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2018 BMW 330 already at $25K asking. Trading will be lower.
2018 TLX 4cylinder tech package. with 15K extra miles already ahead by $2K in asking.even though base price was $4K lower when new. so there you have $6K difference in first two years.
History shows Acura (Honda) is more reliable and cheaper to maintain. However, they've also been issuing NA engines which have much less stress and typically last longer than FI. Germans have been using FI for over a decade, so I'd say that really skews the numbers. We have no idea how reliable this new turbo V6 will be, its all assumptions at this point.
I think the Type S looks great, I do think the price of the TLX as a whole won't help it though. And as much as I wanted one, I'll never be a buyer, but I'm the minority who wants a manual so OEM's don't care about my business, understandably so.
German cars in the 1990-2000's especially are highly re-known for their electrical and electronic problems. It's alot more than the engine components, alot of electrical/electronic sub-assemblies on German cars in those era's are extremely prone to failing.
Today's German cars? IDK, but from the few people I know who've had some current German cars their short term reliability has gotten much better.
As this decade progresses we will see what issues the german cars from the 2010s produce. One thing is fact however, resale value and depreciation (even a year or two later) is way worse on German and American vehicles than Japanese ones. If you plan on keeping a vehicle for a while then that's a factor. If you're a lease queen like man German car owners are then it's not an issue.
As this decade progresses we will see what issues the german cars from the 2010s produce. One thing is fact however, resale value and depreciation (even a year or two later) is way worse on German and American vehicles than Japanese ones. If you plan on keeping a vehicle for a while then that's a factor. If you're a lease queen like man German car owners are then it's not an issue.
You have it backwards. If your lease, resale value matters because the better the residuals, the lower the monthly payment. If you own long term, it matters less because they all converge at roughly the same value once the curve starts to flatten.
What a lot of people in this thread are missing is this - incentives. Acura doesn't offer many, and when they do, it's usually on base models. BMW does, and they're usually very enticing. This lowers the price of new vehicles but also impacts resale as well. You can't compare MSRP vs resale x number of years later, because if you pay MSRP for a BMW, you suck at car shopping.
Secondly, resale of any car depends on the car itself. My German car was purchased new in April 2018, has 22k miles, and has only lost 19% of its value (on trade; retail is closer to 14%).
This is a pointless conversation anyway as we're talking about a car that hasn't even hit showrooms yet. But that's just par for the course when SSFIDIOT is involved.
Do you realize i didnot deliberately post resale value of 6MT (Honda/Acura). as they are niche vehicles and hold values better for comparable miles.
general comparison Auto vs Auto. Honda/Acura always wins and once warranty is up. the winning gets bigger and bigger.
Alex on Auto give less points in rear leg room test to current BMW 5 series. so i am not why people think rear leg space is an issue in TLX. unless it is compared to family cars.
Alex on Auto give less points in rear leg room test to current BMW 5 series. so i am not why people think rear leg space is an issue in TLX. unless it is compared to family cars. https://www.youtube.com/watch?v=yX7i9Qlr5vA
We are incredibly proud to deliver Precision Crafted Performance for our Acura clients with a TLX that sets a new bar for performance and premium quality in an Acura sedan," said Marysville Auto Plant General Manager Bill Easdale. "Our associates are dedicated to ensuring the highest level of quality with this new TLX, which comes on the heels of an incredibly successful Acura RDX sport-utility vehicle and the electrified NSX supercar, all made exclusively in Ohio.”
Its all about Quality. thats why weight has increased. It is not carrying around heavy electric battery for weight increase. strong resale values are expected.
basic weight of BMW 340Xi is 3978 pound with 225/18 tire combo/wheels.
TLX SH-AWD 2.0T advance with 255/19inch is 4000lbs. (there will be lighter accessory rims available).
TLX SH-AWD 2.0T advance with 255/19inch is 4000lbs
when you look at size of TLX and size of wheel/tire combo. TLX V6T will be withing 100lbs of BMW 340X loaded.
Resale value off MSRP is less important than Resale value off what you actually paid. If I got a good deal and paid 15% off MSRP, and the value of the vehicle dropped 25% off MSRP in 2 years, then I only lost ~10% of my own dollars. It is a little difficult to compare since you don't know what most people paid, but like I said earlier, BMW discounts off of MSRP more than Acura, so it is fair I think to expect BMW prices to depreciate more. If we're talking a few thousand dollars, it could easily be a wash when you compare what you actually paid.
Additionally, for leases - residual value is important when considering a lease - but what matters is what the manufacturer sets the residual to. One of the incentives BMW often does is to inflate residual value, so you will often see a 60% or higher residual on a 3 year lease. Other manufacturers do this as well - Lexus for example often has crazy high residuals for leases (IIRC when I leased a GS350 a few years ago it was at a 68% residual).
BTW- The one thing that I think is good is to see so much back and forth on Acura vs. BMW, in previous years we'd be comparing Acura and Buick or at best Lexus - imho its been 10+ years (since 2008) that Acura gave us a car worth talking about when comparing it to the German manufacturers. Just saying - this can only be good for everyone to have more choices on the market! I hope the Type S is a good competitor and ultimately makes for more choices for us consumers.
There are plenty of BMW, Tesla trade ins at Acura dealers. so people still comparing it. Current Acura TLX is very competent vehicle. Much quieter and refined. and good handling despite 55 series tires on narrow width. Going forward both Euro and Pound has appreciated alot. there may not be that much discounts on EUROPE vehicles. so 100% American made Acura TLX will win it in price.
There are plenty of BMW, Tesla trade ins at Acura dealers. so people still comparing it. Current Acura TLX is very competent vehicle. Much quieter and refined. and good handling despite 55 series tires on narrow width. Going forward both Euro and Pound has appreciated alot. there may not be that much discounts on EUROPE vehicles. so 100% American made Acura TLX will win it in price.
I am also comparing my 3 series to a 720s... and i am sure there are BMW trade ins at McLaren dealership... so your point is?
My 3 series is also very competent vehicle much quieter and refined than a 720s. Also good handling to the grocery stores despite the 255 rear tires and 400hp less.
Not every used vehicle on a dealer's lot is acquired via trade. Some are purchased at auction. Some are moved from other dealerships within the dealership group.
I can find pointless trade ins and links as well. The Ferrari dealer here only sells pre-owned Ferrari's and transfers any other makes to the Maserati dealer though...
Acura builds a stiffer chassis and sharper creases into the new TLX
The new sedan just started production in Marysville, Ohio.
Jonathan M. Gitlin - 9/4/2020, 1:41 PM Every industry has its own yardsticks—ways that competitors can measure up against each other to see who's best. In the automotive-manufacturing world, a great way to do that is to let your body panels do the talking. Precise panel gaps are one way to do that, for example. And now that everyone has pretty much mastered the art of curves, the trend du jour is for adding sharp creases and folds. The latest Acura TLX sedan, which just went into production in Marysville, Ohio, is a good example of that.
"Our hood has a new technology called sharp edge," explained Ken Sheridan, associate chief engineer at Honda of America's Marysville factory (Honda is Acura's parent company). "The radius on those styling lines—usually they're like a five millimeter radius. In this case, they're really sharp. They're a 2.5 millimeter radius, and they come all the way into the bumper on the top of the car. It's a big thing because our whole concept is this precision-crafted performance.
"It's always a challenge once you have all this accuracy and then you put these aluminum comps—we have aluminum fenders and aluminum hoods—into our oven at about 450 degrees, and then stuff starts wants to start moving," Sheridan told me. "So we actually developed special fixturing for that to keep it at a nominal position after it's basically soaked in our oven."
The body-in-white is a jigsaw puzzle
For the new TLX, the company is using a new construction technique.
"The approach we took over four years ago is going after a square body approach," he said. "So the body is completely square and perfectly dimensioned, similar to, like, a foundation on your house. Then any parts that we hang on that square, like the doors or the fenders—we have a chance of really making a final one CBU in perfect condition."
It's a technique that Honda first tried out with the most recent Accord (the TLX and Accord are not on a shared platform, however). Normally, when you put a new vehicle into production, you have to spend a pile of money on tooling first, which is unique to each model. Instead, Acura is using an inner frame structure, to which it attaches the parts.
"With this inner frame structure, we're putting the parts together more in comps, and then we're using more robots to hold the parts in position, and we don't need all that exclusive tooling," Sheridan said. "So it's more flexible, and we don't have the new model investment every time we come on, but the accuracy is a lot better, too."
Datum holes and datum parts
"One approach that we took, we really emphasized early, is the way we datum parts," he explained. "So, from the time we stamp a part at a supplier and then they start making those comps, the datums that they use to build that comp, or that part of the car for us, we bring it in and we start welding those big pieces together on our process—we use the same common datum holes that they used as they made the comps." (Previously, suppliers might use different reference points to the ones Acura used later in the build process.)
In order to make that work, Acura worked to ensure the mating surfaces (where parts are joined to each other on the car) are all extremely precise.
"It's kind of like if you have a puzzle. If you have a corner piece of a puzzle, you have a straight edge on the top and a straight edge on the side—those areas of the puzzle aren't so important," Sheridan told me. "But the areas that connect those critical datum surfaces that we use, mating surfaces, is really where we focus critical control points and accuracy on. So for this model we did a lot more scanning of the actual whole part surface on those critical areas. We didn't care about so much the top or the side of the puzzle that was straight, but anywhere where it mated we hold the supplier to a higher standard."
Lazer Brazer
Acura is also employing a new method of joining the TLX's roof to the sides of the car called a laser braze process. Robots use a dual-headed laser to weld the roof to the sides.
"There [are] two robots, one for each side of the car, and the first one's cleaning and prepping the area of the surface that we're going to do," Sheridan said. "And then the second one's melting steel wire 1.6 millimeters in diameter and that's basically stitching that whole line along the car."
At just 44 seconds, the process is considerably faster than it took to put a roof on the last-generation TLX and involves much less hassle than workers having to add temporary braces and gussets.
The result is a body with far higher torsional stiffness than the outgoing TLX—a 50-percent increase overall, and up to 100-percent stiffer for bits that really matter, like the suspension-mounting areas. Which means the new TLX should be a sharper drive than the old car, something Acura demonstrated at the end of August when it sent a pair of them to Pikes Peak for the annual hill climb.
Made for Mankind.... shit is stuck in my head forever... i guess it worked on me
i wonder if Acura makes anything for the "other" kind...
