2004 Cadillac SRX

[Thai]

Link:

CanadianDriver Preview of SRX

2004 Cadillac SRX
by Richard Russell

Kinross, Michigan - The biggest challenge facing Cadillac’s marketing department is communicating the degree to which GM’s luxury division has changed. The edgy new Cadillac style certainly looks different - but it’s what’s beneath the skin, and in the hearts and minds of those charged with developing new product, that is the key.

Case in point - Cadillac SRX.

This brand new luxury SUV arrives this Fall as a 2004 model at prices likely to start in the mid-fifties. Just what the world needs, another SUV. But wait, this one is different in a couple of respects: 1) it’s got the best of everything from the world’s largest car-maker and 2) it is a genuine delight to drive hard and fast. The latter is the challenge - convincing wary consumers any Cadillac is fun to drive, let alone a Cadillac SUV.

The small team behind this new Cadillac are enthusiastic to a degree I have not seen in a quarter century at GM. This is a dedicated group of highly intelligent, capable and committed young people. Under the new GM organization, they have been given the directive, and more-importantly, the resources to put Cadillac back where it once was - in league with the best the world has to offer. The SRX, for example, is based on a brand new rear-drive platform, boasts a heavily revised drivetrain and the very latest electronic driver aids available anywhere, from anyone. I first drove pre-production prototypes of the SRX last fall in West Virginia - crude, disguised running models. I was impressed with the driving dynamics and the packaging. Then, I drove pre and early production models in the midst of winter at GM’s winter testing facilities here, and was quite frankly blown away - not by the constant and strong sub-zero winds howling across the frozen landscape - but by the development that continued to go into these new vehicles.

Despite not having yet finished fine-tuning their work, they let us flog their new baby back-to-back against a BMW X5, Mercedes ML500, Lexus LX300 and a Volvo XC90. No provisos, no excuses - just go through a variety of exercises on frozen lakes, high-speed snow-covered tracks and various other venues. The instructions were simple - throw everything you’ve got at them, compare them back to back with the best out there, and tell us what we’ve got left to do. My recommendation? Finish picking out interior colours and materials, ensure build quality is up there, crank up the production lines and figure out how to get people to drive them back-to-back with the competition.

The SRX was heads and shoulders above the competitive set on poor and slippery conditions. The incredible detail work done in upgrading the StabilTrak system for this application has resulted in a seamless method of helping drivers of all competencies through tough situations. Whether on sheer ice, deep or packed snow, the difference was dramatic. When grip is lost, the others rudely interrupt with loud, abrupt and disconcerting brake and throttle application. The SRX’s Stabilitrak is almost invisible. It‘s there and it’s marvelous but the driver has a much better sense of control. Where the others cut in taking away control, the new SRX’s system is like a coach, gently encouraging the car back into line. The difference will only be noticed by those fortunate enough to try the vehicles back to back on poor conditions. But it is indicative of the phenominal development work.

Built on the Sigma architecture used for the CTS and its European sedan brethren, the SRX retains plenty of American attributes including a big beefy engine, loads of creature comforts and turnpike-gobbling ride qualities. But thanks to development on race courses including the famous Nurburgring in Germany, they exhibit European-like sports sedan driving dynamics.

The SRX is positively bristling with technology including a new full-time All-Wheel-Drive system, new engines, electric steering, award-winning Magnetic Ride Control system, ABS with Panic Brake Assist, Traction control and the aforementioned four-channel StabiliTrak system. It will be available in rear or all-wheel drive formats.

Dave Masch, the SRX program engineering manager, says the project was a dream. “We were given all the assets we wanted to develop this vehicle.” The primary emphasis was on dynamic performance. To reach this goal they got the center of gravity 3 cm lower than the competition and utilized the longest wheelbase in the class for excellent ride qualities. Near 50-50 weight distribution was achieved by placing the engine in a North-South configuration well back in the chassis. This also allowed a tighter turning circle because narrower frame rails were possible. All-up weight is at or slightly above two tonnes depending on model and equipment.

While the engineers were busy developing the stuff you don’t see, others were hard at work on the necessary luxury touches - including not only materials and features, but eliminating the source or path of unwanted sounds. The SRX is the first application of a laminated dash at GM; wind and road noise levels have tested at class-leading levels. The interior boasts rich upscale materials, a full load of power assists and a number of available entertainment systems. The short of stature will appreciate the availability of adjustable pedals.

The SRX will seat up to seven with the optional third row seat. The second seat folds virtually flat to the floor and the third electrically so, at the touch of a button. Open-air aficionados can order a massive sunroof cutting a five square foot hole in the roof, augmented by a separate vented glass roof over the third seat. The seats themselves are truly theatre style, with the second row 5 cm higher than the front and the third a further 7-cm up.

Dubbed the luxury utility with the heart and soul of a sports car, the SRX has been designed literally from the ground up with extensive attention to chassis and driving dynamics. The goal is nothing less than segment-leading handling - in all conditions. Multi link suspensions composed of lightweight materials front and rear provide an exceptional balance between ride and handling. The SRX boasts a fully automatic self-leveling system and more than 20 cm of wheel travel in front and 22 cm in the rear.

