Ken Nelson Auto Group

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Driving Impressions

Our test SRX was a Performance version with all-wheel drive, remote and pushbutton starting, 20-inch Michelin 235/55R20 Latitude Tour HP tires and alloy wheels, a power liftgate, and the huge ultra power sunroof. It carried the full load of electronics including the optional Bose sound system, navigation, voice activation, sport suspension, adaptive xenon headlamps, front and rear park assist, chrome roof rails, Sapele wood trim, power sunroof, heated power seats, power adjustable pedals, ambient lighting, keyless access, Bose audio with 40-gig hard drive, navigation, rearview camera, USB and iPod sockets, voice recognition, and Bluetooth connectivity.

The powertrain is modern and efficient, a direct-injection 24-valve V6 with a very high 11.7:1 compression ratio that burns regular fuel where many competitor engines do not, an engine that gets segment-leading fuel economy ratings of 18 mpg City and 25 Highway and 17 City, 23 Highway in all-wheel-drive versions like ours (by comparison, the 3.6-liter V6 engine in the old SRX got only 15/22 and 14/22). It makes more power at higher rpm than the 3.6-liter engine it replaces, but substantially less peak torque. In our test, we got better city mileage, and at highway speeds between 65 and 80 mph, we matched the rating, at 23 mpg, according to the car's information center.

That said, we didn't care much for the noisy startup and for the engine's droning sound at anything less than full-throttle. Power, torque and acceleration were all on par with everything else in the class, but many V6 and I6 entries sound better than this in light-throttle acceleration and cruise modes. This smaller engine is way down on useable torque compared to the larger, outgoing 3.6-liter engine, an apparent tradeoff for mileage. The transmission dithered here and there, especially on the 2-1 downshift, but was always ready for full-throttle upshifts.

Driving dynamics of the new SRX are very, very good in terms of handling and braking, helped by the fact that this truck is 1.2 inches lower to the ground than the older, larger SRX. The base SRX and the Luxury versions have power steering for their 18-inch wheels and tires, but the Performance and Premium versions come with a completely different ZF variable-ratio power steering system that's better matched to the 20-inch tires and feels quicker and more sporty out there on the road.

A Sport mode for the transmission on the Performance and Premium models allows for semi-manual shifting. And when the shift lever is eased to the left, not only the transmission but also the real-time-damping suspension programming changes instantly and stiffens the shock absorbers for crisper handling.

At the end of the day, the new SRX is even more like a CTS sports sedan that's been turned into a high-riding hatchback. (A real CTS sport wagon is also available.)

The SRX AWD features the Haldex II all-wheel-drive system that debuted last year on the Saab 9-3X, and it is among the world's fastest-acting and most capable systems, able to move up to 100 percent of the engine's torque from front to rear tires in about one wheel rotation, and able, through its electronic limited-slip rear differential, to transfer up to 85 percent of the drive torque from left to right in a few milliseconds.

While it is designed for ice, snow, rain and mud driving, this all-wheel-drive system makes high-performance dry-road driving a lot more fun because there's no torque steer or tire spin on full-throttle starts in first gear, and high-speed, high-force cornering is accomplished by all four tires. The system adds $2495 and some weight to the price of the truck, but we wouldn't have one without it.

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