Cadillac SRX

Cadillac's big wagon gets an extensive reworking for 2010 with new engines, enhanced all-wheel drive and chassis.

Drivetrain: V-6 power in normally aspirated and turbocharged versions carry the day.

-The SRX's bold styling becomes even more refined, while a redesigned interior and unique rear cargo management system add to its appeal and versatility.

The SRX wagon is more car-like than a truck-based sport ute, which makes perfect sense since it's built on a car-based chassis.

However, the SRX provides optional seating for up to seven people and a choice of a 3.0-litre V-6 that makes 265 horsepower, or optional 2.8-L turbocharged V-6 delivering 300 h.p.

You can also choose between front-and all-wheel drive, no matter the engine.

Two six-speed automatic transmissions direct power to the front or all wheels, depending on the engine.

Among the SRX's many standard features is a power liftgate, 17-inch wheels (18-inchers optional), side-impact airbags and stability control to keep you pointed in the right direction and shiny side up.

One of the biggest sunroofs in the industry is optional.

A sport package for all-wheel-drive SRXs includes a V-series (the name that's attached to Cadillac's performance models) mesh grille, 20-inch wheels and electronically controlled limited-slip differential.

2010 Cadillac SRX Advance AWD System Delivers High Stability in All Driving Conditions

General Motors of Canada - Using cutting-edge technology, the 2010 Cadillac SRX is launching with an advanced all-wheel-drive system (AWD) that delivers best-in-class levels of driver control. The intelligent, active system continuously distributes engine drive torque between the front and rear axles, delivering optimum handling, stability and grip in all driving conditions - from fast corners to slower curves, in dry or wet weather.

“The 2010 SRX will deliver excitement, balanced driving dynamics in all types of weather,” said Bob Reuter, SRX 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.”

In honing the integration and performance of the system, Cadillac engineers completed more than 600,000 miles of testing in all weather conditions across some of the most challenging roads in Europe, as well as test tracks in Italy and Spain and the famed Nurburgring circuit in Germany, where Cadillac has developed and validated new vehicle features in recent years. The result is an active, all-wheel-drive system specifically tuned for the SRX. It fully exploits the power of the vehicle’s new 3.0L direct injected V-6 engine that delivers 265 horsepower (198 kW) at 6,950 rpm and 223 lb.-ft of torque (302 Nm) at 5,100 rpm.

To optimize traction at take-off, the system incorporates an innovative, pre-emptive engagement of the rear wheels. Unlike conentional all-wheel-drive systems, this system eliminates the need to detect front wheel slip before rear drive is activated and sets a new benchmark in all-wheel-drive performance.

Perfect balance: On the road, the AWD system operates seamlessly and is programmed to help the driver keep the car stable, splitting drive torque to counteract oversteer or understeer situations when cornering.

The electronic control unit receives data inputs 200 times every second from more than 20 sensors in the vehicle, includign those for the ABS and ESC (Electronic Stability Control) systems. The data processed includes vehicle speed, wheel rotation speeds, lateral acceleration, throttle setting, engine torque, yaw rate and the steering angle. Those inputs are used to continually adjust the torque distribution in response to the driver’s input of steering and throttle, the traction that is available at the individual corners of the vehicle or the intended versus the actual path of the car.

For example, on dry pavement during wide-open throttle, 50 percent of the torque is delivered to the rear, providing acceleration with no wheelspin. On slippery surfaces, torque is delivered to the tires with traction, up to 100 percent in cases where one end of the vehicle is on glare ice. Highway cruising conditions will reduce torque delivery to the rear to 5- to 10-percent, decreasing driveline drag and optimizing fuel economy. In most other driving conditions, the torque varies between 20 percent and 50 percent to the rear axle.

While offering sure-footed handling in low-grip conditions, the SRX AWD system also rewards the enthusiastic driver. The precise balancing of the drive torque reduces ESC throttle and braking interventions, providing amoother and more predictable performance.

Perhaps the most significant aspect of this system, however, is the addition of an active rear limited-slip differential (eLSD). The eLSD can transfer up to 85 percent of maximum rear torque between the rear wheels, to whichever has more grip. Under hard cornering, or when completing a high-speed maneuver, such as a lane change, the application of more or less torque to either wheel helps the rear of the car more closely follow the direction of the front wheels.

The new 2010 SRX’s AWD system is integrated with completely new chassis settings and revised self-leveling rear suspension geometry that delivers a 50-percent increase in camber stiffness. Springs, dampers and the steering system have been specifically tuned for pleasing ride dynamics and good feedback. In addition, the 2010 SRX features tires with a higher speed rating.

How it works: The SRX all-wheel-drive hardware consists of a power take-off unit (PTU) in the front final-drive that transmits engine torque through a prop-shaft to the rear drive module (RDM) that includes a torque transfer device (TTD) and the option eLSD. Both are wet, multi-plate clutch units from Haldex.

The TTD is activated as soon as the vehicle is placed in gear. RDM clutches are applied and ready to transfer torque before acceleration begins. This pre-emptive function leapfrogs many current technologies that require the detection of wheel slip or driveline rotation before the rear drive is activated. The enhanced functionality provides maximum traction immediately for smooth, strong acceleration from a standstill without the possibility of any drivetrain hesitation. During driving, torque delivery between the axles is varied by a valve in the TTD, which increases or reduces the hydraulic pressure on the wet clutch plates to progressively engage or disengage rear drive. The degree of slip determines the amount of torque transmitted. The eLSD, located alongside the RDM, operates on the same principle as the larger TTD. The electronic control unit functions in concert with the engine, transmission and ABS/ESC control modules.

