2010 Cadillac SRX

Review

The SRX, Cadillac's midsize crossover, was supposed to be a big deal for the luxury division when it launched in 2003 as a

2004 model, but even after its 2007 model year update it's been a significantly slower seller than the CTS sedan it's based on, a reality that flies in the face of the last five years of luxury crossover sales. Just why is difficult to say, but it may have something to do with styling that looks much more car-like than top-selling luxury CUVs from BMW and Mercedes-Benz.

The new 2010 SRX abandons the tall-wagon profile for a more traditional SUV-like stance, and frankly, to my eyes at least, it looks a lot better. We saw and reported on this crossover last year as the Provoq concept, and fortunately it hasn't changed much from prototype to reality.

“The all-new SRX is a fresh and compelling crossover aimed squarely at the priorities of luxury buyers,” said Mark McNabb, North America vice president, Cadillac/Premium Channel. “With new technologies for increased efficiency and safety, the redesigned 2010 SRX Crossover focuses on both the emotional and pragmatic sides of the luxury consumer.”

Two

of the new SRX' technologies include its choice of engines, and oddly the larger displacement V6 is the standard powerplant. It measures 3.0 liters, compared to the current model's 3.6, and is now direct injected for optimal performance and fuel efficiency, not to mention a 25-percent reduction in hydrocarbon emissions. Output should be about 260-horsepower at 6,950 rpm and 221 lb-ft of torque at 5,600, which makes it an extremely strong entry-level engine. Then again, the luxury crossover's all-new turbocharged 2.8-liter V6 boasts 300-horsepower at 5,500 rpm and 295 lb-ft of torque at a very tractable 1,850 rpm, which is very close to the 320-horsepower and 315 lb-ft of torque offered by today's 4.6-liter V8... soon to be history. The best part of this combination isn't just the performance, however, but rather the massive fuel efficiency gains with either engine.

The result of direct injection is a 3.0-liter V6 that improves on the outgoing SRX V6 by about 5-horsepower while delivering 10- to 15-percent better fuel economy, the latter partly

due to the engine's 600 cc reduction in displacement over the outgoing model's 3.6-liter mill. The new 3.0-liter also gets variable valve timing to further maximize output and efficiency, although torque is down by about 33 lb-ft according to Cadillac's estimates.

The next part of the fuel efficiency equation includes two six-speed automatic transmissions, GM's own Hydra-Matic 6T70 for the 3.0-liter and an AF40 Aisin Warner unit for the 2.8 turbo. Taller overdrive gears save on fuel while shorter intervals optimize each engine's sweet spot to maximize performance. Each transmission gets a manual-mode for better driver interaction when feeling frisky, and when trying to get the most out of a tank of gas they come with a driver-selectable “eco mode” that causes the transmission to shift earlier and therefore keep revs to a minimum. Unfortunately GM doesn't have any estimated fuel economy numbers to tease us with, but we can surmise that a 10- to 15-percent reduction from the current 3.6-liter equipped all-wheel drive SRX' 16 mpg city and 25 highway rating would equal something in the neighborhood of 18 to 19 mpg in the city and 28 to 30 mpg on the highway, which would be brilliant numbers to pull from a midsize luxury SUV to say the least. And that's with all-wheel drive! Front-wheel drive models (yes the current rear-wheel drive configuration is gone) will fare even better. As for the 2.8-liter

turbo's fuel economy, it's got to be better than the current V8's 15 mpg city and 24 mpg highway rating. Add into the mix that the new SRX is significantly shorter by 4.6 inches at 190.2 inches with a 5.9-inch reduction in wheelbase length, plus lower overall by 2.1 inches, and although Cadillac neglected to include its curb weight it'll no doubt be lower than the current model's, and therefore need less torque to get off the line and less power to keep it accelerating. Interestingly, the new CUV is wider by 2.6 inches and features a 64.0-inch front and 63.7-inch track that should translate into superb cornering.

The new all-wheel drive system should aid in the curves as well, and according to global vehicle chief engineer, Bob Reuter, will deliver better performance in slippery situations.

“The 2010 SRX will deliver excellent, balanced driving dynamics in all types of weather,” said Reuter. “The all-wheel-drive system with electronic limited slip effectively transfers torque not only from front to rear, but also along the rear axle. This system sets a new benchmark for all all-wheel-drive systems, giving the driver control and confidence on any road surface.”

eLSD can transfer up to 100-percent of available torque to the wheel with more grip, reportedly improving driver control on any road surface or condition. It's especially effective “when cornering hard or completing a high-speed maneuver, such as a lane change” says the SRX press material. A real-time damping system that works in conjunction with the AWD adjusts shock damping rates to improve ride quality on rougher road surfaces, so this should be the ultimate weekend driver to the cottage or ski cabin.

