2010 Cadillac SRX Review

Cadillac's SRX sport-utility vehicle has become a smaller, redesigned luxury crossover vehicle for 2010 and drops its predecessor's third-row seat and V-8, It also has front-drive instead of rear-drive, although an all-wheel drive system is offered.

The advanced all-wheel drive system has an electronic limited-slip differential and distributes torque from the front to the rear axle and also side-to-side, across the rear axle. It provides above-average traction in slippery conditions and enhances other driving dynamics, such as cornering.

The $33,330 to $47,540 SRX comes in Luxury, Performance and Premium designations. It's more affordable than its capable but aged, conservatively styled predecessor, which wasn't a hit. The new model's tightly wrapped, sweeping body has taillights that resemble the fins that once helped make Cadillac one of the most easily identifiable cars.

The new model is well equipped with the comfort, convenience and safety items one might expect from Cadillac. The power tailgate even has a programmable height setting to prevent it from hitting the top of, say, an opened garage door.

Options include heated/ventilated seats, "Ultra-View" sunroof, rear-seat DVD entertainment system with screens in the back of the front seats, advanced navigation system, rear-view camera and 10-speaker Bose 5.1 Digital Surround sound.

A lavish interior is one of the SRX's high points. But a firm rear center seat area in the lavish interior makes the cockpit only comfortable for four adults. However, leg room is a little tight for a passenger behind a tall driver with his seat comfortably moved back.

The SRX shifts from the Cadillac CTS-based Sigma platform to the smaller Theta platform shared with the excellent, but now-defunct Saturn Vue. Length is down 4.7 inches to 190.3 inches, height is appreciably lower and wheelbase (distance between axles) is down from 116 inches to 110.5 inches.
 
With smaller dimensions, elimination of a third seat and spare tire (one is optional), why come up with such a heavy vehicle?. It weighs from 4,224 to 4,307 pounds-heavier than many rivals. The most formidable competitors include the Acura MDX, BMW X3 and last, but not least, hot Lexus RX. (The previous SRX weighed about 4,438 pounds.)

The weight of the new SRX made the standard 3-liter 265-horsepower V-6 in my test vehicle work fairly heard to deliver decent acceleration, although this new Caddy is an easy high-speed highway cruiser.

Also offered is Cadillac's first turbocharged gasoline engine--a 2.8-liter V-6 that produces 300-horsepower and is available to cover the loss of V-8 power. However, I'm not sure that this engine's additional 35 horsepower and extra torque will make much of a performance difference, considering the weight of the SRX.

What's really needed for the new SRX is the 4.6-liter, 320-horsepower V-8 of the previous model, which also came with a 3.6-liter, 255-horsepower V-6. That  V-6 was no fireball, but had more torque than the 2010 SRX V-6. Another option would be the 3.6-liter, 304-horsepower V-6 that powers Cadillac's new CTS Sport Wagon.

But EPA-estimated fuel economy is part of the Washington-auto industry game now, and the new non-turbo SRX V-6 beats fuel economy of the old V-6. The new V-6 delivers 18 mpg in the city and 25 on highways with front-drive and 17 and 23 with all-wheel drive.

Opt for the turbocharged V-6-found in Saabs--and the figures are 15 city and 21 highway with all-wheel drive, which is the only drive setup available with this engine.

The turbo engine calls for premium-grade fuel, while standard-grade can be used for the base V-6.

Both engines work with a six-speed automatic transmission, which upshifts smoothly, if a bit lazily, and occasionally downshifts abruptly. The automatic has a manual-shift feature that works well and helps give the SRX a little more acceleration zest.

Overall, the SRX is most at home on long interstate drives, eating up miles with its cruise control activated while occupants enjoy the cabin's luxury and quietness. Isn't that what Cadillacs once were about?

One thing definitely has changed. Old Cadillacs handled sloppily--as did most American luxury cars. But the SRX has quick, speed-sensitive steering with strong on-center feel and sharp handling. It's rather fun to drive, and an electronic stability control system is standard to help keep the SRX on the road during trying conditions.

My $44,995 "Performance" SRX model was especially agile, with all-wheel drive and wider (55-series) tires on 20-inch wheels, vs. narrower (65-series) tires on the SRX's standard 18-inch wheels. More rubber on the road always helps.

The firm is firm but comfortably absorbent with the all-independent suspension, and the the brake pedal has firm but linear action.

Front seats provide good support, backlit gauges are easily read and side mirrors are huge. Climate and sound system controls are small. The glovebox is large and there are storage pockets in all doors, although the rear pockets don't hold much. A rear center armrest contains dual cupholders. Up front, the dual cupholders are nicely positioned on the console, but window controls on the driver's door are set a little too far forward.

The opening for the large cargo area is wide, but rather high. Rear seatbacks flip forward and sit flat to increase cargo space. There's a fairly roomy storage well under the cargo floor for those who don't order the optional spare tire, which I recommend for this vehicle over the electric tire inflator.

The new SRX is more suited to the current--and future---market than its predecessor. I just wish it had more punch to handle its weight more briskly, although I suspect many Cadillac buyers would feel it has sufficient power.