I think the difference is; you can make an informed decision, whereas other people are influenced easily by marketing shill.
"Look how beautiful and athletic the stance is! at this angle, it really creates a sense of emotion. The styling cues really capture your eye! Can you feel the energy it produces? Let's go ahead and take care of that today! we'll throw in free mats!"
Until the higher-performance Type S model arrives, Acura's much-improved TLX sports sedan is a set of summer tires away from realizing its full potential.
By Dave VanderWerp Sep 24, 2020 View Photos Michael SimariCar and DriverIt's been a while since Acura built a worthy sports sedan. Although the TL and TSX earned comparison-test victories in their day, merging the two to create the tweener 2015 TLX failed to capture the magic of either. Meanwhile, Acura's other sedan, the Honda Civic–based ILX, has withered on the vine, and when the 11th-gen Civic debuts in the coming months, the ILX will be two whole Civic generations behind.
It's a good thing that the new TLX is an extremely credible and full-fledged effort. Parked next to a BMW 3-series, the TLX looks supercar wide, backing up Acura's boasts about the width and low roofline of its new sedan. Compared with the Bimmer, it has an extra 3.3 inches between its flanks. It's also 8.9 inches longer. More on the TLX 2021 Acura TLX Type S's 3.0L V-6 Makes 355 HP TLX PMC Edition Shines Only on the SurfaceThat added width isn't just for your eyeballs; it's for your elbows and hips, too. Interior room up front is generous, with lots of space between the driver and passenger. The cabin also shows off real wood or textured aluminum trim. But the larger footprint brings with it that universal enemy of performance: weight. Top-trim TLXs, with the optional SH-AWD will be pushing 4000 pounds; that's more than 300 pounds heavier than a 330i xDrive and some 600 pounds heavier than a Honda Accord. View Photos Michael SimariCar and DriverYet, despite its size, the TLX's rear-seat accommodations are on the small side for a luxury compact sedan. But Acura has a reasonable explanation: Consumers' widespread migration to crossovers gave the development team the courage to sacrifice interior space on the altar of beauty, as everyone who's shopping for maximum practicality has already moved on to an SUV.
The chassis is also a major differentiator. Set up and engineered for the handling needs of the performance-focused Type S model that will launch in spring of 2021, the structure is stiff, with perfectly dialed-in chassis tuning. TLX Advance models feature adaptive damping and a handful of driving modes, but the Comfort and Normal settings have too much float. The base car's nonadjustable suspension tuning strikes us as just right. Remember when BMWs used to have one excellent setup? The regular TLX is like that. View Photos Michael SimariCar and Driver
Laying the Groundwork
Building a great-driving car starts with a firm foundation of stampings, castings, and extrusions. Acura's TLX benefits from an overhauled architecture, designed with the fortitude to make the high-performance Type S work. No chassis parts are shared with the Honda Accord, which is built in the same Ohio assembly plant. Lengthening the distance between the dash and front axle yields almost rear-drive proportions. Only the longish front overhang hints at the transverse-engine, front-drive setup. The control-arm front suspension is a return to Acura sedans of the past, and it's a claimed 85 percent stiffer laterally than the last TLX's strut setup. The rear suspension gains a link (to five total) for better wheel control; lateral stiffness is up 45 percent. Under hood, the four-cylinder sits so far ahead of the axle, it looks as if you could remove the steering rack from above. That extra room is to accommodate the TLX Type S's turbo V-6. The battery moves to the rear for the first time in an Acura, shifting a claimed 52 pounds to the tail, while the use of aluminum for the front fenders and shock towers removes 29 pounds from the nose. Acura says the center of gravity shifts 3.4 inches rearward. All-wheel-drive models have a 57/43 percent front/rear weight distribution. View Photos Michael SimariCar and Driver
Far More Expensive, but Still a Bargain
The price is up $4500, but the TLX's $38,525 entry point is still $3720 less than a 3-series'. Add $2000 if you want all-wheel drive. At launch, the TLX gets a transversely mounted 272-hp turbocharged 2.0-liter inline-four from the RDX and Honda's 10-speed automatic. It's a satisfying powertrain, and the electronically enhanced engine noises are natural-sounding and pleasing, which isn't the norm.
The fourth generation of Acura's Super Handling All-Wheel Drive (a.k.a. SH-AWD) reacts quicker and with more available rear bias than the last, and you can feel the system tightening your line during vigorous cornering as it overdrives the outside rear tire. The 10-speed serves admirably across the Honda and Acura lineups, but the programming and responses aren't much different here than they are in, say, an Odyssey minivan. And its lazy reaction to paddle inputs and refusal to hold gears stand out as detriments. The brakes are the same electro-servo system used in the NSX but with slightly less aggressive tuning. The pedal is firm and easy to modulate, unlike some similar systems. View Photos Michael SimariCar and DriverIn a drag race, the TLX won't be able to hang with the quick end of the segment, and annoyingly, it might be out done by its little brother, the Accord 2.0T, too, given the weight difference. Acura fits the TLX's 19-inch wheels that come on everything but the base model with Michelin's Primacy A/S, a tire chosen not for its grip but probably its long tread wear, ride comfort, low noise, and minimized rolling resistance. For this reason, although the steering is quicker than before, and with progressively wider gear-tooth spacing so the response quickens as you turn the wheel off-center. But turn-in is dull, and the tires squeal even at responsible street speeds.
