2010 Cadillac SRX
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
2025 Genesis G80
New Interior And New Tech Elevates G80 Sedan
Talk about bad timing. This second-generation G80 debuted at the height of a global pandemic. But that hasn’t stopped Genesis or this Bentley-on-a-budget sedan. In fact, since then, Genesis has unveiled a spectacular all-electric version and now given all G80s a makeover. So, let’s find out what a better and better-timed new G80 is ready to deliver.
Breaking into the luxury sedan scene requires going up against traditional brands with long pedigrees and legions of loyal buyers. But Hyundai has never shied away from a challenge, and has made steady progress with their Genesis brand, and hopes that a revised 2025 G80 midsize sedan will be their next step up.
Styling matters more when you’re the upstart, and the Genesis Athletic Elegance theme changes very little for ’25; just a new grille, slightly reshaped bumpers, new wheels ranging from 18 to 20 inches, and an updated color palette. The G80’s unique two-line LED headlamps get revised Micro Lens Array technology that boosts performance while minimizing the brightness for oncoming drivers.
Changes inside are much more significant with an entirely new dash and console, eliminating both the hooded gauge panel and dashtop wide info screen. Merging them together into one 27-inch wide LG panoramic display than runs from behind the steering wheel to over the center stack. There’s a bigger and more comprehensive control panel in the center stack; while the console gets less armrest coverage, more space for storage, and reshaped cupholders. The wider display is still a touchscreen, but there is also a console mounted controller if you prefer to keep it fingerprint free. Both options work well, but the controller is still too easy to confuse with the dial-like shifter.
Materials are on par if not a notch above most European luxury rivals, and there are 18 speakers to crank out 1,400 watts of premium sound from Bang & Olufsen. Top Sport Prestige trim comes with Nappa leather seats, carbon fiber trim, micro-suede materials for the headliner and pillar covers, heated armrests, head-up display, and upgraded active safety features. Front seats are immensely comfortable without feeling overly soft, and there’s plenty of comfort and room for adults in the back seat.
More Bentley than Benz; streaking down the track with European-style solidity that gives you very little indication of the high speed you’re traveling at.
Same powertrains as last year. Base power comes from a 300-horsepower 2.5-liter turbo-four; the upgrade is this 3.5-liter twin-turbo V6 that outputs 375 horsepower and 391 lb-ft of torque. Both are hitched to standard all-wheel drive. At our Mason Dixon Dragway test track, the AWD delivered enough grip for consistent slip-free launches. We hit 60 in 5.0 seconds flat. Run after run, the 3.5T pulled as strong as it sounds. All G80s work with the same paddle-shift eight-speed automatic transmission, and while shifting was silky smooth on the street, here on the track with Sport Mode and wide-open throttle they were noticeably firmer and quicker.
It was a very surreal experience in the cabin. More Bentley than Benz; streaking down the track with European-style solidity that gives you very little indication of the high speed you’re traveling at. For us, that was 105 mph in 13.4 seconds at the quarter. In addition to the G80’s Sport Mode that tightens steering, improves throttle response, adjusts shifting points, firms up the suspension, and reconfigures stability system parameters; Sport Prestige trim adds rear-wheel steering and an electronic limited slip differential. But, even with all of that, it didn’t feel overly sporty in our handling course. Now, we were able to comfortably carry quite a bit of speed through the cones, but there was just an overall soft, somewhat disconnected and heavy presence that had us unsure of how hard we could push. Sport Prestige also adds upgraded performance brakes. They were plenty capable, bringing this 4,600-lbs. luxury liner consistently down from 60 in just 104 feet with little fade.
Government Fuel Economy Ratings for the six-cylinder are 16 City, 24 Highway, and 19 Combined. We averaged a good 21.3 mpg of Premium. Still, that’s a slightly below average Energy Impact Score, using 15.7 barrels of oil annually with 7.8 tons of CO2 emissions.
Considering the amount of luxury packed into the G80, its $58,350 starting price, even though slightly higher than last year, remains pretty remarkable. It’s a substantial step up to the 3.5T though, as it begins at $70,850.
Genesis has existed as a standalone luxury brand for just less than a decade, and it has indeed been making steady progress into what is surely the hardest segment of all to master. The 2025 Genesis G80 sedan continues to impress and is a great option for luxury-minded buyers who prioritize true value over badges.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: eight-speed automatic
- Horsepower: 375
- Torque: 391 lb-ft
- EPA: 16 City | 24 Highway | 19 Combined
- 0-60 mph: 5.0 seconds
- 1/4 Mile: 13.4 seconds at 105 mph
- Braking, 60-0 (avg.): 104 feet
- MW Fuel Economy: 21.3 mpg (Premium)