Accelerate Mpls

After my first run in with the SRX I had strong opinions, both good and bad.  The new SRX is a valid contender in this automotive segment and pushes the envelope for Cadillac both in quality and as a class competitive product.  My largest gripe was that the base powertrain is weak and affected the driving experience.  A simple question: would the optional turbo V6 engine fix the driving experience?

The main highlight of the SRX Turbo is larger engine which is funny because the engine in not actually larger because it is a 2.8 liter while the base V6 is a 3.0 liter.  The extra power in the this V6 really comes from the turbo, putting out 300 hp and 295 ft-lb to all four wheels all with max torque coming at 2000 rpm.  The all wheel drive system is the torque vectoring unit from Haldex.  This is the same unit that made its debut in the now dead Saab TurboX a few years back and can transfer up to 90% of the torque to the rear wheels at any given time.  The torque can also be distributed between the wheels side to side.  All of this gets put to the ground through a six speed automatic transmission with manual shift capabilities.  So the question still remains:  does this extra power fix the SRX driving experience?

The answer is yes and no.  Yes, the driving experience is much better.  In fact, leaps and bounds better.  In normal and spirited driving the car does not feel strained like the base 3.0 liter V6.  Even pulling away from a stoplight, you notice the difference.  In normal driving the engine does not feel like it is working hard.  The revs are easily kept under 3ooo rpm’s unless pushed.  When pushed, the engine responds quickly with no noticeable lag.  The turbo is going almost constantly whenever you have your foot on the gas.  Something to note is that you cannot put the needle into the red on the turbo gauge.  Why would you have the red there when you cannot put the needle in that zone?  The first thing people said to me was to put it in the red and I had to respond sadly, “It does not go that high.”

The downside to this engine is the gas mileage.  Rated at 15/22, this engine could definitely be described as thirsty.  I cannot decide what is worse about the mileage;  the fact that it is just terrible for this vehicle class, or that it is coming from the engine putting out the power that this vehicle really needs.  That mileage is no joke either.  I averaged 15.3 mpg during the week and it is worth noting that the gas it is guzzling requires premium.  I did not really stretch the SRX Turbo’s legs so I cannot comment on the highway mileage though I can assume that it matched the EPA rating pretty close to dead on.  Again, that city mileage is really not good and is so bad that it starts to dip into body-on-frame SUV mileage.  For example, the much larger body-on-frame Chevrolet Tahoe is rated at 15 mpg in the city with a V8.  If SRX Turbo engine had direct injection it would post better fuel mileage numbers and would be more competitive.

As mentioned in my previous review of the SRX, the interior styling is very well done. The materials all look and feel great. It uses the center stack from the CTS (minus the tiny climate control screens on each side) and the door handles are uniquely shaped.  These little details help set it apart. That said, the back seat is somewhat short on leg room with a taller driver.  The cargo area has a terrific cargo management system with sliding tie down brackets and there is a decent sized storage cubby below the rear floor that can hold items away from public view.

The styling is terrific.  I am still undecided about the front air dam being so low and whether it makes it look better or worse.  The rear taillights hark back to the “tailfins” on older Cadillac’s and play nicely with the overall design.  The rear diffuser finishes off the rear while integrating the exhaust into the overall design.  The A-pillars in this vehicle are ridiculously huge and they make sight lines a problem in a few instances and the rear window is tiny and makes visibility awkward so the back up camera is definitely useful in a parking lot.  The twenty inch wheels fill out the wheel wells nicely and look great because they are painted aluminum wheels instead of chrome plated.  Another thing that still bugs me is the GM chiclet.  I mentioned this in my original review, and again, I assume the tooling was already set before the decision to ditch this “Mark of Excellence” was made.

The SRX Turbo I had was a premium model with almost all of the bells and whistles.  The rear seat entertainment system package with dual rear screens and wireless headsets with remote adds $1,295 to this package and  I like the way this system is set up with screens in the back of the seats and separate video inputs for each.  The second option was the crystal red tintcoat which will set you back $995.  All said, including destination fees, the total sticker price of this particular SRX Turbo came to $54,475.

