When we first drove the base model 2010 Cadillac SRX with a 3.0-liter V6, we were happy to find an excellent CTS-inspired interior, handsome styling inside and out and thrilled to discover suspension that actually made the crossover, we dared to say, fun to drive. The only problem was that engine. It was adequate, but not much more. With a 0-60 MPH time of around 8.1 seconds it wasn't exactly the leading edge of performance for the segment either. The chassis was begging for more.

Enter the 2.8-liter, 300 HP, 295 Lb-Ft, turbocharged V6. The horsepower is improvement is a nice number, but it's the torque that provides a big kick in the pants. Instead of peaking at 5,100 RPM like the 3.0, maximum twist in the 2.8 turbo comes in at 2,000 RPM and stays there throughout the rev range. As you might imagine, this pays great dividends in the fun department.

To illustrate this, we were given the chance to put the SRX Turbo through its paces at GM's Milford Proving Grounds' Milford Road Course, affectionately known as the "Lutz Ring." It's the very same track we put the Corvette ZR1 on to put it through its paces. It's not a place you normally launch a crossover.

Pegging the throttle out of the pit lane reminds you why turbos and V6's belong together. Power delivery is smooth and constant, right off the line. Turbo lag is nonexistent, this was the engine the car was begging for. Everything about the SRX now feels right with this motor. With an unofficial 0-60 MPH time of around 7.2 seconds, the SRX still isn't as fast as rivals like the 2010 Acura MDX or the Audi Q5 3.2, but the power is notable for the way it makes everything else in the car shine.

The SRX Turbo gets an upgraded transmission in the form of an Aisin six-speed, spec'd to cope with the added torque. All Turbos come standard with the active damper system that we liked so much on the non-turbo SRX and the Haldex all-wheel drive system that's capable of transferring 100% of power to the rear. There's also an electronic limited-slip differential able to shift 85% of power from side-to-side across the rear axle only, which means torque vectoring, but not on all four wheels as on the BMW X6. Like the Acura MDX, which uses a similar setup, this means a very capable and fun drive, just not the mind-bending cornering ability of the X6.

Twenty inch wheels also come along for the ride in either painted finish or a super gaudy chrome. Had we been driving sanely on public roads, this Caddy is expected to get a 16/23 MPG fuel economy rating from the EPA, only a 1 MPG penalty in the city over the non-turbo. We weren't driving sanely.

We're in sport mode, tapping the brakes at the end of the Lutz Ring's first straight, you come to a decreasing radius corner, and the car sticks just like it shouldn't, steering weight builds as the input increases, the transmission downshifts aggressively, engine braking perfectly and keeping the car in the wide power band, the car stays balanced as you push it through the corner. Throttle on through a chicane which crests on a hill and plunges you into a valley, body roll is controlled and precise; disturbingly good for a car weighing 4300 Lbs and topping 65 inches in height. What kind of crazy black magic has GM pulled here? Through a mid speed lightly banked sweeper and the tires start to squeal, hard on the throttle as it heads for a highly banked uphill left called the "Toilet Bowl" that compresses the suspension and looks highly dramatic, but is actually really easy. Over a blind crest with an abrupt turn in and the car is reassured, confident on its feet and stunningly capable.

Hard on the brakes, through a corner and wide open throttle down the short back stretch, by the time we hit the markers we're over a hundred miles per hour. The high speed essess are tackled with what would otherwise be dangerous speed and they give way to hard braking and tight chicanes. The transmission picks the right gear before we hit the throttle, we're not even able to lament the lack of manual option. A wide corner and a sweeping uphill right at full throttle completes the course. None of what we did in this crossover makes any sense. We had to hop out of the car to make sure it hadn't transformed into a CTS mid-lap.

The thing about the SRX 2.8T isn't the engine or the transmission or the all-wheel drive system or the brakes. Heck it's not the quality of the interior or the easy-to-use pop-up nav screen. Individually those elements are good, but the flawless integration makes this car a standout in the segment. It all works together to form a cohesive unit, a completely resolved product, everything a Cadillac should be and something crossover's haven't traditionally been. Pricing is unannounced, but it'll start somewhere in the mid $40,000 range. If we were Cadillac's competition, we'd be concerned.

