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2007 Cadillac SRX4 V8 Road Test

When I first saw the SRX at the 2003 Detroit auto show I was impressed with its interior. Then the real thing came out and, well, let's just say that the more recent STS was where Cadillac should have

Bold looking crossover is more wagon than SUV. (Photo: Kevin Wang, American Auto Press)

initially taken the SRX. Still, could it really be that the crossover's mediocre materials quality kept it near the bottom of the sales heap, or was it something else altogether?

Sure, it isn't as bold and in-your-face as the Escalade and doesn't have the edgy styling of the CTS, old or new, rear end design with its attractive LED tail lamps excluded, plus it's priced slightly higher than some competitors (and well below others), but it drives extremely well and delivers that highly flexible functionality that makes midsize crossovers the hot commodities they are right now. For all intents and purposes the SRX should be moving off the showroom floor quicker than it is, but sometimes what seems like the right ingredients doesn't bake the sweetest cake, and therefore sales are somewhat stagnant.

What to

Impressive new interior makes up for few styling upgrades. (Photo: Kevin Wang, American Auto Press)

do? Well, the new 2007 SRX certainly doesn't look any different when viewing from the outside, so those offended or just not particularly turned on by its exterior styling won't have reason to buck up the almost forty large for the base model. It should be noted that GM previously dropped this model's price from $38,340 to $37,970 in order to attract more buyers, which didn't attract would-be buyers as well as the General wanted, so instead the Detroit automaker sided with my initial criticism and fixed the interior to build more interest, and hopefully increase sales.

This move certainly gets my vote, and the result of much effort has produced one of the nicest Cadillac interiors in recent memory. Almost every surface is covered in high-quality, matte finish padded plastic, and what needs to remain harder, such as the audio system surround panel, feels much more upscale than most anything else in the General's stable, and better than a lot of its competitors. The SUV's leather is nice and supple too, and it's all put together using French stitching, very upscale. Likewise the car's switchgear is much improved, while certain details, such as the silver-rimmed rectangular analog clock atop the center stack, look positively rich.

The seats are fabulous too, easily up to keeping me and my family comfortable over the numerous miles put on it during my test week, and after a three-and-a-half hour kayak expedition one Friday, followed by a somewhat punishing climb up the cliffs of a waterfall (mostly dry now being late August) on Saturday, the powerful seat heaters (which heat up the lower cushion as well as the lumbar area) were therapeutic to my aching muscles. Handy stowage compartments can be found in the usual places, while hidden behind a wooden trim piece just above the glove box is reasonably large nook for storing more stuff, accessible via a large panel-sized button just left of it made of the same high-grade wood.

Oh, and that high-grade wood isn't Zebrano,

High-grade wood is a nice touch. (Photo: Kevin Wang, American Auto Press)

a type of hardwood Cadillac made famous when the brand came back into fashion over a decade ago with the old Seville STS, but rather Sapele Pomelle, an African grain normally used for pricier acoustic guitars as well as fine furniture.

Another nice touch is the use of "skiving," which, while common amongst higher end vehicles and starting to show up in more entry-level models is the process of notching out the backside of the passenger side dashboard to allow the front airbag to split the plastic as it deploys, making for a completely clean with no ungainly airbag door in sight.

What was also once a weak point in the old SRX was its navigation/infotainment system, with graphics that made it appear as if its software was designed by a remedial MS FrontPage 95 web developer. Yes, it was

Plenty of room in this Caddy's leather-lined cabin. (Photo: Kevin Wang, American Auto Press)

ugly. The new system wasn't included in my tester, so I checked it out at a local dealer and have to say it's much better and extremely easy to use, plus the Bose 5.1 surround sound setup in an audiophile's delight and now comes with an auxiliary input for connecting external MP3 players and iPods.

Another nice touch allows for six customizable steering wheel buttons to adjust the outside mirrors, for auto down reverse mode, for instance, exterior lighting delay, speedometer display, park distance control (on or off) and myriad other features, although the "1-6" and "SRCE" buttons can be a bit confusing to sort out, requiring a little time with the manual.

The second row and rearmost set of seats will be ideal for larger teens and full-size adult golf buddies, many of which will appreciate the ability to control HVAC air flow, although only when the front switch is in the AUX position ("0" disables this feature). Rear seat heaters are also available.