I want to take a second to talk about the competition.  The SRX is really going head to head with the Lexus RX. It was developed and bench marked against that vehicle and the marketing pitches it that way.  As I mentioned earlier, the price on this SRX Turbo was close to $55,000 and that is a lot of coin while there are a lot of other great vehicles for that price.  The SRX Turbo starts under $50,000, for that price you can get a nicely equipped Acura MDX or an Ecoboost Lincoln MKT and, while the Ecoboost MKT is a much larger vehicle, it just goes to show the breadth of this segment and price range.

There must be something about the SRX because each time I have had the vehicle we have gotten whacked with lots of snow here in Minneapolis.  The SRX Turbo handled it like a champ plowing through the white stuff with the all wheel drive sending power to the wheels with traction.  It felt weird but sometimes I thought the electronic stability control was slow to kick in.  The front wheel drive SRX handled the snow with its low profile, all season tires better than expected, so this all wheel drive version had absolutely no issues.

As with the other SRX I reviewed, I do like this vehicle.  When you compare it with the direct competitor, the Lexus RX, you see the SRX is a more engaging and dynamic vehicle.  The optional turbo powertrain definitely fixes the anemic feeling but at the large expense of gas mileage and in reality, the bulk of the SRX’s sold will be equipped with the base 3.0 liter V6 and that engine will be fine for those who are more concerned with the gas mileage.  For those who really want to take the SRX to its full potential, you will have to take the hit on the gas mileage and option for the turbo V6.

Full Disclosure- The review vehicle was provided by General Motors

Volvo has had an interesting run lately.  Just a few years ago sales were good and profits were actually being made.  Now sales are nothing to brag about and the revenues, well, what revenues?  With the pending sale to Geely, the future is really cloudy but they say that letting Volvo be Volvo will be their plan.  That is definitely a plan, but as that may be, every new Volvo launch better go off without a hitch.  The XC60 is off to a good start as Volvo’s new entrant to the entry level luxury crossover market.  This is a hotly contested arena in which large players are throwing their weight around.  The XC60 is a fresh and dare I say, Swedish approach to this category.

The XC60 slots right between the XC70 and the larger XC90.  The interior is nearly the size of the segment champion, the Lexus RX.  The front is spacious with plenty of head and leg room.  The seats were terrific and the tilt and telescoping steering wheel made finding a comfortable driving position a cinch.  The interior is filled with soft touch materials and the gauges are easy to read.  The button lay out is very similar to other Volvos which is a good thing.  Overall, the interior is easily in the top of its class.

The exterior is typical Volvo with styling that stays with the family but pushes the edges a little. With curvy hips in the rear in place, the front is slightly more aggressive than the current line up.  This front clip is an evolution of the current styling, and we will be seeing these design cues on the 2011 C70 and 2011 S60.  Personally, I am a big fan of the use of light pipes next to the grille.  The fog lights actually provide a good amount of light on the ground, making a noticeable difference when driving at night.

Two engines are available.  The vehicle I was testing was equipped with the base 3.2 liter inline six cylinder putting out 235 hp and 236 ft-lb through the optional all wheel drive.  The optional engine is a 3.0 liter inline six cylinder with a twin-scroll turbo (T6) putting out 281 hp and 295 ft-lb.  Both engines feed the power through a six speed Geartronic transmission.  Geartronic is Volvo’s speak for automatic with self shifting capabilities.  The 3.2 liter is rated at 18/27 mpg while the T6 drops down to a rated 16/22.  I observed an average of 18.2 mpg.  All wheel drive is optional on the 3.2 liter while standard on the 3.0 liter turbo.  The XC60 weighs barely over 4000 lbs which is certainly no light weight.  It is still light when compared to its competitors.  Getting that large mass moving is no small task and the 3.2 liter inline six I was equipped with did its best.  Its best was not good enough to satisfy my urge to get going.  Things were better once started, it was the act of getting underway that took a little longer than I would have liked.  Slamming the gas incurred the vehicle to say, “Oh you want to go now? Ok we will work on that.”  I think the optional T6 engine would be a better choice for me personally.

