But the true thrill of a V badge isn't found in admiring the cosmetic differences or even the hardware for that matter,

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, Canadian Auto Press)

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. But that sort of scrutiny can wait, as I've got a key in my hand and a V in the garage, so without apologies it's 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 doesn't hide its bravado the way Chrysler's Hemi does in the brand's 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 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

The V's 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, Canadian Auto Press)

actuation. I was slightly disappointed here, especially after recently spending time engaged with the 6-speed mixer in Audi's S4, which clicked from gear to gear in precise increments. The V's 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 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.