Let’s face it. Styling sells! Ok, there’s more to the new 2010 SRX than merely a styling upgrade, but despite flying in the

A much improved design over the outgoing SRX, the all-new 2010 model is selling well. (Photo: Canadian Auto Press)

face of current premium trends this new luxury crossover is already finding traction where the previous model’s sales slipped and slid off the starting line.

Flying in the face of premium trends? Right off the bat, the base 2010 SRX is now front-wheel drive whereas the previous model featured the more desirable rear-wheel drive layout. Move up the desirability and price ladder and there’s no longer a V8. Say what? In a Cadillac? Ya, the times are a changin’, and just like Lincoln appears to be eliminating gas-guzzling V8s from its roster, so is Cadillac. So, while not hitting all of the traditional luxury cues, the new SRX nevertheless scores big where it matters.

First, it looks really good. It appears taller yet at the same time more athletic than the outgoing model, and where the old SRX looked and felt like a wagon with a roof extension,

It's all Cadillac from behind. (Photo: Canadian Auto Press)

the new model looks more like an SUV, leaving low flying five-door duties to the new CTS Sport Wagon.

Contemplating the existence of that last car might get a person wondering why Cadillac chose to build both, that is unless you’ve driven each. I’m solidly in the CTS Sport Wagon camp, although I can understand why someone would want the SRX. Again, it’s 1,668 mm (65.6 inch) height and SUV-like stance over the Sport Wagon’s comparatively low-slung, road-hugging profile will work better for some, and the SRX hauls a slightly larger load equaling 826 litres (29.2 cu ft) with the back seat upright and 1,732 litres (61.1 cu ft) with the

The SRX' cargo bay is accommodating. (Photo: Canadian Auto Press)

seatbacks folded flat, compared to the CTS Sport Wagon’s 736 litres (25.9 cu ft) and 1,642 litres (57.9 cu ft) cargo volume respectively, and likewise the SUV’s towing capacity is way more at 1,136 kilos (2500 lbs) in standard 3.0-litre trim or 1,590 kg (3,500 lbs) with the towing package, or even more with the top-line turbocharged 2.8-litre at 1,590 kilos (3,500 lbs) and 1,928 kg (4,250 lbs) respectively; the CTS SW can only manage 454 kilos (1,000 lbs). And while the SRX will get you to the cottage if the snow on the road isn’t too high, whereas the CTS SW won’t take you as far, it’s 179 mm (7.0 in) ground clearance and lack of four-wheel low gearing will make sure you don’t try anything too adventurous.

What

A gorgeous interior, which is Cadillac's calling card these days. (Photo: Canadian Auto Press)

matters more to most luxury crossover buyers is on-road stability, and to that end the SRX might not feel as sport sedan-like as the CTS Sport Wagon, but it certainly holds its own against most rival SUVs in the premium segment. You might be surprised, actually, to find out that the new SRX shares its platform architecture with the totally new Chevy Equinox and GMC Terrain models, both very good at what they do as well. Sharing platforms is nothing new, of course, with Lexus using its front-drive midsize Toyota architecture for the recently redesigned RX 350, but as mentioned previously, going from rear- to front-wheel drive it’s a big change for the SRX.

Its engine

A full assortment of features, the SRX doesn't want for extras. (Photo: Canadian Auto Press)

choices might be unexpected too, the base one being larger in displacement than the top-of-the-line offering. At 3.0 litres the entry-level V6 boasts decent numbers at 265hp and 223 lb-ft of torque, but fortunately my tester came with the new 2.8-litre turbocharged V6 sporting 300hp and 295 lb-ft of torque, and even better, peak power comes on at 5,500 rpm instead of 6,950, while torque, all-important in a vehicle that weighs 1,916 kilos (4,224 lbs) in base trim, is maximized at 2,000 rpm instead of 5,100. Both engines conjoin with a six-speed automatic featuring manual mode and steering wheel paddles, so it’s an engaging hands-on experience.

