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2015 Acura TLX 1st Review

Sometimes less is more. In Acura's case, it is looking to replace 2 models with one, the sum being greater than the parts. The 2015 Acura TLX is that car, replacing both the TSX, a version of the European Accord that was somewhere between a compact and midsize model, and the TL, which straddled the gap between midsize and large. The new TLX is truly a combination of the 2, a midsize package that offers 2 entirely different powertrains designed specifically to appeal to those previous 2 sets of buyers as well as a whole new audience who may be shopping cars like the Lexus IS, Audi A4, Mercedes-Benz C-Class and Infiniti Q50.

The new Acura TLX rides on the same 109.3-inch wheelbase as the larger TL, but is 3.7 inches shorter in overall length at 190.3 inches. This more compact body is in line with other midsize models, while allowing the car to offer the same level of interior comfort. The TLX has a more fluid design with graceful character lines that flow front to rear. The face of the car has a more 3-dimension look to the traditional Acura "mail slot" grille and the opening is flanked by a row of square LED lights. The TLX offers full LED lighting on all models and the face of the car has strong links to the upcoming 2015 Acura NSX sports car.

2 powertrain approaches

Beneath the hood are 2 different transversely mounted powertrains. The standard front-drive TLX comes with a 2.4-liter direct injected 4-cylinder engine making 206 horsepower and 182 lb-ft of torque. The engine is mated to the auto industry's first 8-speed dual clutch transmission that incorporates a torque converter for smoother launches than standard DCTs, while allowing faster shifts than a conventional automatic transmission. The combination is expected to deliver 24 mpg city/35 mpg highway (respective gains of 2 and 4 mpg) with a combined rating of 28 mpg.

Acura will offer 2 versions with V6 power. The 6 has a displacement of 3.5 liters with 290 horsepower and 267 lb-ft of torque. Both are equipped with 9-speed automatic gearboxes, but 1 will drive the front-wheels only, while the 2nd variant is equipped with Acura's Super Handling-All Wheel Drive (SH-AWD). The latter model features an all-new hydraulically actuated rear differential that not only improves traction, but also handling by using torque vectoring across the rear axle to help the car turn in more quickly.

4 wheel steering

The SH-AWD isn't the only technology improving handling on TLX models. The front-drive versions use Acura's Precision All-Wheel Steering (P-AWS) to increase dynamic agility and ease of low speed operation. When parking or tight cornering, the rear wheels steer in opposite phase to reduce the turning radius in the former and to sharpen turn-in in the latter. When braking, the rear steering will toe-in the wheels to provide additional stopping power. During lane change maneuvers, the rear wheels will steer in phase with the front axle for quick transitions.

By offering 3 versions of the TLX, 2 front drive models with either 4- or 6-cylinder power and a flagship 6-cylinder with all-wheel drive, there is something for everyone when it comes to the driving experience. The 4-cylinder model feels nimble, much like the previous TSX, thanks to its slightly lighter nose and the assist from the rear-steering system. The 8-speed dual clutch transmission, which has steering wheel-mounted paddles in addition to the conventional console mounted shift lever, is smooth, refined and quick in changing gears, further adding to the sporting flair of the 2.4-liter package, which has plenty of power for a car this size.

Even more refined V6

Step up to the V6 and the 2015 Acura TLX takes on a different demeanor. The additional power and the super smooth 9-speed transmission makes this model feel like a class-above luxury cruiser. The V6 is also equipped with cylinder deactivation to help improve fuel economy and employs active noise cancellation to keep noise levels in check with the engine operating on 3 cylinders. This system also provides additional dampening of road and tire noise that contribute to the car's quiet cabin. While all models have start/stop push buttons, the V6 versions also use buttons for the transmission, with a round one for drive, rectangular for park and a recessed square for reverse, which pulls back to engage.

All models are equipped with 4 driving modes-Econ, Normal, Sport and Sport+. In Econ, both the throttle actuation and transmission shifts are programmed to deliver maximum fuel economy. In addition, the climate control system is dialed back to reduce engine load and idle stop/start is engaged. Normal uses the baseline settings for throttle and transmission response, stop/start is engaged, however the climate control operates at normal levels. In Sport, the shifts and throttle response are more aggressive, stop/start is disabled and the steering has a higher effort. Sport+ will hold gears and adapts the shift logic to match the aggressiveness of throttle and brake inputs.

Advance and Tech packages available

With a base price of $30,995, the TLX 2.4-liter has a high level of standard equipment including 17-inch alloy wheels, 60/40 split folding rear seat, a rearview camera, keyless entry and start, and a standard center console touchscreen. The Technology Package, which adds $4,030, includes navigation with voice recognition, ELS Studio Premium Sound with 10 speakers, blind spot warning, rear cross traffic monitor, forward collision warning with car and pedestrian detection, lane keeping assist and perforated leather.

The 2015 Acura TLX V6 models start at $35,220; the Tech Package takes that to $39,250. The Advance Package, which adds another $3,250 includes adaptive cruise, ventilated front seats, road departure and collision mitigation, remote engine start and front and rear parking sensors. All TLX 3.5-liter models with SH-AWD come standard with the Tech Package at $41,450, while the Advance Package brings it to $44,700.

The all-new TLX marks a new direction in Acura's bid to recast itself as a more formidable player in the luxury market. It's a step in the right direction.

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2015 Acura TLX Beats BMW, Infiniti & Lexus in Road Handling & Comfort

In a recent 280 mile real road conditions driving trial through the wine country of West Virginia, we determined that Acura’s latest offering has a measurable advantage over BMW, Lexus and Infiniti in handling and superior ergonomics driven comfort.

In fact, Acura TLX will change the way that you measure automotive performance.

While that’s a bold statement for any auto reviewer to make, we believe that after comparing the BMW 328 i X-Drive, Infinity Q50 and Lexus IS 250 to the all new TLX, Acura’s newest offering is the winner in several categories.