The 2010 SRX’s AWD system requires the factory installation of a specific rear sub-frame to carry the RDM, as well as the revised rear suspension geometry and new wheel hubs for the drive shafts. The three-piece prop-shaft runs through two bearings with constant velocity joints for smooth running with minimal “wind up.” With the AWD system, the SRX’s wheelbase and rear track dimensions are unaltered from FWD models.

2010 Cadillac SRX 2.8T – Review

Available in August, the 2010 Cadillac SRX is a five-passenger, mid-size crossover. The design forgoes the rear-wheel-drive architecture of the old SRX in favor of a transverse-engine, front- and all-wheel-drive-capable chassis that is about the same size as the popular Lexus RX 350.


Editors at TheCarConnection.com agree that the look of 2010 Cadillac SRX is a huge improvement over the outgoing model, a vehicle that looked too tall and too long for its narrow width. The new SRX is more than six inches shorter and two inches wider than the outgoing model. Importantly, there's less front and rear overhang. This combination helps tighten up the crossover's proportions.

Vertically stacked headlights and a trapezoidal chrome grille give the SRX a Cadillac family look without it appearing cookie cutter. The dramatic side sections outdo Lexus's popular RX in terms of style. A powerful character line beginning at the trailing edge of the front wheel well culminates at the taillight lens. These lens looks to be vestigial tailfins, but unlike the fins of the 1950s, this design actually helps aerodynamically by breaking the airflow from the body. An integrated spoiler on the rearward edge of the roof extends the sleek lines and improves aerodynamics. Eighteen-inch wheels are standard and 20-inch wheels are offered. Design misses includes the too-heavy-seeming rear hatch and the opportunity they had to hide the rear wiper up under the rear spoiler; the look is less clean than it could be.

Inside the 2010 SRX, hand-cut-and-sewn coverings on the instrument panel and ambient lighting make for a rich environment that continues Cadillac's commitment to top-flight interiors. An integrated center stack houses controls for climate and audio systems, while the optional NAV system rises from the center of the instrument panel just like it does on the Cadillac CTS. The Cadillac's extra width (compared to some other new mid-size crossovers such as the Volvo XC60) helps the rear seats feel more spacious. A newly developing required bling feature, an illuminated logo glows through the front door sill plates when the doors open (but like lights in refrigerators, how do we know that they turn off?).

Following the trend TheCarConnection.com sees with many manufacturers, the 2010 SRX is doing more with less in the performance department. The outgoing 2009 SRX offered a 3.6-liter V-6 and a 4.6-liter V-8. The 2010 SRX comes standard with a new, 265-horsepower 3.0-liter direct-injected V-6 engine that Cadillac expects to deliver 25 mpg on the highway (certified figures aren't available for this post) and about 18 mpg city. In the SRX, the new 3.0-liter produces more horsepower and gets better fuel economy than the 3.6-liter in the outgoing model. GM's 2.8-liter turbocharged V-6 is optional for 2010. Horsepower for the single-turbo 2.8-liter is expected to be 300 even. The engine performs beautifully in Saab applications and should provide plenty of thrust for the SRX when it becomes available late in 2009. The powertrain provides a useful maximum tow rating of 3,500 pounds.

Both engines utilize a six-speed automatic that powers the front wheels. All-wheel drive by Haldex is optional and includes an electronic limited-slip rear differential that delivers excellent poor-weather grip. Our test drive happened on a snowy, cold spring day in Michigan, and the SRX plowed through as if the roads were dry. Some drivers may miss the availability of paddle shifters on the steering wheel. We didn't.

During our enthusiastic drive over twisting roads in southern Michigan, we learned that the chassis of the 2010 Cadillac SRX is stiff, which means the shock absorbers and springs can be tuned more softly, delivering a comfortable, though still responsive ride. Two suspensions are offered: the standard tune and the optional FE3 that features Continuous Damping Control, aka an active suspension that reads and adjusts every two milliseconds. The SRX's ride, even with 20-inch wheels, is smooth. Better yet, steering response is more akin to a sport sedan than what you'd experience in many other crossovers, including the Lexus RX 350. Our only complaint is that at high engine speeds (over 6,000 rpm), the engine is too loud for this level of luxury vehicle. At all other engine speeds, the engine is appropriately quiet and plenty powerful.

The 2010 SRX features numerous electronic gadgets and systems. Highlights include adaptive forward lighting that swivels the headlamps in sync with vehicle steering; a power liftgate with adjustable height setting (it won't hit your garage door if opened while parked inside); an integrated hard disc drive for audio storage; and a dual-screen video system for rear entertainment. Bluetooth compatibility is standard, as is OnStar's turn-by-turn navigation service for buyers who do not opt for the car's navigation system option.

The 2010 Cadillac SRX carries all of the safety equipment one expects in a premium crossover: standard head-curtain side airbags, front seat-mounted side airbags, safety belts with dual pretensioners and load limiters, and OnStar. The SRX also introduces the use of Martensitic steel, one of the strongest available. It helps protect against intrusion during a side impact, while also maintaining the structure during front and rear crashes. The SRX hasn't been tested by the government or the IIHS, but we'll keep you posted on results as these tests are completed.