Consumer Reports Take on The New TLX, not thrilling!
12-03-2014, 10:20 AM
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Consumer Reports Take on The New TLX, not thrilling!
Poised to compete with segment heavy hitters, the Acura TLX doesn't have what it takes to play in the big leagues. While it is a good overall performer, the TLX lacks the engaging performance and panache found in other upscale sedans.
Measured against its European and Japanese rivals, the TLX's handling falls short and its ride isn't as comfortable. While the cabin is quieter than any Acura sedan to date, it is not as hushed, well finished, or luxurious as other models in this aspirational category. Some common features, like a power-adjustable steering wheel, aren't even available. And Acura's clunky dash setup is distracting and annoying, with two screens and an awkward mix of hard and virtual controls.
Like most competitors, the TLX is available with either a four- or six-cylinder engine. All-wheel drive is offered with the V6. Four-cylinder models get an eight-speed automatic transmission that delivers quick, direct shifts and helps accomplish very good fuel economy at 27 mpg overall. The six-cylinder engine is a gem, with plenty of refined power, but its nine-speed automatic transmission shifts with a bump, spoiling the otherwise calm powertrain.
Where the TLX can compete is with price, stickering for several thousands of dollars less than comparable alternatives. Even base models are pretty nicely equipped, without the long and expensive option list BMW or Mercedes-Benz buyers take for granted. On the other hand, for about the same money as our tested four-cylinder TLX, you can get a loaded Ford Fusion or Buick Regal. Either one offers a more comfortable ride, sportier handling, and quieter interior.
Why buy one:
The TLX lineup starts with the basic four-cylinder version. It's well equipped, including LED headlights, moonroof, power front seats, and a rear camera. Seat upholstery is a synthetic leather.
Adding the Technology package gets you real leather, plus navigation and a fancier ELS audio system. It also adds a comprehensive suite of electronic safety gear, including blind-spot, lane-departure, and forward-collision warnings. It is disappointing that Acura doesn't offer top-level safety gear, like adaptive cruise control and autonomous braking, with the popular four-cylinder model. Those appealing features are reserved for the V6 version.
The V6 models are structured similarly as those with the four-cylinder, but they start out with larger 18-inch wheels. You can then step up to the Technology package or go with the top-trim Advance package, which is only available with the V6. Advance adds a bunch of active crash avoidance technology, with automatic braking to help avoid forward crashes and lane-departure mitigation to help keep the car on its path if it crosses lane markings. There's also adaptive cruise control, which automatically maintains a set distance behind the car ahead of you. If you need to cool down after avoiding all of those crashes, don't fear; this top trim also includes ventilated front seats.
Want all-wheel-drive? That's only available with the V6 engine and Technology or Advance trim. With all-wheel-drive, you do forgo the standard four-wheel-steering system, but that's really no great loss.
Best version/options to get: Unless you want all-wheel drive, we'd stick with the four-cylinder TLX with the Technology package. It gives you a lot of equipment for around $36,000.
Changes from the previous version: Introduced for 2015, the TLX replaces both the TSX and TL sedans in Acura's lineup. Its size and price split the difference between those two retired models, with more interior room than the TSX and smaller dimensions all around than the TL.
The TLX is quieter than either of the cars it replaces, and it has a more absorbent ride. Stacking up against its competitors, the TLX also is a better value. But not all of the changes were improvements: TLX controls are far more complex, and the TSX's available wagon body style didn't carry forward.
The Driving Experience
Handling: The TLX handles soundly, although it lacks the entertaining athleticism found with peers from Audi, BMW, and Mercedes. While the taut suspension makes the TLX feel stable and controlled, turn-in response isn't particularly quick. Steering effort is neither too stiff nor too light, but it feels vague around the center.
The TLX performed well in our avoidance maneuver, recording a brisk 54.5 mph speed and instilling driver confidence. It also had plenty of grip on the road course, where it proved predictable and secure. Like most front-drive cars, the sedan tends toward understeer when pushed -- meaning the front tires lose traction first, rather than the rear rotating around when sliding.
