I had the pleasure of ringing in a brand-new decade at the wheel of a Cadillac that was brand-new in more ways than one.

The old SRX was a large, wagon-style crossover, long on sheet metal and V8 horsepower, but it became something of a dinosaur when the market shifted toward more nimble and efficient vehicles.  Cadillac rethought the SRX and has come up with a luxury crossover sport-ute that’s much more in step with the times.  The new version is indicative of a change in focus for Cadillac as well, as the brand shifts away from traditional luxury and applies its well-honed craft to vehicles that consumers are looking for–without sacrificing what was once known as “Cadillac Style.”

The exterior styling is a big part of the SRX’ appeal.  Crossovers have a tendency to look dumpy, thanks to short overhangs and a tall body, but the SRX looks reasonably lean.  The lines of the bold, angular eggcrate grille are echoed by a fender vent that anchors a sweeping character line and helps to define the side of the body.  The roof tapers slightly toward the rear for a sporty, fastback appearance.  The fender vents are getting a bit overplayed, but at the rear, vertical LED-enhanced taillights with just a hint of tailfin present a unique and cool-looking visage to the world.   A year ago the SRX might not have stood out as much; it’s based on the very good crossover platform that carries the Chevrolet Equinox, and until this summer was also shared with the Saturn VUE and Pontiac Torrent.  The SRX is available with eighteen- or twenty-inch wheels.

The SRX is a handsome and easy-to-drive do-all, and the interior appointments leave no doubt that it’s a part of the Cadillac family.  “Cadillac Style” these days takes the form of an extravagant, shield-shaped center stack with a signature analog clock and tall air vents.  Contrasting hand-laid stitching on the dash, ambient nighttime lighting and satiny smooth aluminum trim are becoming Cadillac trademarks as well, and the SRX has them.  As in the CTS, a dual-mode information screen provides stereo and clock information when retracted and a full navigation-system map when raised.  The seats are comfortable and the seat heaters got a major workout courtesy of the 5-degree Michigan winter days that I braved in the multi-tasking Caddy.  Bluetooth compatibility and OnStar with Turn-by-Turn navigation service are standard, and a dual-screen rear entertainment system is available.  A keyless entry and pushbutton start are standard, and the SRX’ do-all credentials are cemented by a power tailgate and folding rear
seats that enable it to consume up to 61 cubic feet of cargo.  A standard track-mounted cargo management system is standard.

The SRX features the smallest-displacement engines in Cadillac’s North American lineup.  The standard powerplant for the new SRX is a 3.0 liter direct-injection V6 that produces 265 horsepower.  This engine is a smaller-displacement version of the 3.6 liter V6 that powers the Cadillac CTS sport sedan, and incorporates a driver-activated “eco” mode that improves fuel economy.  A 2.8 liter turbocharged V6 is optional, and raises output to 300 horsepower.  Both engines use all-aluminum, double overhead-cam construction.   The SRX’ 3.0 V6 is powerful, though the standard six-speed automatic transmission is geared for comfort rather than speed.  In all-wheel drive form, the SRX is sure-footed in all conditions and handles confidently.  Front- and all-wheel drive are offered. The all-wheel drive is a sophisticated system that uses a Haldex electronic limited-slip differential to distribute torque side to side and front to rear.  This is an active, on-demand system that provides control before grip is lost.

The drive is unremarkable, not because the ride is uninspired but because the SRX handles with ease and transparency.  Around town, the SRX fears neither pothole nor rippled pavement.  The suspension is a fully independent layout with MacPherson struts in the front and linked H-arms in the rear. The available active suspension uses real-time variable shock damping that works with the all-wheel drive to keep the ride smooth even when the road isn’t.  The standard suspension incorporates a rear self-leveling function, keeping the tail level when the SRX is loaded to its 1200-pound limit.  Properly equipped, the SRX will tow up to 3500 pounds.

Soul-stirring?  No, not really, not in the way that the CTS-V is.  But then, the SRX isn’t supposed to fire up your imagination; it’s supposed to haul groceries and people and make you feel like you’re getting a dose of extra luxury for your forty grand.  And it does that well.  Once, it would’ve been tempting to pass the SRX off as a CTS wagon, but that’s not the case–the CTS Wagon is a different vehicle entirely.  The SRX stands above the sport-wagon class as a versatile and easy-to-drive do-all that also features a healthy dose of luxury.  It’s the equal of the Lincoln MKX, its natural enemy, which has announced a 2011 freshening in response.  SRX pricing starts at $33,330.  My test vehicle featured the Premium trim level, which makes equipment like the navigation system, rearview camera, heated front and rear seats and three-zone climate control standard equipment for a base price of $47,540.  With the optional rear-seat entertainment system installed, my SRX stickered for $49,660.

Specifications:  All specs are for the 2010 Cadillac SRX Premium.
Length:  190.3 in.
Width:  75.2 in.
Height:      65.7 in.
Wheelbase:  110.5 in.
Curb weight:   4307 lb.
Cargo space:   61.2 cu.ft. (seats folded)
Base price:  $47,540
Price as tested:  $49,660
Engine:   3.0 liter DOHC direct-injection V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  265 @ 6950
Torque:  223 @ 5100
Fuel capacity:  21.0 gal.
Est. mileage:   17/23

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