by Lawrence Ulrich
What a difference an engine can make. That was the powerful impression I took away from my recent drive of the terrific new Lincoln MKT crossover S.U.V. -– and the weak-tea residue of my time in the disappointing new Cadillac SRX crossover, which I reviewed for this Sunday’s Automobiles section.
The four-decade decline of Cadillac and Lincoln, America’s once-leading luxury brands, has been painfully documented. But in recent years, it’s been Cadillac, buoyed by billions in investment from General Motors, that has found at least a foothold. Cadillac’s latest CTS has been the object lesson in how to compete with the likes of BMW, Mercedes and Lexus: a sport sedan that doesn’t cut corners in any area.
That’s why the SRX seems such a letdown. The SRX is stylish and luxurious aplenty, but that old G.M. bean-counter scent emanates from its engine and transmission, an underachieving 3-liter V-6 in cahoots with a lazy, obstinate 6-speed automatic. Both engage in unending struggle against the SRX’s 4,300-pound curb weight. (The engine’s 263 horsepower seems sufficient on paper, but its meager 223 pound-feet of torque falls short on the road).
The Lincoln, in striking contrast, shines with the first of Ford’s new line of Ecoboost engines. This 3.5-liter V-6, with dual turbochargers and direct fuel injection, makes a whopping 355 horsepower and 350 pound-feet of torque –- while easily besting the fuel economy of competing V-8s.
The big Lincoln, despite weighing 800 pounds more and seating seven to the Cadillac’s five, hurtles from zero to 60 miles an hour in a scintillating 6.1 seconds, compared with a back-of-pack 8.5-second run for the Cadillac. Whether from a stoplight or a freeway merge, the Lincoln delivers the creamy, satisfying rush of power that’s totally lacking in the SRX.
And confident acceleration is just one thing buyers demand when they’re dropping big bucks on a luxury car. (Sure, the larger Lincoln plays in a higher-priced segment than the SRX, but the point is the same).
The good news for the SRX is that the cavalry may arrive in October, when the Cadillac adds an optional turbocharged 2.8-liter V-6 with 300 horsepower and 297 pound-feet of torque, mated to a new 6-speed Aisin transmission. The head-scratcher is wondering why Cadillac -– which needs all the sales and positive notices it can get –- even bothered to introduce the SRX with such an uncompetitive power plant. With G.M. dropping Hummer, Pontiac, Saturn and Saab, it’s up to Cadillac, more than ever, to carry its weight and carry home luxury-car profits.
Company executives can take one look at their solid CTS sedan to remind themselves of a critical fact: Cadillac and G.M. no longer have the luxury of compromising on a luxury car.