Front-drive models have Acura's Precision All Wheel Steer (P-AWS) system. This uses electric motors to turn the rear wheels in the direction of a curve at higher speeds to quicken response. At low speeds, they turn the opposite way to help with maneuvering when parking. We really didn't notice much difference in models with or without the system, and it doesn't appear to make the TLX any better handling or easier to maneuver than competitors.
Powertrain: One of Acura's strong points has always been their powertrains, and the TLX is no exception. The 2.4-liter four-cylinder feels energetic and revs eagerly, with a decent punch at higher revs. We recorded a 0-60 mph acceleration time of 7.4 seconds -- about par for a four-cylinder upscale sedan.
The eight-speed dual-clutch automated manual smoothly delivers quick, direct shifts. Occasionally, when starting after a brief stop, the transmission will hesitate before putting itself in first gear. But the TLX's torque converter, an unusual component for this transmission technology, helps eliminate most of the low-speed stumbles and vibration found with other automated manuals.
We measured overall fuel economy of 27 mpg on required premium fuel.
With the V6 engine, the car is quieter and has more readily available power. However, you can feel its nine-speed automatic transmission shift with a bump. Also, the push-button shifter proves to be unintuitive to use, requiring study to select the right gear. Paddle shifters, standard with either engine, allow manual overrides, allowing for quick downshifts before passing or entering a turn.
The "IDS" button allows the driver to choose a more enthusiastic personality, with Sport or Sport Plus modes altering the steering weight and shift points. In Sport Plus, the TLX downshifts when you brake for a corner and matches engine revs for a more spirited drive.
Ride comfort: The TLX balances a firm, controlled ride with enough softness to soak up bumps. Some ride motions can be short and quick, but not enough to detract from comfort. The highway ride is especially composed -- even more so than the pricier RLX sedan.
Noise: Extensive use of sound-damping foam and sealing has resulted in a serene cabin. Road and wind noise is noticeable, although not objectionable. The four-cylinder engine has a subdued hum in steady cruising, but it has a vibration pulsing through the steering wheel at idle and sounds strained under hard acceleration. The V6 is quieter and more refined.
Braking: The TLX excels in braking performance, with very short stops on wet or dry pavement and an easy-to-modulate pedal.
Headlights: Acura makes a point of touting the attributes of their "Jewel Eye" LED headlights in much of their advertising. While we completely agree that the array of five LEDs on each side look cool and provide a bright, white light, they unfortunately don't provide much in the way of forward visibility -- which is their real job.
Inside The Cabin
Interior fit and finish: The TLX interior stands as an example of how much the lines have blurred between mainstream sedans and entry-level luxury cars. Admittedly, the TLX undercuts key competitors in price, but it shows in the interior.
On the plus side, the cabin is neatly finished. Door and dashboard tops are padded, there's decorative stitching on the doors, and everything is tightly assembled. Base models have imitation leather upholstery, but Technology and Advance versions get the real thing.
The problem is that other than some extra wood and metallic trim, the cabin doesn't really give you anything you won't get some family sedans. Maybe this is to be expected, as the TLX costs about as much as a loaded Ford Fusion or Honda Accord.
Driving position: Sitting behind the TLX's steering wheel, the car feels smaller than it really is -- the nearest windshield pillar encroaches on the driver's space. Head room and leg room are ample, but a wide center console crowds right foot room around the accelerator pedal. There's plenty of room for your left foot on its footrest; nothing intrudes into that area. Short test drivers wanted to raise the seat higher for a better view, but there is no such adjustment.
Multiple test drivers, across all-different body sizes, wanted to be able to pull the steering wheel closer to them. You'd expect a power-adjustable steering wheel in this class, but the TLX doesn't even offer one as an option. That's a bit cheap.
Visibility: Driver vision is decent. Side windows are a touch short but roof pillars aren't overly wide. Like most sedans, the high rear deck blocks some view out back.
A big plus: a rear camera is standard -- something Audi, BMW, and Mercedes can't claim in their sedans. Blind-spot monitoring comes with the Technology and Advance packages.