Acura's choice of a laid-back tire is a shame, as the dialed-in chassis is begging for more grip. Torsional rigidity is up by a claimed 50 percent, and you can feel it. There's greatness in the latest TLX, but it's going to take the Type S's 355-hp turbocharged V-6 and 20-inch Pirelli P Zero PZ4s to fully realize it.
Specifications
2021 Acura TLX
VEHICLE TYPE
front-engine, all-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE
$38,525; SH-AWD, $40,525; A-Spec, $45,275
ENGINE TYPE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection Displacement
122 in3, 1996 cm3 Power
272 hp @ 6500 rpm Torque
280 lb-ft @ 1600 rpm
TRANSMISSION
10-speed automatic
DIMENSIONS
Wheelbase: 113.0 in
Length: 194.6 in
Width: 75.2 in
Height: 56.8 in
Passenger volume: 93 ft3
Trunk volume: 14 ft3
Curb weight (C/D est): 3800–4000 lb
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Great reviews, mostly positive. Seems like the general consensus is that the car looks great, it's comfortable, has great handling, and is legitimately fun to drive.
Seems like the main drawback is the lack of rear leg room based on the length of the car.
AoA actually tested the acceleration and he got 5.7s, albeit not at his usual testing location. That's better than what I expected given the curb weight, no launch control, and no aggressive brake torquing. I'm interested to know what 1/4 mile trap speed it will get.
AoA actually tested the acceleration and he got 5.7s, albeit not at his usual testing location. That's better than what I expected given the curb weight, no launch control, and no aggressive brake torquing. I'm interested to know what 1/4 mile trap speed it will get.
Might want to take it with a grain of salt...he also clocked the RDX at 5.7s but nobody since has been able to get under 6.4s. Based on some of the other videos, 6.4s-6.6s seems about right for their 0-60 runs.
The problem with other videos is that we don't know if there's any 1-ft rollout, ambient temp, humidity, elevation factored in. What we see on Motor Trend and Car and Driver will do a 1 ft roll out (save about 0,3s), and apply correction factors for elevation and weather. They will also do many runs, trying different techniques, use launch control, etc, to come out with the best 0-60mph time.
As you know already, in daily driving, people don't really do any of the above. And that's also why there's a big discrepancy between 0-60mph and 5-60mph (like the X3, 6.2 for 0-60mph, then 7.5 for 5-60mph). I'm sure you know all of this already though based on your other posts.
But ya, I guess my point is that, AoA seems to be more systematic with how he runs the tests, compared to other YouTube reviewers that just gun it from a stoplight. I just don't think that's very representative.
View All SpecsBuildup for the 2021 Acura TLX started more than a year ago when Acura released the stunning Type S Concept. It was long, low, wide and graced with gorgeous rear-drive proportions. Plus, it was slathered in some of the best blue paint we’ve ever seen. Acura could not have thought of a better way to say, “Hey, we’re back!”
It’s no surprise that the Type S Concept is a dead ringer for the production TLX. Acura designers told us the car was just about finished when the concept debuted. So yeah, the new TLX and TLX Type S were always going to look this good. The latter won't be arriving until next spring, but our first drive of this next-gen base TLX has us hopeful for the Type S and its 3.0-liter turbocharged V6. And maybe just a little nervous, too.
Switch to State Farm and save an average of $536* on your car insurance. presented byThe bones are really good. Acura developed a new, unique platform for this TLX that was built with performance in mind from the get-go. It's not just an Accord in a fancy suit. With crossovers on the rise, Acura says its shrinking number of sedan buyers are more passionate about driving dynamics than crossover buyers, allowing them to focus on performance to an even greater degree. It makes sense. We heartily approve.
The result of this performance focus is the most rigid body in any Acura not named NSX. You’ll find more advanced materials like aluminum and press-hardened steel in its makeup than any previous Acura sedan. It has a wider track (+1.2-inch front and +1.6-inch rear), a 2.2-inch wider body, a 3.7-inch longer wheelbase and a 0.5-inch shorter height. Lastly, the dash-to-axle dimension is 7.8 inches longer, giving it those sweet rear-drive proportions despite being a front-wheel-drive platform.
If you're expecting more rear passenger and trunk space with the extended length, keep looking. Rear legroom is up 0.4 inch, and trunk space by 0.3 cubic-feet to 13.5 – paltry gains for how much larger the car got. The size growth benefitted style and body proportions more than it did functional considerations.
Then, there’s the new suspension: double wishbones up front and a five-link rear. Acura previously used a MacPherson strut design in the front suspension and the move back to a double-wishbone design is great news for driving enthusiasts. Acura's well-regarded TL and TSX of the mid-2000s had double wishbones up front, as did many of Honda's greatest hits of yesteryear (Integra, Prelude, Civic Si, etc.). Acura says the return of double wishbones increases lateral stiffness, ensures the optimal tire contact patch in at-the-limit cornering and improves steering feel/response. It worked. We’re happy to report that the car’s entire driving experience is tangibly better.
