Acura quality gone down
Nope, can't chat in there. It's a safe zone.
Also, hey Saintor! So much from reliability and not leaving drivers stranded, eh?
https://acurazine.com/forums/5g-tlx-problems-fixes-420/2016-tlx-tech-failure-954278/
Also, hey Saintor! So much from reliability and not leaving drivers stranded, eh?
https://acurazine.com/forums/5g-tlx-problems-fixes-420/2016-tlx-tech-failure-954278/
My TLX doesn't have that issue, so it must of been something he did to that TLX. It wouldn't be an issue otherwise. I think, hes trying to make the TLX look unreliable. My TLX has 238,000 miles and i've been running regular since day one without problems. I also like to use my paddle shifters to get the full use of track mode on my TLX and it's been rock solid without any issues.
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https://acurazine.com/forums/5g-tlx-...re-954278/That reminds me of the time when the 3rd Gen 2004-2005 Acura TL had issues with trannies and have it 97% fixed on 2006-2008 models. 3% is for 3-4 gear pressure switches lol
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the last good Acura was the 04 TL and even that was a hand full of issues
HFL killing battery
cracked dashboars
suspension issues
5AT issues
in 1998 is when Honda started to have problem with transmissions and it just snowballed from there. Even the RDX has got issues with rattles suspension VCM, etc. When they came out with the 5AT it really was a nice unit but someone forgot to do extensive testing on it. too many screens, non-serviceable main filter... etc and it ruined a good thing. Honda finally got it right in 2007 Accord but IMHO it was too late to stop the damage.
Output: Stagnate over the last 17+ years
HFL killing battery
cracked dashboars
suspension issues
5AT issues
in 1998 is when Honda started to have problem with transmissions and it just snowballed from there. Even the RDX has got issues with rattles suspension VCM, etc. When they came out with the 5AT it really was a nice unit but someone forgot to do extensive testing on it. too many screens, non-serviceable main filter... etc and it ruined a good thing. Honda finally got it right in 2007 Accord but IMHO it was too late to stop the damage.
Output: Stagnate over the last 17+ years
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the last good Acura was the 04 TL and even that was a hand full of issues
HFL killing battery
cracked dashboars
suspension issues
5AT issues
in 1998 is when Honda started to have problem with transmissions and it just snowballed from there. Even the RDX has got issues with rattles suspension VCM, etc. When they came out with the 5AT it really was a nice unit but someone forgot to do extensive testing on it. too many screens, non-serviceable main filter... etc and it ruined a good thing. Honda finally got it right in 2007 Accord but IMHO it was too late to stop the damage.
HFL killing battery
cracked dashboars
suspension issues
5AT issues
in 1998 is when Honda started to have problem with transmissions and it just snowballed from there. Even the RDX has got issues with rattles suspension VCM, etc. When they came out with the 5AT it really was a nice unit but someone forgot to do extensive testing on it. too many screens, non-serviceable main filter... etc and it ruined a good thing. Honda finally got it right in 2007 Accord but IMHO it was too late to stop the damage.
Wrong. Both are DI since 2016, as they share the same engine. Now I understand why you don't understand leases.
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And maybe you should consider the 3G TL problems listed didn't start showing up in the first two years. Maybe the odd one, here and there... but the HFL generally started failing around the 5 year mark. The suspension issues generally took about 5 years to show up. Etc., etc. Looks to me that the TLX still has a few more years to go.. and it's been suffering right from release.
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I started my Automotive journey when I was 16 years old. During the Summer, I was working M-F at a family friends shop. His job, was to show me how things are done in the shop and basic services on the vehicles. During my Highschool years, I took auto shop class 3 out of the 4 years. He taught us the basics plus basic auto body work. While going to LTI, I landed a part time job (Nearly full time) with a private shop. The shop owner was somewhat of a famous radio talk show car guy. Now he does commercials and other things. I worked for him a little more than 5 years. He paid for the technicians to attend TST training classes and helped with obtaining ASE's. While there, I worked on every single vehicle. A-Z, from cars, to light duty trucks to vans. You start to pick up with's the common issues on specific year make and models. At some point, you already knew what to look for when these things came into the shop. It also taught me how each manufacture designs and builds their vehicles. Some, were down right "What the F%#K where they thinking" designs. Audi's timing belt's
(older ones) that require you remove the whole front end to do the job. Ford had a bunch of V8 and V10 engines that suffered from spark plugs blowing out of the heads. Talk about a nightmare. Did a timing belt job on a 2000 VW Beetle and did one on a PT cruiser, talk about the biggest horse shit design with almost Zero room to do the damn job. One thing we didn't deal with was the Warranty side that the dealership did. We had one guy who only did diagnosis. I would spend time with him to understand how to diagnose vehicles correctly. Sometimes that part of the field is harder than pushing wrenches. Fast forward. I landed a job with Acura. This dealership also sold BMW, so while I was working in the CPO/PDI division in Acura, I got to work on BMW as well. In a dealership the job is a bit different from a private shop. You're more involved now in everything related to that brand. In a private shop, they don't deal with interior noises or fix my leather ect. At a dealership, it's like relearning everything again. I started to learn everything about Acura, down to the little thing that technicians in private shops won't know how to do.
At the dealership you are assigned a technician number and you are signed up in the Acura data base to use their software for diagnosis and running vins. Even the HDS required a technician log in number. This is something a private shop normally wouldn't have. They would use a very good snap-on scan tool that would scan vehicles A-Z, but won't have the power the dealership has. Again, i'm sure times have changed and private shops are now able to have full access to the vehicles modules. If there was a very common issue with any of the Acura's, we would have a "shop meeting". The shop manager and shop foremen would say "There's a silent TSB or TSB on XXXXX and it's for XXXXX reason why XXXX" . They would hold meetings for when a new revised or new generation vehicles, to go over details and what to expect. In a dealership, it was mandatory to take on-line tests, this was done at home (personal time) and your progress get reported back to the boss. The technicians were always up to date and trained properly IF you actually did the tests and passed. Also at the dealership was had "Tech line" in where we called Acura engineers to help trouble shoot an unknown issue. I had several of those with the 4th gen TL. There is no where in their system (For a technician) to see what was a common failure and the failure rate. Acura likes to play a blind eye on these things. I would say across the board from service advisers to parts to technicians, we all had an idea on what was common and what wasn't. The parts department handled the return warranty issues. As technicians we filled out the R/O and the service adviser calls parts and tells them to order the parts needed. I had no hand in the actual paper work. I will tell you that where ever the defective parts go, that department sure as hell inspects them. You wanted to make sure you were 100% correct on the defect.
In closing, I'm sure, no matter what brand, if you work in the dealership you'll have a better understanding on what's common for whatever model and year. No vehicle is made to be bullet proof. I never had to chance to work at any other dealership other than Acura and a bit of BMW. I can tell you what was common on some BMW's but I wasn't a full time technician for them. I will say their PDI totally different from Acura. Acura, usually has 2 fuses on the glove box in which you have to install before doing the inspection process. BMW, you need to plug into the OBD2 connector and the computer system uploads all the information to the vehicles modules. BMW CPO process was more involved than Acura's. I'm sure if you search enough and ask other's how worked for Acura, at least from 06-current, they might tell you the same story, at least when it comes to your question about the quality. I never had anything against Acura and this was the longest time. But you thoughts change as you see things from the inside. As a consumer, you wouldn't see what a technician normally see's on the daily. As an enthusiast, Acura has nothing to offer, and that's just my opinion. What I like, may not be the same thing you like. Acura was at one point a very solid company and when you heard Honda or Acura, you though reliability, longevity and great value. Now, you look at what these things cost and what you get (bang for buck) and realize, other manufactures exceed what Acura offers and do it better, look better and have at least something worth bragging about.
(older ones) that require you remove the whole front end to do the job. Ford had a bunch of V8 and V10 engines that suffered from spark plugs blowing out of the heads. Talk about a nightmare. Did a timing belt job on a 2000 VW Beetle and did one on a PT cruiser, talk about the biggest horse shit design with almost Zero room to do the damn job. One thing we didn't deal with was the Warranty side that the dealership did. We had one guy who only did diagnosis. I would spend time with him to understand how to diagnose vehicles correctly. Sometimes that part of the field is harder than pushing wrenches. Fast forward. I landed a job with Acura. This dealership also sold BMW, so while I was working in the CPO/PDI division in Acura, I got to work on BMW as well. In a dealership the job is a bit different from a private shop. You're more involved now in everything related to that brand. In a private shop, they don't deal with interior noises or fix my leather ect. At a dealership, it's like relearning everything again. I started to learn everything about Acura, down to the little thing that technicians in private shops won't know how to do.
At the dealership you are assigned a technician number and you are signed up in the Acura data base to use their software for diagnosis and running vins. Even the HDS required a technician log in number. This is something a private shop normally wouldn't have. They would use a very good snap-on scan tool that would scan vehicles A-Z, but won't have the power the dealership has. Again, i'm sure times have changed and private shops are now able to have full access to the vehicles modules. If there was a very common issue with any of the Acura's, we would have a "shop meeting". The shop manager and shop foremen would say "There's a silent TSB or TSB on XXXXX and it's for XXXXX reason why XXXX" . They would hold meetings for when a new revised or new generation vehicles, to go over details and what to expect. In a dealership, it was mandatory to take on-line tests, this was done at home (personal time) and your progress get reported back to the boss. The technicians were always up to date and trained properly IF you actually did the tests and passed. Also at the dealership was had "Tech line" in where we called Acura engineers to help trouble shoot an unknown issue. I had several of those with the 4th gen TL. There is no where in their system (For a technician) to see what was a common failure and the failure rate. Acura likes to play a blind eye on these things. I would say across the board from service advisers to parts to technicians, we all had an idea on what was common and what wasn't. The parts department handled the return warranty issues. As technicians we filled out the R/O and the service adviser calls parts and tells them to order the parts needed. I had no hand in the actual paper work. I will tell you that where ever the defective parts go, that department sure as hell inspects them. You wanted to make sure you were 100% correct on the defect.
In closing, I'm sure, no matter what brand, if you work in the dealership you'll have a better understanding on what's common for whatever model and year. No vehicle is made to be bullet proof. I never had to chance to work at any other dealership other than Acura and a bit of BMW. I can tell you what was common on some BMW's but I wasn't a full time technician for them. I will say their PDI totally different from Acura. Acura, usually has 2 fuses on the glove box in which you have to install before doing the inspection process. BMW, you need to plug into the OBD2 connector and the computer system uploads all the information to the vehicles modules. BMW CPO process was more involved than Acura's. I'm sure if you search enough and ask other's how worked for Acura, at least from 06-current, they might tell you the same story, at least when it comes to your question about the quality. I never had anything against Acura and this was the longest time. But you thoughts change as you see things from the inside. As a consumer, you wouldn't see what a technician normally see's on the daily. As an enthusiast, Acura has nothing to offer, and that's just my opinion. What I like, may not be the same thing you like. Acura was at one point a very solid company and when you heard Honda or Acura, you though reliability, longevity and great value. Now, you look at what these things cost and what you get (bang for buck) and realize, other manufactures exceed what Acura offers and do it better, look better and have at least something worth bragging about.
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Last edited by nothome17; Feb 9, 2017 at 10:09 AM.
Azine Jabroni
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What I was trying to point out is that Acura should of kept manual available to cut down on Automatic transmission issues. Driving a manual transmission does not ONLY mean your a car enthusiast. People do get manual transmissions since it has been known to be more reliable than Honda/Acura's Automatic Transmissions.
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Not sure about other car brands though.
Last edited by nothome17; Feb 9, 2017 at 10:42 AM.
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Azine Jabroni
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No, it doesn't. Joe Hondabuyer isn't going to buy a manual because he can't drive with it. Even if he can, odds are his wife can't, or his teenager can't. Joe Hondabuyer doesn't know the reliability of an auto vs manual tranny from Honda; He thinks the H on the front means it's more reliable than the bowtie is more reliable than the dodge or whatever.
Your average person in this day & age is not going to want a manual car .. period.
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Yeah, exactly. I'll be honest, dallison. I wish there were more people like you. Hundreds of thousands of people, who actually want a manual, and will actually buy a manual. Sadly, it's not happening.
Being recently in germany, I grabbed a bunch of brochures from the Honda dealership. I was looking through the civic brochure just the other day and quite literally EVERY trim they offer comes standard with a 6MT. In fact, you have to pay 1300€ extra, to get the CVT. North America used to be like that. Until everyone got complacent. And we are now where we are.
Being recently in germany, I grabbed a bunch of brochures from the Honda dealership. I was looking through the civic brochure just the other day and quite literally EVERY trim they offer comes standard with a 6MT. In fact, you have to pay 1300€ extra, to get the CVT. North America used to be like that. Until everyone got complacent. And we are now where we are.
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Less than 3% of cars sold in the U.S. come with a manual trans. Why? Lack of demand.
The disappearing stick shift: Less than 3% of cars sold in the U.S. have manual transmissions - LA Times
The disappearing stick shift: Less than 3% of cars sold in the U.S. have manual transmissions
Nov. 15, 2016
Visitors to the upcoming Los Angeles Auto Show will see supercars, hoverboards, self-propelling luggage and all manner of new transportation options.
But they’ll be hard pressed to find a clutch pedal or a stick shift. Available in nearly half of new models in the U.S. a decade ago, the manual transmission is going the way of the rumble seat, with stick availability falling to about a quarter this year.
Once standard equipment on all motor vehicles, preferred for its dependability, fuel efficiency and sporty characteristics, the four-on-the-floor is disappearing from major car manufacturers’ lineups — and subsequently from the sprawling auto show’s floors.
