We’ve all seen them, those big old Cadillac boats, piloted by little old people looking through the steering wheel. The 2005 Cadillac CTS-V isn’t for them. This is serious Detroit iron aimed right at drivers of European and Japanese high-performance sport sedans. It’s a little rough around the edges by comparison, but the quick and nimble hot rod CTS-V serves notice that Cadillac is ready to take on all comers.

The CTS-V is the first model in Cadillac’s new V-Series of “luxury performance” vehicles. The “V” denotes extra performance in General Motors’ (GM) 21st-century alphanumeric lexicon.

The edgy looking, midsize, CTS began opening Cadillac’s door to younger buyers as soon at it hit the showroom in 2003. GM is trying to expand that youth movement, as well as recruit European and Japanese sport sedan buyers by lowering its base price, and giving it a hot new engine and 6-speed manual gearbox for 2005.

It’s not only competitive performance-wise, but at $49,490, the CTS-V gives imported high-performance sport sedans a run for their money — literally.

Walkaround: Noticeable changes from the standard CTS include a more aggressive looking front end, that features a larger, lower, air intake cowl to house dual cooling ducts that ensure adequate engine and brake cooling. There’s a distinctive stainless steel wire mesh-style grill similar to the delineator from standard models on some high-performance R-version European cars — most notably Jaguar and Volvo. It proudly struts a big Cadillac wreath and crest. Finishing out the aggressive look is the V-badging on the on the deck lid, fenders, and brake calipers, seven-spoke 18-inch wheels with 245/45WR18 Goodyear tires, along with lowered rocker panels under the doors, and oversized, chrome-tripped dual exhaust outlets.

Interior: Inside, the CTS-V has big, comfortable, front bucket seats with special inserts that help hold occupants in place during hard driving, and a lower center console armrest that ensures unimpeded access to the shifter. Adding to the sporty atmosphere is a three-spoke steering wheel boasting aluminum trim, with door handles and the shift knob getting the same satin chrome treatment. There’s new instrumentation featuring a 180-mph speedometer, adorned with the V-logo.

The dash, doorsills and center console are covered in a durable, black rubberized material, while satin chrome rings surround each gauge. There’s an analog temperature gauge instead of a clock. There’s also an optional, center mounted screen for the navigation system, climate and audio controls, including XM satellite radio, but missing are steering wheel-mounted audio controls. OnStar is standard with the button mounted on the rear view mirror.

The interior design is tasteful and sporty, but it misses the mark slightly. Considering its competition, the overall effect is just a little cheesy for a true luxury sports sedan.

Under The Hood: The sizzling 5.7-liter, modified Chevy Corvette V8 puts 400 ponies to the pavement, delivers 390 pound-feet of torque, and powers the CTS-V through the 0-60 drill in a mere 4.6 seconds. It only comes only with a 6-speed manual gearbox, but has so much power and torque it really should be offered with at least an optional automatic transmission — which shouldn’t affect acceleration all that much. But as is, it’s a strong performer with exceptional acceleration.

Behind The Wheel: I had the opportunity to put the CTS-V through its paces pretty well. On a trip up to Semiahmoo, it acquitted itself extremely well, getting excellent gas mileage while loafing around 2,200 rpm at 85 mph on the freeway.

A little detour across Chuckanut Drive afforded me a really fun opportunity to seriously check out the handling. GM engineers have installed a cross brace under the hood between the suspension towers that improves steering response and accuracy. The CTS-V boasts a full set of ventilated Brembo brakes with four-piston calipers front and rear for fade-free stopping under extreme duress. It also comes with an adjustable stability control system that allows the driver to tailor the amount of intervention the system provides to his or her own skill level. Despite its ferocious performance, the CTS-V is very civilized, with a quiet interior and a taut-but-supple ride that isn’t punishing on rough pavement.

The CTS-V is rated at 15/city and 23/highway. It runs best on premium, although Cadillac says it’s “recommended but not required.”

Whines: The 6-speed gearbox has a short throw, but is a bit notchy and needs a more precise shift gate. I had occasional trouble shifting from first to second, and can see how a driver could occasionally get lost between gears — especially during downshifts. The clutch is a bit heavy but has a nice progressive action that allows smooth take-offs. The front seat power outlet interferes with the shifter. I ended up plugging my cell phone charger in the rear outlet in the center console.

 Bottom Line: I loved this car! A Cadillac that’s fast, “affordable” and fun shouldn’t compute. But the CTS-V is inexpensive compared to its imported peers, offering spaciousness, quiet, comfort, blazing performance, great handling and day-to-day drivability. It adds up to one of the best Cadillacs ever. Outrageously fast in a straight line, and totally composed in the corners, the Cadillac CTS-V is an example of why V8s will always rule the world. With an improved rear suspension and upgraded interior, this extremely fast and agile four-door could become a force to be reckoned with among the world’s great sport sedans. But even in its current state, there’s still plenty to be excited about.