Why you should buy the 2010 Cadillac SRX:
The Lexus RX puts you to sleep. You want to buy American but you don't want to buy a half-assed product to do it. You liked the last SRX but wanted a more polished product. Cadillac styling gets you excited but a sedan isn't in the cards. You like your mom-mobile to be as noticeable in a parking lot as possible. You're a trophy wife jealous of Danica Patrick's driving skills. You want a crossover but don't want to sacrifice driving dynamics to get it.

Why you shouldn't buy this car:
You think crossovers are the devil and station wagons are the future, thus you're on the waiting list for a CTS Sport Wagon. You like being smothered in technology as a substitute for quality. You hate the idea of a Cadillac SUV, much less a Cadillac crossover. Fuel economy is the driving force in your buying decision. Brash styling leaves you cold and angry. You're much happier in a sensible minivan.

Suitability Parameters:
Speed Merchants: No
Fashion Victims: Yes
Treehuggers: No
Mack Daddies: Yes
Tuner Crowd: No
Hairdressers: Yes
Penny Pinchers: No
Euro Trash: No
Working Stiffs: No
Technogeeks: Yes
Poseurs: Yes
Soccer Moms: Yes
Nascar Dads: No
Golfing Grandparents: Yes
Sheiklets: No
Very Serious Businessmen: Yes

Also Consider:
• 2010 Cadillac CTS SportWagon
• 2010 Lexus RX 350
• 2009 Acura MDX
• 2009 BMW X3

Vitals:
• Manufacturer: Cadillac
• Model: SRX
• Model year: 2010
• Base Price: $34,155
• Price as Tested: $45,230
• Engine type: 3.0L DOHC, V6, direct injection, variable valve timing
• Horsepower: 260HP @ 6950 RPM
• Torque: 221 lb-ft @ 5600 RPM
• Transmission: 6T70 Hydra-Matic 6-speed automatic with manual control
• Curb Weight: 4224 lbs (FWD)/ 4307 lbs (AWD)
• LxWxH: 190.2 " x 75.1" x 65.6"
• Wheelbase: 110.5"
• Tires: P235/55R20
• 0 - 60 mph: 8.1 seconds (manufacturer quoted)
• Top Speed: 130 MPH
• EPA Fuel economy city/highway (Estimated): 18/25 MPG (FWD), 17/23 MPG (AWD)
• Jalopnik Fuel Economy: 20.5 MPG (city/highway mix 35/65%)
• NHTSA crash test rating: Testing not completed

Also see:
• 2010 Cadillac SRX, Part One
• 2010 Cadillac SRX, Part Two

Exterior Design: ***
The new SRX has polarizing looks, especially in pictures. In person and in a driveway it's actually quite handsome. This is the nature of modern car design, either make a statement or fall into irrelevance. But, the statement isn't all good. Blame the train-wreck of modern design memes for the fender vents stupidly interrupting an otherwise well executed design. Aside from those vents, it's a solid, handsome, tuxedo-like execution of the modern Cadillac design language.

Interior Design: ****
We did mention it smells like leather and old books, right? This earns major points from the get go, but well-integrated and slick controls, handsome leather, comfortable seats and awesomely huge sunroof (the back seat view is practically unreal) make this an interior worth noting regardless of price point. The high-def circle of info inside the speedometer is very slick and properly commandeers function from their normal place in the navigation screen. Front and rear accommodation is limo-like; plenty of legroom, comfy seats, ambient lighting in the doors and optional pop-up DVD screens. Negatives include the front seat cup holders and their positively idiotic dual shelf... thing, which folds the shallow shelf away for a Big-Gulp sized well without any kind of reasonable way to revert to the former.

Acceleration: ***
Our tester's 3.0-liter V6 with 260 HP was backed by a six speed transmission and all-wheel drive, pedal to the metal from a stop, there wasn't much difference between the regular and sport mode — quick, but unremarkable. But it's the mid-range acceleration in aggressive driving situations that's handsomly rewarded in sport mode, as the transmission takes advantage of the heady 7,100 RPM redline to make power readily available. Downshifts can be a bit aggressive, but no more so than that of your average manual transmission aficionado. Otherwise, the engine and trans are as transparent as the segment buyers expect them to be.

Braking: ***
Braking is strong and linear with a high threshold for ABS engagement. Beat the snot out of it and there isn't much brake fade. In the era of modern braking systems, saying basic brakes are good is like saying plain vanilla ice cream is both tasty and cold.