It’s not all sweetness with the more powerful 2.8-litre turbo, however, as it sucks back more fuel at an estimated 13.6L/100km in the city and 9.1 on the highway, whereas the 3.0-litre is good for 12.2L/100km in the city and 8.8 on the highway in all-wheel drive trim and 11.5 and 8.0 respectively in its base front-drive layout, and hitting the pocketbook further is the turbocharged engine’s need for premium fuel, whereas the normally aspirated 3.0-litre uses regular, as does the CTS Sport Wagon’s 304hp 3.6-litre V6.

While the all-wheel drive uses more fuel, to those who live in areas with slippery winter conditions it’ll be a small price to pay for the all-weather traction and safety such systems offer. The XRS’ all-wheel drive system utilizes an electronic limited-slip differential, or eLSD, allowing torque distribution from front to rear as well as from side to side, so the tire with the most traction will get the most attention. The automatic system primarily works in front-wheel drive, which saves fuel, but not as much as the aforementioned

The leather-topped dash with contrasting stitching and beautiful metalwork sets the SRX apart. (Photo: Canadian Auto Press)

front-wheel drive setup. Truly, I want to try out a base 3.0-litre front-drive SRX to get a feel for what this vehicle has to offer. Since the proliferation of standard electronic traction and stability control systems I’m not as hot on all-wheel drive as I used to be, at least for drivers that don’t push their cars to the limit, and on that note the base SRX’ list of standard features makes a person wonder why they need to spend more than the $41,575 entry price to get in on the Cadillac crossover action.

First of all, 18-inch alloy wheels on 235/65R18 all-season tires will make sure that all the SRX’ performance tuning doesn’t go to waste, while eight-way powered driver and six-way powered passenger seats, that are heated too, will hold you in place.

The seats are wonderfully supportive. (Photo: Canadian Auto Press)

Also standard is a leather-wrapped tilt and telescopic steering wheel with audio and cruise buttons, keyless entry, auto up and down front windows (this really should be for all four, Cadillac), dual-zone automatic climate control, power-folding heated mirrors with driver's side auto-dimming, an auto-dimming rearview mirror, a driver information system, variable intermittent wipers and a fixed intermittent rear wiper, two-position driver's seat memory, OnStar with Turn By Turn navigation, and an eight-speaker Bose AM/FM/CD/MP3 audio system with XM satellite radio, auxiliary inputs and Bluetooth connectivity. Black roof side rails and LED taillights add to the look and functionality of the exterior, while a tire pressure monitoring system,

Panoramic sunroof is a nice touch. (Photo: Canadian Auto Press)

anti-theft alarm, four-wheel ABS-enhanced disc brakes and a full slew of airbags make safety a first priority.

You can option out your SRX with some nice features too, such as xenon headlamps and parking assist to increase safety or a power liftgate for added convenience, or for performance a sport suspension system, while parents will love the rear seat DVD and kids will stare starry eyed at the panoramic sunroof, unless that TV is on.

A bonus for the Mexican-made SRX is a fabulous warranty that doesn’t stop where most premium coverage does, at its comprehensive four-year or 80,000

This is one cool crossover. (Photo: Canadian Auto Press)

km term, but rather extends powertrain coverage to a stellar five years or 160,000 km!

And while all of this is impressive, styling and luxury detailing will sell more SRXs than anything else. I touched on the Art & Science edginess and chrome splendor off this crossover’s exterior styling at the beginning of the review, and to me it looks like a winner capped off by two very cool fin-like tail lamps that pay homage to the brand’s previous larger than life image. And like the new CTS made me quickly forget the old sedan’s less than appealing and hardly premium interior, the new SRX gave me pause in recollecting what I disliked so much about the outgoing crossover. Yes, while not quite as perfect as the CTS, a car that comes pretty close to being best-in-class, the SRX is nevertheless very well executed inside, with top-grade materials and nice detailing. I must say I’m not as big a fan of the colourful arcade-like instrument panel in the SRX as I am the elegance of the CTS, but it might grow on me, and its functionality is first rate.

So, what’s my verdict? For just a little more I can get a CTS Sport Wagon and that would be my choice, hands down, but where I think Cadillac is seriously winning the game is that they have premium buyers choosing from within the crested-wreath brand now, and not just comparing an SRX to a competitor’s crossover. And both vehicles are worthy of your attention.