway, I’m super interested in this and it’ll be interesting to find out if the camaro k frame will fit.

The v8 underhood and accompanying sounds would be so much fun in the widdle ATS. Anyway, just my $00.02.

Also the v8 ATS they already make that another poster mentioned (camaro) = ghey.

:duck:

 

GM Parts direct lists the same part numbers for a lot of the front suspension bits on both ATS/V, same goes for CTS and its V so I'm not sure going through the catalog for V parts can be trusted... Have to talk to a dealer.

However,

Camaro front carrier:
Make Model Year Body & Trim Engine & Transmission
Cadillac CTS 2018 Premium Luxury 3.6L V6 - Gas
Cadillac CTS 2017 Luxury, Premium, Premium Luxury 3.6L V6 - Gas
Cadillac CTS 2016 Luxury, Premium 3.6L V6 - Gas
Chevrolet Camaro 2018 LS, LT 2.0L L4 - Gas, 3.6L V6 - Gas
Chevrolet Camaro 2016 LT 2.0L L4 - Gas, 3.6L V6 - Gas
(CTS has different p/n for 2.0l, sequentially 1 digit off)

Camaro front knuckle is listed as unique however, CTS front knuckle:
Make Model Year Body & Trim Engine & Transmission
Cadillac ATS 2018 V 3.6L V6 - Gas
Cadillac ATS 2017 Base, Luxury, Premium Luxury, Premium Performance, V 2.0L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2016 Base, Luxury, Performance, Premium, V 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2015 Base, Luxury, Performance, Premium 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Flex


Rear knuckle (p/n's dont match but interchange is interesting), Camaro first then CTS
Make Model Year Body & Trim Engine & Transmission
Cadillac ATS 2018 Base, Luxury, Premium Luxury, V 2.0L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2017 Base, Luxury, Premium Luxury, Premium Performance, V 2.0L L4 - Gas, 3.6L V6 - Gas
Chevrolet Camaro 2018 SS 6.2L V8 - Gas
Chevrolet Camaro 2017 SS 6.2L V8 - Gas

Cadillac ATS 2017 Base, Luxury, Premium Luxury, Premium Performance, V 2.0L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2016 Base, Luxury, Performance, Premium, V 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2015 Base, Luxury, Performance, Premium 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Flex
Cadillac CTS 2018 Premium Luxury 3.6L V6 - Gas
Cadillac CTS 2017 Base, Luxury, Premium, Premium Luxury, V, Vsport 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Cadillac CTS 2016 Base, Luxury, Performance, Premium, V, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Cadillac CTS 2015 Base, Luxury, Performance, Premium, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Flex, 3.6L V6 - Gas
Cadillac CTS 2014 Base, Luxury, Performance, Premium, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Flex, 3.6L V6 - Gas


Camaro lower rear main control arm is listed as unique however CTS:
Make Model Year Body & Trim Engine & Transmission
Cadillac ATS 2017 Base, Luxury, Premium Luxury, Premium Performance, V 2.0L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2016 Base, Luxury, Performance, Premium, V 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2015 Base, Luxury, Performance, Premium 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Flex
Cadillac ATS 2014 Base, Luxury, Performance, Premiu m 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Flex
Cadillac ATS 2013 Base, Luxury, Performance, Premium 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Flex
Cadillac CTS 2016 Base, Luxury, Performance, Premium, V, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Cadillac CTS 2015 Base, Luxury, Performance, Premium, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Flex, 3.6L V6 - Gas
Cadillac CTS 2014 Base, Luxury, Performance, Premium, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Flex, 3.6L V6 - Gas

Camaro Upper and lower trailing arms listed as unique, CTS:
Make Model Year Body & Trim Engine & Transmission
Cadillac ATS 2018 Base, Luxury, Premium Luxury, V 2.0L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2017 Base, Luxury, Premium Luxury, Premium Performance, V 2.0L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2016 Base, Luxury, Performance, Premium, V 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2015 Base, Luxury, Performance, Premium 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Flex
Cadillac ATS 2014 Base, Luxury, Performance, Premium 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Flex
Cadillac ATS 2013 Base, Luxury, Performance, Premium 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Flex
Cadillac CTS 2018 Premium Luxury 3.6L V6 - Gas
Cadillac CTS 2017 Base, Luxury, Premium, Premium Luxury, V, Vsport 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Cadillac CTS 2016 Base, Luxury, Performance, Premium, V, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Cadillac CTS 2015 Base, Luxury, Performance, Premium, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Flex, 3.6L V6 - Gas
Cadillac CTS 2014 Base, Luxury, Performance, Premium, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Flex, 3.6L V6 - Gas