Ride: ***
We're reviewing two different vehicles here depending on the mode selection. The base model SRX has a passive, fully independent suspension which provides a pleasant, though less isolated ride than its competitors. In base form you get some road feedback but things are well controlled and balanced with handling . When you step up to the active suspension, the car defies the segment and becomes enjoyable to drive while comfortable. It samples the array of sensors every 25 milliseconds and adjusts each damper independently for ride and control, if you manage to get all the wheels on different surfaces, each will have different damping rates, a slick trick which pays dividends in ride without sacrificing handling

Handling: ****
Anything handling better than a warmed over minivan is like magic in the crossover segment. So the fact the SRX handles admirably in entry trim is notable, that it handles remarkably with the active suspension is, well, remarkable. We haven't hated crossovers in the past because they're big and ponderous, but because they don't handle worth a spit. In top trim, the SRX offers both a comfortable, but direct ride and a level of suspension responsiveness we're not used to in the segment.

Gearbox: ***
The transmission is one of the weaker points of the SRX, in regular mode it's a bit slower than we'd like, but set that way in the interest of fuel economy. In sport mode things get a bit better as the car snaps through shifts smartly, wringing out the last useful revs and holds gears much further than normal, keeping things interesting on the way to 7100 RPM. If you choose to fake-shift it yourself, it's only okay, the delay is more than we'd like and let's be honest here, manually shifting automagic transmissions is silly anyway. Let's say this, the transmission is able to keep up with the driving style whether it's in regular or Sport, but it's not a shining star of cog swapping.

Audio: ****
The stereotypical response here is to the harangue the audio system in favor of the engine note. With this V6, all you get is a muted mechanical whine, no throaty burble or otherwise noteworthy awesomeness and the cabin is so isolated there's not much getting in to begin with. This means the Bose audio system comes in handy when you get bored. You get an six disc CD changer, USB and aux inputs, and AM/FM/XM radio, all of which can be controlled by the steering wheel, control knobs on the center stack, or the pop-up touch-screen when it's activated. Sound quality is very good, crisp and clear and the sub gives it good punch.

Toys: ***
Some of the best toys on the SRX are in the hardware systems. The best toy in our terms is those trick variable orifice dampers which offer four-channel independent real-time damping and a close approximation of the far more expensive Magnetorheological dampers on the higher end Corvettes. It also boasts a Haldex AWD system that can put 100% power to the rear and the electronic limited-slip differential that can shoot 85% power to the wheel with grip. Those are very slick, but most buyers will be looking more at "amenities," things like the pop-up nav screen, front and rear parking collision sensors and backup camera, all the various audio options, bajillion-way power seats with optional extending thigh bolster for the driver and the huge sunroof. Still, our navigation system freaked out and placed us about 400 miles from our actual location, though that's very likely due to our example being a non-saleable unit the 53rd off the assembly line.

Value: ***
This one's a little tougher to nail down. We're just not luxury crossover buyers, so getting into the value proposition for this crowded segment is a tough one. Consider this: The leader in the segment is the Lexus RX, but there are options including the Infiniti FX, Acura RDX, Land Rover LR2, Audi Q5, BMW X3 or X5 depending on price point and more. The new SRX starts off around $34k, and will supposedly be popularly equipped around $40k, that's right in the meat of the market. We managed an average of 20.8 MPG in mixed use and saw as high as 25 MPG on the highway, not the most frugal, but certainly average in the segment. Considering this vehicle's performance dynamics and excellent interior it's going to be very competitive. We await the turbo version.

Overall: ****
Cadillac has been working to shed itself of the also-ran, luxo-barge image for almost a decade now, most successfully with the 2008 CTS sedan. The SRX adds a second vehicle to the "good Cadillac" lineup and it's as exciting a vehicle as you can get in an unfortunately popular, and just as unfortunately, boring, class. If you have to buy a crossover, the SRX is probably the best you'll find at the price point.

Also see:
• 2010 Cadillac SRX, Part One
• 2010 Cadillac SRX, Part Three

Where the old car skewed more towards tall wagon, this new SRX is more SUV. That's thanks to the forthcoming 2010 Cadillac CTS Sport Wagon, which covers the wagon bases, leaving the SRX free to focus on competing more directly with established SUVs while still giving Cadillac an offering in both segments.

