When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
How do you know if your two cars of choice were brake torqued or not? Just curious because if you are right it would change an 11-0 Audi win to a 10-1 Audi win. I know these things are not important to guys here but the info is still interesting.
5-60 times are non-brake torqued. It's essentially just stomping on the gas pedal as soon as you lift up from the brakes (i.e. how most people drive in the real world). It's more representative of how the car puts down power once you remove launch control/clutch dumps from the equation.
5-60 times are non-brake torqued. It's essentially just stomping on the gas pedal as soon as you lift up from the brakes (i.e. how most people drive in the real world). It's more representative of how the car puts down power once you remove launch control/clutch dumps from the equation.
OK fair enough so that reduces the S4 to only a 10-1 win against the 2020 but its still 11-0 for the 2018. I hate the 5-60 number for a few reasons. My car does 4.5 sec so having a bad 5-60 number is not a factor. Originally it was used as a rough indication of turbo lag which was very bad in the initial turbo cars. Turbo lag is going down every update across the board all manufactures. The light hybrid is the key to that.
That said it does not measure the real quickness of the cars the way they are driven. In real life do people roll out to 5mph & nail the throttle unless the have power over traction? If someone is going to launch they launch. Otherwise they drive normally away from a standing start which will take longer yet to get to 60.
I am sure nobody would ever do it but rolling along at 5MPH locked in 1st while dragging the brakes, to spin up the turbo might have some small effect on the number.
Finally can't remember the guys name but he brought the 5-60 test to Acurazine because he had a dog of a TL V6 that got beat by the small engine BMW of the time & needed a category to score a point. Same thing today the Type-S gets blown up at the track by both the S4 & G70.
In the case of the S4 depending on which C&D test of the S4 you use its 1-1 for the Type-S in the 5-60 derby.
So you have a 5-60 win but your car still loses all the other10 measured performance categories who cars what the 5-60 time is?
Last edited by BEAR-AvHistory; 07-23-2021 at 01:15 PM.
OK fair enough so that reduces the S4 to only a 10-1 win against the 2020 but its still 11-0 for the 2018. I hate the 5-60 number for a few reasons. My car does 4.5 sec so having a bad 5-60 number is not a factor. Originally it was used as a rough indication of turbo lag which was very bad in the initial turbo cars. Turbo lag is going down every update across the board all manufactures. The light hybrid is the key to that.
That said it does not measure the real quickness of the cars the way they are driven. In real life do people roll out to 5mph & nail the throttle unless the have power over traction? If someone is going to launch they launch. Otherwise they drive normally away from a standing start which will take longer yet to get to 60.
I am sure nobody would ever do it but rolling along at 5MPH locked in 1st while dragging the brakes, to spin up the turbo might have some small effect on the number.
Finally can't remember the guys name but he brought the 5-60 test to Acurazine because he had a dog of a TL V6 that got beat by the small engine BMW of the time & needed a category to score a point. Same thing today the Type-S gets blown up at the track by both the S4 & G70.
In the case of the S4 depending on which C&D test of the S4 you use its 1-1 for the Type-S in the 5-60 derby.
So you have a 5-60 win but your car still loses all the other10 measured performance categories who cars what the 5-60 time is?
Again, don't take the 5mph so literally. They could have called it 1-60 instead of 5-60 and the relative results would be the same, but it's a bit awkward, and some cars creep at idle faster than 1mph, so it's easier to just call it 5-60.
Case in point, when I tested my cars using Dragy, the numbers I got by lifting off the brakes and immediately stomping on the gas pedal is the same as the 5-60 numbers C&D reports. I highly doubt they're literally rolling the cars at 5mph by feathering the gas pedal and then flooring it. Well, maybe they have to do that for manual cars because of the clutch... but at least for automatics don't get so hung up on the name they decide to give to this test. I know you have a Dragy, so why don't you try it out yourself too? See what numbers you get if you take off like most normal people do (right foot off the brakes, right foot immediately on the gas). I'm pretty confident you'll get the same 5-60 numbers they report.
Why did you ever mention the invalid 4.58 number? I saw a whole bunch of comments before during & after Sam's TLX-S/S4 drag race video. Prior to the run guys here were cuing up expecting a good showing for the TLX-S based on the 4.58 or 4.7 average or the S4/TLX-S runs at the Laguna Seca event.
After the first run it was disbelief. Comments at the Vid site got pretty raw about the quality of the Laguna Seca run & the 4.58/4.7 0-60 time. There were guys there accusing the S4 of being modified because it beat a 4.58 TLX-S so badly.
One of the guys here mentioned 4.58s and 5.11s is more like 4.85s I believe you averaged it out 4.7 which is a number being hotly debated here as a valid number that levels the hill.
