It’s just too bad that most of this stuff only comes via packages, which you can’t even spec if you opt for the lowest XT5 trim level. If you go the Platinum route, however, it’s all standard save for the adaptive cruise and automatic braking, which come as part of the $3,195 Driver Assist Package.

Of course, there will be those drivers that prefer to assist themselves and actually drive the thing.

Once you prod the standard starter button, you have access to a 3.6L V6 good for 310 hp and 271 lb-ft. of torque. Those are both incremental increases over the SRX, and more than what’s made by base models of the Audi Q5 or Lincoln MKX. Thing is, both those vehicles – the Q5 especially, as it and the BMW X3 were the most talked about competitors during the launch event – have other models with higher-po turbocharged engines. Yes, other markets get turbo-four powered XT5s, but that doesn’t really help us here, now, does it?

So the V6 it is, then, which isn’t necessarily a bad thing as it’s a very good engine. It even sounds the business when you really step on it thanks to the dual rear exhaust, which comes standard on all trims.

Also standard is an eight-speed automatic transmission, whether you’ve selected an FWD or AWD model. The gear “switch” we talked about earlier works well enough, although both myself and my drive partner had trouble finding reverse; you have to first bump the lever up once, then bump it to the left. I guess you could eventually learn to do this in one fluid motion, but we didn’t.

Paddle shifters also come as standard, a nod to the manufacturer trying to give this particular crossover a sportier air. That may raise some eyebrows, but if there’s one thing Cadillac’s been doing well lately, it’s their performance sedans and coupes, which have been changing the opinions of many naysayers if the reviews of – and my brief experience with — stuff like the ATS or CTS-V are anything to go by.

Indeed, once sat behind the wheel of the XT5, both myself and my drive partner agreed that it felt more like we were sat in a car than we originally expected. Yes, the deep dash takes a little getting used to, but after that, the seat can be adjusted to provide a nice, low-slung driving position.

In addition to the power increase, Cadillac has also managed to shave 130 kilos off the weight of the SRX, thanks to the judicious use of four types of high-tensile steel alloys in the body and chassis. Considering the close ratios of the eight-speed tranny, we expected lightning performance off the line.

What we got, though, was more a smooth delivery of power; you have to rev high to reach peak figures, but the naturally-aspirated V6 means that the powerband is a smooth one overall. It was also surprisingly deft when it came to at-speed passing maneuvers and the like, the transmission quick to drop ratios if need be.

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