View Poll Results: What do you think about the new TLX?
I like it; I think it looks great.
32
36.36%
I hate it; it looks bland, boring, and ugly.
13
14.77%
I have mix feelings / It is just ok at best.
43
48.86%
Voters: 88. You may not vote on this poll
2015 Acura TLX Discussion
08-05-14, 07:48 AM
#542
2015 Acura TLX First Drive
Whatever happened to the Legend, the Integra, or even the Vigor? Acura used to have such brilliant, instantly recognizable model names. Names that inspired thoughts of potential, performance, power, and style.
Now, the brand has adopted the alphabet stew that plagues so much of the rest of the luxury car world. Whether that’s for better or worse, there are aspects of the 2015 Acura TLX that remind us of the good old days of proper names—and proper cars.
How so? The new TLX is pretty darned brilliant, that’s how. It has, hands down, the best-tuned suspension you can buy for the money, especially in the entry premium/luxury segment, and that includes stalwarts like the BMW 3-Series and newcomers like the Cadillac ATS. It’s really that good.
But before we dig into the meat and potatoes of the TLX’s performance, let’s address the preliminaries: just what the heck is it?
The TLX, as its name (sort of) indicates, is the new replacement for a pair of cars: the previous TL and TSX. By merging the two into the TLX, Acura has chosen to split the two former segments, leaving its luxury sedan lineup with a three-car monte: the ILX, TLX, and RLX.
Acura’s resulting product lineup therefore offers cars that are all somewhat between segments: the ILX is, as we noted in our first drive of the car, more like a premium mainstream sedan than a true luxury car; the RLX is somewhere between the BMW 5-Series or Mercedes-Benz E-Class the larger 7-Series/Lexus LS. The TLX, then, is somewhat larger than the common midsize luxury mold, a space inhabited by the 3-Series, C-Class, Audi A4, and Cadillac ATS—but smaller and lighter than the next half-step up.
And yet the TLX is priced like the half-step below. Starting at $30,995 for the four-cylinder, front-drive TLX, and working its way up to the loaded all-wheel-drive V-6 model at $44,700, the 2015 TLX manages to undercut most of the smaller cars even while delivering a competitive—if not quite equivalent—feature package.
But the TLX isn’t really meant to take on the BMWs, Mercedes, Audis, and Cadillacs of the world. Or at least it doesn’t come across that way. The Lexus IS or ES? Sure, those are fair game. Anything from Buick or Lincoln? Easy prey. The top end of the mainstream offerings from Chevy, Ford, Toyota, Nissan, and even Honda? Yep, the TLX will deal handily with those too.
Why is that? Because the TLX’s materials, while nice, don’t shout true premium—certainly not in the way the 2015 Mercedes-Benz C-Class does. The design, from the dual-screen infotainment layout, to the seats, to the rather plain and bleak passenger side of the dashboard, falls short of the style-meets-comfort aesthetic found in the upper end of the class, too. That’s not to say the car truly disappoints in any of those respects; it just doesn’t make as good a first (or second) impression.
After a good stint behind the wheel, however, none of that really matters, because you’re still getting an awful lot of performance and luxury in the TLX—it’s just mostly under the skin.
Three core variants of the TLX are available: the four-cylinder, front-drive base model; the V-6, front-drive step up; and the V-6, all-wheel drive range topper. Our pick of the litter? The front-drive four-cylinder.
That’s right, the entry point to the TLX range may be the very best version, even though you can’t get all of the premium add-ons you’ll find at the top of the TLX expanse. Why? Because it’s immaculately balanced, supremely chuckable, and still comfortable enough to drive the in-laws to brunch on Sunday.
That 2.4-liter four-cylinder engine isn’t massively powerful at 206 ponies, but it’s willing, and sounds great when revved out toward the top of the tach. Better yet, it’s mated with a truly brilliant (though counter-intuitive) 8-speed dual-clutch transmission mated to a torque converter. Why a torque converter? Because it completely eliminates all of the lurch and jerk of a traditional dry-clutch arrangement, while delivering all of the crisp upshifts and zingy rev-matched downshifts of the usual arrangement. It’s smart, it’s lightweight, and it just works.