And

you'll be ultra-comfortable getting there too. Just like it did when replacing the first-generation CTS with the current car, Cadillac is going to make sure the new SRX gets an interior with the same level of attention paid to materials quality and overall assembly. Today's CTS rivals Audi's A4 for interior quality and bests every other competitor, so along with Cadillac's penchant for filling its vehicles up with leading-edge technologies, we're expecting a lot from the brand's second-generation crossover.

“Inside the new SRX, technical precision blends with old-world craftsmanship,” stated Clay Dean, Cadillac global design director. “Hand-cut-and-sewn coverings on the instrument panel and ambient lighting details convey a finely tailored cabin.”

Like the

CTS, and a couple of others in this class, the navigation system rises out of the center stack so that occupants aren't left looking at an ungainly center shroud when the system isn't in use. The double-bubble dash is one of my pet peeves with BMW's iDrive, and just one of a few good reasons not to pay extra for the much maligned setup. The Cadillac nav system boasts three-dimensional imaging, which should be interesting to try out. A top-tier audio system with XM satellite radio, an integrated hard-drive for audio storage, auxiliary inputs, and Bluetooth connectivity sits beneath, as does an automatic climate control system with pollen filtration, the entire interface surrounded in angular metal trim. It's a great looking center stack surrounded by a seriously stylish dash and instrument cluster.

A dual-screen rear entertainment system can be had too, with plug-ins for video games, while OnStar can be used for everything from getting your car unlocked if you've left the keys inside, to calling 911 on your behalf if you've been incapacitated due to an accident. OnStar's turn-by-turn navigation system is pretty cool too, and especially helpful for those overwhelmed by complex digital interfaces.

Other high-end features include a power rear liftgate with an adjustable height setting that opens up to an accommodating cargo hold, and adaptive headlamps that swivel via input from the steering system, a major convenience at night and significant advancement in safety.

Adaptive

lighting would fall into the active safety category, part of a bevy of features designed to avoid an accident altogether, if possible. According to Cadillac, the “SRX's safety features are designed to protect occupants before, during and after a crash.” While OnStar is the obvious after-crash helpmeet, a pre-crash avoider would have to include the tire pressure monitoring system, as well as the crossover's standard four-wheel disc brakes enhanced by electronic traction and stability control to make sure there'll be no need to test out the ultra-strong body structure and specially designed chassis, let alone its front safety belts with dual pretensioners and load limiters, pedal release system, standard front airbags, front seat-mounted pelvic/thorax side airbags and side curtain airbags. The steel is dubbed martensitic, and it's applied to the SRX's fully enclosed rocker sections. Martensitic steel, amongst the strongest available, keeps a wayward vehicle from getting past the rockers. Of course, if the worst happens the airbags

will deploy and an OnStar operator will call. That's more than you can say for most luxury automakers. In another socially responsible move, the new SRX has been designed to meet European pedestrian protection standards, speaking volumes about Cadillac's global aspirations for the new SRX, plus the front bumper has been positioned to meet up better with otherwise lower car bumpers.

Something tells me that most buyers won't be laying cash down on the SRX' hood because of its safety features, as good as they are. No, they'll be lured down to their local Cadillac dealer because it looks so good. The SRX pulls visual cues from the stunning CTS, a very good thing, and due to its bold presence and uniform proportions should be a serious contender.

“Cadillac is known for bold design. The 2010 SRX Crossover builds on that reputation,” continued Dean. “As with the 2008 CTS, we advanced our Art and Science design to create a crossover for style-conscious customers.”

Dean

and company carried the new design forward with a variation on the outgoing model's vertical headlamps, a Cadillac trademark look, and replaced the comparatively weak look of the current grille with a more masculine Escalade-esque chrome laden façade similar to that on the new CTS. The car's profile is sportier too, not as wagon-like due to a stronger slope to the roofline as it approaches the rear liftgate, finished off with an integrated spoiler that adds to the new SRX' visual appeal while improving aerodynamics.

“The exterior features a dramatic diving gesture on the body side to impart the feeling of movement, even at rest,” added Dean.

The crossover's standard 18- or optional 20-inch wheels have been pushed to the corners, adding greater athleticism to the design, and one of my favorite new trends has been incorporated into the front fenders, a chrome vent that theoretically should let air escape from the engine compartment; Cadillac doesn't mention whether it's functional or not.

If you're a fan of Cadillac's Art and Science design language but haven't been moved by the current SRX, as nicely as it drives, this new 2010 model might be exactly what you've been missing. The design certainly works a lot better for me, and I suppose my 40-something age and income bracket (before the economic crisis at least) falls within the demographic Cadillac is targeting precisely. Maybe Cadillac has a crossover winner after all.

And when can you get your hands on one? Cadillac will start production in Q2 of this year, with the new model showing up at your local dealer soon after. And don't worry, as we'll have a full road test for your perusal as soon as we can get our hands on one.

Preliminary Specifications (2010 Cadillac SRX):