Naturally it's more the big cubic capacity of the 300C that assists in keeping it ahead of its rivals here. However as mentioned, in specific power terms, the 300C may not be up to par with its two rivals but in torque to weight values it scores well.

But the sound emanating from the Audi’s V8 engine is enough to raise the hairs on your arms, with the Caddy not matching it in this respect. However, that said, the almost rude and rough sounding 300C Hemi did something for me. Even though it does not get near the screaming 7200rpm of the Audi, or less so the 6700 of the Caddy, it still produces that staccato '60s American Muscle-Car sound with the performance results too. But when you look at the fuel consumption figures, the two Yanks are still so thirsty, indicating the Audi's frugal habits via its more sophisticated engine with FSI direct injection technology.

Even so, the 300C makes use of Chrysler Group's Multi-Displacement System that shuts down four cylinders when V8 power is not needed. This provides a combination of performance and fuel economy, delivering a 10 to 20 percent decrease in fuel consumption, depending on driving style — but still not enough.

Road-holding of the two Yank rivals is not as positive as the A6 4.2. In fact when you drive the A6 hard you know it has a definite advantage. And here it's to do with the in-house racing experience that has bled across into the suspension set-up for optimised road holding. To boot, the A6 boasts Audi's advanced quattro permanent all-wheel drive that adds further to its road holding prowess under even the most trying road-going conditions.

The STS has an all-round independent suspension with Magnetic Ride Control that continuously adapts each individual shock absorber to prevailing conditions. In road holding terms, both the STS and 300C have made huge strides, with perhaps the latter feeling more positive and responsive. The STS is assisted by its 'magnetic ride' shock-absorbers that all but prevent pitch and roll. Those nuisance speed-humps were dealt with in a silent and comforting manner. What occurs is the steering wheel, speed and suspension displacement sensors send an electric current to the shocks to 'line up' particles that instantly thicken the oil and increase damping rates.

But when thrown about with some abandon the 300C felt more precise. In suspension layout terms the 300C has an independent front end with upper and lower wishbones on coil springs, which is all attached to dual-joint front knuckles, while at the rear it’s fitted with an avant-garde five-link layout on an isolated cradle. The A6 4.2's even more positive road holding comes via its four-link set-up with upper and lower wishbones and twin-tube gas shocks, while at the rear is a trapezoidal-link torsion bar with twin-tube shocks. And when it comes to braking under extreme conditions, all three rivals are almost faultless.

Even in the cabins the STS and C300 now more resemble those of rivals on the Continent and Japan. In fact there is little to choose between the three rivals, but the Audi's executive-office-smart interior takes the cake.

So the Yanks have caught a wake-up call that hopefully will continue. But one thing is clear, the Caddy and 300C have arrived — and, with intent.