Motivation will come from two all-new engines, a new transmission and an optional new all-wheel-drive system. A heavily revised 4.6 litre Northstar V8 produces 315 hp, 310-lb. ft. of torque and a smile-inducing mellow bellow under wide open throttle. This 90-degree V8 now boasts a stiffer aluminum, two piece block, electronic throttle control, improved oil flow/control/cooling, a forged steel crank, tighter-fitting polymer coated pistons to reduce slap on startup and 25,000 km oil change intervals. It is the first Northstar application with a full dual exhaust system.

The base engine will be the first appearance of the all-new Northstar-derived 3.6 litre V6, expected to put out 260 horsepower and a hefty 252 lb. ft of torque. This aluminum 60-degree unit will boast dual overhead cams, four valves per cylinder, variable valve timing, electronic throttle control and a host of other state-of-the-art technologies. Both engines will be mated to a new five-speed automatic transmission - 5L40-E for the six and a higher capacity 5L50-E for the eight.

The optional all-wheel-drive system splits power delivery 50/50 front-rear until there is a need for more or less power to one or more wheels through open front, center or rear differentials.

Cadillac is no longer content to sit back and watch the competition eat it’s lunch. The CTS was the first sign of the fight back, the potent two-seat XLR sports tourer and SRX all-activity vehicle are next. The 1,000 horsepower Sixteen shown at Detroit a few months ago is further proof Cadillac isn’t just going to protect its turf - it is going to take the battle to the competition. All the components are in place - to drive one of these new Cadillacs is to get the message. With Oldsmobile no longer on the horizon perhaps its time to resurrect and modify the old slogan - this isn’t your father’s Cadillac.

 

[Thai]

Pics from review above

 

[Thai]

Link:

TheCarConnection Preview of SRX

TCC tests the winter manners of the new Cadillac SRX.
by Paul A. Eisenstein

A steel grey wall reaches up to the sky, moving so fast the snow squall takes us nearly by surprise. Such is life in Michigan’s Northern Peninsula at this time of year.

It’s not a place many would think of visiting this time of year, but this isn’t a vacation. We’ve come to the old Kinross Strategic Air Command base to check firsthand the claims being made for Cadillac’s new SRX.

Due out this coming summer, it’s Caddy’s first entry into that hard-to-define yet fast-expanding category known as the crossover vehicle. Under the skin, the SRX has a lot in common with the popular new CTS sedan. But the crossover is taller and roomier, with SUV-like “command” seating, and a small but functional third-row power-fold seat option. And while CTS is offered only in rear-wheel-drive, the ute-like SRX will provide buyers a choice of both RWD and all-wheel drive.

Cadillac has combined the AWD package with a sophisticated version of stability control, dubbed StabiliTrak, along with an assortment of other traction-enhancing features. General Motors’ flagship division is so confident about the combination it offered TheCarConnection an opportunity to drive a pair of prototypes on its winter test track in Kinross – and to compare the SRX against the performance of a variety of competitors.

Dry or wet performer
TCC had already seen the SRX do its stuff on dry pavement. Dubbed the Sigma “architecture,” the platform the crossover shares with the CTS is a world-class performer. In terms of its road manners, the CTS may be the first Cadillac in decades to play in the same league as its European competition. And this chassis provides a solid starting point for the SRX as well.

Despite the higher seating position, you never get that tipsy feeling you find when pushing most SUVs and crossovers to their limits. Like its sedan sibling, the SRX has a solid grip on dry pavement. It corners nimbly and there’s a minimum of head toss, even on the roughest pavement. A variety of factors come into play. There’s the 116.4-inch wheelbase, the longest in the crossover class. You sit about five inches higher in the SRX than the CTS sedan, but that’s still a good deal lower than the big Caddy Escalade SUV, and allows for a relatively low center of gravity. Meanwhile, under normal conditions, the SRX torque split is roughly 50/50, front to rear.

But much of the credit also goes to the crossover’s magneto-rheological ride control.

That mouthful of a word refers to a type of fluid that contains microscopic-sized metal particles. Normally, it flows like water. But put the fluid in a magnetic field and it can become as stiff as molasses in winter. StabiliTrak has a slick way of putting this to work. It measures road conditions about 1000 times a second, using the results to control electromagnets in each of the SRX’s four shock absorbers. Since they contain magneto-rheologic fluid, the system can instantaneously alter the way the suspension responds, quickly smoothing out the ride while also maximizing tire grip.

Combined with anti-lock brakes with electronic force distribution, conventional traction control technology, and a computer-controlled transmission that can delay shifts in a corner, the package also enhances the way the vehicle handles in wet and icy road conditions.

We’d have been a bit skeptical had the SRX delivered a slam-dunk against the likes of the Mercedes-Benz M-Class, the BMW X5, the Lexus RX300 and the new Volvo XC90. But a day’s driving in ice and snow made it clear that at least when winter delivers its worst, the SRX is bucking for head of the class.

Icy props
The Kinross track is a torturous blend of snow and glaze ice fields, a tight circle of snow and ice, and a twisty route designed to resemble a snowed-in subdivision. Forget climbing boulder-strewn mountains. These are the sort of circumstances SUVs and crossovers are most likely to be driven in during the winter months. And they quickly reveal a vehicle’s weaknesses.