While the XC60 may not be a canyon carver, it handled itself quite well when it came to quick lane changes.  The mass was kept in check and overall handling was good with less body roll then expected.  This is probably one of the “sportier” handling vehicles in the class.  The steering was not as light as I expected at parking lot speeds but it did feel natural.  On center feel was great while on the highway.  Volvo says the steering is speed dependent.  While I can definitely notice a difference between highway speeds and parking lot speeds, the steering never felt over boosted.

The XC60 comes with some decent technology as standard equipment.  Both bluetooth handsfree for calling and HD radio are standard.  City Safety is the system that can help lessen or completely avoid an impact below 18 mph is standard.  The vehicle I had was by no means loaded but was nicely optioned.  Equipped with the premium package, climate package, convenience package, laminated panoramic sunroof, PCC (Personal Car Communicator), and integrated child booster seats.  Part of that climate package included both heated front and rear seats along with heated windshield washer nozzles.  A rain sensing system is also part of that package.  I did not get to test it due to the lack of rain and abundance of snow.  The convenience package gave me the power operated tail gate along with other niceties.  Oh, and that power tailgate might quite possibly be the loudest power tail gate in the history of power tail gates.  The panoramic sunroof is a crowd pleaser, though I could not test it due to frigid temps and the pile of snow sitting on top of the car.  PCC is pretty cool as a $550 dollar option.  PCC is essentially an advanced keyless remote that has two way communication with your XC60.  When you push the information button on the remote when within 200-300 feet of the car, the remote will “check in” with the car and inform you of the status, including whether the car is locked, unlocked, or a heartbeat is detected inside the car.  If you press the information button outside of the 200-300 foot range, the remote will report the last known status before you went outside of the range.  I have heard strong opinions on the optional navigation unit and will hopefully experience that when I test the T6 model.

Overall, the XC60 is a competent vehicle.  I would definitely rate this high in its class right next to the new Audi Q5.  Gas milage was acceptable with the 3.2 but from the ratings I know that the T6 is thirsty.  Truth be told, I am guessing that is the engine to have in this vehicle since 3.2 is a bit sluggish.  Though I am willing to bet that the general public will accept the 3.2 performance just fine.  In the end, I personally liked the XC60.  It is sportier than the Lexus RX while having almost as much room.  With a starting price of $32,995, the vehicle I was in had a sticker price of $40,645, and for that money you were getting a competent vehicle.  The XC60 is just a few tweaks away from a class leading vehicle.

Full Disclosure- Vehicle was provided for review by a local Volvo dealership.

The first generation SRX was really never the sales success that Cadillac hoped for.  Styling on the the first generation made it look like a tall, boxy station wagon.  With both an optional third row and V8, the first generation was rear wheel drive with all wheel drive as an option.  None of this really lined up with what the mainstream rivals were offering.

For the second generation, Cadillac has taken a much more mainstream approach.  The third row option was ditched, front wheel drive and all wheel drive replaced the old drive train and there is no more V8. The largest change is the price.  This generation is starting at $33,330 where the first generation was $38,880 for the V6 and $45,880 for the V8.  The new SRX is much more competitively priced.  You can immediately tell that Cadillac is gunning straight for the RX in every sense of the word.  A base SRX is now almost $4,000 less then the starting price of a Lexus RX.  So how does it stack up?

The interior is closely related to the CTS, which is not a bad thing.  The center stack with the rising screen is directly lifted from the CTS.  The software used in the touchscreen is definitely upgraded.  I could pair my phone using only the screen in the SRX while I had to dig out the manual to figure out phone pairing with the voice command system in the CTS.  The gauge cluster has a trick screen in the center of the speedometer.  This screen essentially had all the trip computer functions while also displaying the speed limit on most major roads.  Navigation directions are also shown with this display.  The interior has non-overpowering white LED “mood” lighting at night.  The seats are supportive but not firm.  They are much softer than the seats in the CTS Sportwagon which, in my opinion, were better.  The cargo area has a track running around it that sliders can be placed in to secure cargo.  This is a very nice feature that is executed quite well.

