2015 Acura TLX
The first-generation TSX sedan was everything a luxury Hondaso, an Acurashould be. Its rev-happy four-cylinder and willing chassis zinged our hearts, as did the contemporary, V-6powered third-generation TL. Both cars appeal waned for the 2009 model year, when Acuras bid for increased mainstream appeal resulted in softer and stranger-looking replacements; today, sales pressure from the RLX above and the ILX below have killed them off entirely. The 2015 TLX is tasked with replacing both.
Finding the TSX and TL Within
The move makes some sense. While the TSX roughly matched the size of the entry-luxury standard bearer, the BMW 3-series, the TL was a tweener. For the TLX, Acura carried over the TLs 109.3-inch wheelbase but chopped the overhangs by 3.7 inches total and made the car a full inch narrower. The result is a wonderfully right-size package that feels as roomy as the current F30 3-series and the new Mercedes-Benz C-class. Acura claims the body shell is all-new and that its materials mix includes 47 percent high-strength steel. Stiffness is up relative to the TLs, but weight is kept to near-TSX levels and the new car abandons Acuras techno-iron-chicken look for a more tailored and handsome appearance.
The TLXs base 2.4-liter is the same sweet four-pot found in the Honda Accordright down to the block, direct fuel-injection system, and i-VTEC valve timing and intake cam-phasing techbut with its own dual-stage intake manifold and higher 11.6:1 compression ratio. It also requires premium fuel. The alterations extract 17 additional ponies for 206 horsepower at 6800 rpm; torque is unchanged from the Honda at 182 lb-ft, although its 4500-rpm peak occurs 600 revs higher. The TLXs output tops the old TSXs port-injected four-cylinder by 5 horsepower and 10 lb-ft.
The four is hitched exclusively to a new, in-house-designed eight-speed dual-clutch automatic. Unusually and in what Acura calls a first, a torque converter is fitted in place of the flywheel to deliver off-the-line torque multiplication, enable smoother takeoffs from a stop, and damp vibrations. It works. The off-the-line jerkiness present in nearly every transmission of this typeeven the Volkswagen Groups version suffers a littleis nowhere to be found. Once underway, the converter quickly locks up for proper, ultraquick-shifting dual-clutch feel. The four-cylinder car gets Acuras agility-enhancing Precision All-Wheel Steer (P-AWS) four-wheel steering as standard, as does the front-drive V-6 model.
The 3.5-liter V-6 also traces its roots to other current Honda and Acura products, but it incorporates a beefier starter to support the Super Handling All-Wheel Drive (SH-AWD) models standard engine stop-start feature. It also has Hondas Variable Cylinder Management, which drops three cylinders during low-load driving to save fuel, as well as a new block casting to facilitate the only transmission choice, a ZF-sourced nine-speed automatic. Acura totally reworks the ZF unit, specifying a new case compatible with SH-AWD, unique ratios, and its own shift logic. As a bonus, V-6 models get cool push-button transmission controls in place of the dual-clutchs traditional shift lever; they wouldnt look out of place in a Ferrari. Output from the V-6 is strongalbeit not quite BMW 335istrongat 290 horsepower and 267 lb-ft of torque, 10 and 13 more than the old TSXs optional six.
Acuras VTEC Just Kicked In
Slide behind the TLXs meaty three-spoke steering wheel, and a clean gauge cluster with sharp white-on-black dial faces stares back at you. A red starter button sits off to the right of the wheel. The aesthetic is pure Honda in the best way possible, an impression carried further by the clean dashboard design, low cowl, and wide, comfortable seats. The dual central display arrangement is bizarre, just as it is in a rash of recent Honda/Acura products. The lower touch screen handles audio and some climate-control functions, while the upper, nontouch screen (controlled by a knob and hard buttons located under the lower display) manages the same stuff, plus navigation. The graphics and resolutions of the displays dont quite match; one screen would do the job just fine.
But this all plays second fiddle to the driving. Cycle the Integrated Dynamics System (IDS) button on the center console to its Sport or Sport+ settings, and the cars inner first-gen TSX comes outit positively begs to be ridden hard and put away wet. The electric power steering weights up, P-AWS works harder to swing the front-drive TLXs tail through corners, and the throttle response is much spicier. In SH-AWD models, which lack P-AWS for obvious reasons, Acuras magical torque-vectoring rear differential shuffles power to the outside rear wheel more aggressively to quell understeer.
Sport+ ups the ante with a unique and track-worthy shift logic; regardless of transmission, gears are held until redline, upshifts are cracked off with surprising firmness, and the transmissions brain telepathically delivers perfectly rev-matched downshifts. The dual-clutchs shifts are quicker, but the nine-speed reminds us of the excellent eight-cog ZF 8HP that sees duty in many of this cars competitors, so its no slouch. (In manual mode, both boxes automatically upshift at redline.) When the IDS is toggled to Normal or Econ, the transmissions shift smoothly but diligently, quickly shuffling through the lower gears to maximize fuel economy. Throttle response is more subdued; the steering takes on a friendly, lighter disposition; and P-AWS and SH-AWD favor stability over agility. Econ mode further dials back the throttle and reins in the climate control to save fuel.
Even in the more workaday IDS settings, the TLX retains its composure when driven hard, never keeling over onto its outside front tire in tight corners. The steering lacks ultimate tactility but is amiably linear, and the brake pedals stroke is firm and easily modulated after an initial half-inch of fluff. The sweet-sounding four-cylinder is the most chuckable TLX, while the front-drive V-6 model feels a bit more nose-heavy and prone to torque steer. The V-6only SH-AWD model hammers through bendy roads on a wave of torque and brute torque-vectored force.
The Choice Is YoursBut Mostly Acuras
In typical Honda/Acura style, the TLX is offered with a small, curated batch of option groups masquerading as trim levels. A Tech package is offered on the 2.4L and front-drive 3.5L cars (its standard on the SH-AWD), while a more comprehensive Advanced package is available on V-6 versions. (For a full breakdown of what these packages include, see our pricing analysis.) Every model comes with a pile of standard equipment that includes heated front seats, full-LED headlamps and taillights, paddle shifters, dual-zone automatic climate control, and a sunroof.
In replacing the TSX and the TL, Acura has crafted a better car using the finest attributes of both. If you can live without rear-wheel drive, a manual transmission, or the fanciest badges, the TLX makes a very compelling case. Its case is made stronger yet when you consider its high level of sport and luxury features plus the fact that BMW will charge you $60K to get much of it in a 3-series.
Overall, the TLX is a satisfying and overdue return to the engineering and dynamic greatness long associated with Hondas luxury brand. The three available configurations have their own distinct personalities and offer value at their respective price points, but if forced to choose, wed hit the sheets with the V-6 SH-AWD model, wed the excellent 2.4L TLX, and (regrettably) kill the front-drive V-6 iteration. If Acura isnt fully back, its damn close with this car.