Seat comfort: Luxury sedans typically have excellent front seats, free of nitpicks. The TLX's seats are pretty good, but they are not to the class standard. Seat padding is firm, but long-trip comfort could be better. The bottom cushion feels a bit short, reducing thigh support, especially for taller drivers.
While power lumbar adjustment is standard, it only adjusts for pressure. There's no height adjustment -- a feature found in many luxury models that lets you really dial the support into the small of your back. Finally, you might not be able to lower the front of the seat cushion enough to level it out beneath your legs. Only V6 models have eight-way adjustments for the passenger seat. Four-cylinder versions provide just four.
Two adults easily fit in the TLX's rear seat, but leg room falls short of being generous. There's a little more room here than in a BMW 3 Series but not as much as in a Honda Accord. Tall adults might find their head rubbing against the headliner, and toe room is tight. Three can squeeze across the backseat for short trips, but they won't be happy on longer treks.
Access: Getting in and out is fairly easy. You do need to clear the tall and wide doorsills, though. A convenient access mode automatically powers the driver's seat back when it's time to get out, creating more room for exiting.
Gauges: All are brightly backlit and easy to read. An information screen between the speedometer and tachometer shows trip and fuel data as selected. It also works along with steering wheel controls for choosing among audio presets; unlike many modern cars, it doesn't let you choose among phone contacts.
A large center screen displays audio, navigation, phone, and vehicle setting information. Too far away to be a (practical) touch screen, you navigate the screen's choices with a controller knob and buttons low on the dashboard.
Controls: With two screens -- including a touch screen that pulses and beeps when you tap it -- you'd think the TLX had all of the bases covered with controls. Not quite. The touch screen is easy to reach and read, with good-sized and clear fonts. The steering wheel controls also work well. But despite those virtues, the controls fall short of being truly intuitive.
The main offense is that this busy system makes it hard to find what you want. Most cars always display presets and song information on their audio screen; by contrast, you need to properly configure both screens to see this at the same time in the Acura. Display a navigation map on the upper screen, and you'll give up either presets or song info. The presence of a "more" button on the screen says a lot -- complication lurks in all of the layers here.
The lack of a manual tuning knob is a misdemeanor given that most owners will use presets. The felony: Putting in presets often requires popping through different screens, and if you don't hold your finger on the screen just right, it rejects reassigning the preset to a new station. Also, you'd think you browsing songs stored on your phone would be feasible through the touch screen, but doing so forces you instead to use the more-complex controller knob.
Climate controls are always shown on screen. Adjusting airflow and fan speed or calling up recirculation requires more than one step, as you must first conjure the climate functions on the screen. Other basic controls work well.
Opting for the V6 version replaces the simple shift lever found in the four-cylinder with a console-mounted row of differently shaped buttons for D, R, and Park. We found it the most unintuitive set-up we've ever encountered. Frequent shifts from Drive to Reverse, as in a parking maneuver, require a lot more looking down than in any other car.
Electronic connectivity:
Phone: The initial set up is a frustrating, multi-step process. But once it's done, the system seamlessly reconnects to your phone.
All TLX's come with Siri Eyes Free, which uses the familiar iPhone-based voice-activated system to send and read text and email messages, check the weather, get stock quotes and sports scores, and help you avoid traffic snarls. Android users can engage with the infotainment center, but they won't have this level of integration.
Music: The standard audio system has 355-watts and seven speakers. You also get Aha and Pandora compatibility via smart phone, a few months of SiriusXM satellite radio, and a USB audio interface with iPod integration. A premium 490-watt, 10-speaker ELS system is optional.
Unless you're flipping through presets, the complicated controls make changing radio stations frustrating at best, dangerous at worst. With iPhones, we found it very difficult to stream Pandora when using the USB; Bluetooth is a better bet.
The "source" button on the steering wheel makes it easy to switch radio bands or jump to music on a paired device.
Voice command: We found that the system didn't react well to natural speech and that the "help" screens were too content-heavy. It also took a long time to figure out how to say a command to change an XM station -- a very common task we've performed countless times in other cars. Speaking addresses into the navigation system also took several tries before it figured out what we wanted. Plan to study up before using these features on the road.