Superior handling characteristics

2015 Acura TLX is more than a bit impressive in its handling. To date, we’ve yet to drive a stickier entry or mid level premium sport sedan. Offered in 7 models, all standard with smart handling power (P-AWS) all wheel steering, new direct injected engine designs and 8 and 9 speed transmissions, Acura has increased performance while improving fuel economy. While BMW, Infiniti and Lexus performed well in handling, TLX possesses what we’ll refer to as “Flatitude.” While driving TLX, 1 is in total control of the road.

TLX brings to the mid priced premium sport sedan class( base msrp $30,995.) what had previously been reserved for cars costing twice as much. The road stability and driver-wheel connectivity of this car is impressive. 1 can truly feel the road through the very smart electric activated power steering wheel of the TLX. Fit and finish is impressive, interior space and ergonomics, superior.

How’d Acura perfect handling and torque transference in TLX?

Acura engineering has increased the flex rigidity of the frame, crumple zone, added sound deadening to previously hollow body members while increasing suspension dampening and road noise isolation. They’ve put the development time and cost in the TLX where it most matters, where the tires meets the road. Granted, our pre-production mule was effectively new, nonetheless, we were duly impressed by the rigidity, quiet and cabin comfort of the TLX.

Acura has reinstated the “door thunk” in the TLX. 1st impression is 1 of quality. TLX is measurably superior to the competition in road-bounce recovery, downhill nose dive, braking and acceleration recovery. It swoops out of a turns without noticeable side sway. Suspension dampening eliminates squirreliness, while reducing body mass rebound. Brake fade? none.

We discover that In the 3.5 liter SH-AWD premium sports sedan, Acura engineering has all but eliminated the negative attributes of front wheel drive. We noted 0 torque pull to the right on take off. This is a big deal for drivers that prefer the performance attributes of a rear live axle. In the TLX the difference is negligible. Through “torque vectoring” TLX sends torque transference to the wheel where it’s most need. You can watch the car do so via dash monitor. However, you won’t sense the change while driving, its seamless.

The annoying torque pull associated with all performance front wheel drive systems is gone.

According to Acura engineering, TLX is a car of many 1sts. Lowest wind resistance in class, shortest braking distance, superior suspension dampening, class leading cabin sound deadening, road vibration isolation and lowest base msrp in class.

Less noise less driver fatigue.

We couldn’t agree more, from where we sat, this car’s interior noise level is a bit unsettlingly quiet, you can hear your own heart beat.

In-fact, other than a barely detectable intermittent rear tire bump (very rough roads) and minor mirror wind noise; there was none. Speaking at a low decibel in the TLX is effortless.

Stability through superior engineering.

Handling attitude of the TLX is a flat plane trajectory. We launched the test car several times(oops) on the backroads of West Virginia. We noted zero brake and shock fade. When pulling the TLX through several “S” turns under heavy braking and follow through acceleration, the TLX in all variants performed flawlessly.

Pilot and passenger cabin ergonomics.

We were blown away by the interior cabin volume exhibited by the TLX. Once again Acura and Honda engineering has manifested a superior ergonomic dictated driver placement and passenger seating that logic dictates would not fit within the confines of the TLX.

The seats are exceptionally comfortable. Acura has removed the hard hip bolstering while retaining seating position control and grip. After 6 hours of pushing the TLX through its paces, this reviewer walked away unusually refreshed. The TLX SH-AWD V6 with advanced package (base msrp $42,500.) comes standard with a 10 way adjustable, heated driver’s seat, the passenger gets 8.

Leg, shoulder and hip room is more than ample for this 6’ 5” reporter. Yet, adjusted with ease and comfort for our 5’8” co-driver. Visibility afforded from the cab is superior, controls, gauge and touch screen monitor is well placed with 1 exception.

We found the positioning of the drive mode toggle(IDS) to be less than intuitive, thus a bit distracting and clumsy. Offering 4 drive modes, the IDS toggle is positioned below the drive button on the center shift console. locating the toggle while driving requires a shift of the eye off of the road. We believe that the driving mode selector should be placed on the wheel, or voice activated.

In segment #2 of our Torque News review, we’ll cover the engine, drive train and electronics of the all new 2015 Acura TLX. Keep posted and thank you.

iforyou

iTrader: (1)

well..lol...what I mean is that the TLX, based on the reviews so far, have recaptured the "virtues/soul/spirit" that made the 3G TL and 1G TSX so successful and popular. To me, the TLX is sort of like "going back to the root of Acura," if you know what I mean.....

Obviously it's 2014/2015 now and things have changed. Instead of 5AT, we now have 8-DCT and 9AT. Instead of HIDs, there are LED headlights now. Instead of plain leather seats, there are milano leather seats. Instead of FWD only, there's also a 2nd gen of SH-AWD. Instead of 20/29mpg in the TSX 5AT, the TLX 2.4 is now rated at 24/35mpg. NVH levels have been vastly improved. And the list goes on and on....

oonowindoo

not looking good for me? I don't think you really know what you talking about...


ALL of us are hoping to be proven wrong... trust me on that one.

oonowindoo

R&T's review is pretty bad.

Legend2TL

+1, another factor I see is the general shift toward more comfort with the foam filled body structures and better ride/comfort. Add in better infotainment system and modern DCT it really is getting back to Acura roots. That change also is somewhat reflected in the competition with BMW softening the US market 3 series to tailor it more toward comfort.

The only slight negative I see is a slight loss in sport from the 3G TL being 6MT with gear-type limited slip, Brembo brakes, stiffer sway bars. That said, the average TLX shopper most proabably doesn't care about that either. Infotainment systems, low NVH and comfortable ride you experience all the time when you're driving whereas all the sporty stuff does not get used most of the time driving.

