The Luxury Sport package is the one to specify, as V-rated Goodyear Eagle all-season radials on 17-inch mirror-polished alloy wheels are mated to a sport tuned suspension, speed sensitive power assisted rack and pinion steering, high-performance brake lining, load-leveling rear suspension and StabiliTrak 2.0 stability enhancement system. Again more stand alone goodies are available.

Still, the biggest news has to be what isn't optional. The CTS comes standard with a manual transmission, available in a Cadillac for the first time in more than 50 years. It's a relatively short throw Getrag 5-speed unit derived from Australia's Holden Commodore, with pedals properly placed for performance driving. Most will order their Caddy's with the optional 5-speed automatic that includes sport shift algorithms. Want to get aggressive? It will accommodate. Or rather, let it ease you on a nice leisurely Sunday drive. Either way or somewhere in between, it's a terrific transmission. Can it compete with slick shifting European automatics? That's a bit of trick question as it's the same ZF box that manages power in BMW's 5-Series. With that in mind it's more than capable of putting the all 220-hp from the Northstar derived 3.2-L DOHC V6 out through the rear wheels.

European technology deserves above average handling characteristics. To this end the CTS is sensational. Its independent, double short/long arms with coil-over shocks, anti-roll bar and monotube dampers up front, and multi-link suspension with coil springs, anti-roll bar and monotube dampers in the rear, produce impressive control over uneven pavement, through undulating switchback roads or at high freeway speeds. What's more, a new non-isolated front suspension cradles together with an isolated steering box to eliminate compliance between steering wheel and tire, allowing a symbiotic relationship between driver and car. Really, road feel is transmitted through the steering wheel without harshness. What a difference from Cadillac's usual isolated numbness.