This is as true of everyday sedans as of souped-up sports cars. Mercedes-Benz, Ferrari, Lamborghini, Alfa Romeo, Volvo, Lexus, Chrysler and Buick no longer offer a single model with manual transmission. Audi, Jaguar, Cadillac and GMC offer only one.
“It’s a disgrace,” said driving enthusiast and Kelley Blue Book senior analyst Karl Brauer. “Yes, it’s more troublesome and expensive for the automakers. But it’s completely inexcusable that Ferrari doesn't even offer a manual.”
In 2006, 47% of new models offered in the U.S. were available with both automatic and manual transmissions, according to a study by Edmunds.com. By 2011, that number had dropped to 37%. This year, the number has fallen to 27%.
The actual sales figures are even lower. Edmunds senior analyst Ivan Drury said fewer than 3% of current U.S. car sales are manual vehicles — compared with 80% in some European and Asian countries, and down in the U.S. from 7% in 2012 and 25% in 1992.
“That number is never going to go back up,” Drury said. “The trajectory is down, headed for zero.”
Ferrari’s product marketing chief Nicola Boari said the company decided to end all manual transmission production because demand was “close to zero.”
A Jaguar spokesperson said the “take rate” for manual transmissions for its F-Type sports car — the only stick it offers, and available only in the base model with the V-6 engine — can be as low as 3%.
Nov. 15, 2016
Visitors to the upcoming Los Angeles Auto Show will see supercars, hoverboards, self-propelling luggage and all manner of new transportation options.
But they’ll be hard pressed to find a clutch pedal or a stick shift. Available in nearly half of new models in the U.S. a decade ago, the manual transmission is going the way of the rumble seat, with stick availability falling to about a quarter this year.
Once standard equipment on all motor vehicles, preferred for its dependability, fuel efficiency and sporty characteristics, the four-on-the-floor is disappearing from major car manufacturers’ lineups — and subsequently from the sprawling auto show’s floors.
This is as true of everyday sedans as of souped-up sports cars. Mercedes-Benz, Ferrari, Lamborghini, Alfa Romeo, Volvo, Lexus, Chrysler and Buick no longer offer a single model with manual transmission. Audi, Jaguar, Cadillac and GMC offer only one.
“It’s a disgrace,” said driving enthusiast and Kelley Blue Book senior analyst Karl Brauer. “Yes, it’s more troublesome and expensive for the automakers. But it’s completely inexcusable that Ferrari doesn't even offer a manual.”
In 2006, 47% of new models offered in the U.S. were available with both automatic and manual transmissions, according to a study by Edmunds.com. By 2011, that number had dropped to 37%. This year, the number has fallen to 27%.
The actual sales figures are even lower. Edmunds senior analyst Ivan Drury said fewer than 3% of current U.S. car sales are manual vehicles — compared with 80% in some European and Asian countries, and down in the U.S. from 7% in 2012 and 25% in 1992.
“That number is never going to go back up,” Drury said. “The trajectory is down, headed for zero.”
Ferrari’s product marketing chief Nicola Boari said the company decided to end all manual transmission production because demand was “close to zero.”
A Jaguar spokesperson said the “take rate” for manual transmissions for its F-Type sports car — the only stick it offers, and available only in the base model with the V-6 engine — can be as low as 3%.
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Yes, true more consumers are preferring Automatics, another Thread can be started on who, what, why consumers prefer automatics. Makes you wonder why they dropped the Manual transmission 1st before the beak.
BUT back to the topic of discussion of Quality of Honda/Acura.
BUT back to the topic of discussion of Quality of Honda/Acura.
Last edited by nothome17; Feb 9, 2017 at 02:30 PM.
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Originally Posted by nothome17
BUT you can't deny Honda's manual transmissions are still known to be more reliable than Honda's Automatic transmissions.
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Yes, true more consumers are preferring Automatics, another Thread can be started on who, what, why consumers prefer automatics. Makes you wonder why they dropped the Manual transmission 1st before the beak.
BUT back to the topic of discussion of Quality of Honda/Acura.
BUT back to the topic of discussion of Quality of Honda/Acura.
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Fuck that, I was driving a manual SUV in Germany, and I saw plenty of CR-Vs with a 6MT at the dealership.
I would TOTALLY rock a manual SUV.
North Americans are above that, though. Shifting gears yourself ain't no luxury. Only poor people shift their own gears.
I would TOTALLY rock a manual SUV.
North Americans are above that, though. Shifting gears yourself ain't no luxury. Only poor people shift their own gears.
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I do know a few friends that drives a BMW X5 manual
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Exactly. i check tire prices, timing belt/chain, insurance prices and a couple other factors before buying.