Toss the TLX 2.4 into Sport+ mode via the IDS button, move the gear lever over into manual, and fire off gear changes with the steering wheel-mounted paddles to your heart’s content. It’ll automatically upshift at redline, but it’ll also hold a lower gear if you’re trying to limit torque application coming out of a fast corner. It’s most exactly what you want—and certainly never really objectionable.
But the TLX sings the sweetest when flitting through yumping, curving, switch-backing twists of two-lane. Nestled in the 3,400-pound range, the car feels lighter still, and the brilliant suspension tune leaves the steering feeling taut and accurate (if not quite precise), the car sorted over bumps, flat at the apexes, and ready to leap out of the corners at the top of the four-banger’s abilities. The Precision All-Wheel Steer (P-AWS) system adds to the feeling of nimbleness at lower speeds, and enhances stability at freeway speeds (and higher). P-AWS is standard on the four-cylinder model.
Step up to the V-6 models and some of that lightweight fling-ability goes away, lost to weight (about 3,600 lbs depending on equipment), but also to the new 9-speed automatic transmission’s vagaries. Still offering Sport and Sport+ modes, and still offering the manual paddle shifters, the 9-speed gearbox’s extra cog does little to improve the experience, while its programming does much to contrast sharply with the refined brilliance of the 8-speed dual-clutch. Shifts are jerky, slow, and lazy; downshifts lack the zing you want to match revs; and when switching from reverse to drive, expect to wait a good 3-5 seconds before anything—anything at all—happens.
With the 290-horsepower V-6, the extra torque also begins to elicit some bad behavior from the front-drive model, spinning the wheels to the point of screechy tires even with traction control on when taking off hard from a stop. While the V-6’s power upgrade over the four is noticeable, it’s not massive, and the better-behaved four-cylinder seems a better match for the TLX’s balanced chassis. Adding Super Handling All-Wheel Drive (SH-AWD) to the V-6 (the only way it’s available) takes away the wheel spin issues, making the TLX 3.5 feel much more sure-footed, but the extra weight (curb weight with SH-AWD sits around 3,750-3,800 lbs) saps acceleration further, leaving it feeling a bit flat.
At the end of a quick six hours in the TLX, covering some 270 miles, we found the car to be a worthy replacement to the previous TL--cabin space is nearly as good as the larger outgoing car’s, thanks to a shared wheelbase--and a marked upgrade from the fun-but-wheezy TSX.
At the upper end of the spectrum—edging into the mid-$40,000s—the TLX begins to look less attractive than some of the available alternatives, particularly the 2015 Mercedes-Benz C300 or C400, but at the entry point, even with all of the available option packages, the roughly $35,000 you’ll spend on a four-cylinder TLX feels like a remarkable bargain, particularly if you like driving a good car quickly. Yes, it’s front-wheel drive, but go drive it before you tell us it’s rear-drive or bust. You’ll be surprised.
Now, the brand has adopted the alphabet stew that plagues so much of the rest of the luxury car world. Whether that’s for better or worse, there are aspects of the 2015 Acura TLX that remind us of the good old days of proper names—and proper cars.
How so? The new TLX is pretty darned brilliant, that’s how. It has, hands down, the best-tuned suspension you can buy for the money, especially in the entry premium/luxury segment, and that includes stalwarts like the BMW 3-Series and newcomers like the Cadillac ATS. It’s really that good.
But before we dig into the meat and potatoes of the TLX’s performance, let’s address the preliminaries: just what the heck is it?
The TLX, as its name (sort of) indicates, is the new replacement for a pair of cars: the previous TL and TSX. By merging the two into the TLX, Acura has chosen to split the two former segments, leaving its luxury sedan lineup with a three-car monte: the ILX, TLX, and RLX.
Acura’s resulting product lineup therefore offers cars that are all somewhat between segments: the ILX is, as we noted in our first drive of the car, more like a premium mainstream sedan than a true luxury car; the RLX is somewhere between the BMW 5-Series or Mercedes-Benz E-Class the larger 7-Series/Lexus LS. The TLX, then, is somewhat larger than the common midsize luxury mold, a space inhabited by the 3-Series, C-Class, Audi A4, and Cadillac ATS—but smaller and lighter than the next half-step up.
And yet the TLX is priced like the half-step below. Starting at $30,995 for the four-cylinder, front-drive TLX, and working its way up to the loaded all-wheel-drive V-6 model at $44,700, the 2015 TLX manages to undercut most of the smaller cars even while delivering a competitive—if not quite equivalent—feature package.
But the TLX isn’t really meant to take on the BMWs, Mercedes, Audis, and Cadillacs of the world. Or at least it doesn’t come across that way. The Lexus IS or ES? Sure, those are fair game. Anything from Buick or Lincoln? Easy prey. The top end of the mainstream offerings from Chevy, Ford, Toyota, Nissan, and even Honda? Yep, the TLX will deal handily with those too.
Why is that? Because the TLX’s materials, while nice, don’t shout true premium—certainly not in the way the 2015 Mercedes-Benz C-Class does. The design, from the dual-screen infotainment layout, to the seats, to the rather plain and bleak passenger side of the dashboard, falls short of the style-meets-comfort aesthetic found in the upper end of the class, too. That’s not to say the car truly disappoints in any of those respects; it just doesn’t make as good a first (or second) impression.
After a good stint behind the wheel, however, none of that really matters, because you’re still getting an awful lot of performance and luxury in the TLX—it’s just mostly under the skin.
Three core variants of the TLX are available: the four-cylinder, front-drive base model; the V-6, front-drive step up; and the V-6, all-wheel drive range topper. Our pick of the litter? The front-drive four-cylinder.
That’s right, the entry point to the TLX range may be the very best version, even though you can’t get all of the premium add-ons you’ll find at the top of the TLX expanse. Why? Because it’s immaculately balanced, supremely chuckable, and still comfortable enough to drive the in-laws to brunch on Sunday.
That 2.4-liter four-cylinder engine isn’t massively powerful at 206 ponies, but it’s willing, and sounds great when revved out toward the top of the tach. Better yet, it’s mated with a truly brilliant (though counter-intuitive) 8-speed dual-clutch transmission mated to a torque converter. Why a torque converter? Because it completely eliminates all of the lurch and jerk of a traditional dry-clutch arrangement, while delivering all of the crisp upshifts and zingy rev-matched downshifts of the usual arrangement. It’s smart, it’s lightweight, and it just works.
Toss the TLX 2.4 into Sport+ mode via the IDS button, move the gear lever over into manual, and fire off gear changes with the steering wheel-mounted paddles to your heart’s content. It’ll automatically upshift at redline, but it’ll also hold a lower gear if you’re trying to limit torque application coming out of a fast corner. It’s most exactly what you want—and certainly never really objectionable.
But the TLX sings the sweetest when flitting through yumping, curving, switch-backing twists of two-lane. Nestled in the 3,400-pound range, the car feels lighter still, and the brilliant suspension tune leaves the steering feeling taut and accurate (if not quite precise), the car sorted over bumps, flat at the apexes, and ready to leap out of the corners at the top of the four-banger’s abilities. The Precision All-Wheel Steer (P-AWS) system adds to the feeling of nimbleness at lower speeds, and enhances stability at freeway speeds (and higher). P-AWS is standard on the four-cylinder model.
Step up to the V-6 models and some of that lightweight fling-ability goes away, lost to weight (about 3,600 lbs depending on equipment), but also to the new 9-speed automatic transmission’s vagaries. Still offering Sport and Sport+ modes, and still offering the manual paddle shifters, the 9-speed gearbox’s extra cog does little to improve the experience, while its programming does much to contrast sharply with the refined brilliance of the 8-speed dual-clutch. Shifts are jerky, slow, and lazy; downshifts lack the zing you want to match revs; and when switching from reverse to drive, expect to wait a good 3-5 seconds before anything—anything at all—happens.
With the 290-horsepower V-6, the extra torque also begins to elicit some bad behavior from the front-drive model, spinning the wheels to the point of screechy tires even with traction control on when taking off hard from a stop. While the V-6’s power upgrade over the four is noticeable, it’s not massive, and the better-behaved four-cylinder seems a better match for the TLX’s balanced chassis. Adding Super Handling All-Wheel Drive (SH-AWD) to the V-6 (the only way it’s available) takes away the wheel spin issues, making the TLX 3.5 feel much more sure-footed, but the extra weight (curb weight with SH-AWD sits around 3,750-3,800 lbs) saps acceleration further, leaving it feeling a bit flat.
At the end of a quick six hours in the TLX, covering some 270 miles, we found the car to be a worthy replacement to the previous TL--cabin space is nearly as good as the larger outgoing car’s, thanks to a shared wheelbase--and a marked upgrade from the fun-but-wheezy TSX.
At the upper end of the spectrum—edging into the mid-$40,000s—the TLX begins to look less attractive than some of the available alternatives, particularly the 2015 Mercedes-Benz C300 or C400, but at the entry point, even with all of the available option packages, the roughly $35,000 you’ll spend on a four-cylinder TLX feels like a remarkable bargain, particularly if you like driving a good car quickly. Yes, it’s front-wheel drive, but go drive it before you tell us it’s rear-drive or bust. You’ll be surprised.
08-05-14, 07:57 AM
#543
2015 Acura TLX Review
Can the TLX Really Replace Two Cars?
http://www.autoguide.com/manufacture...view-4055.html
Being a sea turtle isn’t easy. Moments after taking their first breath, they have to embark on a death-defying crawl from the nest to the sea across a beach filled with predators waiting for an easy meal. It’s estimated that only one in 1,000 baby sea turtles ever makes it to adulthood.
FAST FACTS
The new 2015 Acura TLX can relate. Although we're quite certain more than 0.1 percent of TLXs will survive their first few years of existence, the road ahead for the compact luxury sedan is not going to be easy. Built as a replacement for both the Acura TL and TSX, the TLX must undertake the daunting task of competing with the heavyweights of the compact luxury sedan segment head-on.
Looks like an Acura
The TLX is instantly recognizable as an Acura thanks to familiar styling cues and the controversial corporate grille. Of course, like all new Acuras, the TLX features the Jewel Eye LED headlights as well as a whole complement of LED lighting around the exterior.
Claiming customers found the TL was a little too large for the class while the TSX wasn’t sporty enough, Acura has built the TLX to bridge the gap between the two. With an overall length 3.8 inches shorter than the 2014 TL, the TLX rides on a nearly identical wheelbase and offers similar interior space. Adult passengers will have no issue fitting in the rear seats thanks to an understated 34.5 inches of rear legroom.
Feels like an Acura
All the usual luxury amenities are offered inside including heated and cooled front seats, the latest version of AcuraLink, Siri Eyes Free technology and an optional ELS 455-watt, 10-speaker audio system. The front seats provide good comfort and the materials used inside the TLX are what we expect from Acura, but nothing more. Soft and pleasant to the eye, the materials don’t have a rich, upscale feel to them as found in some of the TLX’s competition. The dual infotainment screens on the center stack, an Acura staple, are excellent.
Even if the exterior and interior of the TLX aren’t exactly ground breaking, what’s under the skin is. Two all-new engines and two innovative new transmissions have been fitted in the car. Base TLXs come with a new direct injection 2.4-liter four cylinder making 206 HP and 182 lb-ft of torque. Despite similar displacement numbers, this engine is not a carryover from the TSX.
Eight or Nine Speeds?
Paired exclusively to the four-cylinder is Acura’s new eight-speed dual clutch transmission (DCT) that sends power to the front wheels through a torque converter. Unusual for a DCT, Acura installed a torque converter in this transmission to eliminate the jerky initial engagement found in most DCTs. We didn’t get a chance to drive the car in any stop and go traffic, so it’s hard to say if it works. What does work though is the short spaced gearing. Gears one through seven in the new transmission have shorter ratios than fifth gear did in the old five-speed automatic.
Gear changes are quick for both up shifts and down shifts and the new four cylinder loves to rev. Near redline, the four-pot does get a bit buzzy, but it’s well worth the noise to play with all 206 HP and the downshift rev matching dual-clutch transmission.