Think if up the hill & down the hill numbers were never mentioned & the "race" at LS never done the launch party for the car would have been so much better for Acura. What say you?
Huh? Read my original comment and what I was responding to, with a quote. All I was responding to originally was you and Kensei saying that you both can't see the dragy time, so you think he's (Redline) making up a fake number in his head without showing it to you. That's clearly not the case was all I was pointing out. No more no less.
I don't own an Accord 2.0T, TLX-S, M sport or S4/S5 and need to justify my car purchases to the internet like some of you guys are doing lol
You guys that have "moved on" and bashing this car unnecessarily are displaying classic "choice supportive bias". Look it up.
To me the TLX-S falls short on a few areas, so it's not the car for me. I prefer a smaller car (194 is too long) and an engine that revs higher. But hating on the car because of the marketing department? Ummm ok.
Huh? Read my original comment and what I was responding to, with a quote. All I was responding to originally was you and Kensei saying that you both can't see the dragy time, so you think he's (Redline) making up a fake number in his head without showing it to you. That's clearly not the case was all I was pointing out. No more no less.
I don't own an Accord 2.0T, TLX-S, M sport or S4/S5 and need to justify my car purchases to the internet like some of you guys are doing lol
You guys that have "moved on" and bashing this car unnecessarily are displaying classic "choice supportive bias". Look it up.
To me the TLX-S falls short on a few areas, so it's not the car for me. I prefer a smaller car (194 is too long) and an engine that revs higher. But hating on the car because of the marketing department? Ummm ok.
How do you know if your two cars of choice were brake torqued or not? Just curious because if you are right it would change an 11-0 Audi win to a 10-1 Audi win. I know these things are not important to guys here but the info is still interesting.
C&D uses the 5-60 mph metric for their non-brake torqued, non-launch control, non-clutch dump runs. Personally, I don't brake-boost at red lights, which is why those 10 "wins" you're claiming are less important for me. For example, the Cadillac CT6 (3.3TT, 400+ hp and 400 lb-ft of torque) might do 0-60 in 5.0 seconds and a 1/4-mile in 13.5 seconds, but its 5-60 is a whopping 1.7 seconds slower and not any quicker than a Honda Odyssey and slower than a TLX 2.0T. I linked a good article on it below...
Why 5-60 time is a better performance indicator
...there is, though, a slightly better way of figuring out if the car next to you can beat you off the line. That’s by comparing 5-60 times.To better mimic real-world off-the-line starts, Car and Driver, and then R&T began measuring 5-60 rolling starts. By rolling the car in its lowest gear, and using a switch on the gas pedal to precisely measure timing, this eliminates the abuse a hard launch requires. It also better simulates what happens IRL, and allows better comparison of different cars’ engine and transmission tuning.
I have been able to test drive every car in this segment expect for the bmw. I was able to test drive the type s today. I went to 3 different dealers and all had a 5k markup. 2 of which the dealers were getting 11 type s and more than half were sold from pre orders. This car has best exterior styling in the segment hands down. I’m not sure if it’s just that the Audi, bmw and the Benz are at the end of their generation and I’m just tired of looking at them… but their styling is just meh to me. Acura proportions are better, the rear is wide like a m car and the front end is beautiful. The front splitter gives you the impression that it is lower and wider compared to the regular version. The interior is also well done. Like everyone else I would have to get use to the trackpad. I just wish Acura would have given you the option to have both a touchscreen and a track pad. This car is definitely not slow by any means but it’s not super fast. Honestly no car in the segment that I’ve driven felt super fast. They all throw you back in your seat. I was able to brake torque it up to 2500k and the launch felt strong. The car pulls hard. The transmission is quick. The paddle shifters are useless so I would even try to manually shift this car but in the sports + mode it was in the right gear every time. I’m not sure why everyone complains about the back seat. It felt fine to me and I’m 5’ 10”. The c class back seat is way worse than the type s. Overall at the price point I think it’s an excellent package for the price. However, this can loses it value with the markup fees and for the extra money I would take the s5. I do believe MSRP is a fair value for this vehicle. Once this car gets discounted like the regular TLX version, I believe this should be near the top of anyone’s list that is looking for a car in this segment.
While picking up the plates for my 22 MDX, I also was able to test drive the TLX-S today. As the owner of a 21 TLX A-Spec (w/Ktuner stage 2), I was very much looking forward this experience.
Although the styling effectively mimics that of the A-Spec, there are enough subtle but distinctive cues which one immediately picks up on when viewing the Type S. The front splitter is a nice touch as is the open elements of the grill; along with the quad exhaust outlets and rear diffuser, it gives the Type S an aggressive looking edge that makes the A-Spec appear a bit 'softer'. The interior though is nearly indistinguishable from my A-Spec, only with 'Type S' emblazoned on the headrests and steering wheel.
