Acura has a lot riding on its new TLX, being that it not only replaces its reasonably strong selling TSX, which was a largish compact
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| Photo: Karen Tuggay, Canadian Auto Press |
based on the European midsize Honda Accord, but also puts its near-full-size North American Honda Accord-based TL out to pasture. This only leaves three sedans in the brand’s arsenal: the TLX bookended by the base Honda Civic-derived ILX at the lower end and full-size RLX at the high end. Then again, the TLX rids Acura of overlap. The old TL was too close in size to its flagship four-door.
Fortunately for Acura, the new 2015 TLX is a very good car that’s received its fair share of accolades. On the other hand, its styling isn’t much of a departure from either of its predecessors, which is good if you loved the old cars, but not so good if you were hoping for any revolutionary advancements in design. In this sense Acura
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| Photo: Karen Tuggay, Canadian Auto Press |
reminds me of where Buick used to be. GM Canada employees spent so much time in and around Oshawa, Ontario, where the automaker has its head office and two of its larger assembly plants, that they’d bring out a new model that looked a great deal like the old model and talk about dramatic visual changes, while we auto scribes looked on wondering if the emperor was aware that he wasn’t wearing any (new) clothes at all.
Likewise, the TLX wears a very similar trademark Acura shield grille to its forebears within the much overused pentagonal polygon shape (ok, if you count the
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| Photo: Karen Tuggay, Canadian Auto Press |
slight bend at top-centre it could qualify for a hexagon), plus a variation on the RLX’ fabulous headlight theme (no complaint here), a lower valence that pulls cues from numerous Acuras past and present, swoopy profile lines that don’t deviate too much from predecessors, a rear quarter window that reminds me of the current ILX, and a decidedly better looking rear end with a nicer set of more stylishly penned taillights. Just the same, there was nothing wrong with Acura’s outgoing designs other than being old and a bit generic, while the much older third-generation TL that ran from 2004 to 2008 was one of my favourite designs of the era and still looks great today.
This
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| Photo: Karen Tuggay, Canadian Auto Press |
said my opinion has no reflection on yours or the many buyers that have already or will soon purchase a new TLX. These people know exactly what they want, and along with styling, performance and build quality, all of which the TLX delivers, they’re looking for diehard reliability, something TSX and TL owners have long benefited from and TLX owners will likely experience too. An example of this is J. D. Power and Associates 2014 Vehicle Dependability Study (VDS) that measures reliability after three years of ownership, Acura ranking fourth out of 31 automotive brands of which 13 are directly competitive luxury marques. Ahead of Acura are Lexus, Mercedes-Benz and Cadillac, while the list that follows includes Buick (5th), Lincoln (7th), Porsche (9th), Infiniti (10th), BMW (11th), Jaguar (14th), Audi (19th, which is three places below the 31-brand average), Volvo (21st) and Land Rover (29th).
For
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| Photo: Karen Tuggay, Canadian Auto Press |
now we’ll ignore J. D. Power’s 2014 Initial Quality Study (IQS) that measures complaints over the first three months of ownership, and not because Acura fared dead last amongst luxury brands, but rather because the survey’s findings were heavily biased by problems owners were experiencing while trying to figure out high-tech features such as infotainment systems and voice activation, so therefore not quality related issues at all. These findings do reflect the ease of use of a given brand’s technology however, as some of the brands that ranked near the top of the 2014 IQS were luxury marques with similar levels of high-end equipment to Acura’s offerings. On that note the TLX is a 2015 model year vehicle, so the updated electronics may produce better results in third-party surveys – we’ll have to wait and see. I, for one, am doubtful however, as the myriad buttons on the centre stack connecting through to two different display screens
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| Photo: Karen Tuggay, Canadian Auto Press |
that encounter some overlapping functionality will no doubt put many less tech-savvy customers into mental overload.
