Mention the Cadillac SRX to the folks at General Motors and you’ll get a cheshire cat-like smile from just about everyone. The brand’s luxury crossover has been a certifiable hit that has brought new buyers from all sorts of desirable demographics into the brand in ways no Cadillac has done in decades.
The SRX is one of those feel-good home run stories GM faithful have really needed over the last few years (make that decades). But GM figured the SRX needed a little underhood realignment, so here we are, just three model years in and those grinning ladies and gents from Detroit have consolidated two engines into one new V6.
What is it?
Aimed straight at the midsize premium crossover segment’s undisputed sales champ, the Lexus RX, the SRX rides on a modified version of the company’s Theta front-drive architecture. While all-wheel-drive is optional, our tester featured standard sun belt-ready front-wheel-drive.
This latest SRX was introduced for the 2010 model year initially with a 3.0-liter V6 and, later, with a short-lived 2.8-liter turbocharged V6. The naturally-aspirated V6 was a bit of a dog, and while the turbo really breathed life into the SRX, it was expensive and complicated to produce.
The SRX you see here shares virtually nothing with Cadillac’s first try at a crossover. That funky-looking rear-driver was a blast to drive, but it didn’t quite serve up what consumers wanted.
What’s it up against?
The aforementioned Lexus RX 350 is SRX’s chief rival – just look at the Caddy’s nameplate if you don’t believe us. From there, competitors include the Lincoln MKX, Acura MDX, BMW X3 and Mercedes-Benz ML350.
We also feel compelled to list the Saab 9-4X, even though the Swedish automaker is just barely clinging to life as we publish this. The 9-4X shares its architecture with the SRX, but it still uses the 3.0 and 2.8-liter V6s. Interestingly, the 9-4X was green-lighted prior to the SRX, but GM wisely chose to put its higher volume Cadillac on the express development train.
Any breakthroughs?
The big news is the arrival of the LFX-codenamed 3.6-liter V6 for 2012. The engine is a revised-for-2012 version of the 3.6-liter GM has used in a number of its larger cars, ranging from the Chevrolet Camaro to the Buick LaCrosse.
In its latest incarnation, the V6 features a lightweight cylinder head and exhaust manifold as well as E85 capability for farmers intent on shoving corn into their fuel tanks.
Otherwise, SRX mostly stands pat for the new year, although a heated steering wheel is a new option and the power door lock switch was smartly moved to the door panels instead of the center stack.
What’s it look like?
Cadillac’s most expressive “art and science†design yet, the SRX is still a striking crossover today. Viewed from the side, its proportions are awkward given its long snout and almost ludicrously low approach angle – any semblance of off-road ability crossovers once had has been thrown out the window.
But we like the hunched rear end, which gives the SRX an almost armadillo-like look that is much more interesting than the blandly-styled RX.
The SRX also delights in its attention to detail. Its vertical tail lamps are actually small fins, a nostalgic touch that adds intrigue without going overboard. So too its chromed-out grille, which comfortably straddles the line between glam and bling. The front fender-mounted chrome strake, however, is one tacky element we could easily do without. If there’s a car out there that looks good with a hunk of chromed plastic tacked to its fender, we haven’t found it.
Luckily, Cadillac has decided to cut down on the SRX’s shiny content by introducing the attractive new-for-2012 wheels seen on our tester. While 18s are standard, upmarket models like our Premium Collection trim level feature 20s.
And on the inside?
When we first sampled the SRX a few years ago, it was its interior that impressed us the most. Essentially an upsized version of the design seen in the company’s CTS, the SRX’s inner trappings are as pleasant to interact with as they are to touch. Materials quality, long a sore spot at GM, was simply top notch throughout our SRX tester, even if ours had a strange perfume scent (we’ll chalk that one up to a previous driver since we’re pretty confident GM isn’t perfuming cars at its Ramos, Arizpe, Mexico, plant).