Navigation: Opting for the Technology package gets you navigation with 3D view. The system comes with real-time traffic alerts and rerouting options, as well as Zagat restaurant reviews.
Electronic amenities: There is one USB port in the open bin up front, as well as an auxiliary input in the center console.
Power sources: There are 12-volt outlets in the front bin and in the center console. Rear-seat passengers are powerless.
Climate features: The dual-zone automatic climate control system worked well. One annoyance: You have to wait for the central control screen to wake up before you can turn on the standard seat heaters, and even that simple adjustment takes multiple button presses. Vented seats are standard on the top-shelf V6 version with the Advance package.
Cabin storage: The two-tier lidded bin in front of the shifter is a model of convenience and simplicity. Front passengers also get a roomy, padded bin between the seats. Door pockets and map sleeves behind the seats are generous.
Cup holders: Front passengers are treated to two cup holders in the center console. Those in back make due with two holders in the fold-down center armrest. Only the front doors have bottle holders.
Cargo area: The Acura's trunk can hold two large upright suitcases and two duffel bags. You can expand the trunk by folding the standard 60/40-split seatbacks, with handy releases in the trunk. Payload capacity is 850 pounds.
You can open the trunk with a push button on the dash, a button on the key fob, or by using the touch pad in the license plate cutout. Even though the trunk lid opens on space-gobbling gooseneck hinges, they descend into their own storage grooves, so no items are crushed. There are two different sized bins under the floor. The trunk is nicely finished, but there are no extra frills. A finger grab on the underside of lid helps close the trunk. You can disable the remote and exterior release through a button in the glove box, for security when using valet parking.
Spare tire: A tire sealant inflator kit is standard. A spare tire kit costs an extra $369.
Safety Notes
Safety belts: All front outboard seat belts are equipped with pretensioners and load limiters to reduce belt slack and forces in the event of a crash. Front belts have adjustable upper anchors to help provide a more comfortable and safe fit to the shoulder belts.
Air bags: In addition to the required frontal air bags, standard equipment includes combined front-seat side-impact air bags, curtain head protection air bags -- extending to protect the heads of outboard passenger in both rows -- and a driver's side knee air bag. An occupant classification system for the front passenger seat is designed to disable the front air bags if it detects that a small child is occupying that seat or if that seat is empty.
Head restraints: There are adjustable and locking head restraints in all seats. Rear outboard restraints are tall enough to provide protection, but the center rear restraint would need to be raised for adult passengers.
Crash-avoidance systems: Safety equipment depends on which trim level and optional packages you choose. The Technology package costs about $4,000 more than the base model. Add approximately $3,000 more to move up from the Technology package to the Advanced package.
The Technology package comes with forward-collision, lane-departure, blind-spot, and rear cross-traffic warnings. The Advanced package adds lane-keeping assist, which helps to keep your car within lane markings, and adaptive cruise control.
Only the lane-departure warning, lane-keeping assist, and adaptive cruise have assigned, easy-to-use buttons for adjusting or turning the system off. The others could only be adjusted or turned off using the multi-functional display in the middle of the gauge cluster. That's a hassle.
The forward-collision warning system displays "BRAKE" alert at the top of the information screen between the gauges. Depending on how you adjust the steering wheel, the wheel rim can block this warning. We found it often flashed in vain due to "seeing" a guardrail or hilly terrain ahead. Still, we're happy to have this added safety feature; it's often an expensive and relatively hard-to-find option in many other luxury cars.
Driving with kids: Forward-facing seats should prove secure in the outboard seats. The narrow belt spacing and cushion design in the rear center seat may allow rear-facing child restraints too much movement side-to-side. The lower-LATCH anchors are easy to reach and use. They are located in slits in the rear seat bite cushion area. There are three top-tether anchors on the rear parcel shelf. The tether straps tightness on our forward-facing seat just made it on making the seat secure.
Measured against its European and Japanese rivals, the TLX's handling falls short and its ride isn't as comfortable. While the cabin is quieter than any Acura sedan to date, it is not as hushed, well finished, or luxurious as other models in this aspirational category. Some common features, like a power-adjustable steering wheel, aren't even available. And Acura's clunky dash setup is distracting and annoying, with two screens and an awkward mix of hard and virtual controls.
