At an early September press event at Pennsylvania's Pocono Raceway, I got my first drive the new 2008 Cadillac CTS. After about half a mile on the surrounding local roads, I remember saying to myself: "Wow, they really got it this time." The steering was spot-on, full of feedback, quick responding, linear, precise and well-weighted. The brake pedal was firm and reassuring yet easy to modulate. The model I drove had the direct-injection, 304-hp V6, which felt punchy, smooth and refined. The six-speed automatic transmission was nearly perfect. The ride was supple and controlled—even though it had the sportiest FE3 suspension. Then I felt around the rich-looking interior with the elegant stitching, stepped out and looked at the spectacular chiseled body work. That did it. I thought that I could see myself owning one of these.

Well, not anymore. The honeymoon is over.

What happened?
I've since driven other versions of the new CTS, including our own test car we've recently purchased. After a weekend with the car, none of the driving impressions waned (even with the less sporty, mid-level FE2 suspension on our test car). It's still thoroughly enjoyable to drive. As the miles piled on, the impression that the seat isn't as supportive as it was in the old CTS started to creep in. The seat offers less substantial shoulder support and lateral bolstering. When I opened the trunk, I discovered exposed screws and an unfinished underside of the package shelf. Those screws could damage a piece of luggage leaning against it. Clearly, living with a vehicle—rather than just evaluating it based on a limited day, or even a week-long, loan as do most auto publications—is the only way to expose the nuances that can impact a buyer for years of ownership. (Learn "How Consumer Reports tests cars.") That said, here's the stalk that broke the Cadillac's back: When pulling the turn-signal stalk toward you, there is no flash-to-pass if the headlights are off as they would be during the daytime. This is a feature so basic and universal, it never dawned on me GM would omit it.

The new CTS' optional HID (High Intensity Discharge) headlights use bi-xenon bulbs for low and high beams. Apparently, GM was concerned about bulb longevity, or wanted to save some money by omitting a dedicated lamp solely used for flashing. Subsequently, we discovered that our Buick Enclave lacks flash-to-pass as well.

Flash-to-pass (a.k.a "optical horn") is used to communicate with other drivers for warnings or courtesy. It often means "Please let me pass, I'm going faster than you." Other times it means "Go ahead, I'll wait." In the extreme, less communication between drivers can have an adverse safety consequence. It is particularly odd that the CTS lacks this feature. After all, the car is intended to be sold in Europe--and, in particular, Germany--where stalk flashing on the autobahn is the second most used feature after the gas pedal. How hadn't anyone discovered this on the way to and from the Nurburgring track, where the CTS was developed?

Up until the mid 1990s, domestic GM vehicles were the only ones that lacked flash-to-pass. In conversations with GM officials, we often asked why. GM said "Our customers don't seem to want it according to focus groups." In January 1995, I asked then GM's President of North American Operations (and current CEO) Rick Wagoner the question. Looking mildly concerned, Wagoner answered "Is that so?" For the 1997 model year, virtually all of GM products had flash-to-pass. We thought that was the end of the story.

We've just heard that GM is working on fitting flash-to-pass for their HID-equipped vehicles, but the fix isn't slated to arrive until around 2010.

—Gabe Shenhar