The styling of the SRX is strong both inside and out.  From the outside, the evolution of Cadillac’s arts and science styling is in full swing.  The sharp creases and strong character lines all play together to create a rather good looking CUV.  The rear end has the classic Cadillac “tail fin” tail lights.  The angular styling leaves a D pillar in the back that creates a large blind spot.  The rear window is very small, causing visibility to be less than stellar when backing up.  The back-up camera is a much needed feature.  The front air dam is low and I actually asked people at GM about this.  They said it was both for aerodynamics and it looks better in their opinion.  I do not know about all that, but in deep snow it acts as a plow.  The little touches on the outside caught my eye.  For example, the headlight has the Cadillac symbol stamped in the reflector.  One thing that did not add up was the GM chiclet.  This “Mark of Excellence” has now been removed from new models, but I assume the tooling for the SRX was already in place before the decision was made to ditch this “Old GM” symbol.

The engine in the vehicle I had was the base 3.0 liter direct injection V6 putting out 265 hp and 223 ft-lb to the front wheels.  All wheel drive is optional with this engine.  The optional 2.8 liter turbo V6 puts out 300 hp and 295 ft-lb to standard all wheel drive with torque vectoring.  Both engines feed out to six speed automatic transmissions with manual shift capabilities.  The base 3.0 liter is some what of a dog.  The lack of torque is the main problem here.  The SRX is not light weight, as such you can feel every one of those 265 hp and 223 ft-lb trying to get underway.  The vehicle is more engaging than the class champion, Lexus RX, but feeling the engine trying to cope with the vehicle’s weight is not the best experience even though it does get up to speed just fine.  More power would be welcome via the optional 2.8 liter turbo.  The problem with this option is the mileage, which is rated at 15/21 mpg while the front wheel drive 3.0 liter is rated at 18/25 mpg.  People seem to take these numbers very seriously these days and that turbo looks thirsty on paper for this vehicle segment.

The particular SRX I had was a premium collection vehicle with a sticker price of $47,010.  This is the top level non-turbo model.  There were not many options, but rear seat entertainment was on board for $1,295 and of course GM’s crystal red tintcoat for $995.  Each rear seat has a flip up monitor attached to the back of the front seats with two wireless headphones and  a wireless remote control that comes standard with the system.  I liked the set up, and in my opinion, was done correctly.  The upgraded stereo that was in this package was a 10 speaker 5.1 digital surround sound by Bose.  I was not really that impressed with the system.  It sounded decent enough but the optional Mark Levinson system in the Lexus RX is better.  I would have liked to have seen something like the optional Harmon Kardon system from the LaCrosse in the SRX.

Equipped with 20 inch wheels, low profile tires and front wheel drive, I will admit I was a little nervous when the blizzard came through town.  In fact, I drove through three blizzards and over 1000 miles within three days while driving the SRX.  The only problem that I saw was with the front air dam.  It is so low that it plowed through the snow and getting started down an unplowed street was not easy.  It is worth mentioning that I was able to make it up a driveway that was covered in 2.5 feet of snow.  To do this I had to turn off traction control and slam the gas in order for it to crawl its way up.  Overall, I was impressed with everything it did in the snow.  I somehow managed to eek out 26.5 mpg on the highway back through one of those storms.  That is 1.5 mpg more then the EPA’s 25 mpg highway rating.

So we have gone from a rear wheel drive with an optional third row and V8 to a front wheel drive and optional turbo V6.  How did we fare?  The SRX is now officially a competitive vehicle.  The last generation was not a mainstream approach and sales reflected that.  Yes, I do think the base engine is under powered.  In reality, the general public might not even notice.  They will notice the mileage numbers that the turbo gets and will not be that impressed with them.  I am guessing most SRX’s will leave the lot with the base 3.0 engine and customers will be content.  The vehicle has distinctive styling and I like the overall packaging.  While some powertrain improvements are needed, this new SRX is a solid contender in this hotly contested segment.