Forget whatever you knew or heard about the previous-generation SRX, which had such a trucky ride I wouldn’t call it a “crossover” with carlike drivability.

The engineered 2010 SRX, sourced from an Opel platform, is such an improvement in ride quality, luxury features and style that I’m surprised General Motors didn’t give it a new name.

Its flinty styling won’t appeal to those who like their risk in controlled, deodorised doses. But its sharp lines and solid stance are good for a look back after locking up. The design is not without some sacrifices, but even those can be lived with.

To get any respect in this segment of luxury compact crossover, the SRX had to hit hard and make a statement. And it must be getting noticed. Last month, SRX was the top-selling Cadillac at 4,986 units, or 806 sales more than CTS, the second-place seller.

Its key competitors are the Acura RDX and MDX, Audi Q5 and Q7, BMW X3 and X5, Lexus RX 350, Lincoln MKX and Mercedes-Benz GLK. The Lexus is the benchmark and envy of all automotive marketers with 11,815 sales last month. But the SRX outsold the others. Sales in September, October and November ere each about 3,000, and the current supply of vehicles is down to about 17 days, when 30 to 60 days is a comfortable margin.

Multiply those sales by an average transaction price of about $45,000 for a glimpse of how one GM division is helping the company repay its TARP debt.

SRX was co-developed with the lame duck Saab 9-4X and is the only US model, so far, to use this platform. That contributes to its design architecture but also separates it considerably from the company’s other compact crossovers, Chevrolet Equinox and GMC Terrain.

SRX pricing ranges from $33,300 to $51,360. The base model is barely up to Cadillac standards and cannot be equipped with features, such as Bluetooth, a sunroof, navigation system, ambient interior lighting or a rearview camera.

The wealth of the brand kicks in on the Luxury model with leather-trimmed upholstery (an upgrade from leatherette in the base model), for a starting price of almost $37,000. And the top-line Premium front-drive test car was a good sample of the current Cadillac style. It had a starting price of $44,720 and was $47,010 as tested.

The base engine is a 265-horsepower, 3-liter V-6 with direct injection. Fuel economy ratings are 18 mpg city and 25 highway on 87 octane. I was getting 16.7 mpg in combined city/highway driving, according to the trip computer.

For the driver who wants just a little more of everything, there is a turbocharged, 300-hp, 2.8-liter V-6 for top-line all-wheel-drive models. Its estimated fuel economy using 91 octane is 15/21 mpg. The price difference is $3,800.

Most drivers will find the base engine more than adequate and enjoyable to drive with the six-speed automatic. The long wheelbase, 110.5 inches, helps the ride but also stretches the turning circle to 40.3 feet, but it’s not far off the benchmark. The Lexus RX has a 40-foot turning circle, is a bit shorter and taller, weighs 46 pounds less and rides on a 2.6-inch shorter wheelbase.

I liked the SRX because it looks fast sitting still and those edgy lines don’t get in the way of sightlines for the driver. The driving dynamics are European, but not exaggerated. The ride is firm but not high strung. There is a comfortable weight to the steering response and confident braking without putting the front passenger into the windshield.

I also liked the interior creativity. Cabin controls do not require an advanced degree in connectivity to make adjustments, but there are features for digitally inclined users. There are elements that catch the eye, such as two clear plastic prisms on either side of the speedometer cove that blink green with the turn signal. It’s not an overdone gimmick, but simple jewelry that the imports would never do. Gauges with white background lighting are accented by glowing red needles. A blue center dial shows large readouts for oil life, fuel economy, navigation route and other trip-meter functions. It is a good design to keep eyes on the road and hands on the wheel.

Front seats have thigh-support extenders, but the seat cushion may not appeal to all. The locking glove box is of usable size, and there is multi-level storage throughout. I found the seat belt anchors to be so low that I fumbled every time to latch the belt.

The second row has a flat floor and the center-seat head restraint lowers when not needed. There also are rear seat controls for seat heaters, fan, temperature and audio inputs. The seats have adult-class support but kid-size legroom if the front occupants are tall. And the optional DVD screens anchored in the backs of the front head restraints would be just too close for my viewing comfort.

The cargo area has a track system to secure gear or luggage and there is a big basement beneath the floor. Small covered cubbies at the sides must be good for something.

The power tailgate can be raised to three-quarters or maximum height, depending on garage access.

As import brands dial back on style to provide more functional luxury, Cadillac has an advantage to engage consumers with good, tasteful style, performance and driving pleasure. Now, let’s see that applied to a big, new sedan that will bring the brand back to a world-class Cadillac standard.

SPECS BOX

2010 Cadillac SRX FWD Premium

Body style: five-passenger, five-door crossover in front- or all-wheel drive

Engine: aluminum, DOHC, 265-horsepower 3-liter V-6 with direct injection

Transmission: six-speed automatic

EPA fuel economy estimates: 18 mpg city, 25 highway; 87 octane recommended

Front head/leg/shoulder room: 39.7/41.7/58.3 inches

Rear head/leg/shoulder room: 38.4/36.3/56.2 inches

Length/wheelbase: 190.3/110.5 inches

Curb weight: 4,224 pounds

FEATURES

Standard equipment includes: remote locking, ultraview sunroof, rearview camera, 10-speaker audio system with 40-gigabyte hard drive, USB and digital-audio inputs, Bluetooth, heated and ventilated front seats, heated rear seats, xenon headlights, front fog lights, adaptive forward lighting, headlight washers, cargo shade, eight-way power-adjustable front seats

Safety features include: six air bags, Stabilitrak stability control, all-speed traction control, four-wheel vented disc brakes with ABS, power-adjustable pedals

(Mark Maynard is driving in cyberspace at Mark.Maynard@uniontrib.com.)