I realize right away: this machine is no joke — under the hood there's 3.6 liters, rear-wheel drive. You just press the gas a bit more actively, and the car, accompanied by the flashing stability indicator, lunges forward with a slight wheelspin. At first it was fun and even delightful, but after half an hour spent in a dense traffic jam, it started to seriously get on my nerves. This is not a graceful predator, but some kind of Tin Woodman! The city just doesn't want to let me go. So I have to move — in jerky, "iron" bursts from one traffic light to another. Fine, I'll get my due later... For now, let me look around the cabin. Comparing the interior with its predecessor, you immediately see: a step forward is evident. The upper zone of the cabin — the dashboard and window sills — is trimmed with soft leather-like "shagreen," like on the SRX crossover. At first glance, it could even be mistaken for quality plastic. But the seats are by no means plastic — the leather is excellent, that's clear instantly. And the seats themselves, whose profile resembles Saab's, are very good. The optimal driving position is easy to find thanks to comprehensive but, unfortunately, paid electric adjustments. By the way, the steering column also has a power drive. Only one thing upsets: in the lower position, the steering wheel covers the upper part of the fancy instrument cluster. And it surprises with a speedometer marked in 30 km/h increments and an oil pressure gauge in kilopascals. But you quickly stop paying attention to such trifles. However, the center console pleased me immediately and completely. Especially pleasing were the control blocks for dual-zone climate, as well as seat heating and ventilation (!), spread out on its sides. Add neat wood inserts around the perimeter — and voila! The Americans managed to create a cohesive and original interior! Its only truly noticeable drawback is the modest second row. Though, some premium European competitors of the CTS have long accustomed us to such crampedness. True, for this crampedness, Europeans generously pay back with quality, style, and ergonomics. And what does the "Caddy" offer in return? It falls a bit short, just a little in every detail. The build quality lags slightly, the onboard computer control is overly intricate, creaks are heard on bumps, and — oh horror! — the huge sunroof leaks! But, setting aside these nitpicks, I must admit: the attempts to keep up with the times (i.e., with the "Germans") are visible and far from fruitless. And recalling Cadillacs from ten years ago, one just wants to be proud of the CTS interior. The traffic jam finally clears, and I floor the accelerator... I remember the "six" of the same displacement that was in the SRX left pleasant memories. But the CTS engine has been significantly refined. It gained direct injection and variable valve timing. The result — an impressive 311 hp. I press the pedal to the floor, expecting a powerful surge. And I get it, but... only after a second, while the "kick-down" engages. The jolt when downshifting is like a blow from an axe handle, and the Caddy shoots forward like a bullet, filling the surroundings with a magnificent "metallic" roar of the engine at high revs. Music to the ears of any speed enthusiast! If the Tin Woodman went to Goodwin for a heart, then the CTS clearly wouldn't mind a trip for a new transmission. The six-speed "automatic" from GM is not much of a match for this gorgeous engine. The shifts can't boast either smoothness or speed. Even the "sport" mode doesn't help: the gearbox works a bit faster, but the jerks become more noticeable. Moreover, the current gear sometimes holds on unjustifiably long. The manual mode noticeably saves the situation, but here too there's a disappointment — no paddle shifters are provided. But the handling fully supports the character of the powertrain. Compared to the previous generation, the track was widened, and the suspension was retuned towards driving dynamics. Thanks to the front aluminum subframe and moving the battery to the trunk, an ideal weight distribution was achieved. All this made the sedan significantly more understandable and responsive, without sacrificing the usual comfort. The hydraulic power steering gives an excellent feel of the front wheels, which is rare for most "Americans." Both the effort and the feedback at the wheel are almost ideal for a car of this class and with this orientation (i.e., a sport sedan). In any situation — whether a high-speed straight or a winding road — the Caddy feels like a fish in water. Certainly, there's no sharpness or that amazing composure that some "Germans" have, but clarity and adequacy are already in place. However, I wouldn't advise turning off the proprietary StabiliTrak. To any provocation — lifting off the gas or adding it in a corner — the CTS instantly responds with a slide. Beware, inexperienced drivers! And yet, having savored this Cadillac, you understand: it itself enjoys driving in a drift! It's still an "American," albeit Europeanized. You just can't escape the roots of muscle cars! I've always been skeptical of attempts by Americans to craft a European car. Different histories, different cultures, different values. But the new CTS completely dispelled my skepticism. Soon, very soon, we will talk about Cadillac as a true driver's car. And in the European value system! For now, in its report card, a "five" stands only for the undeniably original exterior. "Good" — for the updated interior and handling brought up to European standards. Let the CTS still be a bit rough and somewhat resemble the Tin Woodman. Give it time. It will definitely reach its Goodwin, and then...