2010 Cadillac SRX

2010 Cadillac SRX

Episode 2912 , Episode 2928
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With all the success Cadillac has had in transforming itself into a world-class rival to European and Asian luxury marques, one notable exception has been the SRX Crossover utility. Now the first gen 2004 SRX just never caught the attention of upper income households. Now, SRX has been totally rethought. And the result is a smaller, sharper, more standout design. So let’s see if the second time is a charm.
 
The new generation 2010 Cadillac SRX luxury crossover utility cuts a significantly different swath than the original. For one thing, it’s smaller, losing a little more than five inches in wheelbase, and a little less than five inches in length. That makes the new SRX much closer to its targeted rival, the Lexus RX.

But, thanks to Cadillac’s edgy styling, the new SRX comes off bolder and more muscular than the Lexus. Up front is a shield grille, flanked by Cadillac’s signature vertical headlamps with available adaptive swivel lighting.

The SRX’s profile is dynamic, accentuated by short windows, side vents, and a fast-moving upward-swept accent line.

Out back, the raring-to-go look is extended by a roof spoiler and dual chrome exhaust tips.

Wheels are pushed to the corners, in either 18-inch or 20-inch.

Something else that has changed on the new SRX is cabin capacity. From seven it has dropped to five, again the same as the Lexus RX. But what a cabin they will ride in. The SRX interior styling mixes elegance with energy, with a hand-crafted look and fit and finish that is the best ever from a domestic brand.

Gauges and controls are displayed in a logical yet sophisticated manner.  The wide center stack is home to an available 3D navigation system that rises from the top of the panel.

Other goodies include an available back-up camera, a Bose 10-speaker stereo system, and an integrated hard disk drive for audio storage.

Seats are fitted with soft leather. They are plush and very supportive with standard 8-way power for the driver and optional heat.

There is ambient lighting by night, and—if you choose—sunlight by day through Cadillac’s latest panoramic sunroof.

The rear seating area is ample space for three adults, with a welcomed two extra inches of legroom over its Lexus rival. The split bench has a center armrest and it also reclines, though the control is hard to reach.

The angled rear of the SRX cuts cargo room compared to its rival. Still, 29 cubic feet seats up, and 61 cubic feet seats down is within class specs. Plus, a flexible “U-rail” adjustable tie-down system and under-floor storage make it very versatile—all reached by an adjustable height power tailgate that is standard on all but the base model.

Under the hood, more big changes for the SRX. The previous V6 and V8 powertrains have been replaced by smaller more efficient designs. Standard is a new direct-injected 3.0-liter V6 with 265 horsepower and 223 pound-feet of torque. Optional is a 2.8-liter turbocharged V6, good for 300 horses and 296 pound-feet of torque.

Each ties to a 6-speed automatic with manual mode. The turbo adds an “eco mode” which alters shift points to optimize fuel economy.

While the 3.0 has adequate response for a 4500-pound crossover, our 2.8T tester delivered a strong launch, with a fast power build.  Shifts are well-spaced and solid all the way up the ladder. We find a 7.6-second 0 to 60 very respectable.

Power is relegated to the front or to all four wheels through a sophisticated Haldex transfer case that is standard with the 2.8T. For optimal traction and balance, it can transfer up to 100% of torque front to back, and up to 85% side-to-side at the rear.

The SRX rides on an all-new chassis that is not shared with other GM crossovers. All-wheel-drive integrates with an available real-time damping system for a high degree of cornering prowess. We found the SRX to be very agile and quick-footed on both city streets and fast country sweepers, feeling more drivers’ car than crossover.

Ditto the brakes, with ABS, vented disc, and two-piston front calipers.

Government Fuel Economy Ratings for the SRX 2.8 Turbo are estimated at a modest 16 city/21 highway on premium gas.  We saw only 16.8 miles per gallon in real-world driving. 

SRX pricing begins over six grand less than last year, and lower than rival RX. Base is $34,155, with the 2.8T expected to sticker at just under fifty thousand.

The 2010 Cadillac SRX is a huge improvement, and now more clearly targeted towards its luxury-crossover rivals. It has the potential of doing for Cadillac crossovers what the CTS did for their sedans. But, quantum leap or not, it’s now a real charmer.

Specifications

  • Engine: 2.8-Liter Turbocharged V6
  • Horsepower: 300
  • Torque: 296 Lb Feet
  • 0-60 MPH: 7.6 Seconds
  • EPA: 16 MPG City/ 21 MPG Highway
  • Mixed Loop: 16.8 MPG
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW