Comparo: 2010 Cadillac SRX 3.0 vs. Lexus RX 350

[svgallery name="2010 SRX vs RX"] Story and photos by John LeBlanc Everyone loves an underdog, right? History had David and Goliath. Film has Rocky Balboa versus Apollo Creed. And sports has the Toronto Maple Leafs pitted against, well, pretty much any other team in the NHL. So we can understand how you might be cheering for the new 2010 Cadillac SRX, General Motors luxury division's second crack at this hot segment - especially since it's up against arguably the heavyweight champion of the midsize luxury crossover world, the third-generation Lexus RX 350. Conventional wisdom says that a new model must be larger, heavier and have more power than its predecessor. Compared to the last SRX, though, the 2010 model is considerably shorter in length, seats only five (versus seven), and has only V6s (versus an optional V8). Plus, because it's based on a platform shared with more plebeian GM crossovers (instead of the exclusive-to-Cadillac CTS sedan architecture), the new SRX available as a front-driver. But by making its SRX smaller, is it now good enough to knock off the champ from Lexus? SECOND PLACE: 2010 Cadillac SRX So much for the suspense, eh? But then, this isn't the movies. And although the Caddy crossover didn't knock out the Lexus, it got in a few jabs at the RX 350 in a couple of key areas drivers may be interested in. As GM's designated technology leader, the SRX has all of GM's latest gizmos available on its lengthy options sheet: a pop-up dashboard navigation screen with three-dimensional imaging; headlamps that swivel with the steering; integrated hard drive for audio storage and a dual-screen system for rear entertainment, well, you get the idea. Check off all the boxes, and you can pay over $60,000, about the same as a loaded RX 350. The SRX picks up right where the current CTS sedan started, by offering an interior that actually lives up to Cadillac's luxury brand positioning. If not put together with the same level of anal retention as Lexus has applied to its RX 350, all the SRX's wood trim and cut-and-sewn leather fit extremely well. Your elbows won't land on any hard surfaces, and the driver instrumentation and centre stack controls are all easy to decipher. The front seats are both supportive and firm. Steering wheel and pedals are fully adjustable. The only complaint is unintuitive steering wheel mounted paddle shifters for the automatic gearbox. Supporting its underdog strategy, GM brags the 2010 SRX's V6 engines are the smallest-displacement mills Cadillac offers in North America. A new, 300 hp, turbocharged 2.8-litre V6 will be available mid-model year. But our tester came with the naturally aspirated, 265-hp and 223 lb.-ft. of torque, 3.0-litre six. That's 10 hp less than the Lexus and a 14 lb.-ft. shortfall in the torque department. Fuel economy is about the same between these two crossovers, with a slight edge given to the Lexus: 11.6 L/100 km city and 8.2 L highway, versus 12.2/ 8.8 L for the Caddy. Subjectively, though, the Caddy feels so much slower off the line. The Cadillac takes a second longer to go from zero to 100 km/h (8.5 seconds versus 7.5). And there's no getting around it. The SRX's engine and transmission combo needs some marriage counselling. Step on the Cadillac's throttle, and power comes on in a very non-linear fashion, while its six-speed automatic transmission downshifted as if it was working to rule. You can switch to a Sport mode. That helped a bit, holding the revs longer. Us? We'd wait for the turbo V6. Where the upstart SRX does give the RX 350 a run for its money is with a chassis that walks the line nicely between a comfy ride and agile handling. The SRX acts like it doesn't think it's a tall and heavy vehicle. Yes, the ride is firmer than the Lexus, but it is not uncomfortable. Yet it takes corners flatter, and its body motions are better checked. Although it could be quicker, compared to the RX 350's feathery helm, there's some meat in the SRX's steering as well. The new SRX is fundamentally a much more competitive product than its larger predecessor. We can't overestimate, though, how much the SRX's unrefined engine and confused transmission overshadows its other fine qualities. If Cadillac wants to play with the top luxury brands it needs to get all - not just some - of the pieces right as it did in the also-new-this year CTS Sport Wagon. With its more refined 3.6-litre V6 and available AWD, the CTS Wagon the mid-size Cadillac utility vehicle we would recommend. Buy this car if ... you like Cadillac's downsized style; you