The driver settles into a firm seat covered in high-grade leather. Better bolstered than the SRX’s front-drive pretensions might indicate, the driver’s seat features an adjustable under-knee support for long-distance comfort. Cadillac’s three-spoke steering wheel features easy-to-use controls and the heating element was a nice added touch. Three gauge pods feature well-lit dials; with the available navigation, the center screen is a full-function color display capable of showing both navigation guides and trip computer functions. Especially nifty was a screen that displayed the speed of the road you’re traveling on; only once or twice did we find this to be inaccurate.
Moving to the center stack, you’ll find an LCD screen that rises to the occasion with the touch of a button, as well as a myriad of buttons for audio and climate controls. Truth be told, most of us prefer these switches to either the knob-and-menu systems seen in Japanese and German rivals or the heat-sensitive feedback-less “buttons†found in Lincoln’s MKX.
The SRX doesn’t feature Cadillac’s new CUE infotainment (yet), but the audio and navigation interface it currently uses is still quite good. Our only kvetch is that the screen seemed slow to respond to channel surfing and its vertical-only display angle sometimes made on-screen commands hard to input while on the go.
SRX offers good second row room with a nice fold-down armrest and two rear-seat video screens, but its sloping roofline inhibits tall item storage space compared to rivals like the tall Mercedes-Benz M-Class.
But does it go?
A tap of the SRX’s starter button brings its new V6 to life. Muffled to the point where a glance at the tachometer is often needed to ensure all systems are go, the powertrain is certainly an NVH class act.
SRX’s V6 is rated at 308 horsepower at 6,800 rpm and 265 lb-ft. of torque at just 2,400 rpm. Although that torque curve is a substantial step down from the old turbo unit’s 295 lb-ft., it is at least available across an especially wide rev range – all the way to 5,300 rpm. Sending the power to the front wheels, in the case of our tester, is GM’s 6T70 six-speed automatic, the same unit the outgoing 3.0-liter used. A button next to the gear lever lets wimpy drivers select an Eco mode that essentially makes drivers push the gas pedal harder to get anywhere.
With Eco mode safely disengaged, the SRX is a robust performer. The V6 might develop a decent amount of low-end torque, but this V6 doesn’t mind revving all the way to redline. Acceleration is strong throughout the range, but we were especially impressed with the smooth nature of the powertrain at immediate tip-in, which gives the SRX a truly premium feel. Any reminder of the outgoing 3.0-liter was erased as soon as we found the readily-accessible power that didn’t require constant downshifting of what has proven to be a silky smooth transmission when hooked up to the right engine.
Cadillac and the EPA agree that the SRX should achieve 17 mpg in the city and 24 mpg on the highway with front-wheel-drive (AWD saps 1 mpg either way), and that’s about what we saw. We tickled 24 mpg on an extended highway drive, but never saw below 17 mpg around town. For the record, this V6 is formulated to run on regular fuel, something that can’t be said for all of its rivals.
Although the SRX’s suspension is essentially unchanged from its 2010 introduction, we felt that our tester was a little better balanced than the last SRX we sampled. Its steering was heavily boosted and not especially flavorful, but it was more precise and accurate than is the norm for this segment. Also unlike our last SRX, this one seemed to react more comfortably over undulating pavement, which made it feel more like a Cadillac and less like its Chevrolet Equinox distant cousin.
And at twice the price of the Chevrolet, the Cadillac should feel like it is worth the money. Thanks to this refined new powertrain, it certainly does.
Why you would buy it:
You’re seeking a fine midsize crossover with a little added oomph.
Why you wouldn’t:
You’re happy with mediocrity.
Leftlane’s bottom line
Cadillac addressed the SRX’s biggest shortcoming by shoehorning in a solid and smooth V6 that has made what was already one of the most impressive luxury crossovers into a class standout.
Those grinning GM executives have even more reason to smile now.
2012 Cadillac SRX FWD Premium Collection base price, $45,975. As tested, $48,740.
Rear DVD system, $1,395; Black Ice Metallic paint, $495; Destination, $875.
Words and photos by Andrew Ganz.
Review: 2012 Cadillac SRX
Reviewed by
Andrew Ganz on
December 8
.