TSX69

1st Drive
2015 Acura TLX

The TLX is the proverbial car that Acura needs right now. (Read: Yesterday) They've played ball and come away with a few base hits in the form of the MDX and RDX crossovers, a foul ball with the ILX, and a strikeout with the curiously designed ZDX. While they hope the upcoming NSX is a grand slam, in the meantime the company is looking for a home run in the form of the TLX, which will replace both the TSX and TL.

Technological motivation

After success in the SUV/CUV segment, the company is rightly turning its attention to sedans. Apparently the buying public has been chomping at the bit, because Acura says it has over 40,000 hand-raisers who have expressed interest in a new "Red Carpet Athlete" luxury/performance 4-door. With the TLX, their prayers have hopefully been answered.

Loaded with tech, the TLX is available with 2 engines, 2 new transmissions and a choice of front- or all-wheel-drive. The base engine is a direct-injected 2.4-liter iVTEC 4-cylinder, which makes 206 horsepower at 6,800 rpm and 182 lb-ft of torque at 4,500 rpm. That mill is joined by a direct-injected 3.5-liter iVTEC V6 that produces 290 horsepower at 6,200 rpm and 267 lb-ft of torque at 4,500 rpm. The V6 is also equipped with Variable Cylinder Management (VCM), which gives it the ability to shut down 3 cylinders once it achieves cruising speed, all in an attempt to squeeze every drop from a gallon of gas.

The FWD-only 4 is mated to what Acura claims is the world's 1st 8-speed dual-clutch transmission (8DCT) with a torque converter. The gearbox is equipped with what Acura calls Sequential SportShift for "ultra-quick" shifts and rev-matching, while the torque converter helps to smooth out any residual shift-shock, and at the same time provide quicker off-the-line acceleration than a normal dual clutch tranny is typically capable of.

The 4-cylinder model is also fitted with Precision All Wheel Steering (P-AWS), which helps to artificially shorten the car's length during low speed maneuvering, and conversely lengthens it during high speed driving for added stability. Executed through steerable rear wheels, it changes the toe angle of the tires for added handling precision.

The 3.5-liter V6 engine is exclusively mated to a 9-speed automatic transmission, and in FWD form, it too features P-AWS. Based on a design by ZF, Acura claims the 9-speed shifts 5times faster than the outgoing 6-speed automatic transmissions and is 66 pounds lighter to boot. Quickness is paramount, and Acura says it enjoys a 0.5-second improvement in zero-to-60 mph times. Operated by Electronic Gear Selector buttons instead of a conventional gearshift lever, it includes a pull-up for reverse switch, which should obviate any accidental engagement.

Buyers in the Snowbelt, or those who desire extra traction, can order the TLX with Super Handling All-Wheel-Drive (SH-AWD). Now 25% lighter than the previous generation, it can send up to 70% of the torque to the rear wheels and allows for greater torque vectoring than before. All models ride on the typical MacPherson front/multi-link rear suspension with amplitude reactive dampers to adjust the ride on the fly. Acura's Agile Handling Assist is on board to help the car shorten itself through a turn via what the company describes as a process similar to brake vectoring.

The TLX SH-AWD includes idle-stop capabilities for improved fuel economy. While others may call the device an ECO start/stop or some such other thing, the TLX includes an Active Control engine mount to reduce the harshness that many competitors face when they refire.

As if all of this is not enough, Acura managed to pack in a selection of modes as part of their Integrated Dynamics System, which offers ECON, Normal, Sport and Sport+ settings. They are used to personalize such parameters as steering effort, throttle mapping, shift logic and P-AWS or SH-AWD settings.

Moving targets

We had a chance to drive all 3 flavors of TLX ranging from the 2.4- and 3.5-liter versions both equipped with P-AWS as well as the 3.5-liter with SH-AWD, and found each to be a worthy competitor to their targeted competition, including the Mercedes-Benz C-Class, Lexus IS, Audi A4, and BMW 3-series. In other words, the usual suspects. Nearly all have undergone a visual transformation with new looks that push the envelope just a little further.

From the 'can-opener' grill to the signature Jewel-Eye LED headlamps on each side, the looks of the TLX are unmistakable. Made up of high strength hot-stamped steel, aluminum, and magnesium, the TLX features new acoustical foam insulation that is blown in at various points around the body to seal potential air gaps and deaden sound at the same time. Add to that, smart use of sheetmetal and the utilization of acoustic glass, and you end up with a car that we found to be as quiet as many vehicles that check in at more than double the TLX's price.

Accommodations

The 2015 TLX is a 5-passenger sports sedan with improved seating that is as conservative as it is functional. While not a pair of thrones that you would find in an Italian exotic, they do their part to hold occupants in place while driving. Soft touch material is all around, and is contrasted by glossy Zebra-wood veneer and aluminum-look bright pieces that dress up the cockpit nicely. We found the steering wheel just a bit over-done, but did enjoy the very logical use of rollers to increase or decrease the audio and Bluetooth volume.

Our Advance package equipped 3.5 SH-AWD TLX included Siri Eyes Free functionality which combines the 490-watt, 10-speaker ELS audio system by Grammy award-winning sound engineer Elliot Scheiner, with a smartphone hookup that allows the use of Siri to answer a question, set up a calendar date and more from an Apple iPhone. The sound pumped out highs, lows and midtones all day long. Along the way, the TLX's Active Noise- and Active Sound Control systems helped, with microphones and sensors to cancel out any unwanted sound intrusions to the cabin.

