TLX RECLAIMS ATTENTION
Solid evidence Acura on the right path to being a relevant luxury sedan again
PAUL CHOI
Buyers in the entry-level luxury sedan segment are spoiled by choice. In this crowded field, there are no fewer than seven quality sedans vying for your wallet: the gold-standard BMW 3 Series, the venerable Audi A4, Lexus’s IS lineup, the stylish Infiniti Q50, the Cadillac ATS and the Mercedes C-Class.
And then there’s Acura. Diminished in recent years but not forgotten, Honda’s luxury nameplate is attempting a comeback, and the new TLX, a surprising sedan in more ways than one, is leading the charge.
Introduced in 2014, the midsize TLX replaced its predecessors, the TL and TSX sedans, in one fell swoop.
This new sedan is more compact and the front end has been re-worked to feature Acura’s Jewel Eye LED headlights and a less bird-nosed shield treatment.
The result is a handsome sedan that doesn’t offend, but is admittedly a little plain compared to some of the other cars in this segment. But it’s the driving experience that really counts, and here the TLX excels with a comfortable, luxurious ride.
The base front-wheel-drive trim starts at $35,490 (all figures before freight and PDI) and comes with a 2.4-litre, fourcylinder engine that makes 206 horsepower and 182 pound-feet of torque. That engine is mated to an eight-speed dual-clutch transmission. This engine/transmission combo is offered in the base and Tech trims. Also available is a 3.5-L V-6 mill that makes a more robust 290 hp and 267 lb-ft of torque, mated to a nine-speed automatic. This combo is offered in the TLX’s three AWD trims, including our tester, which carries a price tag of $47,990.
This mill provides the bang you’d expect and it makes highway passing and on-ramp acceleration effortless. Zero to 100 km/ h is achieved in just under six seconds. Throttle response is quick and power is delivered in a linear fashion, thanks to the ZFdesigned nine-speed automatic transmission. Two gripes about the transmission: It’s about a second slow to respond to downshifts when using the steering wheel-mounted paddle shifters, and tends to hunt for the right gear when driving at low speeds.
Acura’s Integrated Dynamics System (IDS) offers four modes — Economy, Normal, Sport, and Sport+ — to tailor the car’s driving characteristics.
The full-time, frontbiased AWD system (up to 70 per cent of torque can be sent to the rear wheels when needed) makes for a composed, confident ride, with little understeer when navigating sharp turns. The suspension is also a good balance between comfort and sport. Steering is on the light and effortless side, with little feedback. The TLX is a surprisingly comfortable highway cruiser. The cabin is library quiet. All of this makes the TLX miles refined. In the highest gear, the TLX was able to cruise at 120 km/h with the engine revving just above 1,500 rpm, a major boon for fuel economy. Available in the TLX are such niceties as heated and ventilated front seats, heated rear seats, a heated steering wheel, 10-way power driver’s seat, and more. On V-6-equipped models (SH-AWD trim and up), an easyto-use electronic gear selector takes up prime real estate. The brown perforated Milano leather seats available in the Tech and Elite trims are supremely comfortable.
What doesn’t work as well, though, is the TLX’s dual-screen infotainment system. Adjusting fan speed and tuning the radio on this touch screen, which can be hard to see under direct sunlight, is a distracting nuisance. Using the navigation screen up top isn’t any easier. On the plus side, the TLX’s active safety features in this trim work as advertised.
As a comeback attempt, the TLX is solid evidence Acura is making a major push to be relevant again in this segment. It offers as close to a total luxury package as you’ll find in the entry-level segment. It should definitely be in the mix if you’re in the market.