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The Ultimate American "Kick in the Pants"
"A raw, guttural, visceral, raging kick in the pants!" Thats about the most articulate description I can assign to tromping the throttle and slamming through the gears in Cadillacs wildly fast, 400-horsepower CTS-V. Prior to adding the "V" designator to the nomenclature of this 4-door road rocket, the CTS was no match for anything from Germany bearing an "M," "S" or "AMG" shield. Now it is and then some.
In life before "V", the CTS was a capable midsize performance sedan exhibiting a chiseled appearance and turning in decent V6 performance figures, but missing something. I tested such a rendition several months ago and was lukewarm to the meat-grinder operation of its optional, high performance, 3.6-liter V6, which extruded a respectable, but uninspiring 255-horsepower and 252 pounds-feet  | | The 400-hp Cadillac CTS-V can be summed up in one sentence: "A raw, guttural, visceral, raging kick in the pants!" (Photo: Rob Rothwell, American Auto Press) |
of torque. A romp in the new "V" edition of Cadillacs Euro-hunter indelibly illustrates what the CTS had been missing the last couple of years: horsepower, torque and V8 growl. But wait, theres more to the glory of V, which is how Cadillac will identify future special performance editions within its model lines. Augmenting the insatiable power of GMs LS6, 5.7-liter (350 cu-in) V8 - drawn straight from the track dominating Corvette ZO6 and retuned to 400-horsepower and 395 pounds-feet | | The V model indelibly illustrates what the CTS had been missing the last couple of years: horsepower, torque and V8 growl. (Photo: Rob Rothwell, American Auto Press) |
of torque - is a 6-speed Tremec manual transmission, massive Brembo brakes, sport-tuned suspension and 18-inch alloy wheels.
Accompanying the mechanical bits, that have transformed the CTS into the most powerful production Cadillac ever, are subtle but distinctive design cues which isolate the CTS-V from the run-of-the-mill CTS. Most noticeable is a visually stunning, stainless steel wire-mesh flush mounted front grille. The Vs wider, lower rocker panels and 6-lug nut 5-spoke 18-inch alloy wheels complement its lowered stance,  | | In addition to being the most powerful production Cadillac available, the CTS-V is probably the most vocal production Caddy thanks to a heck of an exhaust note. (Photo: Rob Rothwell, American Auto Press) |
highlighted by a deepened front fascia. Moving inside, the well-informed CTS admirer will identify a revised steering wheel, new gauges, custom stitched seats and the restrained use of satin aluminum trim.
But the true thrill of a V badge isnt found in admiring the cosmetic differences or even the hardware for that matter, it comes from twisting the key and letting 400 galloping stallions free. Generally in a full road test review I spend a substantial amount of time deliberating over the design of the subject vehicle, its build quality and even its marketing.  | | The Vs Tremec shifter certainly performed the job it was designed to do, but did so without the level of refinement that others in this category have achieved. (Photo: Rob Rothwell, American Auto Press) |
But that sort of scrutiny can wait, as Ive got a key in my hand and a V in the garage, so without apologies its time to go driving. Firing up the LS6 is audibly rewarding, something the V6 CTS could never achieve in my opinion. In addition to being the most powerful production Cadillac, when its tachometer is on the rise the CTS-V is probably the most vocal production Caddy thanks to a heck of an exhaust note. The 5.7-liter powerplant doesnt hide its bravado the way Chryslers Hemi does in the brands robust 300C. Drop a right foot and the punchy growl of the CTS-V could send shivers down the driveshaft of most anything that purports to be a performance machine | | The CTS-V launches with tremendous grip and races through first gear with whiplash inducing force. (Photo: Rob Rothwell, American Auto Press) |
- the exhaust tuning is just that authoritative.
Upon directing the Tremec into first gear the length of its throw becomes apparent, along with the stiffness in its actuation. I was slightly disappointed here, especially after recently spending time engaged with the 6-speed mixer in Audis S4, which clicked from gear to gear in precise increments. The Vs stick certainly performed the job it was designed to do, but did so without the level of refinement that others in this category have achieved. Smooth, two finger shifting, such as that I watched Champ Car ace Alex Tagliani perform while taking me for a blast in the soon-to-be-released Mustang GT recently, is not possible in the CST-V. A bit more muscle is necessary to jostle the cogs in and out  | | The CTS-V is paired with an outstanding chassis, the direct result of many hours spent toiling on the high-speed road circuit at N?rburgring, Germany. (Photo: Rob Rothwell, American Auto Press) |
of place, but in a way the extra arm effort adds a level of gusto that can be somewhat enthralling. Clutch take-up is smooth and progressive, leading to "professional feeling and sounding" departures and gear swaps.
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