A new V6 breathes life into Cadillac’s hot-selling SRX. We put it through its paces.
Mention the Cadillac SRX to the folks at General Motors and you’ll get a cheshire cat-like smile from just about everyone. The brand’s luxury crossover has been a certifiable hit that has brought new buyers from all sorts of desirable demographics into the brand in ways no Cadillac has done in decades.
The SRX is one of those feel-good home run stories GM faithful have really needed over the last few years (make that decades). But GM figured the SRX needed a little underhood realignment, so here we are, just three model years in and those grinning ladies and gents from Detroit have consolidated two engines into one new V6.
What is it?
Aimed straight at the midsize premium crossover segment’s undisputed sales champ, the Lexus RX, the SRX rides on a modified version of the company’s Theta front-drive architecture. While all-wheel-drive is optional, our tester featured standard sun belt-ready front-wheel-drive.
This latest SRX was introduced for the 2010 model year initially with a 3.0-liter V6 and, later, with a short-lived 2.8-liter turbocharged V6. The naturally-aspirated V6 was a bit of a dog, and while the turbo really breathed life into the SRX, it was expensive and complicated to produce.
The SRX you see here shares virtually nothing with Cadillac’s first try at a crossover. That funky-looking rear-driver was a blast to drive, but it didn’t quite serve up what consumers wanted.
What’s it up against?
The aforementioned Lexus RX 350 is SRX’s chief rival – just look at the Caddy’s nameplate if you don’t believe us. From there, competitors include the Lincoln MKX, Acura MDX, BMW X3 and Mercedes-Benz ML350.
We also feel compelled to list the Saab 9-4X, even though the Swedish automaker is just barely clinging to life as we publish this. The 9-4X shares its architecture with the SRX, but it still uses the 3.0 and 2.8-liter V6s. Interestingly, the 9-4X was green-lighted prior to the SRX, but GM wisely chose to put its higher volume Cadillac on the express development train.
Any breakthroughs?
The big news is the arrival of the LFX-codenamed 3.6-liter V6 for 2012. The engine is a revised-for-2012 version of the 3.6-liter GM has used in a number of its larger cars, ranging from the Chevrolet Camaro to the Buick LaCrosse.
In its latest incarnation, the V6 features a lightweight cylinder head and exhaust manifold as well as E85 capability for farmers intent on shoving corn into their fuel tanks.
Otherwise, SRX mostly stands pat for the new year, although a heated steering wheel is a new option and the power door lock switch was smartly moved to the door panels instead of the center stack.
What’s it look like?
Cadillac’s most expressive “art and science†design yet, the SRX is still a striking crossover today. Viewed from the side, its proportions are awkward given its long snout and almost ludicrously low approach angle – any semblance of off-road ability crossovers once had has been thrown out the window.
But we like the hunched rear end, which gives the SRX an almost armadillo-like look that is much more interesting than the blandly-styled RX.
The SRX also delights in its attention to detail. Its vertical tail lamps are actually small fins, a nostalgic touch that adds intrigue without going overboard. So too its chromed-out grille, which comfortably straddles the line between glam and bling. The front fender-mounted chrome strake, however, is one tacky element we could easily do without. If there’s a car out there that looks good with a hunk of chromed plastic tacked to its fender, we haven’t found it.
Luckily, Cadillac has decided to cut down on the SRX’s shiny content by introducing the attractive new-for-2012 wheels seen on our tester. While 18s are standard, upmarket models like our Premium Collection trim level feature 20s.
And on the inside?
When we first sampled the SRX a few years ago, it was its interior that impressed us the most. Essentially an upsized version of the design seen in the company’s CTS, the SRX’s inner trappings are as pleasant to interact with as they are to touch. Materials quality, long a sore spot at GM, was simply top notch throughout our SRX tester, even if ours had a strange perfume scent (we’ll chalk that one up to a previous driver since we’re pretty confident GM isn’t perfuming cars at its Ramos, Arizpe, Mexico, plant).
