From where I stand, two camps exist on the new Cadillac SRX. Some love
it while others despise it. Few (if any) are in the middle, which is
where I am. I like the Cadillac’s styling which is far more unique than
the boat-like RX 350 and more eye-catching than the Lincoln MKX. I feel
like I should be smoking a cigarette with a long, plastic filter when
standing near the SRX (along with a partially opened silk shirt, gold
necklaces, pencil thin mustache and a Donald Trump-like toupee).
The nose looks like it was made to move snow given its plow-like design
and close proximity to the ground. In fact, this was my only external
design issue as the frontend often bottomed out entering steep
driveways – not a quality expected in a crossover SUV. Other than that,
the creases, lines and shape all flow upwards towards the tail, the
Cadillac SRX’s best design element. It’s bold.
Taillights are fins… like old-school Cadillac fins. I love it; they
look modern and unique as opposed to every other generic design out
there. It has swagger! There are still a few components of the new
SRX’s shape that look rather similar to a few competitors, like the
silhouette. Still, Cadillac has come a long way since their first stabs
at their solid line-heavy design.
I like the interior design which is one of the best General Motors has created.
With that said, they should have made a larger back seat. It is far too
tight when taller people are using the front seats. I had a hell of a
hard time positioning my kid’s infant seat behind my 5’6” wife. I’m
guessing that AARP members fighting osteoporosis (and tend to be short)
will fit comfortably in all seats.
There is 29.8 cubic feet behind the second row seats – which is a bit
smaller than the major competitors.
That cargo volume increases to 61.1
cubes which is much better and within the competitive bracket of its
competitors. The fit and finish throughout the new SRX is outstanding.
Evidence of this fine workmanship is even noticeable in the rear cargo
The normally aspirated 3.0 liter V6 on my tester made 265 horsepower
and 223 lbs feet of torque. The only transmission offered is a
six-speed automatic transmission which is custard-like smooth. My main
issue is a real lack of oomph. Weighing in at well over 2 tons (about
4,400 lbs), the normally aspirated engine was able to wheeze out a 0 to
60 time of 8.8 seconds – which is hardly competitive. Granted, that was
at 5,200 feet.
There is a more powerful 2.8 liter, turbocharged V6 version which is faster, so I’m told.
My issue is that this Cadillac handles beautifully in the corners in
any weather. Why diminish the driving experience with such a weak
motivator? For something that costs between $33,000 to around $48,000 I
would expect better acceleration.
Remember back to early December 2009 when we were in our below freezing
stretch? I ventured out with the family (several times) in sub-zero
temperatures in complete comfort. Where other vehicles slid, the
Cadillac gripped. Seats were cozy, heaters worked quickly and we felt
rather safe inside.
After the thaw, I did my best to upset the rather brilliant chassis on
curvy roads. The AWD system works supremely well and I only scared
myself a few times, which slowed my pace (proof that stupidity can be
countered with a bit of fear). This SRX can indeed dance, I only wish
it had more grunt (or less weight) to pull it out of corners.
Still, there’s a lot going for this new SRX and I urge you to test
drive one if you are considering anything like the Lexus RX 350. If you
smoke, then I HIGHLY recommend the SRX.
Automotive media, racing, vehicle evaluation, wrecking yards, and car
sales are just a part of Nathan Adlen’s vehicular past. He writes out
of high octane passion! To read more reviews by Nathan Adlen or just to
enjoy more of excellent writing please visit him on at his examiner.com
page HERE. Photos by: N.D.