Like most competitors, the TLX is available with either a four- or six-cylinder engine. All-wheel drive is offered with the V6. Four-cylinder models get an eight-speed automatic transmission that delivers quick, direct shifts and helps accomplish very good fuel economy at 27 mpg overall. The six-cylinder engine is a gem, with plenty of refined power, but its nine-speed automatic transmission shifts with a bump, spoiling the otherwise calm powertrain.
Where the TLX can compete is with price, stickering for several thousands of dollars less than comparable alternatives. Even base models are pretty nicely equipped, without the long and expensive option list BMW or Mercedes-Benz buyers take for granted. On the other hand, for about the same money as our tested four-cylinder TLX, you can get a loaded Ford Fusion or Buick Regal. Either one offers a more comfortable ride, sportier handling, and quieter interior.
Why buy one:
- Inexpensive for an upscale sedan
- Lots of standard equipment
- Impressive fuel economy
- Acura has a better long-term reliability reputation than German brands
- For the price of a loaded Ford Fusion or Chevrolet Malibu, you can get a luxury brand ownership experience
- Unintuitive audio controls
- Doesn't feel a lot more special than a loaded midsized family sedan, like a Honda Accord
- Lacks some minor luxury features
- Despite Acura's hype, it's not all that exciting to drive
- Rear-seat room a bit tight
- AWD and advanced safety features require a more expensive V6 version
- Lexus ES
- Honda Accord EX-L
- Ford Fusion Titanium
- Buick Regal
- Volvo S60
The TLX lineup starts with the basic four-cylinder version. It's well equipped, including LED headlights, moonroof, power front seats, and a rear camera. Seat upholstery is a synthetic leather.
Adding the Technology package gets you real leather, plus navigation and a fancier ELS audio system. It also adds a comprehensive suite of electronic safety gear, including blind-spot, lane-departure, and forward-collision warnings. It is disappointing that Acura doesn't offer top-level safety gear, like adaptive cruise control and autonomous braking, with the popular four-cylinder model. Those appealing features are reserved for the V6 version.
The V6 models are structured similarly as those with the four-cylinder, but they start out with larger 18-inch wheels. You can then step up to the Technology package or go with the top-trim Advance package, which is only available with the V6. Advance adds a bunch of active crash avoidance technology, with automatic braking to help avoid forward crashes and lane-departure mitigation to help keep the car on its path if it crosses lane markings. There's also adaptive cruise control, which automatically maintains a set distance behind the car ahead of you. If you need to cool down after avoiding all of those crashes, don't fear; this top trim also includes ventilated front seats.
Want all-wheel-drive? That's only available with the V6 engine and Technology or Advance trim. With all-wheel-drive, you do forgo the standard four-wheel-steering system, but that's really no great loss.
Best version/options to get: Unless you want all-wheel drive, we'd stick with the four-cylinder TLX with the Technology package. It gives you a lot of equipment for around $36,000.
Changes from the previous version: Introduced for 2015, the TLX replaces both the TSX and TL sedans in Acura's lineup. Its size and price split the difference between those two retired models, with more interior room than the TSX and smaller dimensions all around than the TL.
The TLX is quieter than either of the cars it replaces, and it has a more absorbent ride. Stacking up against its competitors, the TLX also is a better value. But not all of the changes were improvements: TLX controls are far more complex, and the TSX's available wagon body style didn't carry forward.
The Driving Experience
Handling: The TLX handles soundly, although it lacks the entertaining athleticism found with peers from Audi, BMW, and Mercedes. While the taut suspension makes the TLX feel stable and controlled, turn-in response isn't particularly quick. Steering effort is neither too stiff nor too light, but it feels vague around the center.
The TLX performed well in our avoidance maneuver, recording a brisk 54.5 mph speed and instilling driver confidence. It also had plenty of grip on the road course, where it proved predictable and secure. Like most front-drive cars, the sedan tends toward understeer when pushed -- meaning the front tires lose traction first, rather than the rear rotating around when sliding.
