Cadillac Prices 2012 SRX Crossover With Standard 308-hp, 3.6-Liter V6 at $36,060

For 2012, Cadillac has raised the SRX’s base price to $36,060, while also attempting to rectify the SRX’s powerplant shortcomings by specifying a 308-hp, 3.6-liter direct-injected V-6 as the model’s sole engine.

The SRX launched in 2010 with two disappointing six-cylinder engines: a 265-hp 3.0-liter and an optional, Saab-sourced 300-hp turbocharged 2.8-liter. The 2011 SRX started at $35,490, but we think the extra $570 commanded by the 2012 model is likely worth it given the much-needed refinement we expect the 3.6 to deliver. There’s also this: The price of entry for a 300-plus-hp SRX has plummeted by $14,730 from the $50,790 needed for the discontinued turbo model. Side bonus: “3.6 for 36″ is a handy mnemonic.

Granted, the additional $15K didn’t just buy the turbocharged V-6; the turbo model also brought higher levels of equipment. Speaking of equipment, the 2012 SRX now comes standard with Bluetooth and a color LCD driver information screen. The 2012 Cadillac SRX should go on sale in August, and we expect to gather driving impressions of the 3.6-liter model sometime soon.

Read More: http://blog.caranddriver.com/cadillac-prices-2012-srx-crossover-with-standard-308-hp-3-6-liter-v6-at-36060/

2011 Cadillac CTS-V Wagon - Long-Term Road Test Update

Date: June 2011
Months in Fleet: 6 months
Current Mileage: 18,334 miles
Average Fuel Economy: 15 mpg
Average Range: 270 miles
Service: $0
Normal Wear: $0
Repair: $120
Damage and Destruction: $566

It’s no surprise that we constantly fight over who gets to drive our long-term CTS-V. After all, a 556-horse punch is incredibly intoxicating, especially when it’s stabled in a station wagon and gallops through a satisfying manual gearbox.

That said, the V’s limited range has continued to be an issue, with only a couple of staffers expanding the car’s sphere of influence beyond state lines. (We’ve nursed a tank to 342 miles on the highway, but when a Lingenfelter-tuned CTS-V coupe showed up on our doorstep, one staffer cracked, “The only modification that car really needs is a bigger gas tank.”) But beyond the frequent stops for fuel, the long-haul reports were glowing. The big supercharged eight lives at the low end of the tach on the highway, which helps prevent aural fatigue, and there’s enough torque on hand that downshifts are optional, even while passing. The optional Recaro seats are firm, but four-way lumbar and adjustable bolsters mean even Inspector Clouseau could find a suitable position. Constant cruising also means no annoyance at the chairs rocking in their mounts under braking and acceleration.

So how is it that with just two out-of-state trips, we’re on pace to cover 40,000 miles in 12 months? The answer lies in how rewarding and easy the CTS-V is to drive, even in everyday situations. Grab a jug of milk? Don’t mind if we do. Picking up the mother-in-law? Glad to. Alterman left his phone at home? Let us go get that for him. Really, we find any excuse to slide behind the V’s sueded steering wheel.

Some Service, Some Damage, All Fun

At 7000 miles, we took the wagon to the dealer for its first service, which involved just an oil change and a minor inspection. There is no maintenance schedule per se, because the car calculates when the oil needs to be changed based on factors such as the number of cold starts, engine speed, and time since the last service.

The service itself cost us nothing—all routine maintenance is covered for the first four years or 50,000 miles—but it was then that we learned that at least one vengeful pothole had deformed the right front wheel. It was bent, big time, and the dealer couldn’t balance it. We ordered a new wheel for $566, a smokin’ deal compared to the almost $1600 we spent to replace one roller on our M56S.

Read More: http://www.caranddriver.com/reviews/car/11q1/2011_cadillac_cts-v_wagon-long-term_road_test_update

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