Safety takes no back seat in the TLX either, with a suite of AcuraWatch driver assists on board. Camera and sensor based, they watch and alert drivers to possible encounters of the wrong kind and show the images on the 8-inch display in the dash binnacle above the center console. The Road Departure Mitigation System (RDMS) reads painted lane stripes to apply steering and brake assistance when it senses lane drift. With Rear Cross Traffic Monitoring (RCTM), it uses blindspot sensors to detect vehicles approaching from either side. Forward Collision Warning (FCW) presents a visual and audible alert to an impending situation ahead. Combined with Acura's Collision Mitigation Braking System (CMBS), which is a mouthful in anyone's book, it scans upcoming road for potential obstacles and engages emergency braking as needed by the on-board cameras and sensors. Finally, Lane Departure Warning (LDW) and Lane Keeping Assist (LKAS) all do their part to help a driver avoid potential mishaps that occur from lane drift.

Drive Time

Sampling all 3 flavors of TLX, we found the base 2.4-liter 4-cylinder mill offered brisk acceleration that will satisfy the bulk of shoppers considering the sedan. The 8-speed DCT transmission provided flawless shifting during our time in the car, and we were jazzed to find a double-step down paddle shift operation while hoofing it in Sport+ mode. The P-AWS enabled precision steering and stability while driving through the foothills of West Virginia. The EPA says to expect 24 city/35 highway mpg with a combined 28 mpg average, which Acura says is tops for the segment.

The 3.5-liter V6 with front wheel drive was a much smoother power plant that gave the TLX the confidence of a true luxury sport sedan. Shifting from the 9-speed transmission was ultra smooth throughout the range and the 3-cylinder variable cylinder management system operated in a seamless fashion to the point we were not even aware it was occurring. The P-AWS system also added stability through the turns and twisties through horse country.

Adding the SH-AWD to the top of the line model found us traversing at high speed on Virginia horse country back roads. While this all-wheel-drive version is not P-AWS-equipped, it uses the torque vectoring and torque braking of Acura Agile Handling Assist to accomplish the same effect as though the TLX was seemingly running on rails. Incidentally, the 3.5-liter Direct-Injected V6 with P-AWS achieves an EPA estimated 21 city/34 highway mpg with 25 mpg combined, while the all-wheeler SH-AWD is good for 21 city/31 highway mpg with 25 mpg combined. That's an improvement of +3 miles city and +4 miles highway over the outgoing SH-AWD-equipped TL.

Leftlane's bottom line:

When Acura officials described to us their intention of building a luxury sport sedan that they themselves would be excited to drive, we knew their hearts were well-intentioned, but it wasn't clear if they could pull it off. After spending time behind the wheel, we think they've achieved their goal, creating an attractive, technologically-advanced package that's a compelling alternative to the segment stalwarts.

This is exactly the sedan that Acura needed.

2015 Acura TLX 2.4 base price, $30,995
2015 Acura TLX 2.4 Tech Package, $35025
2015 Acura TLX 3.5 base price, $35,220
2015 Acura TLX 3.5 Tech Package, $39,250
2015 Acura TLX 3.5 Advance Package, $42,500
2015 Acura TLX 3.5 Tech Package, $41,450
2015 Acura TLX 3.5 Advance Package, $44,700

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We Test Drive 2015 Acura TLX Auto Industry Giant Killer

We believe that Acura TLX will not only elevate the brand to new highs, but change how you and the auto industry measure economy driven performance. TLX is a giant killer.

Acura has ventured back into the auto industry's most popular sedan segment with something that’s so new that Audi, BMW, MB, Lexus, Infiniti and others will be compelled to emulate the ergonomic driven driver and passenger accommodations, superior handling tech-rich safety and personal connectivity features of the 2015 TLX.

Replacing Acura’s outgoing TSX and TL, TLX puts a new spin on mid size driving performance, via world class safety through electronic accident avoidance and superior road handling and braking.

We covered the comfort features of TLX in yesterday's article. We, were accused of writing a PR piece for Acura without “measurable” data. That comment was most likely from 1 of my fellow automotive journalist at Motor News, or 1 of the many dot coms covering the most exciting car to come out of Acura in decades. (Oops, there I go again.) You will find the specs here.

Today Torque news reports on the engine, drivetrain and technical side of the innovative 2015 Acura TLX 2.4L i_VTEC 4 cylinder with P-AWS, the TLX 3.5 liter SOHC normally aspirated V6, 9 speed transmission with P-AWS and the top of the line 3.5 liter V6, 9 speed with SH-AWD and full tech package.

2015 Acura TLX: Acura’s auto industry transformer. There’s nothing else like it on the road today. From the entry level 206 horsepower, double staged intake and direct fuel injected 4 cylinder, 8 speed, paddle shifted pocket rocket, to the very refined sport- luxury environment of the 290 horsepower, 9 speed, V6 sport touring SH-AWD, torque vectoring, 4 wheel steering Euro-sedan; Acura sets a new benchmark in the sport sedan segment.

Yes, I said Euro-sedan…

TLX is offered in 7 variants. We refer to it as an automotive transformer, simply, because it’s effectively 2 cars in 1. Hi tech sport sedan meets refined entry level luxury cruiser.

The drive

Tuesday morning weather in West Virginia was perfect for pushing the TLX through its paces. Acura kindly provide Torque News with a 270 mile run through Virginia horse and wine country, over a road course consisting of country 2 lane, city and highway driving. We would rotate 3 pre -production variants of the TLX between 2 drivers. Acura did a stellar job of insuring that each driver was given adequate drive time in all three variants provided.

We begin our test drive in the 2015 TLX V6 SH-AWD with Tech Package.

Acura Acronyms: SH-AWD = Smart Handling All Wheel Drive. The story begins here, but we’ll digress a bit as we revisit the cabin of TLX. While the exterior of the TLX is sized to slide between the exiting 2014 TL and 2014 TSX, Acura has retained exceptional class leading interior spaciousness and ergonomic driven driver and passenger comfort in the TLX.

In entering the car 1 realizes that nothing in the entry level premium sedan segment can touch the interior proportions, fit and finish of TLX. But enough already, let’s get to the road characteristics of Acura’s game changer.