Front-drive models have Acura's Precision All Wheel Steer (P-AWS) system. This uses electric motors to turn the rear wheels in the direction of a curve at higher speeds to quicken response. At low speeds, they turn the opposite way to help with maneuvering when parking. We really didn't notice much difference in models with or without the system, and it doesn't appear to make the TLX any better handling or easier to maneuver than competitors.
Powertrain: One of Acura's strong points has always been their powertrains, and the TLX is no exception. The 2.4-liter four-cylinder feels energetic and revs eagerly, with a decent punch at higher revs. We recorded a 0-60 mph acceleration time of 7.4 seconds -- about par for a four-cylinder upscale sedan.
The eight-speed dual-clutch automated manual smoothly delivers quick, direct shifts. Occasionally, when starting after a brief stop, the transmission will hesitate before putting itself in first gear. But the TLX's torque converter, an unusual component for this transmission technology, helps eliminate most of the low-speed stumbles and vibration found with other automated manuals.
We measured overall fuel economy of 27 mpg on required premium fuel.
With the V6 engine, the car is quieter and has more readily available power. However, you can feel its nine-speed automatic transmission shift with a bump. Also, the push-button shifter proves to be unintuitive to use, requiring study to select the right gear. Paddle shifters, standard with either engine, allow manual overrides, allowing for quick downshifts before passing or entering a turn.
The "IDS" button allows the driver to choose a more enthusiastic personality, with Sport or Sport Plus modes altering the steering weight and shift points. In Sport Plus, the TLX downshifts when you brake for a corner and matches engine revs for a more spirited drive.
Ride comfort: The TLX balances a firm, controlled ride with enough softness to soak up bumps. Some ride motions can be short and quick, but not enough to detract from comfort. The highway ride is especially composed -- even more so than the pricier RLX sedan.
Noise: Extensive use of sound-damping foam and sealing has resulted in a serene cabin. Road and wind noise is noticeable, although not objectionable. The four-cylinder engine has a subdued hum in steady cruising, but it has a vibration pulsing through the steering wheel at idle and sounds strained under hard acceleration. The V6 is quieter and more refined.
Braking: The TLX excels in braking performance, with very short stops on wet or dry pavement and an easy-to-modulate pedal.
Headlights: Acura makes a point of touting the attributes of their "Jewel Eye" LED headlights in much of their advertising. While we completely agree that the array of five LEDs on each side look cool and provide a bright, white light, they unfortunately don't provide much in the way of forward visibility -- which is their real job.
Inside The Cabin
Interior fit and finish: The TLX interior stands as an example of how much the lines have blurred between mainstream sedans and entry-level luxury cars. Admittedly, the TLX undercuts key competitors in price, but it shows in the interior.
On the plus side, the cabin is neatly finished. Door and dashboard tops are padded, there's decorative stitching on the doors, and everything is tightly assembled. Base models have imitation leather upholstery, but Technology and Advance versions get the real thing.
The problem is that other than some extra wood and metallic trim, the cabin doesn't really give you anything you won't get some family sedans. Maybe this is to be expected, as the TLX costs about as much as a loaded Ford Fusion or Honda Accord.
Driving position: Sitting behind the TLX's steering wheel, the car feels smaller than it really is -- the nearest windshield pillar encroaches on the driver's space. Head room and leg room are ample, but a wide center console crowds right foot room around the accelerator pedal. There's plenty of room for your left foot on its footrest; nothing intrudes into that area. Short test drivers wanted to raise the seat higher for a better view, but there is no such adjustment.
Multiple test drivers, across all-different body sizes, wanted to be able to pull the steering wheel closer to them. You'd expect a power-adjustable steering wheel in this class, but the TLX doesn't even offer one as an option. That's a bit cheap.
Visibility: Driver vision is decent. Side windows are a touch short but roof pillars aren't overly wide. Like most sedans, the high rear deck blocks some view out back.
A big plus: a rear camera is standard -- something Audi, BMW, and Mercedes can't claim in their sedans. Blind-spot monitoring comes with the Technology and Advance packages.
