Cadillac’s late 20th century image took a rough beating thanks to lackluster products that performed poorly in both reviews and sales, hardly living up to the “Standard of the World” moniker. With products like the all-new SRX midsize crossover, General Motors is optimistic that Cadillac’s latest offerings will turn the tide for this once – and maybe future – king of luxury.
On the surface, the SRX is about as polarizing as they come. It replaces a model that was generally respected by car nuts but barely registered among the general population of luxury crossover buyers, and this new SRX tests the limits of badge-engineering and Cadillac DNA.
Still, the look is distinctive and classy, both inside and out, and who couldn’t use a little publicity-gathering attention these days?
What is it?
Where the outgoing SRX was essentially a tall wagon version of the company’s rear-wheel-drive CTS sedan, the new model diverges from tradition by riding on a front-wheel-drive, dedicated crossover platform. Although it shares its basic bones with the swoopy Chevrolet Equinox and painfully atrocious – hey, we tell it like it is – GMC Terrain, the SRX ups the luxury ante and provides a visual style all its own.
We liked a lot about the outgoing model, especially after it gained a midcycle interior refresh, but it was never the sales success GM needed. The enthusiasts among us lament the new platform’s drive wheels, but the SRX now falls in line more with the class-leading Lexus RX.
Our highly-optioned 3.0-liter tester featured a sunbelt and wallet-friendly front-wheel drive, but all-wheel drive and a turbocharged 2.8-liter V6 are also available. The SRX actually starts at a reasonable $33,330 for a base front-wheel-drive model, but that model doesn’t include leather, wood trim, navigation, Bluetooth or a whole host of other luxury goodies. The lineup extends from that stripper to Luxury, Performance and Premium trim levels, each bringing more to the party.
It’s worth noting that the SRX may or may not have another luxury corporate cousin. As of this writing, GM’s Saab unit still has a small glimmer of hope, meaning the term “stillborn” might not yet apply to the 9-4x. If Saab’s first crossver is anything like the rest of its GM-based brethren, expect to be impressed. Those quirky Swedes really can transform a platform when given the opportunity – sample a 2004 Malibu and a 2004 9-3 back-to-back to see what we mean.
What’s it up against?
Lexus has long dominated the luxury midsize crossover segment with its RX, which just entered its third generation, but don’t count out the Lincoln MKX, Mercedes-Benz ML 350 and thrifty diesel ML 320 Bluetec, the Acura MDX or even the Land Rover LR2. In terms of packaging, pricing, power and even its naming scheme, however, the five-seat SRX most clearly targets the RX 350.
Any breakthroughs?
Specifically, the SRX doesn’t break much new ground, but it does cull together some of GM’s best new technology. Inside, you’ll find a trick retractable screen for the navigation and audio system, as well as a pair of front seatback-mounted flip-up monitors for lucky rear seat riders, all of which helps make the best of a rockin’ Bose audio system.
How does it look?
The SRX carries on Cadillac’s strongly developed, edgy identity that was introduced last decade in the first-generation CTS. We like the overall hunchback silhouette, which owes more to the Dodge Caliber than GM would like to admit, but we think the pointy front snout is too bulky and droopy from some angles. It visually forces the eyes away from the big crest-and-wreath logo and into the huge, unpainted lower spoiler. A smoother, less angled shape and smaller or more darkly finished headlamps would keep our inner stylists content.
On the other hand, the SRX’s posterior hits all of the right buttons for us. Our tester’s $995 (whoa!) Crystal Red paint scheme hid the cool, retro-inspired tailfins which look great on dark or light SRXs.
A pair of dual chrome exhaust tips and a nicely-done roof spoiler hone in the SRX’s slightly sportier mission and we grew to like the side profile’s chrome blade integrated into the front fender because it serves as a visual starting point for an interesting series of side creases.
And on the inside?
Thankfully, the SRX mostly does away with the dual-cowl interior you’ll find on both its Equinox and its Terrain platform mates. We like that interior well enough, but the fact that you’ll find it on both Chevrolet and GMC models is a cost-cutting move that screams 1980s-style badge-engineering.
In its place, the SRX gets a look that seems almost as inspired by the smooth Buick LaCrosse as the CTS. An artful center stack flanked by vertical vents is anchored by a nicely laid-out center console at the bottom and gives way to a leather-like French stitched dash cover. The overall look is upscale and the materials selection is generally without fault. The matte silver plastic trim is finely finished and the sparse wood is deed and attractively finished. Only a hard, overly-grained cover for the horn feels like the GM of yore.
The gauges take a page from Mercedes-Benz by integrating an LCD screen into the middle of the speedometer. It can display navigational directions or the various trip computer functions accessed by a stalk to the left of the steering wheel. It even features a monitor to keep you apprised of whether the rear seatbelts are fastened – a nice extra for parents.
If the center stack controls look familiar, it’s because you’ve seen them in the Equinox and Terrain. They generally work well to control the navigation, climate and audio systems, although fans of BMW’s iDrive might be annoyed by the number of buttons. Once we sorted through the myriad buttons, we had little reason to complain.
The SRX’s heated and ventilated front seats are firm but comfortable, if a little lacking in side bolstering. There’s room for two adults in the rear seat, but not long-distance three-abreast driving. The sloping roof line cuts into the already tight cargo area, limiting the SRX’s usefulness for transporting large items. We tried to haul home a new 42-inch flat screen TV, but found there wasn’t enough height to the cargo bay.
But does it go?
Though it boasts 265 horsepower, the SRX is let down by its weak and peaky 223 lb-ft. of torque. The less-than-lithe 4,224 lb. SRX required a lot of revving to keep pace with traffic, something we noted in the Equinox and Terrain, as well. Those models offer a rev-happy, torquey four-cylinder that doesn’t really feel down on power compared to the optional V6.
Further confounding our test SRX’s middling performance was a terminally confused six-speed transmission, which proved predictable only by never being in the right gear at the right time. Kept in sport mode – a right flick of the lever from the drive position – the transmission’s indecision was mostly alleviated, but it forced the motor to stay in the upper reaches of the rev-band, a most un-Cadillac-like way to drive.
The transmission confusion wasn’t just relegated to our photo vehicle; a scheduling snafu saw us in two different, but identically-optioned, SRXs over a 12-day period. Both models suffered from the same odd shift pattern.
Fuel economy is par for the class at 25 mpg on the highway and 17 in the city; our mixed driving yielded around 19 mpg. The 3.0-liter SRX takes regular fuel, a small plus for luxury class drivers.
Unfortunately, things didn’t get much better in the handling department in our front-wheel-drive tester. The SRX’s steering was nicely weighted without feeling overboosted, but it suffers the typically limited communication we’ve come to expect from a front-wheel-drive crossover. The hefty weight limits the SRX’s tossability, although we found its taut tuning to make it a more fun companion in the twisties than the Equinox and Terrain. In corners, the SRX’s big 20-inch wheel and tire combo gripped the road confidently, but those same shoes proved stiff companions over all but the smoothest blacktop. The SRX very clearly registers every imperfection in the road, although its stiff body structure and general bulky demeanor do their best to quell sharp impacts. Our suggestion to potential SRX owners is to option down to a more reasonable rubber package; the 20s look great but provide all the cushion of a covered wagon’s wood and steel wheels.
We’re anxious to spend more time in a turbocharged, all-wheel-drive SRX. It offers 300 horsepower and, more importantly, 295 lb-ft. of torque at just 2,000 rpm.
Why you would buy it:
All of your neighbors have Lexus RXs and you want to stand out of the crowd.
Why you wouldn’t:
The last-generation SRX gave you the jollies thanks to its sublime rear-wheel-biased handling.
Leftlane’s bottom line
While there’s a lot to like about the SRX, we didn’t find ourselves sad to return the keys when our evaluation period ended. Stylish looks and an upscale interior seem at odds with the balky six-speed automatic, weak performance buckboard ride and compromised cargo hauling ability. For now, the Lexus RX remains our luxury crossover of choice for those interested in a plush riding, five-seat people mover with all the soul of an appliance.
We’re disheartened to see Cadillac’s new emphasis on front-wheel-drive models; while the CTS seems to be staying true to its mission to compete with Germany’s best, the rest of the lineup’s more Lexus-like demeanor seems like a sacrifice bunt instead of a home run.
Maybe an extended evaluation in the 2.8-liter SRX will change our mind.
2010 Cadillac SRX Premium FWD base price, $43,895. As tested, $47,010.
Rear seat entertainment, $1,295; Crystal Red paint, $995; Destination, $825.
Words and photos by Andrew Ganz.
Review: 2010 Cadillac SRX Premium FWD
Reviewed by
Andrew Ganz on
January 13
.