like comfortable and well-made interior; you like athletic handling. Don't buy this car if ... you appreciate a smooth, powerful drivetrain; you need generous cargo room. FIRST PLACE: 2010 Lexus RX 350 Some argue that Lexus invented the mid-size luxury crossover segment with the first RX back in 1998. Hey, it's hard to lose a race when you have such a head start. So to a certain extent, it's no surprise the new 2010 RX 350 - bevelled, honed and polished to fend of new rivals like the Audi Q5 or Volvo XC60 and the Caddy - has a certain level of pedigree that only comes with a continuous line of development tailing back over a decade and three generations. In the end, with more cargo space, better performance, newfound handling and sterling build quality, the RX 350 is simply a better vehicle than the SRX. Base model, front-drive SRXs can be had for $41,575. From there, pricing for these two luxury crossovers stays neck-and-neck. Most customers will likely opt for traction at all four wheels, like our SRX tester. For that, you'll pay $44,875, slightly less than the $46,900 base price for the RX 350, which comes only with all-wheel drive. Like the Cadillac - and as expected in this class - standard kit on the Lexus is generous. For this new generation of RX, though, Lexus has ratcheted up the technology spec even further. There's a new head up display and a keyless ignition system. But the most obvious gadget is a new computer mouse-like centre console controller, also found in the new HS 250h hybrid sedan. It's different than the standard iDrive-style knobs. You move it towards one of the display screen's icons and the cursor automatically zeroes in on the target. Feedback from a servo motor in the device lets you feel a "click" when you select. You then make a selection by pressing the controller's side thumb buttons. It's pretty slick. And like every other piece in the RX 350's cabin, feels exceptionally well made with quality materials. The overall packaging of the five-passenger Lexus crossover remains similar to that of the previous models. Comfort has always been a priority in previous RXs, and this new example doesn't break that tradition. If not as firm as the Caddy, front seating is supportive, while rear passengers in the Lexus benefit from seats that recline and slide as per the last model. Dimensionally, the SRX and RX 350 are within centimetres in regards to passenger room. Although the third person sitting in the rear will have to deal with an elongated centre console that takes up valuable foot space in the Caddy. And whether the rear seats are up or folded, you'll find more cargo room in the RX 350 than the SRX. As much as the Cadillac's drivetrain is at odds with itself, the RX 350's V6 and six-speed automatic is a match made in driving heaven. The Lexus is powered by Toyota's ubiquitous 3.5-litre V6. A few tweaks to its cylinder heads, intake and exhaust adds five horsepower (now 275) and six lb.-ft. of torque (to 257) over last year's version. The RX 350 also gets a new six-speed automatic gearbox; that's one more gear than last year, which allows the new model to be as quick despite gaining some extra weight. What hasn't changed is the remarkable refinement and smoothness this drivetrain offers. In around-town driving, gearshifts are nearly imperceptible. Even aggressive stomps on the throttle don't upset this dynamic drivetrain duo. There's just a "whoosh" and all of sudden you're going 20 km/h faster than you thought. If not as confidence-inspiring as the Cadillac, the Lexus's new double-wishbone rear suspension delivers a much more engaging vehicle to drive than the last model. As expected, the ride is serenely quiet and velvety smooth. But now the RX 350 won't let you down on a twisty road. Too bad its steering is still finger-touch light. With more weight and feel, the RX 350 could be the match of any rival in this competitive class from the driver's seat - even the excellent Audi Q5. Overall, the new Lexus offers a more complete, refined package than the upstart Cadillac for about the same money. If you're interested in a luxurious, feature-laden five-passenger crossover, it doesn't get much better than the new 2010 Lexus RX 350. Buy this car if ... you have an affinity for Lexus's excellent build quality; you want plenty of high-tech goodies; you want an utterly unflappable drivetrain; you need plenty of cargo space. Don't buy this car if ... you want to feel every pebble on the road; you wear string-back gloves picking up the kids from violin lessons.

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