Seat comfort: Luxury sedans typically have excellent front seats, free of nitpicks. The TLX's seats are pretty good, but they are not to the class standard. Seat padding is firm, but long-trip comfort could be better. The bottom cushion feels a bit short, reducing thigh support, especially for taller drivers.
While power lumbar adjustment is standard, it only adjusts for pressure. There's no height adjustment -- a feature found in many luxury models that lets you really dial the support into the small of your back. Finally, you might not be able to lower the front of the seat cushion enough to level it out beneath your legs. Only V6 models have eight-way adjustments for the passenger seat. Four-cylinder versions provide just four.
Two adults easily fit in the TLX's rear seat, but leg room falls short of being generous. There's a little more room here than in a BMW 3 Series but not as much as in a Honda Accord. Tall adults might find their head rubbing against the headliner, and toe room is tight. Three can squeeze across the backseat for short trips, but they won't be happy on longer treks.
Access: Getting in and out is fairly easy. You do need to clear the tall and wide doorsills, though. A convenient access mode automatically powers the driver's seat back when it's time to get out, creating more room for exiting.
Gauges: All are brightly backlit and easy to read. An information screen between the speedometer and tachometer shows trip and fuel data as selected. It also works along with steering wheel controls for choosing among audio presets; unlike many modern cars, it doesn't let you choose among phone contacts.
A large center screen displays audio, navigation, phone, and vehicle setting information. Too far away to be a (practical) touch screen, you navigate the screen's choices with a controller knob and buttons low on the dashboard.
Controls: With two screens -- including a touch screen that pulses and beeps when you tap it -- you'd think the TLX had all of the bases covered with controls. Not quite. The touch screen is easy to reach and read, with good-sized and clear fonts. The steering wheel controls also work well. But despite those virtues, the controls fall short of being truly intuitive.
The main offense is that this busy system makes it hard to find what you want. Most cars always display presets and song information on their audio screen; by contrast, you need to properly configure both screens to see this at the same time in the Acura. Display a navigation map on the upper screen, and you'll give up either presets or song info. The presence of a "more" button on the screen says a lot -- complication lurks in all of the layers here.
The lack of a manual tuning knob is a misdemeanor given that most owners will use presets. The felony: Putting in presets often requires popping through different screens, and if you don't hold your finger on the screen just right, it rejects reassigning the preset to a new station. Also, you'd think you browsing songs stored on your phone would be feasible through the touch screen, but doing so forces you instead to use the more-complex controller knob.
Climate controls are always shown on screen. Adjusting airflow and fan speed or calling up recirculation requires more than one step, as you must first conjure the climate functions on the screen. Other basic controls work well.
Opting for the V6 version replaces the simple shift lever found in the four-cylinder with a console-mounted row of differently shaped buttons for D, R, and Park. We found it the most unintuitive set-up we've ever encountered. Frequent shifts from Drive to Reverse, as in a parking maneuver, require a lot more looking down than in any other car.
Electronic connectivity:
Phone: The initial set up is a frustrating, multi-step process. But once it's done, the system seamlessly reconnects to your phone.
All TLX's come with Siri Eyes Free, which uses the familiar iPhone-based voice-activated system to send and read text and email messages, check the weather, get stock quotes and sports scores, and help you avoid traffic snarls. Android users can engage with the infotainment center, but they won't have this level of integration.
Music: The standard audio system has 355-watts and seven speakers. You also get Aha and Pandora compatibility via smart phone, a few months of SiriusXM satellite radio, and a USB audio interface with iPod integration. A premium 490-watt, 10-speaker ELS system is optional.
Unless you're flipping through presets, the complicated controls make changing radio stations frustrating at best, dangerous at worst. With iPhones, we found it very difficult to stream Pandora when using the USB; Bluetooth is a better bet.
The "source" button on the steering wheel makes it easy to switch radio bands or jump to music on a paired device.
Voice command: We found that the system didn't react well to natural speech and that the "help" screens were too content-heavy. It also took a long time to figure out how to say a command to change an XM station -- a very common task we've performed countless times in other cars. Speaking addresses into the navigation system also took several tries before it figured out what we wanted. Plan to study up before using these features on the road.