Through the wizardry of Acura engineering, Project leader Mat Hargett, Brian Hourt, Chris Kipher and Dan Powderly have accomplished what other automotive development teams only aspire to do; they’ve reinvented the Acura sport sedan.

We could write a book on the upgrades and component changes that have lead to the exceptional driving experience afforded the keyless entry fob holder of the TLX, we don’t have enough cyberspace here to do so.

Automotive engineering drives it, but “form enables function” in the all new TLX.

Upon pushing the (keyless) ignition button on TLX, 1 is treated to a pleasant V6 emited melodic note, a promise of things to come. As with all Honda developed engines, the normally aspirated Acura aluminum block V6 is rev-happy. There’s no performance-lag based disappointment present in the TLX. Acura has installed a (modified) Mat tells us it’s a new block designed for Acura, 3.5 Liter SOHC i_VTEC direct injected V6, maried to an all new, lighter and smaller 9 speed automatic transmission, with paddle shifters.

Unlike our recent driving experience in the exiting 2014 TL, the paddle shifter worked flawlessly in the TLX. There’s no shift lever in the TLX. the driver selection is sent to the 9 speed transmission via buttons and toggles on the TLX V6 front or AWD variant, they work exceptionally well.

Leaving the Salamander resort, we noted the noise level in the TLX cabin to be bordering on nil. This car is so quiet in normal drive mode that 1 can hear their own heartbeat. While that can be a bit unsettling, our test mule came equipped with a state of the art ELS premium audio system with 10 speaker. The acoustics in the cabin is exceptional, stereo? infinitely adjustable through strategically placed speakers. Rich sound, we turned it off. We were here to drive.

Keeping it simple

Acura engineering has incorporated all wheel steering and all wheel drive in a midsize sport sedan that blows the collective doors off of the competition. While BMW and Infiniti may offer more horsepower in this segment, the high performance, direct injected, normally aspirated V6, mated to the state of the art 9 speed transmission, all wheel steering and AWD of the TLX takes the overall advantage in performance and comfort. Note: Ergonomics and cabin space of the TLX is superior in its segment.

We discover athletic road manors via Acura TLX geometry.

Acura engineering has hit a home run with the TLX. By shortening the overhang of this sedan, tweaking the body line, thus bringing the car closer to the ground, Acura has accomplished the lowest wind resistance in the class for class leading fuel efficiency. While TLX may share pan and wheel base dimensions with Honda’s award winning Accord, that’s where the similarities end.

We’ve been reassured by TLX senior project leader Mat Harget, that TLX is new from the ground up. Even the tire rubber has been compounded specifically for Acura TLX. Friction reduction and drag coefficient compliments the drivetrain superiority of Acura’s proprietary SH-AWD. Add to this coefficient state of the art multi phase suspension dampening and what Acura refers to as brake actuated torque vectoring (think manual transmission downshift with a twist,) you end up with a car that handles exceptionally well on the twisty downhills.

We pushed the TLX as hard as we could and didn’t lose it.

With apologies to Acura we must admit that we had the V6 TLX airbound more than once, this is not a small car. In sport mode the TLX takes on the personality of a race prepaid Acura TLX GT. This car is sticky, responsive and handles well when driven aggressively. We found ourselves backing off of the loud pedal more than once while grinning ear to ear. While TLX performs well in all drive modes (didn’t care much for economy) where it really shines is on a country 2 lane in sport mode.

You’ll find the driving mode toggle positioned below the drive button on the center console. We found the placement of the (IDS) to be a bit clumsy(eye’s off of the road) and distractive. but it worked well.

Acura SH-AWD enables dead- on tire tracking and engine torque transference through computer activated traction slip sensors. It’s a bit more complicated than that, you can watch the torque transfer via TLX’s dash mounted touchscreen monitor. But from the driver’s seat (the best in the industry) the shifting of torque is seamless. Think Slot Car Track, that’s how well TLX tracks the road. For highway driving, simply transition from sport to normal or economy mode with the flip of a switch. In economy mode the TLX V6 is turning at 1500 rpm @ 70 mph. That’s the same running speed of most turbo diesels.

How’s the mileage home boy? Frankly, it was so exceptional that we pulled out a calculator to confirm the dash reading.

24.7 mpg noted under real world, extreme driving conditions.

We pushed the TLX as hard as we could short of breaking it. Countless rabbit starts, hard downhill braking and acceleration. 6 second freeway onramp blasts. We had our test mule approaching 110 mph on a 2 laner (not recommended,) and yet on this real-world road test we detected no brake fade, power lag, drive-by- wire delay or launch and landing corrective side sway or squirreliness.

Our confirmed average mpg indicates highway commute economy approaching 33 mpg. That’s in a performance V6. Acura claims an average mpg of 35 from the 2.4L TLX. We’ll share our views on that car Wednesday.

Thanks for reading. Your thought provoking comment is always welcome here.

Steven Bell

iTrader: (2)

Jay Wolfe Acura in Kansas City just got their first TLX-it's white.

Fibonacci

Seems to be somewhat of an outlier.

As a satisfied 4G 6MT owner, I can't help but be a tad frustrated reading these early reviews though. ZF 9AT seems to be a fairly significant letdown compared to the in house 8DCT. The shift lag/off line stack seems to be a common denominator even in usage in the German marques.

Not sure why Acura couldn't build a robust enough DCT to handle the "power" of the 3.5 earth dreams. If Porsche can build a PDK sturdy enough to handle 560HP, there really shouldn't be any excuse.

oonowindoo

A simplified version:

Yes they can but $$$$

Fibonacci

Hopefully the engineers can figure it out in time for an MMC.

One thing I absolutely can't stand when I drive our MDX is the awful shift lag in manual mode. Granted, its a family hauler so very rarely am I driving it in a spirited fashion, but when you want to its a major letdown.

oonowindoo

it is an automatic, stop pretending it is not. Let the computer do its job!

