Cadillac gives the CTS-V a mild warming over for 2012 that leaves everything but the front grille unchanged. Truly, even the front grille is only slightly touched, with a new finish for the mesh that now extends more fully to its surrounds and a new emblem featuring recessed, brighter colors.

While a lackluster attempt at a mid-cycle refresh, the new CTS-V is not starved for excitement otherwise, powered by a 556-hp, supercharged 6.2-liter V8 yanked from the Corvette ZR1. Not a bad place to start. This OHV plant is unique in the class, with rivals going for the more advanced DOHC design. But this aluminum-block V8 isn’t wanting for power, with a Eaton’s Twin Vortices Series roots supercharger boosting 9 psi and pushing all that power to the rear wheels through a limited-slip differential.

Two 6-speed transmissions are available – a Tremec TR-6060 manual with a short throw or a twin-disc clutch and an automatic with paddle shifters. Built on GM’s Sigma II platform, the CTS-V shares its basic construction with the V6-powered CTS, but here we see a magnetorheological suspension utilized in the MagneRide system. Stopping is handled by 6-piston Brembos up front and 4-pistons in the rear, bringing a halt to the 19-inch alloys.

The Sigma II platform means the CTS-V can be offered in 4-door sedan and wagon and 2-door coupe styles, depending on whether you want to emphasize comfort, utility or performance, and regardless of which you choose, Cadillac offers free oil changes and filter replacements, tire rotation and vehicle inspection for 4 years or 50,000 miles.

Cadillac is trying hard to compete with some stout entrants like the BMW M5 and the Mercedes C63 AMG, and while performance is not an issue here – the CTS-V held a record for the fastest lap of a 4-door production sedan at the Nürburgring – the luxury doesn’t always match up. Interior materials aren’t of the same quality of competitors, and there have been continued complaints about the long-distance comfort of both the standard seats and the optional Recaro upgrades. Still, they try hard with a long list of standard features like heated power front leather buckets, dual-zone automatic climate controls, OnStar, Bluetooth, Bose stereo with satellite and USB hard drive, and a navigation system. And to further dress up your CTS-V, you can get a panoramic sunroof or metal and wood trim accents.

No, the CTS-V doesn’t exactly match up to its European competitors, but it also undercuts them with regard to price by many thousands of dollars. The major drawbacks here are the uncomfortable standard seats and an automatic transmission that really can’t rival the performance you get with either the manual transmission or the automatic offerings from the competition. I’d mention its nearly 4,500-pound curb weight, but the CTS-V seems the shrug it off with ease. I guess 556 hp will do that.