If you want more power, there is a new 3.5-liter direct injection V6 that makes 290 HP and 267 lb-ft of torque. Not available with the eight-speed DCT, the V6 uses an equally innovative nine-speed automatic transmission. Unlike the four-cylinder TLX, the V6 is available with Super-Handling All-Wheel Drive, which now relies on a smaller rear differential that doesn’t impede trunk space.
Drives like an Acura
The V6 and nine-speed auto are adequate for this car, but don’t feel all that special. Throttle lag is noticeable in AWD-equipped models, especially outside of Sport Plus mode. Acura offers four drive modes with this model as part of what it calls an “Integrated Dynamics System” that offers the choice between fuel economy minded Econ mode, Normal, Sport and Sport Plus.
t might come as a surprise, but the more powerful model is also the less engaging car to drive. Capable cruisers on the highway, the V6 and nine-speed auto don’t add up to be a joy to drive. Think of this combination more for the right lane crowd while the four-cylinder and DCT are better suited for left lane bandits.
TLX models with the V6 engine get an electronic gear selector that uses buttons to operate the transmission instead of a conventional shift lever. Acura claims this is to save space. It’s unique looking, but it requires acclimation. For example, I kept grabbing for a shift lever that isn’t there, sort of like reaching with your left foot for a clutch pedal after switching between cars with a manual and automatic.
Surprisingly Efficient
With so many gears available in either configuration, fuel economy ratings for the TLX are impressive. Four-cylinder models are expected to get 24 MPG city and 35 MPG highway while the front-wheel drive V6 TLX is rated at 21 MPG city and 34 MPG highway. All-wheel drive equipped V6 models lose three MPG on the highway, but Acura claims the car will average 25 MPG just like its front-wheel drive sibling.
The four-cylinder TLX has an entry level weight of 3,483 lbs and V6 models are lighter then similarly equipped 2014 TLs. Some of the weight savings comes from the new nine-speed automatic that is actually lighter than the old six-speed automatic in the TL.
“P-AWS” and “AHA”
Every TLX comes standard with Acura’s Precision All-Wheel Steering (P-AWS) system that turns the rear wheels slightly, making the car more maneuverable. For those who want even better handling, there is Agile Handling Assist (AHA). This system uses the TLX's stability control to modulate the brakes individually, helping the car rotate through a corner better. Handling for all models is composed, but not overly sporty. Four-cylinder models feel noticeably lighter and more agile.
Pricing for the TLX will be aggressive with base models starting at just $30,995, which is less than a BMW 320i. Even a fully loaded TLX V6 SH-AWD with the Advance Package will cost only $44,700.
The Verdict
Acura is positioning the TLX against the likes of the Infiniti Q50, BMW 3 Series and Audi A4. That may seem a bit ambitious, but it depends on which TLX we’re discussing. Although higher end versions of the TLX will have a tough time stacking up against this competition, the four-cylinder, dual-clutch version is an engaging, spacious, premium sedan at an excellent price. Even if Acura does not succeed in winning conquest sales, the manufacturer has built a car that should keep loyal customers happy.
LOVE IT
Eight-speed DCT
Comfort
Fuel economy
LEAVE IT
Nine-speed automatic
Styling too familiar
Some interior finishes
FAST FACTS
- Engine: 2.4-liter four-cylinder, 206 HP, 184 lb-ft. 3.5-liter V6, 290 HP and 267 lb-ft.
- Transmission: Eight-speed dual clutch automatic, nine-speed automatic
- Fuel economy: 2.4-liter rated at 24 MPG city and 35 MPG highway, V6 front-wheel drive rated at 21 MPG city and 34 MPG highway.
- Price: Starts at $30,995, fully loaded TLX V6 SH-AWD with the Advance Package costs $44,700.
The new 2015 Acura TLX can relate. Although we're quite certain more than 0.1 percent of TLXs will survive their first few years of existence, the road ahead for the compact luxury sedan is not going to be easy. Built as a replacement for both the Acura TL and TSX, the TLX must undertake the daunting task of competing with the heavyweights of the compact luxury sedan segment head-on.
Looks like an Acura
The TLX is instantly recognizable as an Acura thanks to familiar styling cues and the controversial corporate grille. Of course, like all new Acuras, the TLX features the Jewel Eye LED headlights as well as a whole complement of LED lighting around the exterior.
Claiming customers found the TL was a little too large for the class while the TSX wasn’t sporty enough, Acura has built the TLX to bridge the gap between the two. With an overall length 3.8 inches shorter than the 2014 TL, the TLX rides on a nearly identical wheelbase and offers similar interior space. Adult passengers will have no issue fitting in the rear seats thanks to an understated 34.5 inches of rear legroom.
Feels like an Acura
All the usual luxury amenities are offered inside including heated and cooled front seats, the latest version of AcuraLink, Siri Eyes Free technology and an optional ELS 455-watt, 10-speaker audio system. The front seats provide good comfort and the materials used inside the TLX are what we expect from Acura, but nothing more. Soft and pleasant to the eye, the materials don’t have a rich, upscale feel to them as found in some of the TLX’s competition. The dual infotainment screens on the center stack, an Acura staple, are excellent.
Even if the exterior and interior of the TLX aren’t exactly ground breaking, what’s under the skin is. Two all-new engines and two innovative new transmissions have been fitted in the car. Base TLXs come with a new direct injection 2.4-liter four cylinder making 206 HP and 182 lb-ft of torque. Despite similar displacement numbers, this engine is not a carryover from the TSX.
Eight or Nine Speeds?
Paired exclusively to the four-cylinder is Acura’s new eight-speed dual clutch transmission (DCT) that sends power to the front wheels through a torque converter. Unusual for a DCT, Acura installed a torque converter in this transmission to eliminate the jerky initial engagement found in most DCTs. We didn’t get a chance to drive the car in any stop and go traffic, so it’s hard to say if it works. What does work though is the short spaced gearing. Gears one through seven in the new transmission have shorter ratios than fifth gear did in the old five-speed automatic.
Gear changes are quick for both up shifts and down shifts and the new four cylinder loves to rev. Near redline, the four-pot does get a bit buzzy, but it’s well worth the noise to play with all 206 HP and the downshift rev matching dual-clutch transmission.
If you want more power, there is a new 3.5-liter direct injection V6 that makes 290 HP and 267 lb-ft of torque. Not available with the eight-speed DCT, the V6 uses an equally innovative nine-speed automatic transmission. Unlike the four-cylinder TLX, the V6 is available with Super-Handling All-Wheel Drive, which now relies on a smaller rear differential that doesn’t impede trunk space.
Drives like an Acura
The V6 and nine-speed auto are adequate for this car, but don’t feel all that special. Throttle lag is noticeable in AWD-equipped models, especially outside of Sport Plus mode. Acura offers four drive modes with this model as part of what it calls an “Integrated Dynamics System” that offers the choice between fuel economy minded Econ mode, Normal, Sport and Sport Plus.
t might come as a surprise, but the more powerful model is also the less engaging car to drive. Capable cruisers on the highway, the V6 and nine-speed auto don’t add up to be a joy to drive. Think of this combination more for the right lane crowd while the four-cylinder and DCT are better suited for left lane bandits.
TLX models with the V6 engine get an electronic gear selector that uses buttons to operate the transmission instead of a conventional shift lever. Acura claims this is to save space. It’s unique looking, but it requires acclimation. For example, I kept grabbing for a shift lever that isn’t there, sort of like reaching with your left foot for a clutch pedal after switching between cars with a manual and automatic.
Surprisingly Efficient
With so many gears available in either configuration, fuel economy ratings for the TLX are impressive. Four-cylinder models are expected to get 24 MPG city and 35 MPG highway while the front-wheel drive V6 TLX is rated at 21 MPG city and 34 MPG highway. All-wheel drive equipped V6 models lose three MPG on the highway, but Acura claims the car will average 25 MPG just like its front-wheel drive sibling.
The four-cylinder TLX has an entry level weight of 3,483 lbs and V6 models are lighter then similarly equipped 2014 TLs. Some of the weight savings comes from the new nine-speed automatic that is actually lighter than the old six-speed automatic in the TL.
“P-AWS” and “AHA”
Every TLX comes standard with Acura’s Precision All-Wheel Steering (P-AWS) system that turns the rear wheels slightly, making the car more maneuverable. For those who want even better handling, there is Agile Handling Assist (AHA). This system uses the TLX's stability control to modulate the brakes individually, helping the car rotate through a corner better. Handling for all models is composed, but not overly sporty. Four-cylinder models feel noticeably lighter and more agile.
Pricing for the TLX will be aggressive with base models starting at just $30,995, which is less than a BMW 320i. Even a fully loaded TLX V6 SH-AWD with the Advance Package will cost only $44,700.
The Verdict
Acura is positioning the TLX against the likes of the Infiniti Q50, BMW 3 Series and Audi A4. That may seem a bit ambitious, but it depends on which TLX we’re discussing. Although higher end versions of the TLX will have a tough time stacking up against this competition, the four-cylinder, dual-clutch version is an engaging, spacious, premium sedan at an excellent price. Even if Acura does not succeed in winning conquest sales, the manufacturer has built a car that should keep loyal customers happy.
LOVE IT
Eight-speed DCT
Comfort
Fuel economy
LEAVE IT
Nine-speed automatic
Styling too familiar
Some interior finishes
08-05-14, 08:07 AM
#544
Lexus Champion
Zzzzzzzzz
It's like acura meant to debut this in 2009 instead of the 4th gen, but they forgot it's actually about to be 2015. Clearly a car for loyal honda fans. Sad the manual is gone as exhaust tips. Clearly aimed at the ES and Q50 than IS and 3 series. And it's a joke compared to the c-class. Hopefully it's more reliable than all the other new acuras.
It's like acura meant to debut this in 2009 instead of the 4th gen, but they forgot it's actually about to be 2015. Clearly a car for loyal honda fans. Sad the manual is gone as exhaust tips. Clearly aimed at the ES and Q50 than IS and 3 series. And it's a joke compared to the c-class. Hopefully it's more reliable than all the other new acuras.
08-05-14, 08:09 AM
#545
Lexus Champion
Glad to hear they've finally done something about noise level.....altho the prototype TLX was NOT bland IMO.
maybe they wanted it to look like a hybrid...
Last edited by bagwell; 08-05-14 at 10:13 AM. Reason: forgot to added smileys!
08-05-14, 09:04 AM
#547
Starting to sound like IS250 VS IS350. The IS350 may have more power, but the IS250 seems to be more fun since you can drive it closer to the limits. This is a win situation for Acura since the I4 FWD will make the bulk of the sale. You don't have to spend close to $50k for a decent ' fun' car.
08-05-14, 09:46 AM
#548
Lexus Champion
Starting to sound like IS250 VS IS350. The IS350 may have more power, but the IS250 seems to be more fun since you can drive it closer to the limits. This is a win situation for Acura since the I4 FWD will make the bulk of the sale. You don't have to spend close to $50k for a decent ' fun' car.
08-05-14, 10:08 AM
#549
Guest
Posts: n/a
Starting to sound like IS250 VS IS350. The IS350 may have more power, but the IS250 seems to be more fun since you can drive it closer to the limits. This is a win situation for Acura since the I4 FWD will make the bulk of the sale. You don't have to spend close to $50k for a decent ' fun' car.
To their credit it seems Acura has done what it could to appease the TSX buyer with the I-4 model and I assume their data showed their V-6 TL buyers don't care much for sport so the car got softer. Though neither the I-4 or V-6 offers a manual.
08-05-14, 10:16 AM
#550
Lexus Champion
no need for a manual option in this car, I'm guessing TSX and TL manual trans cars were probably about 0.1% of sales.
08-05-14, 10:25 AM
#551
Guest
Posts: n/a
R&T sums it up nicely..
11. The bottom line
The 2.4-liter TLX, especially, hits the perfect compromise between luxury-car refinement and sufficient driver engagement. Despite the rear-wheel steering, it's not a particularly sporty car, and it's no dynamic competitor to rear-drive BMWs, Lexuses, or Cadillacs. That said, it's a quieter, smoother cruiser than a 3 Series, and it rides far better.