You know what will really make me excited by MMC? if they can offer 7 speed MT in their boosted TLX SHAWD Type S, with 350HP.
I would even consider it if it looks like a 4G.

Fibonacci

7MT is overrated, six forward speeds is plenty for a manual IMO. For example, I prefer the 6MT in the Cayman S versus the 7MT in the Carrera S. But totally agree Acura needs a sportier 6MT, A-spec suspension with a power boost "TYPE-S" TLX.

TSX69

oonowindoo

yah it does not need 7mt. But from marketing and differentiation perspective (since Acura can't seem to differentiate itself from Honda), 7 MT will be a great marketing tool in that segment. "The first 7MT in its segment"

AZuser

That Road & Track review is so different from the rest of them. Their description of the 9 speed ZF tranny is like the complete opposite of everyone else's.

Road & Track:


KBB:


Left Lane News:


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Did Acura have Goodyear make exclusively for their "Red Carpet Athlete" a set of crappy tires?

Torque News:


Road & Track:

oonowindoo

The video review above also stated the 9at is laggy. But i do think they are exaggrating about the lag though. There is no way it will take 3-5 secs for it to move from R -> D. If it is true, it is not only stupid but potentially dangerous.

As far as tires.. well Acura's all season tires.. enough said.

AZuser

They should have stuck with Michelin. The Michelin Primacy MXM4 are good all season tires that come standard on the new Accord's with 18" wheels (though some are equipped with the Goodyear Eagle LS-2's as well).

oonowindoo

isn't that the same tires that Acura has been using since...... my CLS?

they should have put Michelin Pilot Sport A/S. it probably will increase MSRP by $100 or $200... it is really not noticeable on a $30-40k car.

But the performance will be dramatically different.

AZuser

Weren't those the Energy or Pilot HX line? The Primacy MXM4 is a different and somewhat newer tire?

Edward'TLS

^^^^^

The Pilot HX MXM4 has been around for a long time, and is very crappy.

However, the Primacy MXM4 is a newer generation all-season tire, and is significantly better than the aging Pilot HX MXM4.

TSX69

TSX69

2015 Acura TLX 1st Drive

What It Is
A midsize luxury sedan for the practical and tech-oriented buyer.
Best Thing
Nimble 4-cylinder model, cabin is well-insulated from outside noise.
Worst Thing
Interior is a little too reminiscent of cars from the Honda brand.
Snap Judgment
The Acura TLX is the Goldilocks solution for a midsize sedan.

What happens when you combine 2 of your favorite ingredients into 1 blender? Either your drink becomes the next Orange Julius that people will enjoy at malls across the country, or the mixture turns a mysterious brown color and produces a decidedly ambiguous and unsatisfying taste.

Fortunately when Acura execs decided to combine 2 of their past models into 1 new car, they were onto something. This year, Acura announced it will replace the sporty-yet-unrefined TSX and the larger TL model with 1 single car: the all-new TLX. Its goal was to combine the best of both worlds with just the right exterior proportions as well as both fun and luxurious driving characteristics.

We had the opportunity to drive the new TLX in Virginia recently, and we found the new TLX offers a well-rounded driving experience. While it may not offer the thrills of some competitors, we think it is a good option for families, comfort-oriented buyers, or those looking for something fresh on the market.

Walkaround
Just like its predecessors in the Acura lineup, the TLX features sedate styling. It may not be as instantly recognizable on the road in the same way as a BMW or Mercedes, but it does have a certain captivating elegance. The 1st thing that immediately stood out to us was the standard jewel LED headlights, which have become a signature piece on Acura models and even some Honda products.

Compared to the outgoing TL, this model features a longer roofline and short rear deck for a sportier look. The TLX is also 3.7-inches shorter in overall length, but it still features the same wheelbase and tandem passenger seating distance as the spacious TL, so it doesn't sacrifice interior space. Thanks to the new proportions, the TLX looks significantly tighter, cleaner, and more athletic than previous models.

Sitting Down
Acura is known for its cars that feature a strong feature-per-dollar ratio, and the TLX is no different. Standard features on this model include power moonroof, rearview camera, push-button start, XM Satellite Radio, text message capability, Pandora, dual-zone climate control, heated power front seats, and HomeLink. Whether equipped with the standard leatherette or optional perforated leather seats, the Acura TLX keeps drivers pretty comfortable on long drives.

Still, it was hard not to notice how much Acura was borrowing from Honda on its interior materials. Lots of hard plastics on the dash and stiff door panels left us wanting a little more from this luxury brand. Our least favorite part of the interior was the shiny, faux wood paneling highlighted with shiny alloy accents.

Navigating around town was easy with the available navigation system. Like most systems, it comes with a learning curve, but we found that the maps were uncluttered and easy to view. The TLX comes with 2 screens, which may be new for some buyers. A 7-inch touchscreen allows drivers to control radio, volume, climate, places, and other categories through a series of menus. An 8-inch color audio screen displays navigation maps, audio information, and a rearview camera.

Driving
During our time in Virginia, we had the opportunity to drive 3 versions of the TLX. The 1st model, which carries a 2.4-liter with 206 horsepower, felt exceptionally nimble and light on the road. A 3.5-liter V-6 comes with 84 more horsepower, and although this seems like a big boost, we didn't perceive this engine feeling significantly more powerful than the 4-cylinder. We noticed the V-6 had a much more planted, heavier feel on the road, which some luxury buyers may prefer over the throw-around feel of the lighter car. Both these models have very responsive steering, thanks to Acura's Precision All-Wheel Steer technology, which allows the rear wheels to adjust toe angles independently of each other for increased maneuverability at low speeds and extra stability at high speeds.

