Click here for the Ride&Drive Index!

It was Lincoln that fired the opening salvo in the sport-utility war and changed forever the age-old rivalry of America's top two luxury brands. That happened when the Navigator was launched back in 1998, a move that quickly catapulted Lincoln to sales leadership over Cadillac. Lincoln had been trying to do that without success for nearly eight decades, and it was not a pleasant surprise for those guiding Cadillac's fortunes. It was inevitable that they would respond. And they did: With the full-size Escalade.

Lincoln recently introduced the mid-size Aviator and now the comparable Cadillac SRX makes its appearance. Having never been a fan of full-size SUVs, I like both the Aviator and the SRX much better than I did their big brothers. Both are pretty slick packages, and the luxury SUV buyer is better off for the continuing competition. I loved the SRX's design both inside and out. It has the aggressively angular, geo-mechanical look of the CTS sedan, but that styling school somehow comes off much better in a mid-size SUV package. In fact, I think the SRX is downright handsome, something of which I feel sure the CTS will never be accused.

Available in both rear-wheel-drive (RWD) and all-wheel-drive (AWD) configurations, the SRX is based on GM's new Sigma architecture, which it shares with the CTS. In fact, the SRX is manufactured at GM's Lansing Grand River Assembly in Lansing, Michigan, which also builds the CTS.

The SRX is fun to drive in a way that most SUVs are not. Part of this is due to the near 50/50 weight distribution and unusually low center of gravity GM engineers have managed to deliver. The SRX also boasts the longest wheelbase in its class. It is a stable, comfortable vehicle that drives very well under all normal conditions an owner is likely to encounter.

The SRX's powerplants are both versions of the well-known Northstar family. One is a 4.6-liter Northstar V8, the other an all-new 3.6-liter V6. The 4.6-liter, 32-valve V8 has been extensively re-engineered and mounted longitudinally. It generates 320 horsepower (239 kw) at 6400 rpm and 315 lb.-ft. of torque (427 Nm) at 4400 rpm. The engine incorporates a host of technical innovations, including electronic throttle control and phasers on all four camshafts to control valve timing throughout the entire operating range.

The 3.6-liter V6 VVT makes 260 horsepower (194 kw) at 6500 rpm and 252 lb.-ft. of torque (342 Nm) at 2800 rpm. The 60-degree dual overhead cam (DOHC) 24-valve powerplant boasts a number of performance refinements including electronic throttle control, variable valve timing, multi-port fuel injection, two-stage roller chain cam drive, aluminum block and cylinder heads and a forged steel crankshaft.

Both engines are mated to five-speed automatic transmissions: the Hydra-Matic 5L50-E with the V8 and the Hydra-Matic 5L40-E with the V6.

Chassis features include the latest four-channel StabiliTrak active suspension control and available segment-first Magnetic Ride Control. The electronically controlled magnetic-fluid based real-time damping is what GM bills as "the world's fastest-reacting suspension control system." Speed-sensitive variable effort steering, four-channel ABS with Panic Brake Assist and traction control and available AWD also are included. The SRX incorporates all-aluminum suspension components to reduce unsprung mass and optimize suspension performance. SRX suspension uses an independent short/long arm (SLA) front and fully independent multi-link rear for superior ride and handling.

There was an intense focus in SRX development on providing usable and convenient passenger and storage space. SRX seats up to seven passengers with the optional third row seat engaged. The second row seat, with the most legroom in its class at 41 inches (104 cm), folds virtually flat, and the third row seat power-folds into the floor at the push of a button. Third-row seats also feature cupholders. Vehicles not equipped with the optional third-row seat can have a cargo management system integrated into the rear floor. The standard roof rails extend the vehicle's storage capability.

Additional storage areas include covered front door compartments, front door map pockets, front seatback pockets, front center console with two compartments, a bin behind the front console, glove box with shelf, covered cup holders in the front seat center console and second seat fold-down armrest with cupholders. SRX also has rear coat hooks accessible from the rear passenger doors or liftgate.

An optional rear cargo management system, available as an alternative to the third row seat, offers three cargo compartments and includes a removable storage bin. It's perfect for stowing anything from a car care or emergency kit to sports equipment to DVDs or CDs for a long drive. For still more cargo packing, large side storage bins along the rear cargo area are standard.

Interior materials and appointments are fully up to what you expect of a vehicle in the Cadillac class. The blend of wood and leather represents an evolution of refinement for the interior, and includes leather seats and armrest, and wood trim on the steering wheel, shifter knob, door pulls and PRNDL trim plate. Interior colors include ebony, light neutral and light gray.

I liked the SRX a lot. In fact, there was hardly anything about it that I didn't — certainly nothing worth mentioning here. If anything, I think GM has done an even better job with the SRX than Ford did with the Lincoln Aviator. At a base price plus destination charge of $38,690 (for the V6) or $47,290 (for the V8), the SRX represents solid value for the money in this popular market segment. R&D