The Germans, for example, tend to believe in strict intervention. When your wheels start losing grip, the systems on the ML320 and X5 automatically start working the brakes and backing off on the throttle – not always to best advantage, as vehicles can grind nearly to a halt. The Lexus system also is quite intrusive, a situation made all the worse by a nagging buzzer warning that the electronic traction system is engaged. After a few minutes, you might be tempted to pull over and wait the storm out – or rip out the buzzer with your bare hands.

The XC90, the newest of the competitive batch, may also be the most sophisticated. A series of braps and whirs and buzzes reveal when its various mechanical and electronic controls are working to maintain stability. Even so, it reveals an unpleasant tendency to slip sideways whenever it approaches the ragged edge of road grip.

Now, a skeptic might content that the circuit was laid out by GM, and would be more likely to let the new crossover shine. Caveats aside, there was no question, no matter how we pushed the SRX to its limits, just how well-mannered the new Cadillac is.

Even on glaze ice, it proved uncannily predictable, not prone to sudden, unpleasant surprises. Should it start to slip on glaze ice, it was reasonably easy to bring back under control. To see just how subtly effective the system is, we repeated our route with the StabiliTrak system switched off. In that mode, we spent most of the loop around Kinross struggling to keep the SRX’s nose pointed straight.

Where the philosophy at Mercedes and BMW might best be described as driving intervention, Caddy’s approach is to provide a driving aid. You have the sense that when the road gets slippery, the car’s electronics start to get busy, but they assist, rather than overwhelm.

We did experience a problem during our drive with a balky control module in one SRX that would suddenly shut off the stability enhancement system. We’ll cautiously ignore that as a prototype problem that should be cured before production begins this spring. But there’s no question Cadillac will need to ensure SRX delivers bulletproof quality and reliability. If it doesn’t, it will never stand up in the increasingly crowded field of luxury SUVs and crossovers.

Packaging and design
Good winter driving manners aren’t going to be enough to win a share of this market, of course. But the SRX has, in general, a lot going for it. The third-row seat will certainly be a plus, though it’s really best suited for kids. Overall, the crossover has plenty of usable cargo space, a definite weakness with some of its competitors, such as the X5.

Cadillac has finally woken up to the idea that interior design and refinement can be a real differentiator. That’s a problem with the CTS, which uses materials that aren’t quite up to competitive snuff. The look and feel of leather and wood steering wheel suggests the carmaker has had time to work on the new crossover, and it is a good bit better, but the plastic look of the center console still needs improvement.

The exterior is likely to be a bit controversial, as with the CTS. Both cars boast Cadillac’s edgy “Art & Science” design theme, though the automaker has toned down the look, at least when compared with the 2001 Vizon concept vehicle. The SRX sits a little lower and longer than a conventional SUV, more like a tall wagon. But either way, if you like the looks of the CTS, it’s probably going to be appealing.

At 4430 pounds, the SRX isn’t light. But its 4.6-liter V-8 is one of the most powerful in the segment, pumping out a solid 315 horsepower and 310 lb-ft of torque. So, unlike some competitors, it will boast real towing capabilities. Or, if you’re simply looking to burn some rubber, Caddy expects a 0-60 time of 6.9 seconds, second in class only to the 4.6-liter version of the BMW X5. The engine is mated to a five-speed automatic featuring quick and crisp shifts, especially in manual mode.

We’re looking forward to getting the SRX out for some longer seat time. But from our initial experience, we’re certainly impressed. It has the best features of a truck, like all-wheel-drive and command seating, but without the bloat of the big Escalade. The new crossover proves unexpectedly nimble, more in line with the CTS. And the combination could prove quite appealing once SRX hits the road.

 

[Thai]

Link:

NCTD.com Preview of SRX

2004 Cadillac SRX
By Michelle Krebs
On Sale: Second quarter 2003
Expected Pricing: $35,000

When it goes on sale early summer, the 2004 Cadillac SRX will be Cadillac's first crossover vehicle, designed to combine the features of a car and a sport-utility.

Cadillac SRX is aimed at buyers who want design cues and all-weather capability normally associated with an SUV, but sits on a car platform for better ride and handling. SRX is based on the sporty CTS sedan, lauded for its rigid chassis, sharp handling and quick acceleration performance.

Cadillac expects SRX buyers to be those who now drive a sedan and want SUV-like capability, or they own truck-based SUVs and want car-like ride and handling. Cadillac further predicts the SRX will be its biggest seller among women buyers with about 45 percent of the buyers expected to be women.

SRX will compete with vehicles including the Acura MDX, BMW X5, Lexus RX 330, Mercedes-Benz M-Class and Volvo XC90.

SRX features Cadillac's edgy new design scheme, introduced on the CTS. In fact, the SRX looks like the CTS on steroids. It also takes design cues from the Vizon concept introduced in 2001, with chiseled forms and straight edges. Like the CTS, the SRX rides on General Motor's new Sigma global architecture, which will be used for the upcoming STS, formerly called the Seville.

With the optional third-row seat, SRX seats up to seven passengers. The power third-row seat folds flat into the floor with the push of a button. The second row manually folds nearly flat as well. With seats folded flat, the SRX's cargo space amounts to 70 cubic feet. Seats are theater style, so that the second row sits 2 inches higher than the first and the third sits 5 inches higher than the second. Five-passenger SRX models not equipped with the third-row seat have a cargo system integrated into the rear floor. Its maximum towing capacity is 3,500 pounds.

