It’s rare when we aren’t at least somewhat seduced by the more-powerful engine offering in anything, but with the turbo SRX, it’s a lot more money for a decidedly lumpier accelerative experience, and not just at the enthusiastic levels of stoplight abuse in which we frequently partake. Pretty much the only major box left to check is the $1295 rear-seat entertainment system, which our tester had, bringing the total price to $53,980. A Premium model like the one we tested adds another $2545 to the sticker and rear-seat climate and audio controls, three-zone climate control, keyless entry and ignition, ventilated front seats, and heated rears to the equipment list. It comes pretty well packed, with all-wheel drive, the FE3 suspension, touchscreen nav, and a 10-speaker Bose stereo.
The Performance model starts a staggering $15,500 higher than a base front-wheel-drive SRX, or $3820 more than a comparably equipped all-wheel-drive Performance model with the 3.0-liter V-6. Turbo models come in two trim levels: Performance and Premium. Still no real fade, but that warning is unnerving. At the test track, the problem repeated itself. We hadn’t noticed any significant fade, so the warning caught us by surprise.
After several moderately heavy applications of the brakes, just one panic stop from 60 mph was enough to illuminate the IP with a warning that the brakes were overheating. If the problems with acceleration weren’t enough, we had more trouble when we pressed the other pedal in our SRX turbo.
The SRX is still not outright sporty, but it’s at least engaging during the occasional on-ramp assault and less disconnected than the Lexus. With the continuously variable shocks included in the FE3 package, body control is dramatically improved over the base suspension without compromising ride quality, even on the 2.8T’s standard 20-inch wheels.
#2011 cadillac srx problems plus
Sixty mph comes up in 7.2 seconds, and the quarter-mile passes in 15.6 at 93 mph, improvements of 1.2 and 1.1 seconds and 8 mph.Ī big plus is the FE3 performance suspension that is included on all turbo SRXs. If you can stomach it, at least the turbo model is quicker than the base SRX. Subsequent shifts, at least, are smoother. Power falls off completely after the one-two shift, takes several seconds to recover, and slowly comes back on in a long, growing surge. Stomp on it, and the effects are magnified. Leisurely urban acceleration produces pronounced surging and slacking, and a modest stoplight getaway results in nauseating rubber-band changes in acceleration. The SRX’s 2.8-liter turbocharged V-6 is borrowed from Saab, a company with not only a long history of turbocharging but also a long history of claiming that turbo lag is one of its beloved “quirks.” That said, we’ve never noticed anything quite like this in any prior experience with this engine.Įven under moderate loads, the power delivery is totally nonlinear. In this case, sadly, the corruption has occurred in the engine room.
#2011 cadillac srx problems driver
When cars inspire discussions of power and corruption, the entity being corrupted is typically the driver and his driving record. We found the base V-6 barely adequate for propelling the 4500-pound luxe-UV and looked forward to our first test session with the turbocharged 2.8-liter. Now a more upright front-driver with a powertrain portfolio comprised exclusively of V-6s, the SRX had lost its spunk and our interest. More important, it shares engineering philosophies and showroom goals with the snooze-tastic Lexus RX350. Now that there actually is a CTS wagon-a delightful one, we might add-the 2010 Cadillac SRX shares its base engine and some electrical bits with the decidedly less exciting Chevrolet Equinox. The first-generation Cadillac SRX was essentially a tall CTS with a wagon body, and we loved it as such, awarding it three consecutive 5Best Trucks honors and voting it into second place in a comparison test four years into its life, ahead of such newer competitors as a Land Rover LR3 and BMW X5.
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