Cadillac’s late 20th century image took a rough beating thanks to lackluster products that performed poorly in both reviews and sales, hardly living up to the “Standard of the World” moniker. With products like the all-new SRX midsize crossover, General Motors is optimistic that Cadillac’s latest offerings will turn the tide for this once – [...]
Cadillac’s late 20th century image took a rough beating thanks to lackluster products that performed poorly in both reviews and sales, hardly living up to the “Standard of the World” moniker. With products like the all-new SRX midsize crossover, General Motors is optimistic that Cadillac’s latest offerings will turn the tide for this once – and maybe future – king of luxury.
On the surface, the SRX is about as polarizing as they come. It replaces a model that was generally respected by car nuts but barely registered among the general population of luxury crossover buyers, and this new SRX tests the limits of badge-engineering and Cadillac DNA.
Still, the look is distinctive and classy, both inside and out, and who couldn’t use a little publicity-gathering attention these days?
What is it?
Where the outgoing SRX was essentially a tall wagon version of the company’s rear-wheel-drive CTS sedan, the new model diverges from tradition by riding on a front-wheel-drive, dedicated crossover platform. Although it shares its basic bones with the swoopy Chevrolet Equinox and painfully atrocious – hey, we tell it like it is – GMC Terrain, the SRX ups the luxury ante and provides a visual style all its own.
We liked a lot about the outgoing model, especially after it gained a midcycle interior refresh, but it was never the sales success GM needed. The enthusiasts among us lament the new platform’s drive wheels, but the SRX now falls in line more with the class-leading Lexus RX.
Our highly-optioned 3.0-liter tester featured a sunbelt and wallet-friendly front-wheel drive, but all-wheel drive and a turbocharged 2.8-liter V6 are also available. The SRX actually starts at a reasonable $33,330 for a base front-wheel-drive model, but that model doesn’t include leather, wood trim, navigation, Bluetooth or a whole host of other luxury goodies. The lineup extends from that stripper to Luxury, Performance and Premium trim levels, each bringing more to the party.
It’s worth noting that the SRX may or may not have another luxury corporate cousin. As of this writing, GM’s Saab unit still has a small glimmer of hope, meaning the term “stillborn” might not yet apply to the 9-4x. If Saab’s first crossver is anything like the rest of its GM-based brethren, expect to be impressed. Those quirky Swedes really can transform a platform when given the opportunity – sample a 2004 Malibu and a 2004 9-3 back-to-back to see what we mean.
What’s it up against?
Lexus has long dominated the luxury midsize crossover segment with its RX, which just entered its third generation, but don’t count out the Lincoln MKX, Mercedes-Benz ML 350 and thrifty diesel ML 320 Bluetec, the Acura MDX or even the Land Rover LR2. In terms of packaging, pricing, power and even its naming scheme, however, the five-seat SRX most clearly targets the RX 350.
Any breakthroughs?
Specifically, the SRX doesn’t break much new ground, but it does cull together some of GM’s best new technology. Inside, you’ll find a trick retractable screen for the navigation and audio system, as well as a pair of front seatback-mounted flip-up monitors for lucky rear seat riders, all of which helps make the best of a rockin’ Bose audio system.
How does it look?
The SRX carries on Cadillac’s strongly developed, edgy identity that was introduced last decade in the first-generation CTS. We like the overall hunchback silhouette, which owes more to the Dodge Caliber than GM would like to admit, but we think the pointy front snout is too bulky and droopy from some angles. It visually forces the eyes away from the big crest-and-wreath logo and into the huge, unpainted lower spoiler. A smoother, less angled shape and smaller or more darkly finished headlamps would keep our inner stylists content.
On the other hand, the SRX’s posterior hits all of the right buttons for us. Our tester’s $995 (whoa!) Crystal Red paint scheme hid the cool, retro-inspired tailfins which look great on dark or light SRXs.
A pair of dual chrome exhaust tips and a nicely-done roof spoiler hone in the SRX’s slightly sportier mission and we grew to like the side profile’s chrome blade integrated into the front fender because it serves as a visual starting point for an interesting series of side creases.
And on the inside?
Thankfully, the SRX mostly does away with the dual-cowl interior you’ll find on both its Equinox and its Terrain platform mates. We like that interior well enough, but the fact that you’ll find it on both Chevrolet and GMC models is a cost-cutting move that screams 1980s-style badge-engineering.