We also drove the sole all-wheel drive option in the TLX lineup, which uses the V-6 engine. While we thought all the models featured a certain calculated drive feel, this model took things up a notch. Taking tight turns and corners in this model is a pleasure. While the four-cylinder model receives an 8-speed dual-clutch transmission, V-6 models feature an all-new 9-speed automatic transmission, which also provides for smooth and seamless shifting. However, V-6 models feature an electronic gear selector, using an array of buttons that either pull up or push down to change between gears. We found this less intuitive than the standard lever found in the 4-banger.

Those looking to buy a TLX shouldn't expect to pass BMWs in highway merging or impromptu stoplight races (we couldn't). But we think that more important is the TLX's exceptionally quiet cabin. Whether driving down the highway at high speeds or through back roads on a windy day, the TLX manages to keep what's outside away from the ears of the driver.

Summary
We can't pretend that there isn't a lot of competition in this space from a variety of different players. Buyers may cross-shop this model with everything from BMWs to Buicks in the very popular $30,000 price range. But we think the Acura TLX provides a unique combination of nimble handling, livability, and overall value that many buyers want. At the same time though, competitors from Lexus and Audi feature more differentiation between the mainstream brands they come from (Toyota and Volkswagen).

We will go out on a limb and recommend most value-oriented buyers select the 4-cylinder model. Although many buyers think of this as a compromise, we think of it as an advantage. Its exceptionally nimble drive feel, as well as its superior 24/35 mpg fuel economy rating, will please the lion's share of buyers.

Basic Specs
2.4-liter direct injection 4-cylinder, 8-speed dual-clutch transmission with torque converter, 2WD, 206-hp, $30,995, 24 mpg city/35 mpg hwy

3.5-liter direct injection V-6, 9-speed automatic transmission with paddle shifters, 2WD/AWD, 290 hp, $35,220, 21 mpg city/34 mpg hwy (2WD), 21 mpg city/31 mpg hwy (AWD)

TSX69

1st Drive
2015 Acura TLX

When it comes to most cars, the equation is simple: more money equals a better car.

When I go on a 1st spin, I usually try and drive the most expensive version of any given vehicle last. That way, I get to appreciate what the cheaper models have to offer before they are ruined for me by the sea of leather, power, and dollar signs further along the trim chain.

So when I started my day in the top-of-the-line TLX with its 3.5-liter V6 and Acura’s Super Handling All-Wheel Drive (SH-AWD), I was worried. It was a luxurious and refined car, but not as exciting as I had hoped. “If I feel this way in the best of the TLX, how was I going to handle the cheapest?” I wondered to myself.

Thankfully, the solution to this TLX conundrum is 1 that I wish I could use more often: spend less money.

An athlete like Tim Duncan

Acura used the phrase “red carpet athlete” to inspire its designers and engineers for the TLX. When it comes to performance the comparison, it’s a slam-dunk. However, instead of being an athlete like LeBron James, the TLX can best be compared to Tim Duncan.

So what is it like to drive Tim Duncan? Like the “big fundamental,” the TLX rarely delivers highlight reel excitement, but still delivers tremendous results.

In the top of the line TLX performance comes by way of a 3.5-liter 295 horsepower 267 pound-feet of torque V6. On paper this looks great. Under normal driving conditions, it lives up to the promise with silky smooth acceleration and a surprisingly good 21/31/25 mpg split.

But under harder driving, the Duncan comparison comes into full force. Instead of flying dunks, the TLX delivers layups.

Acura’s SH-AWD drive system may have torque vectoring that delivers miles of grip and surprisingly nimble handling, but the problem is that the system works almost too well. Going hard into a corner, I could get all 4 wheels to screech, as the car hung on for dear life. I didn’t feel, however, like I had much to do with it.

Driving the SH-AWD TLX can still be fun; it does handle well and have plenty of power. It is a bit antiseptic and passionless for my taste, though.

This wouldn’t be so bad but the V6-powered TLX is saddled with a 9-speed transmission. And 9 is just too many speeds. The car never seems to know what gear to be in. In non-sport mode, the transmission shifts too much. In sport modes it shifts too little. 1 answer is to use the steering wheel-mounted paddles to take control.

Thankfully, the other answer to this problem is to spend less money and get the 2.4-liter model with front-wheel drive and an 8-speed automatic. Not only is this set up lighter and eager for punishment, its 8-speed dual-clutch box is much quicker and more responsive.

Power from the naturally aspirated 4-banger may be just 206 hp and 182 torques, but the delivery is thrilling and it even sounds better than the V6. Not to mention an excellent 24/35/28 mpg split. So if the V6 model is Tim Duncan, the 4-cylinder is Chris Paul.

The 4-cylinder version – along with the front-wheel drive V6 – comes with Acura’s Precision All-Wheel Steering (P-AWS). At low speeds this system steers the rear wheels in the opposite direction of the front to improve maneuverability. To prevent this system from getting too twitchy at high speed, though, P-AWS reverses course at high speed and steers the rear wheels with the front.

The result of this system is a complete lack of torque-steer and a noticeable lack of understeer. Instead, the plucky front-drive TLX hangs onto the road like a terrified octopus. You heard it here 1st; it’s more fun to drive a terrified octopus than Tim Duncan.

Red carpet relaxation

Thankfully, whichever TLX buyers choose, it’ll live up to the “red carpet” part of Acura’s inspirational phrase.

Driving the SH-AWD TLX can still be fun; it does handle well and have plenty of power.
Building off the tech that Acura has already unveiled in its MDX crossover, the TLX is a dramatic improvement over its predecessors in terms of comfort and refinement. Thanks to triple door seals and liberal use of acoustic foam, the TLX is now probably the quietist and least harsh car in it is class.

To me, though, the ride is what really impressed. Thanks to adaptive suspension dampers on all 4 corners – not to mention over innovations that I understand even less – the TLX has an exceptionally smooth ride. The TLX could run over a pile of armadillos – not that I am recommending this – without waking up the baby in the backseat.