Two engines are available, the next-generation 4.6-liter V8 Northstar rated at 315 horsepower and 310 pounds-feet of torque, and the 3.6-liter V6 rated at 260 horsepower and 252 pounds-feet of torque. Both engines come with a five-speed automatic transmission.

SRX is available in both rear-wheel drive and all-wheel drive. The all-wheel-drive system runs with a 50/50 front/rear torque split, until it is necessary to divert power to a specific wheel in the event of wheel spin. The system transfers torque through three open differentials, front, center and rear. In addition to modulating torque to the wheels, the system manages engine torque. The system's transfer case incorporates the center open differential distributing the 50/50 split.

Cadillac says SRX can be outfitted with more electronic dynamic controls than any vehicle General Motors has ever sold.

SRX comes standard with a four-wheel antilock braking system and traction control. The ABS features Panic Brake Assist to help the driver apply full brake pressure in emergency stopping situations, along with Dynamic Rear Brake proportioning to help reduce stopping distances and improve stability when braking hard.

SRX also comes with StabiliTrak, an active handling system with independent controls to all four corners of the vehicle to help it remain under the driver's control on wet, snowy and icy surfaces, in tight turns and in evasive maneuvers. The system can correct a potential slide or loss of control before the driver is even aware of it. StabiliTrak is enhanced with GM's Magnetic Ride Control, which the automaker calls the world's fastest reacting suspension control system.

SRX comes fitted with six airbags: dual-stage front airbags, front side-impact airbags, and side curtain airbags installed in the roof, the latter designed for head protection. Other safety features include GM's OnStar; Ultrasonic Rear Parking Assist; the LATCH system for easy installation of child seats at second-row outboard positions; anti-theft protection; and battery rundown protection.

SRX models with the optional third-row seat are available with UltraView Plus, a huge vented glass panel over the rear row for a total of seven square feet that can be opened to the sky. Other optional features include adjustable pedals; a rear-seat entertainment system with a 7-inch flip-up screen mounted on the back of the center console; a DVD player with infrared wireless headphones, video game jacks, and a remote control; a DVD navigation system; XM Satellite Radio; and a Bose premium sound system.

1-800-333-4CAD
www.cadillac.com

 

[Thai]

By Jim Mateja
Chicago Tribune

The wrapper was lifted and out popped a 2004 Cadillac SRX, the luxury "crossover."

Crossover refers to the fact that SRX is built on a car-based platform so it's a two-in-one vehicle with the suspension and stability control system from the Seville STS sedan and the people/cargo capacity plus all-wheel-drive capability from the Escalade sport-utility vehicle.

The SRX goes on sale in mid-2003 as an early '04 model, but Cadillac previewed it here to generate media interest and capture the attention of those who might hold off on buying a Lexus RX300 or BMW X5.

Though a hand-built prototype minus interior furnishings, SRX looked great, with the same face as the new CTS and Escalade.

"Four years ago this was a high-risk roll of the dice," said Jim Taylor, vehicle line executive for Cadillac.

"We don't think it's a big risk anymore," he added, noting that Escalade and CTS have helped contribute to a 24 percent sales increase at Cadillac in the first four months of '02.

SRX is built on a 116-inch wheelbase and is 195 inches long, versus a 113.4-inch wheelbase and 190.1-inch length for the midsize CTS sedan from which SRX derived and a 103-inch wheelbase and 180-inch overall length on the top-selling luxury sport-ute/crossover, the RX300.

SRX also will offer a choice of new higher-output V-6 and V-8 with 5-speed automatic. The V-6 will be the same "high feature" engine slated for the CTS in June 2003, with about 250 horsepower, up from 220 h.p. in the current 3.2-liter V-6. The 4.6-liter V-8 will develop about 315 h.p., versus 300 h.p. from the engine in DeVille and Seville.

A choice of RWD/AWD and V-6/V-8 allows Cadillac to offer SRX at about $40,000 to compete with the RX300 ($35,000-$40,000) to about $50,000 to compete with the X5 ($40,000-$60,000), according to Taylor.

SRX will come with two rows of seats as standard and an optional power third row that folds flat into the floor. It also will offer a power glass sunroof over first- and second-row seats and pop-open glass over the third.

SRX stands 5 inches higher than CTS, 5 inches lower than Escalade, to give it "the performance and sophistication of a sports sedan," said Mark LaNeve, who became Cadillac general manager in '01.

The SRX will be followed by the XLR roadster next fall as an '04, the redesigned STS (Seville) for '05 and an all-new DeVille for '06.

In a few weeks, Cadillac reportedly will confirm a larger Escalade ESV built off the Chevrolet Suburban platform (Chevy Tahoe platform now) for '04, but is mum on a date for a V-12 roadster based on the concept Cien.

Though SRX was the star, LaNeve lauded the CTS, whose sales may reach 40,000 from the projected 30,000. And 50 percent of CTS buyers didn't own a GM vehicle.

With the $35,000 CTS doing so well, might Cadillac bring out a less-expensive model, like Mercedes did with its new $25,000 C230 sport coupe?

"That's make-believe luxury. You could lose your luxury image equity. Is Mercedes as exclusive as it had been without a $25,000 car?" LaNeve said.