So far buyers are either unaware of the negative IQS score or focusing on Acura’s reputation for stalwart dependability evidenced in the aforementioned VDS ranking, as it’s having no problem finding buyers for its newest model. A total of 2,121 TLX sport sedans left Canadian dealerships last year, and while this number is low compared to previous TSX and TL sales it only represents five months on the market, the TLX having gone on sale in August of 2014. Simple math shows that
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| Photo: Karen Tuggay, Canadian Auto Press |
if these numbers continue we could see sales of more than 4,000 for 2015, which would be a banner year for this class of sedan within Acura’s ranks, the TSX having sold only 979 units during its last full year of sales (2013) and TL selling 2,374 units during the same year, for a total of 3,253 combined sales. Last month, however, Acura sold 235 TLXs, which would only result in 2,820 total 2015 sales if extrapolated across the rest of the year, likely reflecting a recently downturned Canadian economy, but on the positive it outsold some of its main rivals including the Infiniti Q50 (210), Lexus IS (152), Cadillac ATS (120), Volvo S60 (115), Hyundai Genesis (63), and Buick Regal (51), and came very close to Audi’s 275 A4 sales (which were cannibalized by that brand’s 219 A3 deliveries). As expected the TLX didn’t sell anywhere near as well as BMW’s 3 Series (512) or Mercedes’
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| Photo: Karen Tuggay, Canadian Auto Press |
all-new C-Class (566), but fourth place is a superb showing for this new addition to Acura’s lineup.
It all makes sense of course, because the TLX is an excellent car that at the very least should cause Acura fans to sit up and take notice, if not pull many conquest sales away from competitive marques. Think of it as a lighter, smaller, sportier version of the RLX and you’ve got it pegged. Like all Acura models the new TLX shares Honda’s well-crafted and dependable mechanicals, its two engines pulled from the Civic Si and Accord, albeit revised along the way. The former is Honda’s high-revving 16-valve, DOHC, 2.4-litre i-VTEC enhanced four-cylinder in a state of tune that results in 5 additional horsepower and 12 more lb-ft of torque than the less updated version of the engine offered in the ILX Dynamic or old TSX, much thanks to direct-injection technology, the new totals being 206 horsepower at 6,800
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| Photo: Karen Tuggay, Canadian Auto Press |
rpm and 182 lb-ft of torque at 4,500 rpm, the reworked mill needing 200 rpm less for maximum power and 100 rpm more for total available torque.
My TLX tester came with the automaker’s venerable 3.5-litre, 24-valve, SOHC, i-VTEC V6 also infused with direct-injection for a total of 290 horsepower at 6,200 rpm and 267 lb-ft of torque at 4,500 rpm, which was more than ample for plenty of fun behind the wheel. Acura’s transmission choices will be good or bad news depending on your preferences, the base engine incorporating an advanced eight-speed dual-clutch automatic with paddle shifters and the V6 getting a state-of-the-art
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| Photo: Karen Tuggay, Canadian Auto Press |
nine-speed automatic transmission with paddle shifters, impressive kit that sets this sport sedan apart from most of its competitors. So what’s the bad news? In the ILX Dynamic the older version of this engine comes standard with one of the best six-speed manual transmissions ever created, but it’s not on the spec sheet for the TLX. Acura is probably right not to offer it, as its take-rate would have likely been nominal at best, but then again there’s a sporting image to uphold that’s not as effectively honoured without a DIY mixer between the front seats.
Sporting image in mind, my particular test car was a TLX Elite 3.5L SH-AWD equipped with the aforementioned nine-speed autobox and Acura’s Super-Handling All-Wheel Drive (SH-AWD), which on the outset sounds like a formidable package. Off the line acceleration is commendable and the SH-AWD system makes
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| Photo: Karen Tuggay, Canadian Auto Press |
sure each wheel locks onto tarmac for near zero slip from standstill, maximizing straight-line performance. The four-cylinder front-drive base model will sprint to 100km/h in seven seconds flat, which is fairly brisk for an entry-level midsize sedan weighing in at 1,579 kilos (3,481 lbs), but then again the 3.5-litre V6’s 5.4-second sprint to 100km/h is in another league of pure sport sedans, impressive considering this top-line model’s 1,717-kg (3,785-lb) heft. Off the line it was exhilarating to say the least, only matched by its highway passing power, high-speed stability on the freeway and adept handling prowess. The 3.5 sounds great when getting hard on the throttle too, and when equipped with SH-AWD the TLX loves to be hurled through tight corners at higher than posted speeds, its steering a bit numb although its nine-speed autobox delivering quick, crisp shifts when the driver selectable Integrated Dynamics System (IDS) was set to Sport Plus mode, and the poise and precise predictability conferred by its ultimately quick torque vectoring SH-AWD (which adds just a bit of extra twist to the outside rear
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| Photo: Karen Tuggay, Canadian Auto Press |
wheel amid turns for the oversteering feel of a rear-drive car) so confidence-inspiring that it begs you to go faster and faster, although I wouldn’t recommend it.