Though definitely an improvement over the TSX and TL, the TLX's styling is less love-it-or-hate-it and more … adequate. The multiple-segment headlights are perhaps the most controversial element, now that the buck-toothed grille has been toned down, but the rest of the car comes across as rather bland.
As usual, Acura excels at making a very good car, but doesn't deliver a slam-dunk on the desirability scale. The TLX will no doubt make a great travel companion, and the decision to offer 2 dramatically different personalities with the 2 engines was a brilliant move. But the 1 thing this car needs more than anything else is some gotta-have-it factor. And a name badge that won't confuse its customers.
The 2.4-liter TLX, especially, hits the perfect compromise between luxury-car refinement and sufficient driver engagement. Despite the rear-wheel steering, it's not a particularly sporty car, and it's no dynamic competitor to rear-drive BMWs, Lexuses, or Cadillacs. That said, it's a quieter, smoother cruiser than a 3 Series, and it rides far better.
Though definitely an improvement over the TSX and TL, the TLX's styling is less love-it-or-hate-it and more … adequate. The multiple-segment headlights are perhaps the most controversial element, now that the buck-toothed grille has been toned down, but the rest of the car comes across as rather bland.
As usual, Acura excels at making a very good car, but doesn't deliver a slam-dunk on the desirability scale. The TLX will no doubt make a great travel companion, and the decision to offer 2 dramatically different personalities with the 2 engines was a brilliant move. But the 1 thing this car needs more than anything else is some gotta-have-it factor. And a name badge that won't confuse its customers.
08-05-14, 10:34 AM
#552
Lexus Test Driver
To me, my own opinions. Sport car is Sport because
1/ So Balanced, so Agile, that you can toss around with confident
2/ Manual, so you get the feeling of when your car is rolling backward from a hill, that you have to utilize your hand brake, and feathering the clutch at the right moment
3/ Manual, so when you row it into gear, or down shift, you will judge at how much Rev you need to give to your engine, and have that Woosh, Soosh, acceleration without the engine jerking.
4/ Manual, so whenever you ride it, you can hear your Exhaust tunes due to the nature of rev matching, and Engine braking....varies speed = varies tunes.
Why do you even considered it being a sport....where you just step on either "gas" pedal or "brake" pedal ? that is beyond me.
Yet, the TL manual trans was so slow moving. That is because the car was a Luxury breed to begin with. Because it is heavy, and Isolate the driver from the road.
Now, onto the Topic. I agree that this TLX does not need Manual Trans. I am tired of seeing half-bred Sport car from Acura. How about a Revision of Integra R ? Same engine, same chasis, updated styling, and LCD screens + Camera. Where is it now ?
The reason why Subaru has their WRX and STI flying through the door is because
1/ Praticality, 4 doors
2/ Practicality, AWD
3/ A Sport car
4/ Toyota, Honda, Hyundai....etc....Non has a real Sport car on the market....FRS ? Mezhhh. Nothing nowadays is considered a sport car without 300 HP.....wait...my bad....Miata is one of them, but it is not Practical enough
08-05-14, 10:52 AM
#553
Lexus Champion
-- but not in this car. Nobody is buying them and it's just a waste of money for a car co. to design/build them.and btw - STI will probably be my next car ('16?); already discussed putting a deposit on one at Heuberger Motors.
Last edited by bagwell; 08-05-14 at 10:56 AM.
08-05-14, 10:53 AM
#554
Well that was the case for the last generation, where the chassis wasn't as good. This generation the chassis is utterly brilliant, the new welding techniques and super glue just hold the car together. The IS 350 F-sport is far more fun than the 250 today. That is why it has been hailed as the best drive in class. The IS 350 F-sport is so good, it is now begging for more power and to be pushed harder. The last gen was the opposite.
Good point. Haven't driven the latest IS yet, but the previous generation was exactly what you described. I didn't find the IS350 that fun even though it was fast in a straight line. I refuse to drive the new IS because I might end up buying one. Must resist spending.
08-05-14, 10:55 AM
#555
Lexus Test Driver
Your point was valid 10 years ago. It's not anymore. A lot of super sport cars don;t come in manual anymore.