Once the engine started, I was immediately reminded that this isn't my A-Spec as the idle exhaust note came off as a softer version of the Nissan GTR. Before engaing in drive, I set the drove mode to Sport+ as I wanted to experience this car's most aggressive setting. Once I hopped onto the road and floored it, I can say that acceleration is fairly strong. While it's nowhere close to the M340i, it's still has some solid hustle. The exhaust burble is not piped in an reminded me quite a bit of the burble in the M340i. Even under moderate throttle, the user is treated to those exhaust sounds.
As I transitioned onto some secondary roads with a fair amount of tight and sweeping turns, I was able to experience quite a bit of what many auto journalists have been commenting on regarding the handling. Though you can readily feel this car's 4,200lb heft, it's handling felt nearly on par with the M340i xDrive that I drove during a BMW event a couple of times. I was able to toss this thing around pretty easily, despite it weighing as much as my old 20 MDX SH-AWD. If they would have somehow kept the weight near the 3,800lbs as my A-Spec FWD, I can only imagine how much better it could have handled.
All that being said and my curiosity piqued, I do want to try out a C43 and S4 just to see how 'close' Acura came with their entry into this segment. Additionally and warranty concerns notwithstanding, I suspect that an A-Spec SH-AWD with some tuning (no mods) will come close to mimicking the straightline performance of the Type S. (Admittedly, a similarly tuned Type S will be a different level. ) Sidenote: I can state that given my A-Spec's current state of tune, it should match up respectably with the Type S should we ever tangle up at the drag strip. (If I go Phearable stage 3, it may spell curtains for a stock Type S.)
All in all, I did enjoy my Type S drive today. Come three years from now and provided the deals are good, I'd have no issue with upgrading from the A-Spec to the Type S.
C&D uses the 5-60 mph metric for their non-brake torqued, non-launch control, non-clutch dump runs. Personally, I don't brake-boost at red lights, which is why those 10 "wins" you're claiming are less important for me. For example, the Cadillac CT6 (3.3TT, 400+ hp and 400 lb-ft of torque) might do 0-60 in 5.0 seconds and a 1/4-mile in 13.5 seconds, but its 5-60 is a whopping 1.7 seconds slower and not any quicker than a Honda Odyssey and slower than a TLX 2.0T. I linked a good article on it below... Why 0-60 Times Don’t Matter in the Real World by Matthew Skwarczek
Yeah I know been told nobody cares even though Acura staged some at the introduction & claims a time. BTW no need to put "wins" in quotes like its something from the Twilight Zone. They were very real & seen here be me through a link one of the guys put up in the thread. Have seen all the pro 5-60 reasons why this metric is so important, so I will go down stairs & tell my 4.5 second 5-60 car way to go guy.
On the pro 5-60 is there any reason to read any further than this?
There is, though, a slightly better way of figuring out if the car next to you can beat you off the line. That’s by comparing 5-60 times.
Other things worth mentioning is that in sport + this transmission has very aggressive rev matching when downshifting. It really sounds like you’re in a super car when you are coming to a stop at red light and the car gets so many looks because of this. When I drive the c43 and the s5 I didn’t notice that much rev matching or it wasn’t noticeable to catch my attention. The type s is also probably class leading in handling. It literally felt like the car was on a string when cornering. It’s one of those things you have to experience to understand. Because of the shawd, you don’t feel the weight much. If someone would have told me this thing weight was 4200k I would have thought that they were lying.
Other things worth mentioning is that in sport + this transmission has very aggressive rev matching when downshifting. It really sounds like you’re in a super car when you are coming to a stop at red light and the car gets so many looks because of this. When I drive the c43 and the s5 I didn’t notice that much rev matching or it wasn’t noticeable to catch my attention. The type s is also probably class leading in handling. It literally felt like the car was on a string when cornering. It’s one of those things you have to experience to understand. Because of the shawd, you don’t feel the weight much. If someone would have told me this thing weight was 4200k I would have thought that they were lying.
Good point on the sport function of rev matching downshifts should be on every sport transmission program. Real important when you downshift to accelerate.
The class leading in handling is still an open question & will remain so until the TLX-S is road course tracked against some other car. Right now all we have is happy talk about the "feel" the 300-ft Skidpad: 0.96 g is the same as the M340. The current record at Car & Driver of the M340 says this at Lightning Laps
"Years of testing BMW's 3- and 4-series allow us to measure the pace of evolution through generational comparison. For example, the M340i arrives at the Turn 1 braking zone traveling 142.3 mph, a mere 2.4 mph shy of the 425-hp 2015 BMW M4's speed. And the M340i's 3:03.2 lap is 10.0 seconds quicker than that of the last-gen 2012 BMW 335i Sport Line and just 2.5 seconds off the M4's time.
The M4's 43-hp advantage over the M340i helps it pull away on VIR's foot-to-the-floor sections, but the lesser Bimmer's 382-hp turbocharged inline-six charges relentlessly to redline and never exhibits a bad vibe or any performance degradation during hot laps. Its sidekick, the ZF-sourced eight-speed automatic, upshifts and downshifts as if it had the VIR track map programmed into its brain."
So maybe sometime this year they will all have a go to see how well the TLX-S converts it's very good skid pad number into on the road performance.
While picking up the plates for my 22 MDX, I also was able to test drive the TLX-S today. As the owner of a 21 TLX A-Spec (w/Ktuner stage 2), I was very much looking forward this experience.
Although the styling effectively mimics that of the A-Spec, there are enough subtle but distinctive cues which one immediately picks up on when viewing the Type S. The front splitter is a nice touch as is the open elements of the grill; along with the quad exhaust outlets and rear diffuser, it gives the Type S an aggressive looking edge that makes the A-Spec appear a bit 'softer'. The interior though is nearly indistinguishable from my A-Spec, only with 'Type S' emblazoned on the headrests and steering wheel.
Once the engine started, I was immediately reminded that this isn't my A-Spec as the idle exhaust note came off as a softer version of the Nissan GTR. Before engaing in drive, I set the drove mode to Sport+ as I wanted to experience this car's most aggressive setting. Once I hopped onto the road and floored it, I can say that acceleration is fairly strong. While it's nowhere close to the M340i, it's still has some solid hustle. The exhaust burble is not piped in an reminded me quite a bit of the burble in the M340i. Even under moderate throttle, the user is treated to those exhaust sounds.
As I transitioned onto some secondary roads with a fair amount of tight and sweeping turns, I was able to experience quite a bit of what many auto journalists have been commenting on regarding the handling. Though you can readily feel this car's 4,200lb heft, it's handling felt nearly on par with the M340i xDrive that I drove during a BMW event a couple of times. I was able to toss this thing around pretty easily, despite it weighing as much as my old 20 MDX SH-AWD. If they would have somehow kept the weight near the 3,800lbs as my A-Spec FWD, I can only imagine how much better it could have handled.
All that being said and my curiosity piqued, I do want to try out a C43 and S4 just to see how 'close' Acura came with their entry into this segment. Additionally and warranty concerns notwithstanding, I suspect that an A-Spec SH-AWD with some tuning (no mods) will come close to mimicking the straightline performance of the Type S. (Admittedly, a similarly tuned Type S will be a different level. ) Sidenote: I can state that given my A-Spec's current state of tune, it should match up respectably with the Type S should we ever tangle up at the drag strip. (If I go Phearable stage 3, it may spell curtains for a stock Type S.)
All in all, I did enjoy my Type S drive today. Come three years from now and provided the deals are good, I'd have no issue with upgrading from the A-Spec to the Type S.
, thx for the review. Definitely let us know your thoughts once you've driven a C43 and S4.
While picking up the plates for my 22 MDX, I also was able to test drive the TLX-S today. As the owner of a 21 TLX A-Spec (w/Ktuner stage 2), I was very much looking forward this experience.
Although the styling effectively mimics that of the A-Spec, there are enough subtle but distinctive cues which one immediately picks up on when viewing the Type S. The front splitter is a nice touch as is the open elements of the grill; along with the quad exhaust outlets and rear diffuser, it gives the Type S an aggressive looking edge that makes the A-Spec appear a bit 'softer'. The interior though is nearly indistinguishable from my A-Spec, only with 'Type S' emblazoned on the headrests and steering wheel.
Once the engine started, I was immediately reminded that this isn't my A-Spec as the idle exhaust note came off as a softer version of the Nissan GTR. Before engaing in drive, I set the drove mode to Sport+ as I wanted to experience this car's most aggressive setting. Once I hopped onto the road and floored it, I can say that acceleration is fairly strong. While it's nowhere close to the M340i, it's still has some solid hustle. The exhaust burble is not piped in an reminded me quite a bit of the burble in the M340i. Even under moderate throttle, the user is treated to those exhaust sounds.
As I transitioned onto some secondary roads with a fair amount of tight and sweeping turns, I was able to experience quite a bit of what many auto journalists have been commenting on regarding the handling. Though you can readily feel this car's 4,200lb heft, it's handling felt nearly on par with the M340i xDrive that I drove during a BMW event a couple of times. I was able to toss this thing around pretty easily, despite it weighing as much as my old 20 MDX SH-AWD. If they would have somehow kept the weight near the 3,800lbs as my A-Spec FWD, I can only imagine how much better it could have handled.
All that being said and my curiosity piqued, I do want to try out a C43 and S4 just to see how 'close' Acura came with their entry into this segment. Additionally and warranty concerns notwithstanding, I suspect that an A-Spec SH-AWD with some tuning (no mods) will come close to mimicking the straightline performance of the Type S. (Admittedly, a similarly tuned Type S will be a different level. ) Sidenote: I can state that given my A-Spec's current state of tune, it should match up respectably with the Type S should we ever tangle up at the drag strip. (If I go Phearable stage 3, it may spell curtains for a stock Type S.)
All in all, I did enjoy my Type S drive today. Come three years from now and provided the deals are good, I'd have no issue with upgrading from the A-Spec to the Type S.
Thanks for the review. The Acura dealerships up north by me don't have any Type-s. I'll make the trip to this dealership for a test drive. If you're in the area let me know
Thanks for the review. The Acura dealerships up north by me don't have any Type-s. I'll make the trip to this dealership for a test drive. If you're in the area let me know
Aside from my dealer (Clinton Acura), I know that Bridgewater Acura has one (ADM @ $10k) as does Springfield Acura. East Brunswick Acura actually has a couple listed on their site; I may do an ADM check on those two this weekend.
I do recommend my dealer as there's some great diversity when it comes to the road types in that area coupled with the fact that there's not that much traffic in the area. (I also recommend them because they've always given me great deals on my new cars.)
Aside from my dealer (Clinton Acura), I know that Bridgewater Acura has one (ADM @ $10k) as does Springfield Acura. East Brunswick Acura actually has a couple listed on their site; I may do an ADM check on those two this weekend.
I do recommend my dealer as there's some great diversity when it comes to the road types in that area coupled with the fact that there's not that much traffic in the area. (I also recommend them because they've always given me great deals on my new cars.)
I used to work for Bridgewater and Springfield after leaving park ave Acura / BMW. My newest project is in Bridgewater. Just picked up permits today. I'll swing over there one day when I get a moment off my job site. Thank you again.
Waiter: Who ordered the pedantic mudslinging argument?
Me: Raises hand
Waiter: Would you like a refill on your drink?
Me: Make it a 12 year scotch and a clorox . One to dull the senses, the other to bleach my eyes.
Well played, sir, well played
And I'm one of those contributing to the mudslinging
Other things worth mentioning is that in sport + this transmission has very aggressive rev matching when downshifting. It really sounds like you’re in a super car when you are coming to a stop at red light and the car gets so many looks because of this. When I drive the c43 and the s5 I didn’t notice that much rev matching or it wasn’t noticeable to catch my attention. The type s is also probably class leading in handling. It literally felt like the car was on a string when cornering. It’s one of those things you have to experience to understand. Because of the shawd, you don’t feel the weight much. If someone would have told me this thing weight was 4200k I would have thought that they were lying.
That's what Matt Moran noted in his review about the handling. He was not thrilled with the transaxle shifting except for Sport+ IIRC but he thought the handling was class leading.
I used to work for Bridgewater and Springfield after leaving park ave Acura / BMW. My newest project is in Bridgewater. Just picked up permits today. I'll swing over there one day when I get a moment off my job site. Thank you again.
Update: Open Road Acura of east Brunswick seems to have four of them.
Update: Open Road Acura of east Brunswick seems to have four of them.
\
There seems to be decent supply around here within half hour or so drive that it may be possible to get them to come down off the ADM, regardless don't think the markup will have much staying power:
Open Road 4
Bridgewater 2
Princeton 1
Davis 2
At least 3 are white. I know Princeton was at 5k ADM a couple weeks or so back and they have the least inventory. Their service has typically been great as well.
View All SpecsAfter spending an entire month with our long-term 2021 Acura TLX A-Spec, I had high hopes for the new TLX Type S. When you start from a good base, that means things can only get better, right? The chassis underneath the base TLX’s flashy sheetmetal is a thing of brilliance. This four-door is taut and responsive the way you expect a high-performance German sport sedan to be, and the SH-AWD system is one of the best in the business, hugely aiding its agility.
But not everything about the TLX A-Spec with its 2.0-turbo four-cylinder is perfect in the fun-to-drive column. The 10-speed transmission is mediocre at best, and while the engine makes a good noise, an Accord with its 2.0-turbo can outrun it in a straight line. There’s enough thrust to keep things lively, but it’s not going to raise your pulse.