The 2008 Cadillac CTS was the first product to bear the fruits of Cadillac's renewed focus on good product. The new SRX picks up where it left off, raising the bar on both luxury and technology while carrying much of the CTS driving dynamics to an SUV.

The SRX greets you not with the new car smell of off-gassing plastics, but instead smells more like an old Jaguar with a nose full of leather and wood, a subtle reminder that this car is part of a return to proper Cadillacs, a return to that whole "standard of the world" business that Cadillac hasn't been able to claim in at least three decades.

The interior fit and finish in the SRX is seriously luxurious, using GM's "cut and sew" hand-stitched leather throughout. The instrument panel borrows heavily from the CTS's design, including the slick popup navigation screen housed in a satin-finish housing. The buttons are laid out in a similar fashion to the CTS too, which places them readily at hand without smothering you with tech like an Audi. The info screen on the dashboard's still pretty trick with a customizable circular LCD screen in the center that's bright and colorful.

The styling inside and out is the latest and probably the most successful interpretation of Caddy's "Art & Science" theme. The combination of curves and creases, the art and science, makes the SRX much louder than its crossover competition, while doing a good job of building some dynamism into the two-box shape.

The one element of the SRX that's hard to pinpoint is the performance. Like its crossover-as-appliance competition, the shifter is used to put the car in gear, but in the SRX it also serves to transform the driving experience from sedate cruiser to tossable anti-SUV. The difference between "Drive" and "Sport" is striking. The former is characterized by sluggish shifts, controlled-but-noticeable body roll, slightly over boosted power steering and a tendency towards understeer. Sport changes things completely with Crisp shifting, high revs, near-neutral handling thanks to the Haldex AWD system, taut suspension through variable-orifice dampers and well-weighted, communicative steering. The ability to switch between the comfort of an American crossover and driving dynamics close to those of a German sedan is a neat one, but we'd just keep it in Sport all the time.

Standard equipment for the SRX includes the 3.0-liter, 260 HP V6 in our tester with a 300 HP turbo V6 coming soon. A six-speed automatic transmission is standard, though there are two examples for the different power levels. FWD is standard, though the Haldex AWD system with electronic limited-slip is definitely recommended. The basic suspension is competent, but the upgraded variable-orifice shocks turn the car into an entirely different animal.

Combining the luxury and refinement of Cadillacs of yore with the quality and driving experience of the CTS makes the new SRX a very appealing vehicle. Most impressive, however, is its ability to translate that appeal into what is traditionally the most unappealing of segments. The 2010 Cadillac SRX isn't just a competitive luxury crossover vehicle; it makes a luxury crossover vehicle worth considering.

See also:
• 2010 Cadillac SRX: Part Two
• 2010 Cadillac SRX: Part Three

It's Monday, the second week in April, and in Michigan it can only mean one thing, six inches of snow to start the work week. We slogged our way through this morning's sloppy mess destined for the sleepy town of Milford, a pair of shiny new 2010 Cadillac SRX's awaiting. GM gave us first dibs behind the wheel of their new crossover as long as we assured everyone these were early mules and not finished cars, which we just did, but considering how polished these cars are, there's really no reason to do so.

This second-generation SRX replaces the more wagon-like SRX which debuted in 2004 and does so in a much more SUV-looking shape and on a platform GM calls "Theta Premium. It's the same platform that Saab will use to build the 2010 9-4X. Some critics will bemoan the loss the tall wagon, but we'll be the first to state nothing has been lost in translation. The new SRX is good, really good. Lexus RX350-beating good. For a segment which has traditionally isolated the driver in a cocoon of leather and glass and over-damping, the SRX actually makes driving part of the equation.

We drove two different iterations, both were equipped with the baseline 3.0-liter V6 with 265 HP, 235 lb-ft of torque (a 300 HP turbocharged 2.8-liter V6 will come as the product goes to market), mated to a six-speed automatic transmission and both equipped with the latest generation of the Haldex all-wheel-drive system, found elsewhere in the GM universe in the Saab 9-3 Turbo X. The difference between the two came in the form of the pop-up navigation system, bigger wheels, and real-time active damping system on the silver car, which we'll get into later.

Numbers are great, but what about when the SRX is actually matched up to the competition? Believe us when we say the SRX is a Lexus-beating vehicle. On virtually every front, the SRX matches the RX 350. Blow-for-blow, we were impressed on comfort, amenities, material quality, space and luxury, but what the Cadillac has and the Lexus doesn't is the attention of the driver. This crossover actually handles. We'll even go so far as to say it's a Caddy that zigs and even zags.