During one session of hard charging through a favourite circuitous mountain road (ideal because it terminates in a tiny seaside community and therefore is almost devoid of traffic), a snaking ribbon of roadway that admittedly requires considerable braking before myriad left- and right-angled corners, the brakes simply didn’t react when ultimately needed, remaining rock-solidly firm when pressed hard, without much binding power at all. This wasn’t just disconcerting, obviously,
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| Photo: Karen Tuggay, Canadian Auto Press |
as speed wasn’t getting scrubbed off enough and the sharp corner was fast approaching, the surrounding rocks and trees not looking as if they’d embrace me with a soft landing if things went bad, but fortunately my SH-AWD tester’s suspension and the four tires’ grip (praise for its 225/55R18 Goodyear Eagle LS rubber) is so excellent at managing corners I was able to take that sharp right-hander while still maintaining my lane without getting anywhere near as much out of the brakes as I’d normally desire ahead of a corner, leaving me thoroughly impressed with the TLX SH-AWD undercarriage but somewhat underwhelmed by the car’s braking system. So, this in mind, I wouldn’t go so far as to call the TLX a true sport sedan. It’s sporty for sure, but it doesn’t fulfill what I consider a sport sedan’s most critical performance criteria (braking) like a BMW 3 Series, Cadillac ATS or Mercedes-Benz C-Class, or even a Buick Regal GS for that matter. Maybe Acura
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| Photo: Karen Tuggay, Canadian Auto Press |
knew something that I had yet to learn, more accurately calling the TLX a Performance Luxury Sedan in their initial press release. Now I must concur.
On the positive, the TLX’ IDS, which I mentioned a moment ago, remains in whichever mode it was previously set after turning the ignition off and then on again, no matter if it was parked overnight or just for a few minutes. I love this, as not everyone wants a car that automatically defaults to Eco mode (Acura calls its greenest setting ECON mode) or for that matter something in between Econ and Sport, Acura’s middle setting being Normal mode. Obviously the Japanese luxury brand can appreciate that some folks will want their TLX in Sport mode most of the time while others will
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| Photo: Karen Tuggay, Canadian Auto Press |
have fuel economy on their minds more often than not, and therefore would like it to default to Econ mode.
After reading about my mountainside test you might think that I’m the former, but on the contrary while driving around town I’m more likely to get honked at for my lethargic hypermiling-like easiness off the line than given the Trudeau middle-finger salute (Pierre not Justin) for aggressive behaviour. This type of driving nets better fuel economy results than always going hard on the throttle, of course, not to mention it’s easier on the brakes. As a result I was able to achieve 9.2 L/100km combined city/highway fuel economy despite my area’s regularly backlogged traffic and steep hills, which was very close to Acura’s claimed rating of 11.2 city and 7.5 highway. This, incidentally, is fabulous efficiency from a luxury car that puts out so much power via all four wheels, although Acura’s SH-AWD
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| Photo: Karen Tuggay, Canadian Auto Press |
is now 25 percent lighter, which no doubt helps as much in saving fuel as it does in the chassis’ wonderful agility. The base model and all front-drive trims get Acura’s Precision All-Wheel Steer (P-AWS) system to help them through the corners, while this model achieves an estimated 9.6 L/100km city and 6.6 highway, and the front-drive V6 gets a claimed 11.2 city and 6.9 highway.
With all the time allotted to the TLX’ driving dynamics you might be wondering if its interior is somehow not worth mentioning, but that couldn’t be further from the truth. My tester had all the appropriate premium touches such as fabric-wrapped roof pillars, soft-touch synthetic surfaces in all the right places, attractive wood grain trim, loads of nice aluminum highlights, plush leather upholstery on the seats and gorgeous leather-clad door inserts and armrests, the latter items featuring stylish stitching, but this said a lot of the car’s smaller details look and feel like lesser carryover Honda parts, such as the window switches, sunvisors, rear vents and switchgear on the back of the centre armrest, the one-piece plastic cupholders and bin integrated into the folding rear seat armrest, and so on. Don’t get
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| Photo: Karen Tuggay, Canadian Auto Press |
me wrong, as the steering wheel and centre stack switchgear was first-rate premium stuff, and the graphic interfaces were all superb full-colour, high-resolution displays as good as anything in the industry, but playing in the premium league requires serious attention to the smaller details too.
On that note it has all the luxury components in place, and while it’s attractively styled in a conservatively elegant layout there’s little sense of occasion, no art for art’s sake. When I slide behind the wheel of a premium car I want to feel like I’m being taken away from the world’s troubles into more than just a private sanctuary of resplendent luxury, but rather a combination of artistically penned curves and angles that stimulates the creative juices. In a nutshell, I wasn’t wowed by the TLX interior design the way my eyeballs have popped in a Mercedes C-Class or even the new Hyundai Genesis. Rather, everything is very high in quality and put together with expertise, plus it’s eerily quiet even at highway speeds thanks to a stiffer body, better sealing and sound insulation, as well as the application of electronic active noise control, it just lacks the little bit extra that separates competent sport-luxury cars from rolling examples of innovative modern industrial design.
Then again its most intriguing innovation is its complete lack of a conventional shift lever, the centre console instead fitted with a novel row of buttons and switches.
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| Photo: Karen Tuggay, Canadian Auto Press |
The ones for selecting Park, Neutral and the aforementioned IDS controller are all rectangular, the one for Drive in the centre is circular, while Reverse requires a tug upwards on a toggle switch, whereas the rearmost portion includes an electronic parking brake toggle pull tab, a brake hold button and another for shutting off the automatic start/stop system. This isn’t the first time I’ve seen an alternative to the traditional shift lever, but I must say this overly complicated shift panel takes up a lot more room than Jaguar’s elegantly compact and convenient rising and rotating dial that it’s had out for years, making me wonder why Acura didn’t choose something similar. The TLX’ system isn’t exactly intuitive either, forcing me to stop other thought processes and concentrate solely on what I was trying to do each time I reached down to put the car in gear, park, or some other drive function. All I can say is that
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| Photo: Karen Tuggay, Canadian Auto Press |
I like it a lot more than Lincoln’s vertical stack of dash-mounted buttons.
What about equipment? This is where it becomes really easy to see the value proposition Acura is offering with the new TLX, and why, once word gets out, I think it could do even better on the sales charts than it’s been doing so far. All TLX models, starting with the front-drive four-cylinder base model that’s simply dubbed TLX and starts at a very reasonable $34,990 plus $1,995 for freight and pre-delivery prep, right up to the top-line $47,490 TLX SH-AWD Elite model I drove for a weeklong test (also very reasonable when you consider just how much gear is included), get a gorgeous set of Acura’s trademarked Jewel Eye LED headlights, plus proximity-sensing Smart Entry remote access with a pushbutton ignition system, a display audio system incorporating a rearview camera and dual-zone
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| Photo: Karen Tuggay, Canadian Auto Press |
automatic climate control, a 10-way powered driver’s seat with two-way powered lumbar support and two-position memory, a powered moonroof, Hill Start Assist and a full suite of active and passive safety gear.
Additionally, TLX Tech and Elite trims add a bevy of upgrades such as perforated Premium Milano leather, a multi-information TFT display, a larger eight-inch infotainment system with navigation and an impressive Acura/ELS surround-sound audio featuring Dolby Pro Logic II, hard-drive media storage and 10 speakers including a sub, AcuraLink connectivity, power-folding side mirrors, a heated steering wheel, heated rear seats, rain-sensing wipers, remote engine starter, LED fog lights, Blind Spot Information (BSI), Lane Departure Warning (LDW), Lane Keeping Assist (LKAS), Cross Traffic Monitor, Forward Collision Warning (FCW) and more,
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| Photo: Karen Tuggay, Canadian Auto Press |
while the SH-AWD Elite model I drove added ventilated front seats, auto-dimming side mirrors with puddle lamps, headlamp washers, parking sensors, Adaptive Cruise Control (ACC) with Low-Speed Follow, Road Departure Mitigation (RDM), and Collision Mitigation Braking (CMBS), essentially giving it all the tools for autonomous control.
Much of this equipment comes in a cabin that’s amply sized to meet the needs of all premium brand shoppers within the TLX price range. Compared to the old TSX, which was closer to the aforementioned 3 Series, C-Class, A4, ATS and the like, and the TL, which might have been priced like most of these rivals but had a larger footprint like the 5 Series, E-Class, A6 and new CTS, the TLX sits comfortably
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| Photo: Karen Tuggay, Canadian Auto Press |
in the middle. Its 4,832-mm (190.2-inch) length is 116 mm (4.6 inches) longer than the TSX and 95 mm (3.8 inches) shorter than the TL, although when measured by wheelbase the TLX’ 2,775-mm (109.2-inch) span between each axle is 73 mm (2.9 inches) longer than that of the TSX and exactly the same as the TL, which incidentally has an identical wheelbase to the Honda Accord. For the sake of techies, the TLX’ height is 1,447 mm (56.9 inches), width 1,853 mm (72.9 inches) excluding the sideview mirrors and 2,091 mm (82.3 inches) including them, while its front and rear track is 1,596 (62.8) and 1,602 mm (63.1 inches) respectively. Its ground clearance measures 147 mm (5.8 inches) unloaded or 112 mm (4.4 inches) with a full load.
So, while smaller than the TL, the new TLX will still be larger than most of its premium competitors, the benchmark BMW 3 Series Sedan measuring just 4,624 mm
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| Photo: Karen Tuggay, Canadian Auto Press |
(182.0 inches) from nose to tail (interestingly the TLX is almost identical in length to the larger BMW 3 Series Gran Turismo), therefore it will either make Acura’s entry a good deal for those wanting a large C-segment/small E-segment luxury sedan, or too large for those who prefer smaller C-segment sport sedans. All will appreciate the TLX’ ultra deep trunk, however, its volume measuring 405 litres (15.9 cubic feet), which just happens to be larger than the old TL’s 371 (13.1 cubic-foot) trunk that was made even smaller at just 354 liters (12.5 cubic feet) in SH-AWD guise.
Oddly, while Acura is reducing its model lineup by an entire car, and potentially shrinking its target market, its German competitors are increasing their model lineups
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| Photo: Karen Tuggay, Canadian Auto Press |
into ultra-unique niche segments. BMW, for instance, now produces four different body styles on its 3 Series platform architecture alone, and three different 4 Series body styles on the same platform, and that’s not even mentioning its separate M-badged cars or additional models available in other markets that may once again end up being sold here (the 3 Series wagon, for instance), plus various crossovers based on the same architecture such as the X3 and X4 – Mercedes is on a similar lineup expansion trajectory. With Acura rivals offering more body styles under single platform architectures, making them appeal to more potential buyers, and the Japanese luxury brand dropping two of its best selling models for one single replacement, not to mention having cancelled its BMW X6-fighting ZDX crossover (that I just happened to love but few others did, unfortunately),
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| Photo: Karen Tuggay, Canadian Auto Press |
there’s not much of a lineup to fight back with.
Therefore, while the TLX is an impressive luxury car that’s certainly a step in the right direction, only time will tell if this single model continues to outsell its predecessors, and we’ll never know what sales numbers the Japanese luxury brand could have otherwise garnered with a redesigned C-segment TSX and an all-new E-segment TLX. Acura is once again bucking the industry trend. Good thing that the new TLX is such a good car.
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