Cadillac CTS-V – Thom Blackett’s Opinion:
Despite ponying up fewer horses than either of the other V-Series rides, the Cadillac CTS-V was the most raw and aggressive of the bunch. Fitted with a 400-horsepower naturally-aspirated V8 mated to a six-speed manual transmission, the CTS-V blended edgy Cadillac styling with a muscle car’s bark and the oh-so-politically-incorrect but oh-so-freakin’-fun ability to drop the clutch and cook the rear Goodyear Eagles. Whereas the STS-V and XLR-V derive power from supercharged engines, the CTS-V uses a good ol’ fashioned meaty V8 with immediate throttle response and a delightful exhaust note all the way up to redline. Clutch effort was dead-on, but the gearbox was a bit sloppy, and the annoying skip-shift feature borrowed from the Chevrolet Corvette has to go.

Same goes for the oversized steering wheel used on the ‘Vette and various other GM models, including the CTS-V. Handling was among one of the CTS-V’s strong points, though like the other V models, the car’s software programmed proved a bit more cautious that I would have liked. The ride felt a bit soft compared to the STS-V and XLR-V, due in large part to the CTS-V using Goodyears instead of Pirelli Eufori rubber.

Cadillac CTS-V – Brian Chee’s Opinion:
The CTS-V is the only Caddy in this group without a supercharger, and the only one I would buy. Its visceral feel and modern interior make the CTS-V most likely to appeal to folks who would buy a performance European luxury sedan. In fact, they might prefer the CTS-V, really, for the feel of this mighty engine is empowering – its snarl and growl lets you know that this, my friend, is a naturally-aspirated brute, with no whiny and annoying supercharger spinning up into a big tantrum.

Handling falls a bit short, with a tendency to oversteer, but you pay the ticket, you take the ride, and this one’s rear-wheel-drive, baby – whoohaa! Stability control helps, but you are aware of it when it kicks in and slaps you down. The CTS-V driving experience is really defined by three things: the rubber shifter, the straight-ahead power of the engine, and an interior that is way more hip than a Caddy oughta be. Overlook the fit-and-finish problems, if you can, because the style is contemporary, from the vents to the seats – though I wish those seats were a little sportier, with better bolstering and grip. The shifter is a love-hate thing: Rubbery as a chicken neck, but it’s placed correctly and feels good in hand. Point is, there’s a clutch at the other end, and that beats the heck out of all those lame auto shifters. Hey – what’s that underfoot? It’s a clutch pedal! Hooray! So Cadillac does more than make old men feel good. It can actually make young men, getting old, feel strong.

Cadillac CTS-V – Christian Wardlaw’s Opinion:
This was my favorite car of the V-Series trio, and though it’s a little rough and raw around the edges, it’s clearly the one to buy unless you absolutely must have an automatic transmission. The 6.0-liter V8 is a thing of beauty, notes of classic Americana emanating from beyond the firewall and from the exhaust pipes. Getting the CTS-V underway, however, can be tricky. The shifter is fine, but the clutch is abrupt. Once this stealthy sedan is moving, with fantastic alacrity I might add, it makes a terrific 7/10ths kind of car. Pushing the CTS-V to its limits takes bigger stones than have I, because the steering is a bit light, vague, and slow; body roll and motions are greater than expected; and the stability control gets active too early in the dance.

Comfort is king inside the CTS-V, thanks to spacious and supportive front seats with plenty of leg room, but on longer trips fatigue sets in because the center armrest is too low and the driver’s door panel is too far away. A telescopic steering wheel would be helpful, but it’s not available. I like the design inside and out, despite alloy wheels that could use a dose of character and an interior that needs improved materials. Given how close the CTS and the STS are in terms of size, I can’t figure out why they co-exist, or why they are such completely different animals.

Price is a problem, especially considering how unrefined the CTS-V is. The car’s sticker is higher than both the Chrysler 300 SRT-8 and the Dodge Charger SRT-8, which share the Caddy’s mission in life. Each of these models has its merits, but I like driving the CTS-V more than the SRT products. It certainly isn’t because it’s got a manual transmission – in fact, I wish it had an automatic like the Chrysler and Dodge – but I can’t quite put my finger on it except to say that the Cadillac strikes me as the four-wheeled equivalent of Teddy Roosevelt. It speaks softly and carries a big stick, while its two Detroit 3 competitors do exactly the opposite. As for competing against the Audi S4, the BMW M3, or the Mercedes-Benz C55 AMG, Cadillac better head back to the Nurburgring, and bring the competition with it for benchmarking purposes.