Enter the TLX Type S. It marks Acura’s mighty return to performance cars (beyond the NSX), and it’s a chance for Acura to address our issues with the standard TLX. Let’s get into it.
The Type S boots out the four-cylinder in favor of Acura’s totally new 3.0-liter turbocharged V6. This engine is exclusive to the Type S for the time being, and it’s a winner. Don’t expect a high-revving classic Honda experience, though. Instead, just like the new turbocharged Civic Type R, this V6 is a torque monster. The peak 354 pound-feet hits low in the rev band at 1,400 rpm then carries on up to 5,000. Its peak 355 horsepower is made at 5,500 rpm, and redline comes shortly thereafter at 6,200.
Acura still found a way to make this relatively low-revving V6 sound more frenzied than it actually is. The trip up to redline in Sport and Sport+ (which opens the active exhaust valves) is music to the ears. It’s not punishingly loud, but the pitch increases with revs to a much higher note than you might suspect. Open the windows, and you’ll also get some turbo-spooling noises for even more drama. The personality and character level of this engine is off the charts compared to the standard 2.0T. Only BMW’s inline-six — in the M340i — offers up a similarly enticing noise.
The pull from this engine matches the sound it makes, too. Good luck finding a dead spot or weak point anywhere, because it doesn’t exist. There’s no cliff of torque at the end of the meaty rev band, and while the Type S might not win every stoplight drag race — Acura estimates an approximately 5-second trip to 60 mph — it’s plenty quick enough to have a hell of a good time in. It doesn’t bother me for a second that this Acura V6’s 355 horsepower is less than you’ll find in an M340i, AMG C 43 or Q50 Red Sport 400. Acceleration is plenty to get going way too fast on a back road, and the engine is an entertaining partner on the way there. Consider this box checked emphatically.
Next up in my list of complaints about the standard TLX is the 10-speed transmission. That version is slow to respond to paddle inputs, and the tuning in Sport mode frustrates by too often finding itself in the wrong gear when you want the revs to be up. Acura seriously overhauled this 10-speed for the Type S with a new torque converter, stronger internal gears, improved clutches and a dedicated transmission cooler.
The revisions allow for 40% quicker downshifts and 30% quicker upshifts than before, and I believe it. Pop it into the new (Type S exclusive) Sport+ mode, and this transmission is in the top tier of torque converter automatics when it comes to shift speeds and gear-selection smarts. Acura transformed this 10-speed into a lovely gearbox, and it makes driving the TLX Type S significantly more fun and satisfying. The response times and shifting experience are similar to what you might get out of a BMW product fitted with the ZF eight-speed. Lots of shifting happens, too, because the first few gears are spaced so close together. That’s great fun getting off the line quickly, but I found it better to just let the computer handle things than keep up with the constant shifting. Things space further out in the mid and higher gears, which is where it’s more fun to use the paddles. That’s problem box number two, checked.
Acura manages to bring this extra performance to the Type S without sacrificing daily driving civility. Twist the NSX-style drive-mode selector into Comfort, and this Type S trundles along just as sedately and smoothly as the 2.0T. Shifts are seamless. The exhaust shuts up. And the ride coddles. It’s the very definition of a dual threat.
Improving the TLX’s handling was surely the aim of the Type S, but don’t shortchange what Acura started with. Acura has said that the standard car’s structure and chassis are built to “Type S” standards of handling, and it feels like that on the road. That said, the Type S does try to improve matters.
From the second you set off, the additional bracing, frame stiffeners, stiffer stabilizer bars and stiffer springs and dampers are obvious. The car feels more of a piece, which is an accomplishment considering how well the standard car drives. Don’t think the Type S brings this Acura up to Type R levels of handling prowess, though. Go get a Civic Type R if you want the pinnacle of performance from the Honda/Acura crew.
Instead, the Type S finds its home in a middle ground of performance, just like its M340i, S4 and AMG C 43 rivals from Germany. The optional Pirelli P Zero summer tires that wrap NSX-inspired wheels are an $800 must-buy. The grip provided by this rubber in combination with the torque vectoring SH-AWD system is a thing of beauty. It imparts in the driver enough confidence to simply flat-foot it through corners, leaning on the substantial grip and trick differential to sort things out. With a gentle flick of its tail, the Type S comes out the other side of a corner bolting down the road with a surprising amount of momentum.