In the very back there's plenty of cargo room for most peoples' needs. The back row of seats folds forward in the usual 60/40 split, opening up additional space as necessary, and there are two storage cubbies under the floor, but these items aren't particularly innovative, are they? What impressed me as something seemingly small, but oh so handy. Cadillac has designed the privacy cover to scroll out from side-to-side rather than from front to rear. Not only does this make for less of a stretch when the time comes to reaching for it, but it means there's no need to remove the usually awkward retractor that normally spans the width of the interior behind the rear seats. Packaging problem solved, and with such a simple solution. I love that.

As

Rear storage bins in multiple. (Photo: Kevin Wang, American Auto Press)

good as it is this cabin isn't quite up to the level of its German competitors, even Volkswagen. Where the other premium ilk feature the same high-quality woven headliner, the competition don't wrap their sunroofs in a thick piece of rather cheap looking plastic trim, although none, except Porsche and its Cayenne, have a sunroof anywhere near as large. Unlike the Porsche, mind you, this one actually keeps the sunlight from scorching everyone inside with a deep tint that makes the powered sunshade somewhat redundant. Yes, it almost turns the SRX into a convertible, but one-touch buttons for that shade and the glass roof would be appreciated, as they take quite a while to open and close requiring a finger up on the overhead console the entire time. That overhead console is a bit of an eyesore, made of sub-grade plastics and low-rent switchgear. The little buttons for turning on the map lights are really cheap looking and feel even less inviting, in sharp contrast

Switches for the sunroof are sub-grade, as is the surrounding overhead plastic. (Photo: Kevin Wang, American Auto Press)

to the high quality buttons, dials and displays for the audio and climate control interfaces on the center stack. Ample chrome accents and that wonderful wood trim do a good job keeping the mind's eye away from the cheaper bits, though, while classy exposed stitching ties all the surrounding plastic panels together. Yes, Cadillac has done a reasonably good job updating the SRX, although it still needs to spend some time and money fine tuning the details if it wants to be fully accepted amongst the likes of European import buyers.

The SRX' entry-level V6 is Cadillac's 3.6-liter unit making an adequate 255-horsepower and 254 lb-ft of torque, and mated to a five-speed automatic gearbox. It's a good, solid powertrain, although won't solely woo buyers away from German or Japanese luxury SUVs. The crossover's top-line powertrain leaves less on the table, however, as it's plenty powerful and makes all the right noises when accelerator hits the floorboard. The 4.6-liter Northstar V8 makes a significant 320 horsepower and 315 lb-ft of torque, which is ample to scoot it around slower moving

Put your foot down and the big Northstar V8 gets this SUV up and going. (Photo: Kevin Wang, American Auto Press)

traffic whether in town or on the highway. Still, it doesn't move with the kind of verve as BMW's X5 4.8i or Mercedes-Benz's ML550, or for that matter Volkswagen's Touareg 4.2. Like the Germans the SRX employs a rather sophisticated six-speed automatic gearbox with manual mode when mated to the V8, which provides positive yet wonderfully smooth shifts matched ideally to the engine, and in SRX4 trim, like our tester, transfers torque through all four wheels enhanced by stability control, traction control and ABS with electronic brake force distribution and brake assist. On the negative, the SRX4, that boasts a reasonably moderate fuel economy rating from the EPA at 15 mpg in the city and 22 mpg on the highway, didn't fare so well amid the real life hills and valleys of my neighborhood it used an average of 14 mpg in the city (the electronic display showed an average of 12, but I hardly believe it), despite maintaining low revs of about 1,000 rpm at city speeds of 35 mph. Making matters worse, the fuel gauge was completely inaccurate, fluctuating up and down within a half tank spread all the time.