It was also noted that:

- Cadillac plans performance versions of all its vehicles, similar to the M-Series at BMW or AMG at Mercedes.

- GM alliance partner Saab had wanted a version of SRX but decided against it.

- Cadillac doesn't want a version of the midsize GM sport-ute (TrailBlazer) as a companion to SRX because "the SRX is a car, TrailBlazer an SUV, and a lot of people want something that's not just another SUV," LaNeve said.

 

[Thai]

From Cadillac.com, here is the link to the official information:

http://www.cadillac.com/cadillacjsp/futuremodels/srx/overview.html

 

[Thai]

Cadillac SRX Preliminary Specifications (With 4.6L Northstar V8 VVT)

Vehicle type Luxury Utility - Five Passengers. Third-row seat available (7 passenger)

Model Year 2004 (Available Summer 2003)

Layout Front engine, rear-wheel-drive luxury utility (AWD available)

Engine 4.6 L Northstar V8 VVT .Dual Overhead Cam (DOHC), 4 valves per cylinder, 4-cam variable valve timing, 10.5:1 compression ratio

Horsepower 315 hp @ 6,400 rpm

Torque 310 ft-lbs @ 4,400 rpm

Transmission Hydra-Matic 5L50E five-speed electronically controlled automatic with Driver Shift Control

Final Drive Ratio 3.23:1

Curb Weight RWD: 4295 lbs (V8); AWD: 4430 lbs (V8)

Overall Length 194.9 inches

Wheelbase 116.4 inches

Height 65.8 base; 67.8 with roof rack

Width 72.6 inches

Towing 1000 lbs (base) 3500 lbs (optional)

Wheels 18 x 8-inch cast aluminum

Tires - V8 Michelin All-Season Radial P235/60R18 (front)
Michelin All Season Radial P255/55R18 (rear)

 

[Thai]

Flexible Utility:

You’ll get more out of SRX because more went into its design. Thoughtfully planned and ingeniously executed, SRX is a true driver’s utility. Unlike any other luxury utility, it offers a great look, precise road manners and flexible utility.

— The available
DVD Navigation and rear entertainment systems, XM Radio* and Bose

 

[Thai]

Design:

The lines are sleek. The presence is unmistakable. SRX bridges the gap between a luxury performance sedan and a full-size SUV, changing all notions of how a luxury utility vehicle should look.

— SRX’s available UltraView Sunroof is the
largest sunroof opening in its class, providing more than five square feet of open air over the first- and second-row seats and integrating a retractable power shade. “UltraView Sunroof Plus” includes a venting glass roof over the third-row seat.

— Functionality can be stylish, and SRX proves it with bold
lines and a confident stature. Its Cadillac bloodline shows through in its chiseled vertical taillamps and headlamps and V-shaped grille. SRX interior includes leather-trimmed seating surfaces and armrests and Walnut Burl wood trim throughout.

 

[Thai]

Performance:

— This base engine powers the SRX with a
rating of 260-hp at 6500 rpm and 252 ft-lbs of torque at 2800 rpm.

— This available Northstar engine
produces 315-hp at 6,320 rpm and 310 ft-lbs of torque at 4,320 rpm.

— The world’s fastest reacting
suspension system, MRC adjusts to changes in the road surface, improving handling and body control without the traditional tradeoff of harshness.

— The available SRX AWD system has a 50/50
torque split, front to rear, designed to provide power when and where it’s needed.

— With DSC, you can switch from an
automatic to all the fun of a manual transmission – without the effort.

— PAL studies how you drive, paying rapt
to your throttle input, braking style, and the resulting lateral G’s. At which it determines to be high performance maneuvers, the available PAS system puts you in the gear that will maximize that performance.

— Combines both torque and brake
control to regulate wheel spin at all driving speeds for enhanced driver control.

— Steering effort
increases at higher speeds, decreases at lower speeds, giving the driver better road feel.

 

[Thai]

More random pics

 

[Thai]

More pics

 

[Thai]

Link:

Road & Track Preview of SRX

2004 Cadillac SRX
Corvette meets scaled-down Escalade
By Jim Hall

Cadillac's all-new midsize SUV, like BMW's X5, emphasizes performance. But unlike the Bavarian ute, the SRX does so in a much more usable, space-efficient package.

Fully expecting to see a tarted-up rebadged version of a midsize GM SUV like the TrailBlazer for this vehicle launch, I couldn't have been more wrong. There is a lot of dedicated engineering in the SRX as it is essentially an all-new vehicle with just slight traces of its Cadillac CTS heritage.

Two engines are available for this Sigma platform-based vehicle; an all-new 24-valve V-6 (the base engine) with the upgrade powerplant being the highly anticipated next-generation Northstar V-8, the latter appearing prior to the SRX's expected dealer arrival in fall 2003 beneath the hood of the new XLR roadster's base model. Said engines are placed longitudinally, low and tucked as far back toward the firewall as possible. This helps the SRX to achieve its excellent weight distribution: 51 percent front, 49 percent rear.

The media event we attended offered Northstar-powered cars only so we were not able to sample the new V-6 firsthand. But on paper, it sounds like it should be plenty capable: 3.6 liters in displacement, 24 valves, dual overhead cams, aluminum block and heads with a forged steel crank, electronic throttle control and variable valve timing. Preliminary numbers indicate 260 bhp at 6500 rpm and 252 lb.-ft. of torque at a low 2800 rpm.