There’s a predictable, gentle lean as you arc through corners. I wish I could say the weight transfer and feeling of the front end were perfect, but the pesky 4-cylinder ruined me. The V6 is more nose-heavy: 59/41 front/rear weight distribution compared to 57/43 for the four-cylinder. And that extra weight up front makes the nose feel slightly heavier compared to the four. The effect is similar to going from an EcoBoost Mustang to a 5.0. It’s not nearly enough to make me denigrate the Type S model’s handling, but it’s something that’s noticeable having driven both versions of the car. Even when equipped with the lightweight wheels on our tester, the Type S is heavy at 4,200 pounds — that’s 230 pounds more than our A-Spec, and sadly that weight gain is in the wrong spot.
Thankfully, the new and larger Brembo brakes are up to the task of bringing the TLX Type S to a stop. Brake fade was nonexistent on the road, and on the track at Laguna Seca, they held up just fine, too. The pedal is one of the best out there with a short and stiff stroke that reacts the second you begin to breathe on it.
Those big red-painted Brembos with Acura spelled out on them look great tucked behind the wheels. Acura’s entire exterior package for this car is the perfect level of aggro, too. The only items that may be questionable are the gigantic quad exhaust tips prominently poking out the back. They sound the part, though, and they’re 100% real, so I’m still giving them a thumbs up. And do pay the extra $500 for this Type S-exclusive Tiger Eye Pearl paint — it’s the best color in Acura’s palette.
The big question left hanging here is, should you buy the Type S over its established German competitors? That depends on your priorities. A Type S, which comes fully loaded with every luxury feature Acura offers, can be had for thousands less than any of the Germans when equipped similarly. You may be about a half second slower to 60 mph in the Type S, but you’d pay a lot more to get that half second and all the equipment elsewhere. The conversation gets messier when the Cadillac CT5-V and Genesis G70 enter — both are damn good performance sedans. But the TLX Type S is earnestly mixing it up with the best of them, and there’s no doubt it’s good enough to earn a place in the driveways of driving enthusiasts everywhere.
An interesting paragraph from the review as they had prior experience with the 2.0L A-Spec:
"There’s a predictable, gentle lean as you arc through corners. I wish I could say the weight transfer and feeling of the front end were perfect, but the pesky four-cylinder ruined me. The V6 is more nose-heavy: 59/41 front/rear weight distribution compared to 57/43 for the four-cylinder. And that extra weight up front makes the nose feel slightly heavier compared to the four. The effect is similar to going from an EcoBoost Mustang to a 5.0. It’s not nearly enough to make me denigrate the Type S model’s handling, but it’s something that’s noticeable having driven both versions of the car. Even when equipped with the lightweight wheels on our tester, the Type S is heavy at 4,200 pounds — that’s 230 pounds more than our A-Spec, and sadly that weight gain is in the wrong spot."
One of the best summary responses in the comments section:
"It's impressive what Acura's brilliant SH-AWD does for FWD dynamics. It almost makes for a convincing RWD substitute -- Almost being the operative word.
There is no hiding the front-heavy weight distribution or the ungainly front overhang. Worse, in an attempt to give the TLX RWD proportions, they extended the dash-to-axle, and in doing so they negated the packaging benefits of a transverse layout. In short, it has most of the disadvantages of a FWD chassis and none of the benefits. The Stinger is a better TLX than the TLX.
I'm sure this new TLX platform would make for an even better Accord, but if Acura wanted to be taken seriously as a premium performance brand, the car should have moved to a RWD platform along with the MDX. Genesis gets it, why doesn't Acura?"
The effect is similar to going from an EcoBoost Mustang to a 5.0.
Talk about the Mustang. I am on my work trip and had a Mustang EcoBoost for 1/2 a day then called Enterprise for the exchange. Aside from the issue of why I had it swapped, here's what added to the NO-NO list for me.
Cheap - Everything looks cheap inside the car, as well as the side view mirrors plastic covers.
Enfortainment - Had a hard time connect to my Android Auto, keeps cutting off.
Bumped in the exhaust - I am not very familiar with the bumped-in audio, but when I tried to rev it and I can't hear anything outside but the inside cabin makes noise.
Sport side-view mirrors - Sport mirrors = can't see shiet
Blind spots - everywhere, maybe because I have been getting used to the sedans and SUV.
Pros - More fun than the swap (Nissan Rogue hahaha) and ventilated seats
An interesting paragraph from the review as they had prior experience with the 2.0L A-Spec:
"There’s a predictable, gentle lean as you arc through corners. I wish I could say the weight transfer and feeling of the front end were perfect, but the pesky four-cylinder ruined me. The V6 is more nose-heavy: 59/41 front/rear weight distribution compared to 57/43 for the four-cylinder. And that extra weight up front makes the nose feel slightly heavier compared to the four. The effect is similar to going from an EcoBoost Mustang to a 5.0. It’s not nearly enough to make me denigrate the Type S model’s handling, but it’s something that’s noticeable having driven both versions of the car. Even when equipped with the lightweight wheels on our tester, the Type S is heavy at 4,200 pounds — that’s 230 pounds more than our A-Spec, and sadly that weight gain is in the wrong spot."
