Alas all of this praise, there has to be some source of negative criticism, right? From a quality, fit and finish perspective . . . no, there certainly isn't. The seats were amazing, the panels fit perfectly, the cabin was quiet, the materials seemed quality, and the sound system was money. From a performance perspective, yeah, there are a few. The 6L90E (and the 6L80E for that matter) is not a drag race friendly transmission, and if you are attempting to use the paddle shifters you better plan to shift 500-1,000 rpm sooner than you intend. An automatic transmission with manual controls (aka manumatic) will probably never be as crisp as a clutch-based tranny, such as the BorgWarner "Direct Shift Gearbox" (DSG) found in Porsches and Audis or the sequential dual-clutch transmissions used by BMW and Ferrari. But that doesn't mean you should have time to look down at your watch while waiting for the trans to obey your commands. Those of us not afraid to have our tunes tickled can fix this rather easily; however, it would stand to reason that GM would want to fix this before it leaves the factory. Last, but not least, we know that the CTS-V Coupe is still a Cadillac, but does it have to weigh the same as the sedan? Chop off a hundred pounds and a tenth in e.t.-and you'd have yourself a reason to buy the coupe rather than the sedan. As sharp as the coupe looks, I can't help but wonder why you should buy a two-door when you are paying for four.

Since (generally speaking) some people will just buy coupes, because they don't like the idea of four-doors, I doubt the aforementioned facts will bother its sales. Whether in sedan or coupe form, the CTS-V is a tremendous car that should make any informed buyer think twice about going German for the ultimate combination of luxury and performance. We certainly enjoyed our time with it, and had difficulty handing over the keys. To date, we have never been asked for more rides or opinions on the car out of any other cars GMHTP has test-driven. It's amazing how much excitement a little Caddy can drum up. In a sense, Cadillac invented the game, introducing the electric start and the V-8 engine back in the early 1900s, and now they are simply reclaiming it.

SPECS
Engine LSA, 6.2L supercharged pushrod V-8
Drivetrain 6L90E 6-speed auto trans, 3.23 final drive ratio, limited slip differential
Suspension Independent SLA front and rear, 29mm hollow front and 25.4mm solid rear sway bars, Magnetic Ride Control
Wheels Forged 19x9 front, 19x9.5 rear
Tires Michelin Pilot Sport 2 255/40ZR19 front, 285/35ZR19 rear
Curb Weight 4,248lbs
Horsepower 556
Torque 551
Price (as tested) $69,890
PERFORMANCE
1/4 Mile Acceleration 12.76 at 114mph
60 to 0mph Braking 114.7-feet