Beautifully, while the high-end model receives some exclusive amenities, like cooled seats, the $30,000 base car is still just as nice to ride in as its more expensive stalemates – or for that matter a $50,000 Lexus.

2 screens is too many

Unfortunately, while it is hard to find fault with the TLX’s comfort and refinement, the same cannot be said for the infotainment system. Acura has continued the unfortunate trend of installing 2 screens.

In the TLX 1 8.0-inch touchscreen with haptic feedback controls the audio and the climate systems, and another screen displays navigation, vehicle settings, phone, and – wait for it – audio controls. In fact, precisely the same audio information can be displayed simultaneously on both screens. I really want to make a joke about this, but it makes so little sense that I don’t even know what to say.

This duplication of function is mirrored elsewhere as the driver can choose from steering wheel controls, a “mouse”, and voice commands to interact with the AcuraLink infotainment.

There may be market research that shows that the multi-screen systems and multiple interfaces are what customers want, but personally I find it frustrating. It feels as if Acura didn’t have enough confidence in any 1 aspect of the infotainment system to let it shine, so it doubled down.

However, despite the 2 screens, Acura does at least deliver on the tech features – and for a reasonable price. The 4-cylinder model I drove came equipped with navigation, heated seats, Lane Keeping Assist, blind-spot monitoring, and a rearview camera with crosstraffic monitoring – all for just $34,000.

The complete package

For $44,000 the SH-AWD Acura TLX may be a good value. After all, for that money it comes fully loaded, while the similarly priced BMW 3 Series doesn’t even have a reverse camera.

So while the V6 TLX may be a great car for the sort of luxury buyer who doesn’t want their golf pants torn off by g-forces, it doesn’t quite live up to the performance side of the equation.

Thankfully, for those of us who want a classy way to arrive pants-less at the golf course, there is a solution. Not only is this solution more fun, but also it costs $10,000 less, and it’s the 2.4-liter TLX with front-wheel drive. Eat your heart out, penny-pinchers.

Highs

Extremely competitive, entry-level price
Quiet and refined ride
Above average gas mileage
Fun driving experience on entry-level model

Lows

Frustrating 9-speed gearbox on V6 model
Confusing 2-screen infotainment system

fsttyms1

I really wish they had put more effort into suspension tuning for the SH-AWD models to make it sportier, and those tires. Could they possibly have used a shittier tire??

JS + XES

iTrader: (1)

Acura should tire SSFTSX as a private consultant.

Tires man, tires.

dom

Isn't the DCT in the NSX built in house? IIRC correctly they'll have a DCT for low output motors (2.4) and one that can handle more power. RLX-AWD and NSX.

Ken1997TL

That's correct. It's not ready yet but will be soon. Both can be used for hybrids as well.

The 9AT needs to go away.

oonowindoo

So after all the reviews,

The conclusion is base model is the car to buy: cheap and fun

If you want the V6, go buy something else.

AZuser

Looks like you can configurate your TLX now --> http://www.acura.com/tools/bap/build...ctLineName=TLX

$441 for front underbody stick-on spoiler




$750 for sides




$441 for rear spoiler




Or $1,632 for entire Aero kit.

charliemike

Them's strong as gas, ain't it?

oonowindoo

The price is ok... if they are painted. are they?

Belzebutt

Lexus IS > This.

oonowindoo

what happened to him? Is he having an affair with Moog?

iforyou

iTrader: (1)

Haha the first time Honda decides to outsource an automatic transmission with more than 6 speeds, and they are receiving not too stellar reviews...lol...

There's definitely room for a Type S model. The 3.5 V6 model sounds more like a luxury cruiser. For those that want power AND more driving fun, the current V6 trim isn't enough.

skd2k1

iTrader: (1)

a-spec usually comes painted, don't know if tlx a-spec is for sure though. the pricing for the tlx a-spec isn't far off what the 3g tl a-spec cost.

oonowindoo

Bottom line is Honda/Acura just can't make a good AT (outsourced or in house)

But they do make one of the best MT, CVT and Maybe the DCT(we will see how reliable they are soon enough)

LiQiCE

Acura Build & Price is great - if the bodykit isn't enough, add the Chrome door trim and the Body Side Moldings for a really sporty look!





It is clear that the 2.4L base model is the most "fun" and the 3.5L V6 in both FWD and SH-AWD are best as a GT model. I'm glad I didn't wait for the car to come out and got the Lexus GS F-Sport instead which most would probably not cross shop but a leftover 2014 GS isn't too much more expensive than the 2015 TLX SH-AWD Advance at $45k.

I don't think I would have bought the 2.4L, I really wanted the 3.5L SH-AWD but it doesn't sound like I would have been happy with it except for maybe gas mileage. The reviews also seem to agree that this car satisfied Acura owners who loved the 3G TL or 1G TSX - but what about former Acura owners who switched to a different manufacturer and would consider Acura if it could match up to other makes?

Converts from other makes is probably even harder - surely Acura would want to attract owners of other makes, but it doesn't sound like this TLX will make owners of other luxury brands even consider this car. Maybe Lexus, Cadillac or Infiniti but probably not BMW / Audi owners.

I will still probably go and test drive one - and maybe during the mid-cycle refresh (or hopefully for all of us enthusiasts sooner) a Type-S model will come out that will change my mind. Or maybe CT Engineering (or some company) will release some mods to help make the TLX more sporty. My old 2003 TL Type S with all the Comptech mods and coilovers was a completely different car than stock.

oonowindoo

Don't you find it ironic while everyone else is going for the black shadow (Glassy black) trim for sport models. TLX is going for the Chrome look as options?

I will go check out the 2.4 model to see if it is worth to replace my 06 accord.

I won't even drive the 3.5L ones because it really has nothing to offer.