Conversely, we are very familiar with the Northstar V-8. While horsepower and torque have been increased slightly over the previous powerplant to 315 bhp at 6400 rpm and 310 lb.-ft. of torque at 4400 rpm, we can happily report that this engine maintains its heritage of potency and elegant composure. For Northstar part two, the devil is in the details, as in 4-cam continuously variable valve timing; electronic throttle control; freer flowing heads, intake and exhaust manifolds; and catalytic converters that have been moved up right next to these exhaust manifolds with quicker light-off for cleaner emissions. And like the six, the block and heads are aluminum and there's a forged steel crankshaft. What's more, Cadillac says this engine is good for sub-7-second 0-60 times for the SRX.

Both engines are mated to 5-speed automatic transmissions and come equipped with Driver Shift Control (clutchless manual shift capability). The SRX is available in both rear-wheel and full-time all-wheel drive.

Perhaps the most impressive stat is the Northstar-powered SRX's astonishing fuel economy. Thanks to this SUV's low weight (less than 4300 lb. in rear-wheel-drive guise) and tall top gear, Cadillac says that the provisional numbers are showing 18 mpg city and nearly 30 mpg highway.

Complementing the new drivetrains is a chassis that demonstrates a design philosophy more akin to a sports car's than an SUV's. Aluminum plays a key part in the new SRX. To lessen unsprung weight, most components found in the independent suspensions at both front and rear are made of the lightweight alloy.

Like the CTS, the SRX did quite a few development laps at the N

 

[Thai]

Link:

Winnipeg Free Press Preview of SRX

King of crossovers
Nothing comes close to Caddy's SRX
By Alex Law

In my utterly unhumble opinion, the current wave of crossover (i.e. part-SUV, part-minivan, part-wagon) vehicles provides the perfect combination of charms for the modern auto buyer.
The packaging is the best of all breeds, and with the right packet of mechanical components, interior fitments and exterior style, crossovers can deliver the most satisfaction while bolstering the most flaccid of egos.

I really like the Nissan Murano and the promise of the new Lexus RX 330 is strong, but there's nothing in the section to compare with the Cadillac SRX. It's a category-killer in my mind.

In the first place, there's its unique looks. Most of the crossovers seem to have been created at the International House of Boxes, but SRX and Murano have style. Murano's style suggests total funky-ositude, but the Caddy SRX speaks of style, elegance and taste. I'm willing to be shallow enough to let this influence me.

The sensible and fun-loving part of me can enjoy the rest of the SRX, with its class-leading accommodations, faux-by-four system, and Northstar V8. Those last two features are options, it must be added, but it's hard to see why anyone would go for an SRX and not include them.

They exquisitely complement the basic chassis of the SRX, which uses the same Sigma architecture as the CTS sports sedan and more expensive Cadillac vehicles yet to be. Simply put, the Sigma architecture is an all-universe setup that allowed GM's ride and handling gnomes to test the SRX at Nurbrigring without the slightest suggestion that testing there was a gimmick, that the SRX didn't really belong there. Because the SRX architecture is as accomplished as it is, the driver is spared any of those lamentable handling tendencies that other crossover vehicles are prone to. It also has the most sophisticated group of driver aids (stability control and adjustable shocks and what have you) in the industry. So the SRX provides a superior driving experience on good road or bad to such peacock products as the BMW X5 and the Volvo XC90.

SRX isn't any more likely to go off-road than its competitors, so Cadillac configured the all-wheel-drive system for stability and crash-avoidance. In tests on some of the most frozen and unpleasant parts of northern Michigan, the SRX was the most competent player by far.

Whatever the road conditions, just being in the SRX is a pleasure. Other crossover vehicles can get cramped in a hurry, but the SRX has the longest wheelbase in the segment and is designed to make its occupants (especially those sitting up front) as comfortable as possible.

Power comes from a new 3.6-litre V6, and I have to say it puts up some very respectable numbers -- 260 hp (a preliminary number) at 6,500 rpm and 252 lb-ft of torque at 2,800 rpm. This is pretty good and will serve many people well, but the other engine is the 4.6-litre Northstar V8, which ups the ante to 315 hp at 6,400 rpm and 310 lb-ft of torque at 4,400 rpm. In this pricey a segment, more is definitely the right answer. Both engines are hitched to five-speed automatics specifically tuned to maximize their torque characteristics.

Many people may be surprised to hear that Cadillac has also done a fairly good job with the SRX's interior, since this is an area that has historically been lame-o from GM. The other interior feature of note in SRX is an upgrade on the classic sunroof package, which Caddy marketers call UltraView. It doesn't open but it has a shade and stretches over all three rows. It's clever, if you like that kind of thing.

In the real world, crossover vehicles will never really carry more than four adults, but the Cadillac SRX can carry five (with the second row having more legroom than anything in the class), or seven with the optional third-row seat that power-folds into the floor. In my opinion (which, again, I must note is totally unhumble), the SRX is the best crossover on the market without the extra seating. People can see you without it and will already be jealous of your taste and discernment. I mentioned unhumble, didn't I?