One of the best summary responses in the comments section:
"It's impressive what Acura's brilliant SH-AWD does for FWD dynamics. It almost makes for a convincing RWD substitute -- Almost being the operative word.
There is no hiding the front-heavy weight distribution or the ungainly front overhang. Worse, in an attempt to give the TLX RWD proportions, they extended the dash-to-axle, and in doing so they negated the packaging benefits of a transverse layout. In short, it has most of the disadvantages of a FWD chassis and none of the benefits. The Stinger is a better TLX than the TLX.
I'm sure this new TLX platform would make for an even better Accord, but if Acura wanted to be taken seriously as a premium performance brand, the car should have moved to a RWD platform along with the MDX. Genesis gets it, why doesn't Acura?"
The MDX doesn’t warrant a RWD any more than it’s most direct competitors (RX, QX60) which are also FWD-based.
Talk about the Mustang. I am on my work trip and had a Mustang EcoBoost for 1/2 a day then called Enterprise for the exchange. Aside from the issue of why I had it swapped, here's what added to the NO-NO list for me.
Cheap - Everything looks cheap inside the car, as well as the side view mirrors plastic covers.
Enfortainment - Had a hard time connect to my Android Auto, keeps cutting off.
Bumped in the exhaust - I am not very familiar with the bumped-in audio, but when I tried to rev it and I can't hear anything outside but the inside cabin makes noise.
Sport side-view mirrors - Sport mirrors = can't see shiet
Blind spots - everywhere, maybe because I have been getting used to the sedans and SUV.
Pros - More fun than the swap (Nissan Rogue hahaha) and ventilated seats
….you forgot one con: sounds like a lawn mower.
The Ecoboost version is a prime example of when not to cheap out.
Update: Open Road Acura of east Brunswick seems to have four of them.
Took a look at one today. Love this color combo:
That is the exterior color is the one I like overall. Not as much flash as the blue or gold but the styling of the car is pretty aggresive in general that it is still very sharp looking. Not sure on the red leather but the black alcantara inserts break it up nicely. Could go either way on the red or black interior. The alcantara doesn't get all that hot and the ventilated seats take car of what heat they do absorb pretty nicely from my experience with the aspec. Was pretty skeptical on how the alcantara would hold up but after 3.5 years it still looked like new so I was probably worried about nothing. Treated the leather pretty regular but never had to do anything with the alcantara (except avoid getting leather conditioner on it) as far as cleaning or anything. Are you going to be buying one?
That is the exterior color is the one I like overall. Not as much flash as the blue or gold but the styling of the car is pretty aggresive in general that it is still very sharp looking. Not sure on the red leather but the black alcantara inserts break it up nicely. Could go either way on the red or black interior. The alcantara doesn't get all that hot and the ventilated seats take car of what heat they do absorb pretty nicely from my experience with the aspec. Was pretty skeptical on how the alcantara would hold up but after 3.5 years it still looked like new so I was probably worried about nothing. Treated the leather pretty regular but never had to do anything with the alcantara (except avoid getting leather conditioner on it) as far as cleaning or anything. Are you going to be buying one?
I just picked up an A-Spec a few weeks ago. Unless the used car market goes even more bizarro, I’ll hold off until the lease is up on the A-Spec.
With all due respect was there anything new in the post? He did have a shot "Brake fade was nonexistent on the road, and on the track at Laguna Seca, they held up just fine, too" He did have a chance, but did not take it. He might have mentioned the big red Brembo's did not have factory pads in them.
Why this is of interest is a while back in one of the 5 or 6 car camparo's the Acura being tested was they only car IIRC that C&D had to rest between laps due to brake fade. Seems like some one at Acura remembered & swapped pads this time.
Last edited by BEAR-AvHistory; 07-29-2021 at 09:47 PM.
That's his thing. I don't know why he does it, but seemingly every post of his is a copy-and-paste of a longass article. I have him on ignore because it makes threads darn near impossible to read on mobile, especially with infinite scroll.
You never know, if he's the one driving the Type S it might lose :wink:.
In the CTR - Veloster N video that just came out, even the YT commenters were mentioning that the Veloster N (the car he was in) needs a driver mod. The Veloster N DCT is supposed to be faster than the CTR yet he still managed to lose...
07-23-2021, 12:13 PM
) Sidenote: I can state that given my A-Spec's current state of tune, it should match up respectably with the Type S should we ever tangle up at the drag strip. (If I go Phearable stage 3, it may spell curtains for a stock Type S.)
AutoBlog
