When Honda launched its Acura brand in the mid-1980s, it hit the streets strutting with a pair of sporty, luxury-leaning models powered by state-of-the-art engines. The Legend sedan’s SOHC 24-valve 2.5-liter V-6 was one of Honda’s first swings at the engine type, while the beloved and multiple 10Best Cars–winning Integra hatchback had a DOHC 16-valve 1.6-liter inline-four, racy stuff for 1986. Then Acura busted out the 1991 NSX, a four-wheeled aluminum ingot of speed that walked right up to the supercar gentry, tapped on their storied badges, and said, “Look what I can do.”
A decade on, however, Acura’s core mission seemed to have been lost in a haze of alphanumeric naming schemes, too-close-for-comfort rebadged Hondas, and SUV dreams. The showroom offerings had lost the spark and focus of the first-generation Acuras.
Today, the executives leading the company assure us that Acura has been through a period of deep introspection and is now working to restore its place in the automotive universe. The 2017 NSX was the first step, and the refreshed-for-2018 TLX sports sedan reviewed here is the follow-up.
Future Now
For starters, the TLX’s chrome-beaked front end has been restyled to include a genuine mesh grille. The front fenders have been reshaped and the V-6 model’s rear bumper resculpted. Engine choices are unchanged. Buyers may select either the 206-hp 2.4-liter inline-four mated to an eight-speed dual-clutch automatic transmission, which interestingly also employs a torque converter, or the 290-hp 3.5-liter V-6 paired with a conventional nine-speed automatic that has been reprogrammed for 2018. Premium fuel is recommended for both engines.
Front-wheel-drive models have Acura’s Precision All-Wheel Steer (P-AWS) as standard equipment, while its Super Handling All-Wheel Drive setup (SH-AWD) with torque vectoring now can be added to any V-6 model for a reasonable $2000. Previously, AWD required first selecting the Technology option package. The Tech package adds navigation and HD Radio with Digital Traffic to the 2.4-liter car; the V-6 model also gets contrast seat stitching, a powered thigh-support extender for the driver, and chrome doorsill trim.
Further simplifying things, the AcuraWatch suite of safety and driver-assistance features (lane-keeping assist, forward-collision warning, automated emergency braking, adaptive cruise control, lane-departure warning/mitigation) is standard across the entire lineup, as is a redesigned infotainment interface with Apple CarPlay and Android Auto compatibility. The infotainment still has the potentially confusing dual screens, but the lower, 7.0-inch display now has capacitive-touch operation. Acura claims a 30 percent faster response time, and while we can’t verify that stat, it felt subjectively quicker.
A-Spec Specs
We drove a TLX V-6 A-Spec with SH-AWD to see whether Acura’s renewed interest in “Precision Crafted Performance” is evident in what is essentially a midterm refresh of a vehicle that hasn’t left much of an impression since it arrived for 2015. The A-Spec is the one for folks who actually like to drive, positioned, in Acura’s words, “off to the side” of the TLX V-6 Tech and the comfort-and-feature-focused V-6 Advance. Interior features include “NSX-inspired” red or black leather seating with faux-suede trim, a chunky leather-wrapped steering wheel, ventilated front seats, and a wireless charging pad for portable devices. The exterior gets LED fog lamps, dark-chrome trim on the grille, matte-black window surrounds, a black decklid spoiler, and a full complement of A-Spec badges. The 2018 TLX is available in eight exterior colors, including the alluring A-Spec–exclusive Still Night Blue Pearl of our test vehicle. All nice touches, but the A-Spec’s sporting hardware was our primary concern. (Acura didn’t have any other versions of the car on hand for evaluation, but we’ll test them as soon as they’re available.)
The transformation begins with ditching the V-6 car’s standard 18-inch wheels and 50-series rubber for a set of 19-inch wheels shod with 40-series Michelin Primacy MXM4 V-rated tires. These A-Spec rims are 8.0 inches wide instead of 7.5. Dampers with revised valve tuning are teamed with higher spring rates and reworked bushings to deliver sharper responses and reduced body motions, says Acura. The rear anti-roll bar also gets a bump, increasing in diameter from 24.7 to 25.4 millimeters. Curiously, while all A-Spec TLXs get the firmer dampers, only AWD A-Specs get the firmer springs and the thicker anti-roll bar. The A-Spec’s electrically assisted power steering (a 15.1:1 rack ratio in AWD cars, 14.6:1 in two-wheel-drive models) has been modified for better on-center feel and to maintain responsiveness at speeds above 42 mph.
A More Accurate Acura
The cumulative effect of these changes is significant. The revised on-center tuning lends a refined touch and makes for truer straight-line tracking requiring fewer minute corrections than in any previous TLX we’ve driven. Turn-in, too, is sharper; the A-Spec responds quickly and accurately to inputs at any speed. The biggest revelation comes in long, high-speed sweepers where the car rewards looking deep into the turn with true tracking of even minimal steering inputs. At lower speeds, the SH-AWD system does a good job of apportioning torque fore and aft as well as across the rear axle to sharpen turn-in, letting the driver keep the pedal down without inducing squealing tires.
SH-AWD relies on an electronic brain that evaluates numerous parameters—engine torque, transmission gear, wheel speed, steering angle, lateral acceleration, yaw rate, and more—delivered from the relevant system ECUs to determine optimal torque distribution. Up to 90 percent can be sent forward during normal operation, and 70 percent can be shifted rearward when called on; the key to “super handling,” however, is the system’s ability to toggle 100 percent of the rear torque between the rear wheels. In operation it’s virtually seamless, requiring only a small initial leap of faith on the driver’s part before he or she is able to completely exploit its capabilities.
Pow-Pow Powertrains
As mentioned, little has changed with the V-6 and its attendant transmission. Acceleration is brisk, with 290 horsepower and 267 lb-ft of torque from the naturally aspirated V-6; we’ve measured 5.7 seconds for the zero-to-60-mph run from a pre-update model. There are four driving modes: Econ, Normal, and Sport provide smooth, unobtrusive operation, while Sport+ switches to the most aggressive mapping and holds gears longer in all situations. Ratios are stacked tightly, making it fun to employ the wheel-mounted paddle shifters. Sport+ switches to manual mode with the first tug of a lever and holds it until the driver instructs otherwise; it also allows for double downshifts. In the less aggressive settings, the transmission returns to drive after a few moments of inactivity. Numerous algorithms run in the background, optimizing transmission operation to suppress upshifts during spirited cornering and to hold gears while climbing and descending steep grades. If it sounds like a lot of electronic tomfoolery that will only try to put a lid on the fun, we’re here to tell you that’s not the case.
The A-Spec we drove had delightfully little wind and road noise in the cabin, thanks in part to the Active Noise Control system. Other audio tricks—and less desirable ones in our book—include adding a more ruffian growl to the engine soundtrack in Sport and Sport+ modes and, in the A-Spec, increasing engine noise in the cabin by up to four decibels, says Acura. We like engine sounds, but we prefer them to be real.
Acura seems to be rediscovering the balance and flow that makes a vehicle engaging to drive. The real question is how much people will pay for it. The 2018 TLX line will go on sale in June and start at $34K, but stepping into an AWD A-Spec will cost $45,750, territory occupied by the usual gang of entry-level European sports-sedan competitors. The Acura makes a more compelling case for itself than before, however, with a chassis that is better at facilitating a good time.