 

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Link:

Edmunds Preview of SRX

 

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Pics

 

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Cadillac SRX Brings Strong Performance, Bold Design, Flexibility to Medium Luxury Utility Segment

Detroit, Jan 05, 2003 -- The all-new Cadillac SRX luxury utility makes its official debut at Detroit's North American International Auto Show in January 2003, with production start-up to follow in mid-2003.

Cadillac's new entry brings a heightened level of performance and flexibility to the medium luxury utility segment. It's a vehicle able to handle whatever path you put in front of it - a utility vehicle with a towing capacity of up to 3500 lbs. that drives like a sport sedan and looks like nothing else on the road. Its bold, breakthrough styling instantly announces Cadillac's arrival in the segment.

It's the latest model to express Cadillac's bold new design form vocabulary. It echoes the crisp, creased look of its concept vehicle predecessor, Viz

 

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Link:

Car & Driver Preview of SRX

2004 CADILLAC SRX
Vehicle type: front-engine, rear- or 4-wheel-drive, 5-7-passenger, 5-door wagon
Estimated base price: $40,000-$45,000
Engines: DOHC 24-valve 3.6-liter V-6, 260 hp, 252 lb-ft; DOHC 32-valve 4.6-liter V-8, 315 hp, 310 lb-ft
Transmission: 5-speed automatic with lockup torque converter
Wheelbase: 116.4 in
Length: 194.9 in
Width: 72.6 in
Height: 65.8 in
Curb weight: 4300-4450 lb
C/D-estimated performance:
Zero to 60 mph: 6.5-7.5 sec
Standing 1/4-mile: 15.1-16.1 sec

 

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Confident Cadillac: SRX sport wagon starts at $38,690, higher than Japan's entries
By DAVE GUILFORD | Automotive News

2004 Cadillac SRX
PHOENIX - Cadillac's pricing for the 2004 SRX mid-sized luxury sport wagon shows the division's newfound confidence. It's aiming at BMW and Mercedes-Benz - and isn't concerned about pricing the vehicle above Japanese rivals.

Cadillac has set the base price of $38,690, including a $695 destination charge. That price applies to the version equipped with a 3.6-liter, 260-hp V-6. Another version powered by a 4.6-liter, 320-hp V-8 will start at $46,995, including a $695 destination charge.

The V-6 version base price hovers significantly above the 2004 Lexus RX 330, a key competitor starting at $35,600. It's in the territory of the BMW X5, at $40,195, or the Mercedes-Benz ML 350, at $37,670.

Cadillac doesn't feel it has to undercut the competition, says Jay Spenchian, SRX marketing director.

"We're going to compete mostly against the Germans," Spenchian says. "We'll be about $2,000 over the Japanese."

Cadillac is banking on the newfound hipness it has won with vehicles such as the Escalade and CTS, which feature its new sharp-edged design, as well as the SRX's length and sporty performance.

Art Spinella, president of Automotive Research at CNW Marketing/Research in Bandon, Ore., says Cadillac wouldn't have been able to pull off the pricing strategy in the past.

"If this had been five years ago, I'd have said there'd be no chance," Spinella says. "But Cadillac is starting to have a brand premium with people who are in the 35 to 55 age group. Cadillac actually has a pretty good shot at it."

CNW's research shows Cadillac gaining space on consumers' consideration lists, he says.

Spenchian says Cadillac is aiming for sales in the 30,000 annual-unit range. Buyers are expected to be owners of entry-luxury or prestige sedans, owners of mid-sized SUVs based on trucks and Cadillac loyalists. Buyers are expected to have a household income of $175,000 and be 40 to 50 years old. Cadillac projects that about half of SRX buyers will be women.

The SRX goes into production this summer at the Lansing (Mich.) Grand River plant, which builds the CTS. The SRX will be built on the rear-wheel-drive Sigma luxury architecture that debuted with the CTS, giving it carlike handling.

David Masch, SRX program engineering manager, says GM modified the Sigma dimensions significantly to make the SRX longer than competitors, yet keep its center of gravity low to enhance handling. All-wheel drive and magnetic ride control are options.

The SRX wheelbase is 116.4 inches, 3 inches longer than the CTS. SRX's center of gravity is 25 inches, 1 to 1.5 inches below competitors, Masch says.

The longer wheelbase allows Cadillac to offer an optional third row of seats but also makes the SRX more stable, he says.

"It became really obvious to us in off-road conditions or bad weather," Masch says. "The longer wheelbase makes it much predictable."

Cadillac plans a heavy advertising schedule this fall that will emphasize the feeling of driving the SRX, showing off such features as the optional two-seat-deep sunroof. Spenchian says Cadillac wants to dominate advertising in the segment.

"One of the things we wanted for advertising was to go into the fourth quarter having as much money as anybody's ever had to launch," he says. "I think we're on target for that."

 

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2004 Cadillac SRX
Redefining a niche, reshaping a brand.
by Paul A. Eisenstein

From the late 1980s well into the 1990s, one of the most divisive debates at General Motors was whether to add a light truck to the lineup of its flagship Cadillac division.

Though Caddy came late to the party, it eventually rolled out the Escalade, the massive sport-ute that’s scored big with affluent suburbanites, as well as influential hip-hop trendsetters. While it hasn’t completely reversed decades of decline, the Escalade has shown Cadillac can come up with hot, relevant products again.

