Vehicle Tested
| 2010 Cadillac SRX 3.0L Performance
Base Price: $44,995
At-Tested Price: $47,115
Built in Mexico.
Options
Rear-Seat Entertainment System
Engine: 3.0-Liter V6
Transmission: 6-Speed Automatic
DriveWheels: All-Wheel Drive
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As General Motors works to redefine its image, a top priority has to be returning Cadillac to its once-lofty position as the standard of excellence among luxury automakers. There's no doubt that Chevrolet can compete against brands like Dodge, Ford, Honda, Nissan and Toyota, and the combination of a revitalized and youthful Buick and GMC's professional grade seem to be a hit in the market. Cadillac sales, however, continue to lag and that's got The General concerned.
So much so that GM has reconsidered its knee-jerk reaction to close Cadillac dealerships on mass across the nation. While GM knows that more dealerships might help boost sales, it won't help elevate the brand. The only thing that can do that are top-notch products. With the fantastic CTS sport sedan, Cadillac gives us a glimpse of what's possible. The next new product in the Cadillac lineup is the 2010 SRX, which hopes to build on the critical and sales success of the CTS.
The original SRX was introduced in 2004 as a midsize crossover SUV. It aimed squarely at competitors like the Acura MDX, Lexus RX, and Mercedes-Benz M-Class. SRX carried Cadillac's "art and Science" design cues and offered seven-passenger capacity. Not a sales success, the SRX did little to dent other luxury automakers grip on the high-rent SUV marketplace.
Cadillac aims to change that with an all-new SRX that's restyled, smaller and sports new engines. About five inches shorter than the previous SRX the new model seats five and comes with front- or all-wheel drive. Six models are offered: 3.0L V6, 3.0L V6 Luxury, 3.0L V6 Performance, 3.0L V6 Premium, 2.8L V6 Turbo Performance, 2.8L V6 Turbo Premium
3.0L models come with a 265-horsepower 3.0-liter V6 engine. The Turbo Performance and Turbo Premium models come with a Turbocharged 300-horsepower 2.8-liter V6. Both engines mate to a six-speed automatic transmission with a separate shift gate for manual-like operation. The Base model comes only with front-wheel drive and the Turbocharged models get standard all-wheel drive. Others are available with front- or all-wheel drive.
All models come standard with four-wheel antilock disc brakes, stability control, OnStar Emergency Response system, rear-door child security lockout, tire-pressure monitor, and dual-front, front-side, and curtain side airbags. Rear-park assist is not available on the base but standard on other models. A rear-view monitor comes with the optional navigation system.
Prices range from $33,830 for the 3.0L V6 and climb to $51,860 for the 2.8L V6 AWD Turbo Premium Collection. Standard features on all models include includes air conditioning with dual-zone automatic climate controls, tilt-telescope leather-wrapped steering wheel with radio controls, cruise control, vinyl upholstery, front bucket seats, eight-way power driver seat, center console, split-folding rear seat with trunk pass-through, heated power mirrors, power windows, power door locks, keyless entry, Bose AM/FM/CD/MP3 player with digital-media player connection and satellite radio, intermittent wipers, illuminated visor mirrors, rear defogger, intermittent rear wiper/washer, automatic headlights, floormats, theft-deterrent system, rear privacy glass, roof rails, 235/65HR18 tires and alloy wheels.
Available equipment includes wood/leather-wrapped steering wheel, leather upholstery, heated front seats with power lumbar adjustment, eight-way power passenger seat, power adjustable pedals, memory system (driver seat, mirrors, pedals), wood interior trim, power-folding mirrors with driver-side automatic day/night, power sunroof, Bluetooth cell-phone connection, rain-sensing wipers, automatic day/night rearview mirror, universal garage door opener, remote engine start, interior accent lighting, cargo management system, cargo cover, power liftgate, chrome roof rails, bright alloy wheels, fog lights, steering-linked adaptive HID headlights with washers, sport automatic suspension control and 20-inch wheels and tires.
Also available is a navigation system with voice recognition and real-time traffic information, rearview camera, upgraded Bose sound system, iPod adapter, hard drive, rear radio controls,
The SRX is assembled in Mexico and carries an $825 destination charge.
Get Up and Go While most luxury SUV competitors are upping engine size and output, Cadillac chose to go smaller with the 2010 SRX. The normally-aspirated 3.0-liter V6 makes 265 horsepower, which is less than the output of engines offered by most competitors. Comparisons get better when you opt for the Turbo six and its 300 horsepower. Still, it's clear that General Motors wanted to protect the SRX from a backlash if fuel prices shot up again.
That said, the base V6 furnishes adequate acceleration. From a standing start it will accelerate to 60 mph in about 8.5 seconds. That's a tick slower than most competitors but still within the acceptable range. Progress is swiftest with the lighter front-drive version but what the AWD version steals in absolute acceleration it makes up for with additional forward traction on slippery roads.
Comparably, the Audi Q5 3.2 quattro, Lexus RX 350 AWD, Mercedes-Benz GLK 4matic, and Volvo XC60 T6 are all significantly quicker.
The Turbo SRX shaves a second off of the 0-60 time of the 3.0-liter and provides much more responsive highway passing power. Unlike some other boosted engines, there's little turbo lag as the mill willingly pulls at any speed.