Navigation: Opting for the Technology package gets you navigation with 3D view. The system comes with real-time traffic alerts and rerouting options, as well as Zagat restaurant reviews.
Electronic amenities: There is one USB port in the open bin up front, as well as an auxiliary input in the center console.
Power sources: There are 12-volt outlets in the front bin and in the center console. Rear-seat passengers are powerless.
Climate features: The dual-zone automatic climate control system worked well. One annoyance: You have to wait for the central control screen to wake up before you can turn on the standard seat heaters, and even that simple adjustment takes multiple button presses. Vented seats are standard on the top-shelf V6 version with the Advance package.
Cabin storage: The two-tier lidded bin in front of the shifter is a model of convenience and simplicity. Front passengers also get a roomy, padded bin between the seats. Door pockets and map sleeves behind the seats are generous.
Cup holders: Front passengers are treated to two cup holders in the center console. Those in back make due with two holders in the fold-down center armrest. Only the front doors have bottle holders.
Cargo area: The Acura's trunk can hold two large upright suitcases and two duffel bags. You can expand the trunk by folding the standard 60/40-split seatbacks, with handy releases in the trunk. Payload capacity is 850 pounds.
You can open the trunk with a push button on the dash, a button on the key fob, or by using the touch pad in the license plate cutout. Even though the trunk lid opens on space-gobbling gooseneck hinges, they descend into their own storage grooves, so no items are crushed. There are two different sized bins under the floor. The trunk is nicely finished, but there are no extra frills. A finger grab on the underside of lid helps close the trunk. You can disable the remote and exterior release through a button in the glove box, for security when using valet parking.
Spare tire: A tire sealant inflator kit is standard. A spare tire kit costs an extra $369.
Safety Notes
Safety belts: All front outboard seat belts are equipped with pretensioners and load limiters to reduce belt slack and forces in the event of a crash. Front belts have adjustable upper anchors to help provide a more comfortable and safe fit to the shoulder belts.
Air bags: In addition to the required frontal air bags, standard equipment includes combined front-seat side-impact air bags, curtain head protection air bags -- extending to protect the heads of outboard passenger in both rows -- and a driver's side knee air bag. An occupant classification system for the front passenger seat is designed to disable the front air bags if it detects that a small child is occupying that seat or if that seat is empty.
Head restraints: There are adjustable and locking head restraints in all seats. Rear outboard restraints are tall enough to provide protection, but the center rear restraint would need to be raised for adult passengers.
Crash-avoidance systems: Safety equipment depends on which trim level and optional packages you choose. The Technology package costs about $4,000 more than the base model. Add approximately $3,000 more to move up from the Technology package to the Advanced package.
The Technology package comes with forward-collision, lane-departure, blind-spot, and rear cross-traffic warnings. The Advanced package adds lane-keeping assist, which helps to keep your car within lane markings, and adaptive cruise control.
Only the lane-departure warning, lane-keeping assist, and adaptive cruise have assigned, easy-to-use buttons for adjusting or turning the system off. The others could only be adjusted or turned off using the multi-functional display in the middle of the gauge cluster. That's a hassle.
The forward-collision warning system displays "BRAKE" alert at the top of the information screen between the gauges. Depending on how you adjust the steering wheel, the wheel rim can block this warning. We found it often flashed in vain due to "seeing" a guardrail or hilly terrain ahead. Still, we're happy to have this added safety feature; it's often an expensive and relatively hard-to-find option in many other luxury cars.
Driving with kids: Forward-facing seats should prove secure in the outboard seats. The narrow belt spacing and cushion design in the rear center seat may allow rear-facing child restraints too much movement side-to-side. The lower-LATCH anchors are easy to reach and use. They are located in slits in the rear seat bite cushion area. There are three top-tether anchors on the rear parcel shelf. The tether straps tightness on our forward-facing seat just made it on making the seat secure.
12-03-2014, 10:38 AM
#2
in this age of tablets whoever wrote this article must be a complete idiot when it comes to electronics. i can teach a monkey to work the touch screen and work the audio.
12-03-2014, 10:48 AM
#3
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