It’s a lesson well learned, and the GM division’s expanding lineup shows that light trucks are a permanent part of the Cadillac franchise. Of course, the definition of a truck is undergoing a rapid metamorphosis.

At first glimpse, the new SRX might look like Escalade’s downsized cousin, but under the skin, it’s got more in common with the popular CTS sedan. Both share the same basic platform, dubbed Sigma in GM-speak (and which will appear yet again next year in the next-generation STS). That’s a lot of three-letter acronyms, but it doesn’t mean they’re all identical. GM’s approach to flexible engineering means each vehicle has its own personality, even as they share their best features.

In the case of the SRX, the new Caddy crossover starts with a platform that is far more nimble and responsive than you’d normal expect from an SUV, even one of the new car-based crossovers. Like the CTS sedan, it features a rear-drive configuration, but it’s also available with an all-wheel-drive package, as well.

Warm reception

Over the past ten months, TheCarConnection.com has had the opportunity to drive the SRX on numerous occasions, starting with an early pilot vehicle and then, most recently, putting a production model through its paces. We’ve driven it on dry pavement and wet, in frigid climates buried deep under snow and ice, and again on hot desert sands. If our own experience proves true when the car finally hits showrooms, the SRX is likely to win a warm reception.

While the SRX and CTS share the same architecture, there’s no confusing them visually. True, both vehicles are based on Cadillac’s controversial “Art & Science” design theme, but the crossover is based on the 2001 Vizon concept truck. Wisely, Caddy designers toned down the show car’s locomotive-like styling. But they’ve maintained its basic dimensions, tall and roomy, with the “command seating” that’s become so popular with American motorists.

The interior shares its edgy look with the CTS. The carbon fiber look of the center console still isn’t quite up to luxury snuff, not even a close second to the incredibly lavish new Volkswagen Touareg. But on the whole, SRX is a bit more refined than the four-door CTS, especially when it comes to details like the leather-and-wood steering wheel.

A big plus is interior space. The SRX is as tall as the new Lexus RX330, but longer, which yields 41 inches of rear legroom – five inches more, in fact, than a Mercedes-Benz S-Class. With 32 cubic feet of rear cargo space, that’s twice as much as the BMW X5.

The SRX also features an optional, power-stow third-row bench seat, though it’s not likely to see much use except in a pinch, or if you’ve got a household full of young children.

Reflecting the vehicle’s size, Caddy has designed in the largest movable glass roof offered on any vehicle in the U.S. Dubbed “Ultra View,” it provides five square feet of clear space when closed, seven square feet when opened wide.

Performance and prowess

At just over 4400 pounds, SRX is a heavy beast, but at least Cadillac has learned some of its lessons from the CTS, which comes with only a V-6 (until the high-performance, 400-horsepower CTSv debuts next year). The crossover offers both a V-6 and a 4.6-liter V-8, the latter one of the most powerful in the segment, boasting an energetic 320 horsepower and 310 pound-feet of torque. Off the line, Caddy promises 0-60 mph times of 6.7 seconds with the V-8 – second only to the BMW X5 – along with a competitive towing capacity.

The V-8 version of the SRX will be first to launch, followed some months later by an aluminum V-6 offering 260 hp and 252 lb-ft of torque.

The standard steel suspension is a competent package. Despite your higher seating position, you may forget you’re riding in a crossover/SUV. The SRX corners nimbly and there’s a minimum of head toss, even on the roughest pavement. A variety of factors come into play. There’s the 116.4-inch wheelbase, the longest in the crossover class. You sit about five inches higher in the SRX than the CTS sedan, but that’s still a good deal lower than the big Escalade, allowing for a relatively low center of gravity.

For those who want the ultimate in handling, on-road and off, summer or winter, the option of choice is the all-wheel-drive package, which features an assortment of other traction-enhancing features, including Cadillac’s version of stability control, dubbed StabiliTrak.

These days, there are plenty of electronic suspension systems on the road, but StabiliTrak is a magneto-rheological system. That mouthful of a word refers to a type of fluid containing microscopic-sized metal particles. Normally, the fluid flows like water. But put it near a magnetic field and it can become as stiff as molasses in winter. StabiliTrak measures road conditions and driver input about 1000 times a second and can respond quickly enough to change suspension settings in the time it takes a tire to roll just six inches at 60 miles an hour.

The SRX is, indeed, a technical tour de force. True, it’s only got a five-speed automatic, fairly commonplace these days. But its PAS/PAL system is smart enough to delay shifting in a corner, something that can upset the suspension and cause a loss of traction, especially on wet pavement.

The bottom line is a completely predictable, smooth and well-mannered ride. The SRX isn’t designed to match the off-road capabilities of the Touareg, but it will handle just about anything the average motorist might run into, including a Michigan blizzard. On-road, Caddy’s crossover has performance at its heart, but without the sort of harshness that plagues some other car/truck combinations, like the new Infiniti FX series.

The SRX is a handsome vehicle and a solid performer. It’s likely only to expand upon the success of the Escalade, attracting a range of new buyers who want to versatility of a truck without the sacrifices of ride comfort, handling and fuel economy. For a first entry into the fast-growing crossover segment, Cadillac has no apologies to make whatsoever.