Then

Handling is better than most expect it should be... after all, it's an SUV. (Photo: Kevin Wang, American Auto Press)

again, I wasn't exactly tiptoeing over the asphalt either. The SRX4 begs to be throttled, literally, and shows an especial enthusiasm when curving roadways are present. It leans a little into tight, high-speed corners, but not enough to throw it off-course. Rather, it hangs onto the road with an almost fierce determination, displaying good stability during emergency lane changes and side-to-side slalom-style corners. Its deft handling is the direct result of a speed-sensitive, variable-assist power rack-and-pinion steering system connecting through to a four-wheel independent suspension that utilizes a short/long arm setup with coil-over struts and an anti-sway bar in front, plus a modified multi-link suspension with an anti-sway bar and automatic rear level control system in the rear. Monotube performance shocks enhance control at both ends, while V-rated P235/60R18 front and P255/55R18 rear tires come standard. Optionally, a set of 20-inch chrome rims make a bold statement and hang onto the road with even greater tenacity thanks to P255/50R20 RS rubber.

Problems?

Rear door was a pain in the derriere to deal with. (Photo: Kevin Wang, American Auto Press)

The rear door is powered, which is good, but getting it open is a bit of a problem. The large latch attached to the back of the door has to be lifted in just the right way to get it to cooperate, and if pulled to quickly will just clamp down via its motorized closer and shut you out. What's more, when sitting in the driver's seat trying to let your child stuff something in back there's no button in the cabin to open or close it, forcing you to either get out with the engine running or turn the SUV off to use the remote. And that remote is about as upscale as the one it uses for the Chevy Cobalt ... actually I think it's more or less the same device. Cadillac needs to spend a little extra on such details, as focus groups should tell them many premium buyers like to leave their keys on the restaurant table for all to see, and their pricy SUV had better boast an impressive looking fob. Back to the rear door, the rubber button on the inner edge of hatch doesn't light up like every other one I've ever seen, so it's hard to find at night.

Still,

Power liftgate button could use an integrated light to see at night. (Photo: Kevin Wang, American Auto Press)

I'd have to say my biggest complaint has to do with an irritating rattle that persisted throughout my weeklong test, sounding as if it came from the sunroof. I couldn't pin it down, and neither could anyone else in our office, but it's something that probably is only problematic with this specific vehicle.

Across the SRX lineup there's no telescopic steering, very strange from a company that pretty well invented the concept, while the power pedals, much appreciated by shorter and taller drivers, feature a toggle switch located where most other cars have their power tilt/telescope steering wheel switches. Go figure. Another uncomfortable finding is that the front seatbelts don't height adjust, simply because they're integrated into the seatback. If you have a taller than average torso it may rub, and I'm not merely talking to 7'2” b-ball players right now, as my 5'8” frame felt a bit squished.

So,

It's a lot of SUV for the money. (Photo: Kevin Wang, American Auto Press)

after nitpicking this SUV apart how does it fair against the competition? In some ways, the SRX shows its overall age when put side-by-side with the new Acura MDX, Audi Q7, BMW X5 or Mercedes-Benz ML, but then again all but the Acura cost thousands more when similarly equipped. Truly, at $37,970 the base SRX is a pretty reasonable deal, priced to compete against well-featured entry-level crossovers, like Toyota's Highlander, Hyundai's Veracruz and Honda's Pilot, while its premium domestic rivals from Chrysler and Lincoln, the Pacifica and MKX, start lower in the $25s and $35s respectively. Add the V8 and these wannabes can't compete, allowing its price to jump closer to German luxury branded six-cylinder SUVs at $44,175, and with all-wheel drive, as tested, the SRX4 goes for $46,075 ... still an excellent price for a V8-powered premium crossover.

In

The SRX4 is one of the most car-like crossovers around. (Photo: Kevin Wang, American Auto Press)

the end, I'm left to wonder why there isn't one on every block. Cadillac is doing so well right now, with strong CTS sales that will only improve when the gorgeous new model arrives, and good STS and DTS take rates, while the Escalade, in its various forms has been holding its own, despite the large-SUV segment having recently been pummeled by rising fuel costs. Crossovers now being all the rage, the SRX should be flying off the showroom floor, right? The only reason I can account for it is its styling. Possibly it's not truck-like enough for traditional Cadillac buyers, or for that matter the many conquest customers the brand has managed to pull away from rivals. It kind of looks like an oversized wagon ... a sharp looking wagon no doubt, but a wagon just the same.

Just the same, a week spent with the SRX4 left me impressed for the most part. It was the car I chose to drive more often than not, causing a few tussles with Jennifer, who also loved it, during our morning scramble to the key depository. Nice job Cadillac.

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