As for the powertrain, it’s essentially a direct lift from the RDX crossover. All TLXs will be powered by a 2.0-liter turbocharged inline-4 that makes 272 horsepower and 280 pound-feet of torque — wave goodbye to the naturally aspirated 2.4-liter 4-cylinder and 3.5-liter V6. Fuel economy is down compared to the weak old four-cylinder, but the combined rating is up 1 mpg (23 mpg to 24 mpg) when compared to the outgoing all-wheel-drive V6 model.
Forward momentum is plenty brisk with the full 280 lb-ft coming on at 1,600 rpm. The shorter first gear ratio gets you up and moving in a hurry, and we estimate the 0-60 mph time to be about 5.5-6.0 seconds. It sounds growly and bigger than its 2.0 liters of displacement. That said, Acura does pipe some artificial engine noise into the cabin, and it increases in noise level depending on drive mode.
A 10-speed automatic is the only transmission available. In a vacuum, its shift speed is acceptable, smooth and well-optimized. It’s especially well-tuned to work with you in successive corners in Sport mode, holding onto gears through corners and downshifting on braking. However, its responses are too slow in manual mode and a clear step behind several rivals, including the BMW 3 Series, Audi A4 and Alfa Romeo Giulia. Additionally, Acura won’t let you wring the engine out to the 6,800 rpm redline, automatically shifting up about 300-400 rpm before the tach reaches the red. We ultimately just kept the car in automatic mode. Acura needs to improve this for the Type S, especially considering there is no manual transmission option in the cards.
Front-wheel drive is also standard, but we tested a pair of SH-AWD models. Now in its fourth generation, Acura's Super-Handling All-Wheel Drive continues to not only vary torque distribution front-to-back (up to 70% rearward), but thanks to a trick rear differential, can also vary 100% of that torque output to the left or right rear wheels. This is a tremendous advantage for grip and lateral acceleration in addition to foul weather traction, as it claws and shoots you through corners with your foot down. It didn’t skip a beat in our couple of hours behind the wheel. Acura even says the system overdrives the rear axle by 2.9% — it will wag its tail, but only a little bit.
A new variable-gear-ratio electric steering system has quickened steering response significantly. Acura says initial response directly off center is 15% quicker and becomes 22% quicker as steering input increases. It's not quite as quick to respond as the ultra-fast Alfa Romeo Giulia’s steering, but the feeling of agility is heightened dramatically. There’s zero sense of slop or unease on the road, as the car flies through corners unperturbed.
The Advance trim gets adaptive dampers, but like the RDX, the sportier A-Spec doesn’t get them. Its passive dampers are still tuned to provide a sporting driving experience, but the duality of the electronically controlled adaptive dampers is a worthwhile upgrade. The TLX rides better in Comfort mode (with a hint of controlled float) with them, and the car is a hair stiffer than the passive shocks when cranked all the way up to Sport mode. Acura says the shocks are a similar design as the previous generation TLX’s, but they’re running a new tune.
2021 Acura TLX 2.0T
Image Credit: Zac Palmer
The drive mode controller is the same prominently placed knob in the center control stack as what you'll find in the RDX, but for the 1st time in an Acura, there’s a customizable “Individual” mode. Like those found in rival sport sedans, it can independently adjust the powertrain, steering, adaptive dampers, lighting and start/stop system. There's also preset Comfort, Normal and Sport modes.
One element not controlled by the drive modes is the electro-servo brake system that effectively migrates to the TLX from the NSX. Response from this brake-by-wire system is spectacular, with a stiff pedal and short travel. Engineers told us they found a middle ground between the NSX’s pedal and the old TLX's braking system, and we like the compromise for daily driving and spirited driving. Although cars like the Corvette and BMW M8 allow you to change brake pedal feel, Acura told us it considers doing so to be a potential safety issue.
The cabin is lightyears ahead of the outgoing TLX as it adopts the same new style introduced with the RDX. It’s purposefully sporty and full of sharp, aggressive lines, while the wood and metal trim are the real deal. The infotainment system has also been upgraded with new software. The hardware is the same 10.2-inch screen as found in the RDX, but the little palm rest aft of the unique touchpad controller has been redesigned. There's a new conveniently-placed, console-mounted volume knob and seek button as well. All are welcome improvements.
Seat type varies by trim level. The A-Spec’s leather/suede combination looks best in the available red leather, and the suede inserts did a decent job of keeping us in place. But, we wish the bolsters were just a hair more aggressive. Acura somewhat solves this with the Advance trim and its adjustable side bolsters, but how come they aren't available on the sportier trim?
Other interior highlights include Acura’s new ambient lights that are arranged into 27 themes (carrying different color combinations) named after famous racetracks, roads or locations. The optional 17-speaker ELS Studio audio system is being touted as a huge step forward in audio quality for the brand — there are 4 speakers in the ceiling, and it uses a new twin-subwoofer design in the trunk. Audiophiles may find more to love, but to us, it simply sounds like a crystal clear, rocking audio system with great sound that retains its clarity all the way up into high volume levels. It seems like it can stand toe-to-toe with the various high-end audio systems offered by other luxury brands.
And really, that's the case with the entire 2021 TLX. Both the design and handling are top-tier. The interior styling, features and tech meet (or exceed) the Germans at the TLX’s price point. A base trim front-wheel-drive model will run you $38,525. Add $2,000 for all-wheel drive or $6,750 for the A-Spec. The A-Spec adds all the tech extras in the Technology Package along with a significant design and styling overhaul for a much sportier look. If you want every option on the books, the SH-AWD Advance trim tops out at $49,325. Unless you happen to be dead set on a rear-wheel-drive sport sedan, the TLX’s driving experience is going to appeal to you. And now that many of its previous shortcomings are on better footing, there’s no reason to skip out on giving one a spin.
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Chris Davies - Sep 24, 2020, 10:00 am CDT 0Throwing development cash at a shrinking segment, with the hope of persuading badge-obsessed drivers to rethink their brand loyalties, sounds like a fool’s errand, but Acura has plotted a surprisingly sensible course with the new 2021 TLX. True, sedans may now comprise less than 38-percent of new premium vehicle sales in the US, but that’s still a sizable group of potential customers. Offer them something stylish, affordable, and rewarding from behind the wheel, and you could have a hit on your hands.
Acura has taken no chances getting the new TLX’s styling pitch-perfect. The sedan gets an exclusive platform, adds 2-inches in length compared to the outgoing car, and extends the wheelbase by 3.7-inches. It’s lower, the track is wider, and most notably the hood is longer with more distance between the front axle and the dashboard. The result is, I’m pretty confident in saying, the most striking vehicle in Acura’s current line-up. And yes, I’m including the NSX in that statement. Viewed from the front, the new TLX looks low, wide, and menacing; as it pulls up behind you, it fills your rearview mirror with sharklike poise. The rear is equally slick, pinched glass above broad hips. Everything emphasizes the long, low, sleek qualities associated with a sports sedan. On top of that core silhouette there’s Acura’s detailing, which – until the somewhat exaggerated TLX Type S arrives next Spring – errs just on the right side of restraint. The kinked squiggles of the DRLs, gleaming like the remnants of a midnight light-painting, and their razor-sharp red echos in the tadpole-shaped rear clusters. The A-Spec swaps most of the exterior brightwork for black, most noticeably around the larger, more stylized grille that doesn’t – I’m looking at you, BMW – overpower the front fascia. My one complaint? That glossy panel right in the grille’s center, hiding the front sensors for the adaptive cruise control. Necessary, but not so great to look at.
Pricing kicks off at $37,500 (plus $1,025 destination) for the TLX 2.0T; the Technology package takes that to $41,500, the A-Spec to $44,250, and the Advance package to $46,300. Front-wheel drive comes as standard, while Acura’s Super Handling All-Wheel Drive (SH-AWD) is a $2,000 upgrade. Keeping things simple is the fact that, despite several trims and that sportier-looking A-Spec package, there’s only the one engine for now, and really just one decision to be made about FWD/AWD and one about suspension.
Everything, from the base car through to the top-spec Advance, gets the same 2.0-liter inline-four VTEC Turbo. Indeed, Acura’s argument is that the old car’s entry-level four-cylinder simply hasn’t been replaced: this new 272 horsepower, 280 lb-ft torque engine has potency more akin to the old 3.5-liter V6 that used to be offered as an upgrade. The TLX Advance gets adaptive dampers while the rest have simpler, single-mode amplitude-reactive dampers; all versions have double-wishbone front suspension and multi-link rear . Finally, there’s a 10-speed automatic transmission, variable gear ratio steering, and an electro-servo brake system derived from that of the NSX.
Acura is exceptionally proud of its SH-AWD system, and so I split my time between the all-wheel drive TLX in Advance and A-Spec forms. There’s good reason for the automaker to crow, too. Now in its fourth generation, SH-AWD is capable of pushing up to 70-percent of the power to the rear when required, and then allocating up to 100-percent of that to either the left or right wheels. Everything is managed automatically – and shaped by the drive mode you’re in – depending on traction and performance demands. The 2021 TLX’s new engine may be smaller in capacity than its predecessor, but you notice the improvements from the get-go. Peak torque arrives at 1,600 rpm, but more important there’s about 90-percent more low-end torque available than in the old 2.4-liter car. Minimal turbo lag and the AWD’s ability to precisely place power where the TLX can use it best helps combat a tendency toward understeer: better to brake early into the corners and then squirt out of them, than try to carry too much speed through.
The TLX would probably benefit from summer tires on that front, rather than the all-season shoes Acura fits as standard. In part, though, this is just what you get with a front-heavy vehicle. Acura says it nudged the weight balance to 57:43 – an improvement from the 60:40 of the outgoing TLX, that even saw it move the 12V battery from the front to the rear where it nestles inside the optional spare tire – but physics is a callous mistress nonetheless. That’s not to say it’s a disappointment, nothing of the sort in fact. Recognize the TLX’s tendencies and you can start having fun: the all-season rubber may squeal a little when pushed, but there’s still decent grip, and though I’m not normally a fan of transmissions with so many gears to choose from, Acura’s ability to shift by up to four ratios in one fell swoop at least means you’re not normally left waiting for the automatic to catch up. There are paddles, of course, if you’d rather shift yourself.
As for the steering, Acura’s variable ratio setup escapes the feeling of unpredictability that some rival systems struggle with, and it’s easy to place the TLX whether in tight corners or lanes on the highway. Similarly, though the trick brake-by-wire system may be dialed back from the aggressive settings in the NSX, it’s effective and easy to modulate without being jerky or grabby. Honestly, I’d expected to be disappointed that Acura saved the adaptive dampers for only the most expensive TLX trim, but I clearly should’ve given the engineers more credit. In fact I prefer the simpler, single-mode dampers in the A-Spec. With their firm ride they aren’t quite as cushy in Normal and Comfort modes as the Advance, but they also escape the occasional floatiness that car’s adaptive system can exhibit when trying to deal with particularly ill-kept asphalt.
In Sport mode, meanwhile, the adaptive dampers are firmer than their single-setting cousins, but it leaves the TLX feeling a little too firm. The TLX isn’t easily unsettled, but you’ll definitely feel the bumps. Inside, Acura’s cabin is generally a great place to be. I’ve bemoaned the brand’s obsession with over-designed and excessive plastic trim before, and the new TLX goes a long way to addressing that. The dashboard is still fairly busy to the eye, but the materials have taken a noticeable step up in quality. For the most part, what you see is what you touch: the wood is real open-pore wood; the metal is proper metal. There are still a lot of buttons and knobs, but at least they feel sturdy and premium. I’m a big fan of the TLX’s front seats, which are not only nicely padded but well spaced thanks to the car’s extra width. Acura says it focused on the driver’s positioning, and that pays dividends with visibility, but the front passenger gets the automaker’s clever new “face-hugger” airbag. The rear feels a little more snug, and 13.5 cu-ft of trunk space isn’t vast; Acura figures that those looking for maximum practicality will continue down the dealership aisles and pick out an SUV instead.
A 10.2-inch Full HD display perches atop the dashboard, but don’t bother reaching for it. As in the RDX, Acura’s True Touchpad Interface puts a trackpad in the center tunnel, the position of icons on-screen mapped to points on its surface. It takes a little getting used to – my inclination is always to touch-and-swipe, which often just confuses things – but Acura says its research shows drivers end up less distracted and keep their eyes on the road more consistently. It also moved the power/volume and track controls down to the side of the touchpad, where they more readily fall to hand. Android Auto and Apple CarPlay – both wired, not wireless – are standard, as is WiFi and support for OTA updates. The top-spec ELS Studio 3D Premium Audio system is, as I’ve written before, worthy of vehicles several multiples of the TLX’s price tag. Higher trim cars get LED color lighting, with three themes linked to the drive modes, and 24 owner-selectable themes apparently inspired by the favored routes of Acura team-members. A sizable 10.5-inch head-up display arrives on the Advance trim. AcuraWatch is standard on all trims, with the suite of active driver safety and assistance tech adding a few new features with the 2021 TLX. You now also get traffic sign recognition, a driver attention monitor, expanded pedestrian detection courtesy of a wider-angle front radar, and Traffic Jam Assist which helps with positioning and lane-keeping at speeds from 0-45 mph. Weirdly, there’s no 360-degree camera option, and the entry-spec TLX misses out on blind spot monitoring too.
All in all, the walkaway feeling about the new TLX is promise. The outgoing TLX may be showing its age, but it still outsells Audi’s A4, Infinity’s Q50, Volvo’s S60, Lexus’ IS, Genesis’ G70, and Alfa Romeo’s Giulia. This new version, larger and better-equipped, improves on its predecessor in basically every way, and suddenly Acura’s goal of grabbing sales among people who might otherwise look to a similarly-priced Audi A4, Mercedes C300, or even a BMW 530i xDrive doesn’t seem as ridiculous as it might first sound. What’s abundantly clear is that Acura has built a platform that’s more than ready for a performance upgrade. The TLX Type S will deliver on that, with a new 3.0-liter twin-turbo V6. That should get 355 hp and 354 lb-ft of torque, uprated Brembo brakes for the 20-inch wheels, and special adaptive suspension tuning.
Don’t discount the regular TLX before that, though. Acura’s primary challenge remains coaxing German-obsessed luxe-sedan buyers to give its four-door a try, but design that turns heads and aggressive pricing are definitely strong moves in the right direction. Once you’re behind the wheel, being convinced by the new TLX’s charms is even easier.
The problem with other videos is that we don't know if there's any 1-ft rollout, ambient temp, humidity, elevation factored in. What we see on Motor Trend and Car and Driver will do a 1 ft roll out (save about 0,3s), and apply correction factors for elevation and weather. They will also do many runs, trying different techniques, use launch control, etc, to come out with the best 0-60mph time.
As you know already, in daily driving, people don't really do any of the above. And that's also why there's a big discrepancy between 0-60mph and 5-60mph (like the X3, 6.2 for 0-60mph, then 7.5 for 5-60mph). I'm sure you know all of this already though based on your other posts.
But ya, I guess my point is that, AoA seems to be more systematic with how he runs the tests, compared to other YouTube reviewers that just gun it from a stoplight. I just don't think that's very representative.
The thing is, MT and C&D will usually have times that are more optimistic based on the correction factors, rollout, etc, yet in this case both of them had times they were considerably slower. This isn’t some rando youtuber looking at the speedo; this is the two largest preeminent automotive outlets.
I don't like the controls for the infotainment, the lame exhaust tips (at least it has them), and the gauges are a bit gaudy. Other than that it looks great!