Outter tie rod front (I'm done formatting, you get the picture):
Make Model Year Body & Trim Engine & Transmission
Cadillac ATS 2018 Base, Luxury, Premium Luxury, V 2.0L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2017 Base, Luxury, Premium Luxury, Premium Performance, V 2.0L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2016 Base, Luxury, Performance, Premium, V 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Gas
Cadillac ATS 2015 Base, Luxury, Performance, Premium 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Flex
Cadillac ATS 2014 Base, Luxury, Performance, Premium 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Flex
Cadillac ATS 2013 Base, Luxury, Performance, Premium 2.0L L4 - Gas, 2.5L L4 - Gas, 3.6L V6 - Flex
Cadillac CTS 2018 Premium Luxury 3.6L V6 - Gas
Cadillac CTS 2017 Base, Luxury, Premium, Premium Luxury, V, Vsport 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Cadillac CTS 2016 Base, Luxury, Performance, Premium, V, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Cadillac CTS 2015 Base, Luxury, Performance, Premium, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Flex, 3.6L V6 - Gas
Cadillac CTS 2014 Base, Luxury, Performance, Premium, Vsport, Vsport Premium 2.0L L4 - Gas, 3.6L V6 - Flex, 3.6L V6 - Gas
Chevrolet Camaro 2018 LS, LT, SS, ZL1 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Chevrolet Camaro 2017 LS, LT, SS, ZL1 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Chevrolet Camaro 2016 LT, SS 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas

Steering gear:
CTS- same for all variants including V
Camaro - Same for all variants
ATS - Same for all variants including V
(this is significant and makes sense... steering gears are electronic and tied to stability system and as such flashed/tuned for each vehichles dynamics HOWEVER, the hard points must be the same if it can interchange between ATS/ATS-V)

Inner tie rods
CTS- same for all variants including V
Camaro - Same for all variants
ATS - Same for all variants including V
(also significant: if the inner and outer is the same for ATS/ATS-V, and the knuckles are the same for ATS/CTS, and the cradles are the same then...)

Front Hub CTS:
Make Model Year Body & Trim Engine & Transmission
Cadillac ATS 2018 V 3.6L V6 - Gas
Cadillac ATS 2017 V 3.6L V6 - Gas
Cadillac ATS 2016 V 3.6L V6 - Gas
Cadillac CT6 2018 Luxury, Platinum, Plug-In, Premium Luxury 2.0L L4 - Electric/Gas, 3.0L V6 - Gas
Cadillac CT6 2017 Base, Luxury, Platinum, Plug-In, Premium Luxury 2.0L L4 - Electric/Gas, 2.0L L4 - Gas, 3.0L V6 - Gas, 3.6L V6 - Gas
Cadillac CT6 2016 Base, Luxury, Platinum, Premium Luxury 2.0L L4 - Gas, 3.0L V6 - Gas, 3.6L V6 - Gas
Cadillac CTS 2018 Premium Luxury 3.6L V6 - Gas
Cadillac CTS 2017 Base, Luxury, Premium, Premium Luxury, V, Vsport 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Cadillac CTS 2016 V 6.2L V8 - Gas
Chevrolet Camaro 2018 LS, LT, SS, ZL1 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Chevrolet Camaro 2017 LS, LT, SS, ZL1 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
Chevrolet Camaro 2016 LT, SS 2.0L L4 - Gas, 3.6L V6 - Gas, 6.2L V8 - Gas
(the plot thickens)


Lets take a look at the front hub on Moog site:
Flange Offset front: 42.11
Flange offset Rear: 42.06




And the offsets are the same for regular ATS... SO WHATS LEFT TO CHECK?


Wheel offsets (according to HH):
ATS: 42/52 - 8in front, 9in max rear
ATSV: 28/36 or 28/48 - 9in front, 9.5 max rear (probably sedan vs coupe)
CTS: 34/46 - 8.5 front, 9.5 rear
CTSV: 23/39 9.5 front, 10in max rear
Camaro: 35 or 25/39 - 8.5 or 9.5 front, 12in max rear

If you stab some of these offsets into a wheel offset calculator ie Camaro vs ATS fronts you find the inner clearance remains unchanged but the outer offset grows by 36mm. Multiply by 2 and you end up with about 3 inches difference. Looking at my handy chart from above, track width of ATS=59.5, Camaro=62.5

59.5+3=62.5

My money is on nearly everything being exactly the same across the board. Only differences would be knuckle changes for brake options, magnetic ride control, model year revisions (ie 2013 Apha- vs 2015+ Alpha+) maybe some bushing materials etc.

 

Someone just finished this up, found a thread on facebook.

5.3
Stock Trans and Diff (trans has a modified bellhousing)
Stock ECM linked with a LS ECM as a stand alone
GT45 rear mounted Turbo
799 heads
BTR cam

 

^just saw that today. That thing will haul.

 

Think there is a build thread anywhere?