The six-speed automatic is tuned for optimum fuel economy, so it's constantly racing to sixth gear. That means it's often caught flat footed in low- to medium- speed passing situations where two- and three-gear downshifts are required. Add to that a sleepy-feeling throttle, and it makes SRX seem slower than it really is. Thankfully, as long as you dig a little deep with your right foot, the engine and transmission respond promptly.
Fuel economy ratings are similar to other compact-to-midsize luxury SUVs. The 3.0L AWD is rated at 17 mpg city and 23 mpg highway. In comparison, the Audi A5 and Lexus RX350 have ratings of 18/23 mpg. Cadillac says that the 3.0-liter engine runs fine on regular-grade gasoline and that the turbocharged 2.8-liter requires the higher-octane rating of premium-grade gas.
Real-world urban driving in an AWD 3.0-liter model is likely to yield about 18 mpg overall. Though if your commute includes lots of stop-and-go traffic, expect that number to drop to about 16 mpg. Straight highway driving will result in about 21-23 mpg.
On the Road SRX leans sporty in the ride-handling equation. The suspension ably soaks up minor pavement imperfections without creating undue body undulation or head toss. However, occupants will feel bumps and expansion joints more readily than in competitors like the Lexus RX or Mercedes-Benz GLK. The Base has the best bump absorption--softest ride--while the Turbo Performance, with its 20-inch wheels and tires has the busiest ride.
On the flip side, the SRX has an athletic feel that's lacking on most competitors. Body lean is minimal and the SRX hangs on with the tenacity of a sports sedan in most corners. Steering is adroitly responsive to driver input and the brakes feature an easy-to-modulate pedal and ample stopping power. The Turbo Performance model is the athlete of the group, but all SRX models feel quite nimble compared to larger competitors.
Wind and road noise are well muted and class competitive. Occasionally a large pothole will pound through with an unsettling thunk. Both engines remain under wraps in gentile cruising and growl impressively in hard acceleration.
Behind the Wheel Though the new SRX is less expensive than the model it replaces, Cadillac gave interior materials a significant upgrade. Most surfaces are padded and there's a nice blend of wood and metal trim. Fit is also quite impressive for a first-year model.
Drivers face a brightly lit and easy-to-read gauge cluster. Audio controls are placed high in the center stack and are clearly marked. The optional navigation system adds a bit of complexity, but that's par for the class. Climate controls are mixed in below the audio system and are somewhat confusingly marked. Cadillac would be wise to add a couple of dials for the temperature controls rather than the side-mounted push buttons.
If you're expecting traditional Cadillac cushy seats you'll be disappointed. The front seats are firm and supportive. They are long haul comfortable and provide plenty of adjustment. Head room is adequate for those taller than six foot and leg room is great.
The tilt-telescope steering wheel and available adjustable pedals make it easy for just about any driver to get comfortable behind the wheel. However, step in is taller than expected and the front-door openings are a bit narrow. Visibility forward is good, but blocked by thick pillars to the rear.
Aside from the upgraded materials, the biggest change in the interior is a decrease in rear-seat room. The previous SRX offered a roomy and adult-sized rear seat. The rear seats in the 2010 model are considerably more confining, though still adult friendly if the front seats aren't moved all the way back. Adding a sliding seat cushion, like the one in the Chevrolet Equinox would have been a good idea to make SRX more palatable for families.
SRX can't match competitors for sheer cargo space, but what it lacks in volume it makes up for with ingenuity. Starting with a height-adjustable liftgate, SRX's cargo area abounds with innovative features. The cargo floor is low and flat and has a containment system that makes it easy to store and sort small items. The seats fold in a snap and there's a pass through if you just want to load a couple of long items. Interior storage rates as impressive, highlighted by two-tier glove boxes, door map pockets and console boxes.
Bottom Line The 2010 Cadillac SRX has been downsized in both price and dimension in an effort to make it more relevant in the marketplace. Funny thing happened along the way though, it gained a sportiness that's quickly becoming a hallmark of the "new" Cadillac.
About the only downside to the 2010 redesign is a substantially smaller rear seat. The interior is so much nicer, the design infinitely more user friendly, and the packaging much more tidy. Buyers considering a vehicle in this class would be wise to give the new SRX a test drive, even if, by snooty arrogance, they would never normally consider a Cadillac. Watch out though, because prices climb quickly as you pile on the options.
Specifications, 2010
Cadillac SRX AWD
| Dimensions
| 4-door wagon
| Engine
| DOHC V6
| Wheelbase, in.
| 110.5
| Size, liters/cu. in.
| 3.0 / 183
| Length, in.
| 190.3
| Horsepower @ rpm
| 265 @ 6950
| Width, in.
| 75.2
| Torque (lb.-ft.) @ rpm
| 223 @ 5100
| Height, in.
| 65.7
| Transmission
| 6-Speed Automatic
| Weight, lbs.
| 4307
| EPA Estimates, mpg
| 17 city / 23 highway
| Cargo Capacity, cu. ft.
| 61.1
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| Fuel Capacity, gals.
| 21.0
| Manufacturer's Warranty
| Seating Capacity
| 5
| Bumper-to-Bumper
| 4 years / 50,000 miles
| Front Head Room, in.
| 39.7
| Powertrain
| 5 years / 100,000 miles
| Front Leg Room, in.
| 41.2
| Corrosion
| 6 years / 100,000 miles
| Second-Row Head Room, in.
| 38.4
| Free Roadside Assistance
| 5 years / 100,000 miles
| Second-Row Leg Room, in.
| 36.3
| Free Scheduled Maintenance
| None
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