08-28-2020, 09:14 PM
Ars
Paragon
C&d
28 2021 Toyota Venza Review | The fancy RAV4 Hybrid
Throwing development cash at a shrinking segment, with the hope of persuading badge-obsessed drivers to rethink their brand loyalties, sounds like a fool’s errand, but Acura has plotted a surprisingly sensible course with the new 2021 TLX. True, sedans may now comprise less than 38-percent of new premium vehicle sales in the US, but that’s still a sizable group of potential customers. Offer them something stylish, affordable, and rewarding from behind the wheel, and you could have a hit on your hands.
The result is, I’m pretty confident in saying, the most striking vehicle in Acura’s current line-up. And yes, I’m including the NSX in that statement. Viewed from the front, the new TLX looks low, wide, and menacing; as it pulls up behind you, it fills your rearview mirror with sharklike poise. The rear is equally slick, pinched glass above broad hips. Everything emphasizes the long, low, sleek qualities associated with a sports sedan.
On top of that core silhouette there’s Acura’s detailing, which – until the somewhat exaggerated TLX Type S arrives next Spring – errs just on the right side of restraint. The kinked squiggles of the DRLs, gleaming like the remnants of a midnight light-painting, and their razor-sharp red echos in the tadpole-shaped rear clusters. The A-Spec swaps most of the exterior brightwork for black, most noticeably around the larger, more stylized grille that doesn’t – I’m looking at you, BMW – overpower the front fascia. My one complaint? That glossy panel right in the grille’s center, hiding the front sensors for the adaptive cruise control. Necessary, but not so great to look at.
Keeping things simple is the fact that, despite several trims and that sportier-looking A-Spec package, there’s only the one engine for now, and really just one decision to be made about FWD/AWD and one about suspension.
The TLX Advance gets adaptive dampers while the rest have simpler, single-mode amplitude-reactive dampers; all versions have double-wishbone front suspension and multi-link rear . Finally, there’s a 10-speed automatic transmission, variable gear ratio steering, and an electro-servo brake system derived from that of the NSX.
The 2021 TLX’s new engine may be smaller in capacity than its predecessor, but you notice the improvements from the get-go. Peak torque arrives at 1,600 rpm, but more important there’s about 90-percent more low-end torque available than in the old 2.4-liter car. Minimal turbo lag and the AWD’s ability to precisely place power where the TLX can use it best helps combat a tendency toward understeer: better to brake early into the corners and then squirt out of them, than try to carry too much speed through.
That’s not to say it’s a disappointment, nothing of the sort in fact. Recognize the TLX’s tendencies and you can start having fun: the all-season rubber may squeal a little when pushed, but there’s still decent grip, and though I’m not normally a fan of transmissions with so many gears to choose from, Acura’s ability to shift by up to four ratios in one fell swoop at least means you’re not normally left waiting for the automatic to catch up. There are paddles, of course, if you’d rather shift yourself.
Honestly, I’d expected to be disappointed that Acura saved the adaptive dampers for only the most expensive TLX trim, but I clearly should’ve given the engineers more credit. In fact I prefer the simpler, single-mode dampers in the A-Spec. With their firm ride they aren’t quite as cushy in Normal and Comfort modes as the Advance, but they also escape the occasional floatiness that car’s adaptive system can exhibit when trying to deal with particularly ill-kept asphalt.
Inside, Acura’s cabin is generally a great place to be. I’ve bemoaned the brand’s obsession with over-designed and excessive plastic trim before, and the new TLX goes a long way to addressing that. The dashboard is still fairly busy to the eye, but the materials have taken a noticeable step up in quality. For the most part, what you see is what you touch: the wood is real open-pore wood; the metal is proper metal. There are still a lot of buttons and knobs, but at least they feel sturdy and premium.
I’m a big fan of the TLX’s front seats, which are not only nicely padded but well spaced thanks to the car’s extra width. Acura says it focused on the driver’s positioning, and that pays dividends with visibility, but the front passenger gets the automaker’s clever new “face-hugger” airbag. The rear feels a little more snug, and 13.5 cu-ft of trunk space isn’t vast; Acura figures that those looking for maximum practicality will continue down the dealership aisles and pick out an SUV instead.
Android Auto and Apple CarPlay – both wired, not wireless – are standard, as is WiFi and support for OTA updates. The top-spec ELS Studio 3D Premium Audio system is, as I’ve written before, worthy of vehicles several multiples of the TLX’s price tag. Higher trim cars get LED color lighting, with three themes linked to the drive modes, and 24 owner-selectable themes apparently inspired by the favored routes of Acura team-members. A sizable 10.5-inch head-up display arrives on the Advance trim.
AcuraWatch is standard on all trims, with the suite of active driver safety and assistance tech adding a few new features with the 2021 TLX. You now also get traffic sign recognition, a driver attention monitor, expanded pedestrian detection courtesy of a wider-angle front radar, and Traffic Jam Assist which helps with positioning and lane-keeping at speeds from 0-45 mph. Weirdly, there’s no 360-degree camera option, and the entry-spec TLX misses out on blind spot monitoring too.
What’s abundantly clear is that Acura has built a platform that’s more than ready for a performance upgrade. The TLX Type S will deliver on that, with a new 3.0-liter twin-turbo V6. That should get 355 hp and 354 lb-ft of torque, uprated Brembo brakes for the 20-inch wheels, and special adaptive suspension tuning.