The driver settles into a firm seat covered in high-grade leather. Better bolstered than the SRX’s front-drive pretensions might indicate, the driver’s seat features an adjustable under-knee support for long-distance comfort. Cadillac’s three-spoke steering wheel features easy-to-use controls and the heating element was a nice added touch. Three gauge pods feature well-lit dials; with the available navigation, the center screen is a full-function color display capable of showing both navigation guides and trip computer functions. Especially nifty was a screen that displayed the speed of the road you’re traveling on; only once or twice did we find this to be inaccurate.
Moving to the center stack, you’ll find an LCD screen that rises to the occasion with the touch of a button, as well as a myriad of buttons for audio and climate controls. Truth be told, most of us prefer these switches to either the knob-and-menu systems seen in Japanese and German rivals or the heat-sensitive feedback-less “buttons†found in Lincoln’s MKX.
The SRX doesn’t feature Cadillac’s new CUE infotainment (yet), but the audio and navigation interface it currently uses is still quite good. Our only kvetch is that the screen seemed slow to respond to channel surfing and its vertical-only display angle sometimes made on-screen commands hard to input while on the go.
SRX offers good second row room with a nice fold-down armrest and two rear-seat video screens, but its sloping roofline inhibits tall item storage space compared to rivals like the tall Mercedes-Benz M-Class.
But does it go?
A tap of the SRX’s starter button brings its new V6 to life. Muffled to the point where a glance at the tachometer is often needed to ensure all systems are go, the powertrain is certainly an NVH class act.
SRX’s V6 is rated at 308 horsepower at 6,800 rpm and 265 lb-ft. of torque at just 2,400 rpm. Although that torque curve is a substantial step down from the old turbo unit’s 295 lb-ft., it is at least available across an especially wide rev range – all the way to 5,300 rpm. Sending the power to the front wheels, in the case of our tester, is GM’s 6T70 six-speed automatic, the same unit the outgoing 3.0-liter used. A button next to the gear lever lets wimpy drivers select an Eco mode that essentially makes drivers push the gas pedal harder to get anywhere.
With Eco mode safely disengaged, the SRX is a robust performer. The V6 might develop a decent amount of low-end torque, but this V6 doesn’t mind revving all the way to redline. Acceleration is strong throughout the range, but we were especially impressed with the smooth nature of the powertrain at immediate tip-in, which gives the SRX a truly premium feel. Any reminder of the outgoing 3.0-liter was erased as soon as we found the readily-accessible power that didn’t require constant downshifting of what has proven to be a silky smooth transmission when hooked up to the right engine.
Cadillac and the EPA agree that the SRX should achieve 17 mpg in the city and 24 mpg on the highway with front-wheel-drive (AWD saps 1 mpg either way), and that’s about what we saw. We tickled 24 mpg on an extended highway drive, but never saw below 17 mpg around town. For the record, this V6 is formulated to run on regular fuel, something that can’t be said for all of its rivals.
Although the SRX’s suspension is essentially unchanged from its 2010 introduction, we felt that our tester was a little better balanced than the last SRX we sampled. Its steering was heavily boosted and not especially flavorful, but it was more precise and accurate than is the norm for this segment. Also unlike our last SRX, this one seemed to react more comfortably over undulating pavement, which made it feel more like a Cadillac and less like its Chevrolet Equinox distant cousin.
And at twice the price of the Chevrolet, the Cadillac should feel like it is worth the money. Thanks to this refined new powertrain, it certainly does.
Why you would buy it:
You’re seeking a fine midsize crossover with a little added oomph.
Why you wouldn’t:
You’re happy with mediocrity.
Leftlane’s bottom line
Cadillac addressed the SRX’s biggest shortcoming by shoehorning in a solid and smooth V6 that has made what was already one of the most impressive luxury crossovers into a class standout.
Those grinning GM executives have even more reason to smile now.
2012 Cadillac SRX FWD Premium Collection base price, $45,975. As tested, $48,740.
Rear DVD system, $1,395; Black Ice Metallic paint, $495; Destination, $875.
Words and photos by Andrew Ganz.
Rating:
