2016 Cadillac SRX

Our favorite detail is the deep line etched down the sides of the SRX, from its nose to its taillights. The taillights themselves stand proud from the vehicle, and almost resemble classic Cadillac fins. The SRX also has a rear spoiler for better aerodynamics, big 20-inch wheels on some models, and illuminated door sills.

The SRX's interior is illuminated by touchscreens, letting them grab all the attention while other surfaces are muted. The cabin was revamped in 2013, when it received the brand's CUE interface and its large capacitive touchscreen, proximity sensing and slider controls. Combine that with the hand-cut-and-sewn coverings on the instrument panel and ambient lighting and you have an environment that's not only richly appointed, but also tech-forward.

Where does the fizz go? Part of the problem is that the SRX is geared quite tall, but the other issue is sheer weight. The 3.6-liter V-6 makes its peak torque at 2,400 rpm, so it's a relaxed combination, but even with the responsive 6-speed automatic transmission the SRX just isn't that quick on its feet when a quick burst of power is needed.

That said, in all-out acceleration, the SRX will make it to 60 mph in a respectable seven seconds--in the same ballpark as the Acura MDX, Lincoln MKX, or even the Lexus RX 350.

The SRX is offered with front- or all-wheel drive. All-wheel-drive models use a Haldex system with electronic limited-slip differential; the latter is a great choice for snowy climates and bad weather.

Sprightly and nimble are again not terms that really apply to the way the SRX handles. It feels heavier than you might expect if you pitch it hard into a corner. It's a bit disconcerting in that its center of mass feels higher (because of your seating height) even if it isn't. But the hydraulic-assist power steering is weighted nicely, and unwinds as predictably as in most sport sedans.

Larger wheels usually tend to make the ride worse, and they don't always improve handling; but the 20-inch wheels are fine here. We recommend the optional FE3 suspension, with an active suspension and Continuous Damping Control, which reads the road and other inputs, adjusting every two milliseconds.

With either of the suspension setups, ride quality isn't pillowy soft, but it's tight enough for crisp handling without being too jarring. Your passengers will be happy, and this is actually a decent vehicle for Realtors or others who want to impress clients but not be too over-the-top.

One final criticism is that the brakes tend to feel spongier than we’d like, and the impression is cemented with significant nosedive.

In the back seat, passenger space can seem tight, but the moonroof opens up the area to lots of light. The seats in the second row are shaped for long-distance comfort. The SRX doesn't have the sliding second-row seat you'd find in the Chevy Equinox and GMC Terrain, even though they're distant relatives.

We find the SRX as useful as any of its luxury crossover SUV rivals. The tailgate has power assistance, Cadillac offers cargo-area tiedowns, and the rear seats fold down nearly flat to open a sizable cargo space.

The SRX's cabin feels luxurious and well-trimmed. It has a sense of solidity, and noise levels are kept low by active noise cancellation, which listens in via a microphone and sends opposing signals that cancel out harsh frequencies.

In recent years, Cadillac has given the SRX an array of radar-, camera-, and sensor-based safety systems, including adaptive cruise control, rear cross-traffic alert, a safety alert seat, forward-collision warnings and automatic front and rear braking assist.

Outward vision should be a concern when you're test-driving the SRX. The rearview camera and parking sensors help somewhat, but the view to the back is compromised by thick roof pillars.

Step up to more expensive models and the SRX adds adaptive headlights; a power tailgate; a rear-seat DVD entertainment system; three-zone climate control; a more extensive and responsive navigation system; Bose audio; heated rear seats, mirrors, and steering wheel; ventilated front seats; remote start; and wood trim.

High-speed data arrived in the SRX last year, and it can broadcast a wireless hotspot around the car and connect up to 8 devices. The SRX also has adopted CUE, the touchscreen interface that controls navigation, phone, and audio systems with swipe and pinch commands as well as voice and steering-wheel controls. Bluetooth audio streaming and HD radio also are standard.

We've had our issues with CUE in several models--glitchy navigation that drops destinations without warning, and overly sensitive haptics that register commands when we're just resting a hand nearby. Since it responds in the touch-sensitive ways smartphones and tablets do, it's a little less confusing to learn than some roller-controller and voice-activated systems--but it comes with some unique fail modes all its own. Be prepared to spend an hour or two learning its benefits and downfalls.

In context, the SRX's ratings fall below vehicles such as the BMW X3 and Audi Q5. Though they have turbo-four engines instead of a larger-displacement V-6, performance is similar. Even GM's big SUVs, like the Chevy Tahoe, earn combined ratings in the high teens, thanks to more advanced transmissions and cylinder-deactivation technology.