In its place, the SRX gets a look that seems almost as inspired by the smooth Buick LaCrosse as the CTS. An artful center stack flanked by vertical vents is anchored by a nicely laid-out center console at the bottom and gives way to a leather-like French stitched dash cover. The overall look is upscale and the materials selection is generally without fault. The matte silver plastic trim is finely finished and the sparse wood is deed and attractively finished. Only a hard, overly-grained cover for the horn feels like the GM of yore.
The gauges take a page from Mercedes-Benz by integrating an LCD screen into the middle of the speedometer. It can display navigational directions or the various trip computer functions accessed by a stalk to the left of the steering wheel. It even features a monitor to keep you apprised of whether the rear seatbelts are fastened – a nice extra for parents.
If the center stack controls look familiar, it’s because you’ve seen them in the Equinox and Terrain. They generally work well to control the navigation, climate and audio systems, although fans of BMW’s iDrive might be annoyed by the number of buttons. Once we sorted through the myriad buttons, we had little reason to complain.
The SRX’s heated and ventilated front seats are firm but comfortable, if a little lacking in side bolstering. There’s room for two adults in the rear seat, but not long-distance three-abreast driving. The sloping roof line cuts into the already tight cargo area, limiting the SRX’s usefulness for transporting large items. We tried to haul home a new 42-inch flat screen TV, but found there wasn’t enough height to the cargo bay.
But does it go?
Though it boasts 265 horsepower, the SRX is let down by its weak and peaky 223 lb-ft. of torque. The less-than-lithe 4,224 lb. SRX required a lot of revving to keep pace with traffic, something we noted in the Equinox and Terrain, as well. Those models offer a rev-happy, torquey four-cylinder that doesn’t really feel down on power compared to the optional V6.
Further confounding our test SRX’s middling performance was a terminally confused six-speed transmission, which proved predictable only by never being in the right gear at the right time. Kept in sport mode – a right flick of the lever from the drive position – the transmission’s indecision was mostly alleviated, but it forced the motor to stay in the upper reaches of the rev-band, a most un-Cadillac-like way to drive.
The transmission confusion wasn’t just relegated to our photo vehicle; a scheduling snafu saw us in two different, but identically-optioned, SRXs over a 12-day period. Both models suffered from the same odd shift pattern.
Fuel economy is par for the class at 25 mpg on the highway and 17 in the city; our mixed driving yielded around 19 mpg. The 3.0-liter SRX takes regular fuel, a small plus for luxury class drivers.
Unfortunately, things didn’t get much better in the handling department in our front-wheel-drive tester. The SRX’s steering was nicely weighted without feeling overboosted, but it suffers the typically limited communication we’ve come to expect from a front-wheel-drive crossover. The hefty weight limits the SRX’s tossability, although we found its taut tuning to make it a more fun companion in the twisties than the Equinox and Terrain. In corners, the SRX’s big 20-inch wheel and tire combo gripped the road confidently, but those same shoes proved stiff companions over all but the smoothest blacktop. The SRX very clearly registers every imperfection in the road, although its stiff body structure and general bulky demeanor do their best to quell sharp impacts. Our suggestion to potential SRX owners is to option down to a more reasonable rubber package; the 20s look great but provide all the cushion of a covered wagon’s wood and steel wheels.
We’re anxious to spend more time in a turbocharged, all-wheel-drive SRX. It offers 300 horsepower and, more importantly, 295 lb-ft. of torque at just 2,000 rpm.
Why you would buy it:
All of your neighbors have Lexus RXs and you want to stand out of the crowd.
Why you wouldn’t:
The last-generation SRX gave you the jollies thanks to its sublime rear-wheel-biased handling.
Leftlane’s bottom line
While there’s a lot to like about the SRX, we didn’t find ourselves sad to return the keys when our evaluation period ended. Stylish looks and an upscale interior seem at odds with the balky six-speed automatic, weak performance buckboard ride and compromised cargo hauling ability. For now, the Lexus RX remains our luxury crossover of choice for those interested in a plush riding, five-seat people mover with all the soul of an appliance.
We’re disheartened to see Cadillac’s new emphasis on front-wheel-drive models; while the CTS seems to be staying true to its mission to compete with Germany’s best, the rest of the lineup’s more Lexus-like demeanor seems like a sacrifice bunt instead of a home run.
Maybe an extended evaluation in the 2.8-liter SRX will change our mind.
2010 Cadillac SRX Premium FWD base price, $43,895. As tested, $47,010.
Rear seat entertainment, $1,295; Crystal Red paint, $995; Destination, $825.
Words and photos by Andrew Ganz.
Rating:
