2017 Acura TLX Review
Overview: Acura’s TLX was introduced for the 2015 model year as a one-off, seemingly right-sized replacement for both the smaller TSX and the slightly larger TL sedan, with the mission of facing intellectual sport. / luxury four-doors like the Audi A4, BMW 3-Series, Jaguar XE and Mercedes-Benz C-Class. With a relatively affordable price tag along with plenty of standard and available features, the TLX attempts to bridge the gap between those cars and conventional midsize four-doors. Think of it as the Japanese answer to the Buick Regal, and you wouldn’t be far wrong.
What’s new: Nothing changes for 2017, but the price of most tlx models has gone up slightly. (Prices for 3.5-liter V-6 engines with Advanced Package remain the same.) As before, the powertrain lineup is fairly simple, with two engine options: a 206-hp 2.4-liter four-cylinder and a 3.5-liter V-6, each with its own distinctive automatic transmission, and the availability of the Acura Torque Vectoring Super Handling All Wheel Drive System in the V-6. The four-cylinder TLX is available in basic “Standard” guise or a higher-level “Technology Package,” while the front-wheel-drive V-6 offers an added option of an even richer “Advanced Package” (each package essentially represents a trim level). The four-wheel drive TLX V-6 is available only in technologically advanced guises.
Reading: 2017 acura tlx review car and driver
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what we like: the acura is a fairly roomy small sedan and can be equipped with the latest active safety features like adaptive cruise control, automatic emergency braking, park assist lane and more, for thousands of dollars less than their German competitors. The interior is solidly built with good materials, and the body feels stiff and does a good job keeping road and wind noise at bay.
For this review, we drove a four-cylinder TLX with the Tech Package and an all-wheel-drive V-6 model with the Advanced Package. Thanks to its lower price, the four-cylinder TLX is still the most compelling option, as long as you don’t want all-wheel drive. The four-cylinder engine is refined, in typical Honda fashion, and places less weight in the front of the TLX, making the car feel lighter and more fun. The front-wheel-drive TLX with the V-6 feels front-heavy and pretty boring to drive, and also suffers from a bit of steering torque, while the all-wheel-drive V-6 is quick and its torque vectoring helps manage the extra mass and slides the car around corners. The SH-AWD system is effective at quelling understeer, but the driver must have the wits to hit the throttle mid-corner, at which point the computers do the rest, figuring out which wheels get torque. call it capable, if not outright fun. The four-cylinder model and front-wheel-drive V-6 come with a nifty rear-steering feature called p-aws that turns the rear wheels in the same direction as the front wheels at higher speeds to improve stability when, for example, lane changes on the highway, or away from the fronts at parking speeds for increased maneuverability. it also sharpens the turn response.
The four-cylinder tlx’s clever eight-speed dual-clutch automatic transmission incorporates a torque converter between it and the engine, just like a conventional planetary gear automatic transmission, to give the acura smooth-launching performance from a stop. It works, as none of the clutch chatter found in competing dual-clutch gearboxes is present here, and the torque converter clutch locks up almost instantly; Shifts are as quick and well executed as on the best dual clutches out there. The aggressiveness of the shift strategy can be dialed up or down via the TLX’s IDS drive mode selector (or the driver can take control with the paddle shifters), and the transmission seems smoother and more resourceful in the most sporty configurations. The same IDS button is found on the V-6 model, where it governs the behavior of the conventional nine-speed automatic, which isn’t quite as sharp as the dual-clutch.
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what we don’t like: our key quibble with the tlx centers around the rather useless dual dash displays, which can be configured to display identical information but with different graphics and pixel counts . the lower screen is a touch screen unit, while the upper screen is controlled by a rotary knob and physical buttons located below the lower touch screen. It’s not very responsive or intuitive (thank goodness there are buttons on the steering wheel) and the only primary function unique to the overhead display is navigation (on models so equipped). Plus, it’s a generation behind Honda’s latest infotainment, which means it lacks Apple CarPlay and Android Auto features, but at least the TLX has an actual volume knob instead of the finicky touch control common to newer honda setups.
Despite Acura’s history of making sports cars that are fun to drive, including the TSX that replaced the TLX and the NSX supercar, the TLX is let down by its low-grip tires and conservative suspension tuning that prioritizes ride. comfort over responsiveness. More importantly, the TLX is hampered by its dull appearance and mid-market position. The Acura fails to distinguish itself not only among its main competition, but also relative to more affordable conventional midsize sedans, including the Honda Accord to which it is closely related. The TLX feels somewhat more refined and quiet, but even with its plush dual-clutch gearbox, four-wheel steering, and torque vectoring AWD, it fails to move the needle relative to conventional family sedans. and luxury players alike.
Verdict: Car wallpaper from the same company that sells the NSX supercar.