On the highway the vehicle is quiet, with the acoustic glass keeping road and wind noise to a minimum. While the transmission shifts are a bit lax (we're told by GM engineers it's still in calibration) but as a commuter, it's totally fine. Nudge the gear lever into sport mode though and the shift points change, the rev limit bumps up and the car awakens. Throw it into a corner and it grips, the body roll is kept to a minimum, no buck and sway over uneven pavement. You can actually feel what the tires are doing. You hear the engine when you're supposed to, you can brake hard and know where it will stop.

The base model vehicle is as composed as any normal crossover when facing the inclement weather and Michigan's Baghdad-grade roads, but the active suspension really shines through. Put the SRX into split quality surfaces and the ride barely changes. Dump it into potholes and run it through deep slush and it soaks up those imperfections while feeling as solid as a German luxury wagon. You can drive though the nastiest heaves one minute and barely jostle your passengers. Then toss it into a hard corner the next minute, and it doesn't pitch and yaw. It's bewilderingly solid.

I've said it before, and I'll say it again, I am not a fan of crossovers, but the SRX surprised the hell out of me. If this is what the early testers are like, we almost can't wait to see what it can do on dry pavement, and that's a shocking statement to make about a car in a segment we typically dismiss.

The new SRX abandons the tall wagon profile of its predecessor in favor a more traditional crossover SUV shape, and comes to the table with a set of direct injection engines, an upgraded all wheel drive system and a six speed automatic transmission. The SRX rests on a version of GM's Theta platform but wears classier duds inside and out, carrying over the latest iteration of the "Art & Science" design theme and bringing quite a bit of luxury to the interior with excellent leather seats, wood trim, a hand cut leather dash and tech goodies like keyless start, backup camera playing on the navigation screen, Bluetooth, Onstar with turn-by-turn directions and more.
We've dropped the details for the previous press release below, so bask in the glory of a better car that envirodorks will complain about because it's a dirty SUV (that customers asked for).

2010 CADILLAC SRX: A DISTINCTIVE ALTERNATIVE FOR TODAY’S LUXURY CROSSOVER CONSUMER

DETROIT – Cadillac unveiled the next-generation 2010 SRX Crossover today, featuring a completely new design and more-efficient, high-technology engine choices. The new SRX is a mid-size luxury crossover coming to the North American International Auto Show next week.

“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.”

The 2010 SRX is designed for efficient performance, including the choice of two high-tech six-cylinder engines that are new to Cadillac – the smallest-displacement engines it offers in North America. A new, 3.0L direct injected V-6 engine is standard and a new, 2.8L turbocharged V-6 is optional. Both engines employ technology that helps produce strong performance that is typical of larger-displacement engines. Direct injection enables a 25-percent reduction in hydrocarbon emissions. Fuel economy in the mid-20s on the highway is expected, but testing isn’t complete.

Performance and safety are enhanced by an available all-wheel-drive (AWD) system that is designed to optimize vehicle handling and stability in all driving conditions. The AWD system includes an advanced electronic limited-slip differential (eLSD) that distributes torque as needed from side to side along the rear axle, as well as from the front to rear axle. The pre-emptive, active-on-demand system provides an extra measure of capability in wet or icy conditions.

The 2010 SRX rides on a wide track that was designed to deliver a nimble, responsive driving experience. It seats five, with generous occupant and cargo room, and can tow up to 3,500 pounds (1,587 kg).

Distinctive design and craftsmanship

“Cadillac is known for bold design. The 2010 SRX Crossover builds on that reputation,” said Clay Dean, Cadillac global design director. “As with the 2008 CTS, we advanced our Art and Science design to create a crossover for style-conscious customers. The exterior features a dramatic diving gesture on the body side to impart the feeling of movement, even at rest.”

A multi-piece shield grille and Cadillac’s iconic vertical headlamps – with light pipe technology and available adaptive forward lighting – are the face of the SRX. They blend into a tightly wrapped, sweeping body that tapers downward at the rear, giving the vehicle a sporty profile, Dean said.

The SRX features a wide stance, minimal overhang and wheels pushed to corners. Eighteen-inch wheels are standard and 20-inch wheels are offered. A bold accent line dives across the body side and culminates at a chrome front fender vent that incorporates a side marker lamp. An integrated spoiler on the rearward edge of the roof extends the sleek lines and improves aerodynamics.

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

An integrated center stack houses controls for climate and audio systems, while the navigation system rises from the center of the instrument panel. A signature example of the SRX’s attention to detail is the Cadillac script logos in the front door sill plates that illuminate when the doors are opened.

Advanced technology and entertainment systems

The 2010 SRX features numerous advanced electronic systems. Highlights include a “pop-up” navigation screen with three-dimensional imaging; adaptive forward lighting that swivels the headlamps in synch with vehicle steering; power liftgate with adjustable height setting; integrated hard disc drive for audio storage and a dual-screen system for rear entertainment.

Bluetooth compatibility is standard, as is OnStar’s turn-by-turn navigation service for buyers who do not select the car’s navigation system option.

Efficient performance

The SRX is powered by a new, fuel-efficient direct injected 3.0L V-6 that delivers an estimated 260 horsepower (193 kW) and is paired with a six-speed automatic transmission. Direct injection results in more power, better fuel economy and lower emissions, all will a smaller-displacement package. As a result, the new V-6 engine is expected to raise the SRX’s standard power rating by 5 horsepower, while achieving an estimated 10-15-percent fuel economy improvement.

The 3.0L direct injection V-6 is a smaller-displacement version of the 3.6L, direct injection engine featured in the CTS sport sedan and named one of the world’s 10 Best Engines for 2009 by Ward’s Automotive. Along with direct injection technology, the 3.0L engine employs variable valve timing to optimize power and fuel efficiency and reduce emissions.

The Hydra-Matic 6T70 six-speed automatic transmission helps save fuel by lowering the engine’s rpm at constant highway speeds, while manual shift control enables greater driver interaction when desired. The new SRX includes a driver-selectable “eco mode” that alters transmission shift points to maximize fuel economy.

“The 2010 SRX will deliver excellent, balanced driving dynamics in all types of weather,” said Bob Reuter, global vehicle chief engineer. “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.”

Traction control is taken a step further on AWD models with the rear eLSD. In icy or wet conditions, the system can transfer up to 100 percent of torque to the wheel that has more grip. The eLSD also gives the driver enhanced control when cornering hard or completing a high-speed maneuver, such as a lane change, by momentarily applying more or less torque to either of the wheels to help the rear of the vehicle more closely follow the direction of the front wheels.

The suspension includes a real-time damping system in conjunction with AWD that adjusts shock damping rates in response to road conditions for a smooth ride quality.

Enhanced safety

SRX’s safety features are designed to protect occupants before, during and after a crash. A strong body structure and chassis that absorbs crash energy is complemented by the use of martensitic steel in the fully enclosed rocker sections. Martensitic steel is one of the strongest available and its use in the rockers helps protect against intrusion during a side-impact crash, while also maintaining the structure during front and rear crashes.

Additional safety features include standard head curtain side air bags, standard front seat-mounted pelvic/thorax side air bags, front safety belts with dual pretensioners and load limiters, rollover mitigation sensors, a pedal release system, trailer stability assist and OnStar.

The SRX was also designed to meet European pedestrian protection standards; and the front bumper is positioned for greater compatibility with car bumpers.

Production begins in the second quarter of 2009, with dealer availability shortly thereafter.

We hear commentary coming from the luxury marketing honcho Steve Shannon, Exterior Design Manager Scott Wasell, Interior Design Director Eric Clough and the Chief Engineer Lyndon Schneider. They all nail their talking points pretty well including that one about "Fashion and function." We'll see the car being formally unveiled at the 2009 Detroit Auto Show next weekend.
[Source: Youtube via GM]

Although we believe the segment is pointless, if you happen to fall into the target market for the SRX, you've got another serious contender to look at. The crossover moves to GM's Theta platform and shifts from a knife-edged tall wagon to knife-edged compact SUV. GM's design team performed a face transplant to go along with the new body style.

Despite being introduced with the 2003 CTS, thanks to evolutionary changes over the past decade, the Art & Science design language still seems fresh, and translates well to the bigger chassis. Signature Cadillac elements abound. Vertical headlights that swivel to follow the road, mini-fin tail lights with night time-defining accent lightpipes, the big shield grille and various creases and folds give it that precise look now defining the Caddy brand.

We could do without the faux side vents, but you know Cadillac and their pathological need for chrome. Speaking of chrome, standard wheel sizes start at 18 inches. There's also an optional set of 20 inch wheels. You know, in case you need to blind others.
GM will certainly talk up the styling, but you can bet they'll also trumpet the powertrain. That's because this iteration of the SRX gets a direct injection V6 engine designed for efficiency and a turbo V6 designed for power. Each are mated to six speed automatic transmissions. The base engine is an all-aluminum direct injection 3.0-liter V6 with variable vale timing making 260 HP at a heady 6950 RPM and 221 HP at 5600 RPM. The upgraded engine is actually smaller by displacement at 2.8 liters but gets a turbo to feed the all-aluminum engine. The result is 300 HP at 5500 RPM and peak torque of 295 lb-ft at only 1850 RPM. With a power profile like that, engine choice will hugely influence the personality of this car.

As we mentioned, both of those engines get hooked up to a six-speed transmission and that power gets routed through standard front wheel drive and an optional all wheel drive. That all wheel drive system features an electronic limited slip rear differential which can automatically appropriate power to the wheels as needed front to rear and side to side. We're told the system is similar to the Saab Turbo X Haldex system, although we don't yet know if they share the same Swedish roots.

Inside, the SRX delivers on the luxury promise of the exterior. To start, a set of leather seats front and rear look great and from our short time with the car in GM's Warren design center, seemed devilishly comfortable. The console is covered in hand-cut and sewn leather. The gauge cluster sits in a hood that looks as well-tailored as a fine Italian suit. For the first time, everything in the SRX has a solid, well-made feel and the ergonomics leave nothing for want.

Like the CTS, a bounty of gadgets are found in the SRX. Bluetooth comes standard with every car, with Onstar turn-by-turn directions optional as well as a pop-up screen at the top of the center console. The radio has the same cool feature as the current generation CTS, equipped with an optional hard drive system allowing you to rewind and fast forward like the audio version of a Tivo. The rear hatch gets the same programmable power liftgate we first heard about on the just-revealed 2010 Chevrolet Equinox.

So what's our verdict from our quick preview of the 2010 Cadillac SRX at the Detroit Auto Show backgrounder at GM's Warren Tech Center? Dispassionate approval. It's not that the SRX isn't a very well put together, nicely-styled, consumer-focused product; it's just that we've become deaf to the PR spin of pointless utility vehicles. At this point, is there enough wiggle room between the Escalade and the CTS Sportwagon to warrant this offering? We're not sure, but GM seems to thinks so. The only way to know for sure is to wait for sales to tell the story.

Below we've got the complete details on the vehicle as of this posting, and we'll be getting the entire down-low when the crossover is publicly revealed in a week at the 2009 Detroit Auto Show.

2010 CADILLAC SRX: A DISTINCTIVE ALTERNATIVE FOR TODAY’S LUXURY CROSSOVER CONSUMER

DETROIT – Cadillac unveiled the next-generation 2010 SRX Crossover today, featuring a completely new design and more-efficient, high-technology engine choices. The new SRX is a mid-size luxury crossover coming to the North American International Auto Show next week.

“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.”

The 2010 SRX is designed for efficient performance, including the choice of two high-tech six-cylinder engines that are new to Cadillac – the smallest-displacement engines it offers in North America. A new, 3.0L direct injected V-6 engine is standard and a new, 2.8L turbocharged V-6 is optional. Both engines employ technology that helps produce strong performance that is typical of larger-displacement engines. Direct injection enables a 25-percent reduction in hydrocarbon emissions. Fuel economy in the mid-20s on the highway is expected, but testing isn’t complete.

Performance and safety are enhanced by an available all-wheel-drive (AWD) system that is designed to optimize vehicle handling and stability in all driving conditions. The AWD system includes an advanced electronic limited-slip differential (eLSD) that distributes torque as needed from side to side along the rear axle, as well as from the front to rear axle. The pre-emptive, active-on-demand system provides an extra measure of capability in wet or icy conditions.

The 2010 SRX rides on a wide track that was designed to deliver a nimble, responsive driving experience. It seats five, with generous occupant and cargo room, and can tow up to 3,500 pounds (1,587 kg).

Distinctive design and craftsmanship

“Cadillac is known for bold design. The 2010 SRX Crossover builds on that reputation,” said Clay Dean, Cadillac global design director. “As with the 2008 CTS, we advanced our Art and Science design to create a crossover for style-conscious customers. The exterior features a dramatic diving gesture on the body side to impart the feeling of movement, even at rest.”

A multi-piece shield grille and Cadillac’s iconic vertical headlamps – with light pipe technology and available adaptive forward lighting – are the face of the SRX. They blend into a tightly wrapped, sweeping body that tapers downward at the rear, giving the vehicle a sporty profile, Dean said.

The SRX features a wide stance, minimal overhang and wheels pushed to corners. Eighteen-inch wheels are standard and 20-inch wheels are offered. A bold accent line dives across the body side and culminates at a chrome front fender vent that incorporates a side marker lamp. An integrated spoiler on the rearward edge of the roof extends the sleek lines and improves aerodynamics.

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

An integrated center stack houses controls for climate and audio systems, while the navigation system rises from the center of the instrument panel. A signature example of the SRX’s attention to detail is the Cadillac script logos in the front door sill plates that illuminate when the doors are opened.

Advanced technology and entertainment systems

The 2010 SRX features numerous advanced electronic systems. Highlights include a “pop-up” navigation screen with three-dimensional imaging; adaptive forward lighting that swivels the headlamps in synch with vehicle steering; power liftgate with adjustable height setting; integrated hard disc drive for audio storage and a dual-screen system for rear entertainment.

Bluetooth compatibility is standard, as is OnStar’s turn-by-turn navigation service for buyers who do not select the car’s navigation system option.

Efficient performance

The SRX is powered by a new, fuel-efficient direct injected 3.0L V-6 that delivers an estimated 260 horsepower (193 kW) and is paired with a six-speed automatic transmission. Direct injection results in more power, better fuel economy and lower emissions, all will a smaller-displacement package. As a result, the new V-6 engine is expected to raise the SRX’s standard power rating by 5 horsepower, while achieving an estimated 10-15-percent fuel economy improvement.

The 3.0L direct injection V-6 is a smaller-displacement version of the 3.6L, direct injection engine featured in the CTS sport sedan and named one of the world’s 10 Best Engines for 2009 by Ward’s Automotive. Along with direct injection technology, the 3.0L engine employs variable valve timing to optimize power and fuel efficiency and reduce emissions.

The Hydra-Matic 6T70 six-speed automatic transmission helps save fuel by lowering the engine’s rpm at constant highway speeds, while manual shift control enables greater driver interaction when desired. The new SRX includes a driver-selectable “eco mode” that alters transmission shift points to maximize fuel economy.

“The 2010 SRX will deliver excellent, balanced driving dynamics in all types of weather,” said Bob Reuter, global vehicle chief engineer. “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.”

Traction control is taken a step further on AWD models with the rear eLSD. In icy or wet conditions, the system can transfer up to 100 percent of torque to the wheel that has more grip. The eLSD also gives the driver enhanced control when cornering hard or completing a high-speed maneuver, such as a lane change, by momentarily applying more or less torque to either of the wheels to help the rear of the vehicle more closely follow the direction of the front wheels.

The suspension includes a real-time damping system in conjunction with AWD that adjusts shock damping rates in response to road conditions for a smooth ride quality.

Enhanced safety

SRX’s safety features are designed to protect occupants before, during and after a crash. A strong body structure and chassis that absorbs crash energy is complemented by the use of martensitic steel in the fully enclosed rocker sections. Martensitic steel is one of the strongest available and its use in the rockers helps protect against intrusion during a side-impact crash, while also maintaining the structure during front and rear crashes.

Additional safety features include standard head curtain side air bags, standard front seat-mounted pelvic/thorax side air bags, front safety belts with dual pretensioners and load limiters, rollover mitigation sensors, a pedal release system, trailer stability assist and OnStar.

The SRX was also designed to meet European pedestrian protection standards; and the front bumper is positioned for greater compatibility with car bumpers.

Production begins in the second quarter of 2009, with dealer availability shortly thereafter.

[Source: GM]

The new SRX is shot playing on GM's black lake as it's blanketed in snow in what had to be a hugely entertaining teaser to produce. Yes, we've seen the car photographically revealed in the past but this fancy video proves it's a real car which actually moves — even in the snow. We don't know GM's plans on dragging out a pseudo-teaser campaign for this thing, but the newly formulated crossover will be completely revealed at the upcoming 2009 Detroit Auto Show.