Automatic: I = 4.02, II = 2.36, III = 1.53, IV = 1.15, V= 0.85, VI = 0.67, FD = 3.73 Manual: I = 2.66, II = 1.78, III = 1.30, IV = 1.00, V = 0.80, VI = 0.63, FD - 3.73
Automatic - Settings -- transmission in Sport, suspension in Tour. Best launch technique was to use mild brake torque to about 1,200 rpm, then squeeze the throttle at a rate that produced about 10 feet of wheelspin. Too much wheelspin results in an early upshift. Too little is slow. There's plenty of power here and it's easier (and quicker) to put it down with a torque converter. Shifts are aggressive without being obnoxious like BMW's SMG is on full blast. Wheelspin on 1-2 shift is cool and rare with an automatic transmission.
Manual - The CTS-V is a relatively easy car to launch with lots of power, a solid but not-too-aggressive clutch take-up and decent grip. I'm surprised the automatic is quicker given the ease with which this car launches. Excellent shifter and a very nice shift knob. Truly an impressive machine.
Pedal lacks immediate effectiveness we expected of a brakes system this big and capable. However, it's possible that pedal feel has diminished since we're the third or fourth testers in this car in two days. Still, performance is excellent and distances only improved with heat.
Massive grip on the skid pad, but a distinct difference in handling numbers clockwise to counterclockwise (0.89g vs. 0.95g for a 0.92g average). Steering weight is good and there's plenty of information coming through the wheel about what the front tires are doing. In the slalom, the CTS-V's transitions aren't as intuitive as smaller cars this focused, and the Caddy's weight is more obvious here than in any other test. Still, careful suspension tuning and very sticky tires make an incredible number for a sedan this size. Best run in Tour mode. Sport mode was simply too tail-happy in transitions this fast.