Review: 2015 Acura TLX

Kamil Kaluski
by Kamil Kaluski

Some time ago the Acura brand has lost its ways. The recent regroup of the brand’s car lineup resulted in the small ILX, midsized TLX, and top-dog RLX in a tried and true same-sausage-in-three-lengths setup. I recently had a chance to sample both the entry-level 4-cylinder TLX, as well as the loaded V6 all-wheel-drive version.

The TLX is a combination of the TSX and TL models, which only makes sense because those two cars were so similar. The new vehicle retains the wheelbase of the old TL but gets a few inches chopped off its front and rear overhangs. Increased use of high strength steel and aluminum results in a stiffer chassis and a slight reduction of weight. Style wise, the TLX adopts the brand’s design language seen in the ILX and the RLX, with the much disliked beaked slimmed and trimmed. The headlights, too, get the brand treatment first seen on the MDX, with five bright LEDs per side.

The displacement of each engine remains the same but both get upgraded to direct-injection for the TLX duty. The result is a very slight bump in power to 206hp and a flatter torque curve with a peak of 182 lb-ft at 4500rpm for the four-cylinder. The V6 gains power over the whole rev range but only a small peak gain of 10hp, for a total of 290hp at 6200rpm and 267 lb-ft of torque at 4500rpm. Fuel economy ranges from 24mpg city/35mpg highway for the four-cylinder to 21mpg city/31mpg highway for the AWD V6.

Honda seems to have gone all out on its new transmissions. The I4 is mated to an 8-speed dual-clutch, which cleverly uses a torque-converter for smoother take offs and low speed maneuvering, with typical DCT action afterwards. In daily driving it works great, as all the side effects of a typical DCT are gone, but when the vehicle is really pushed the paddle-shifter requested shifts were not as fast as some of the competitors’ DCTs. This combination is available only in front-wheel-drive.

Often criticized by auto-journalists, and frankly no one else, for its lack of gears, the V6 ditches the 6-speed automatic now gets hooked up to a new 9-speed automatic, probably for no other reason than to shut those guys up. Honda says that the shifts are now five times faster and the gearbox is over sixty pounds lighter than the 6-speed it replaces. The V6 also gets start/stop and an odd, unnecessary in my opinion, push-button and toggle switch shifter which is somehow supposed to inspire performance as it will also be featured on the upcoming NSX. The V6 can be had in front-wheel-drive or in the torque-vectoring Super Handling all-wheel-drive configurations, last of which gets its share of updates.

Both cars feature adjustable driving modes; Econ, Normal, Sport, and Sport+ modes. The Econ mode must be evil so I didn’t even attempt to drive in it. The Normal mode is good for people who use cars as appliances and are never in the hurry. The Sport was my preferred street mode with liberal shift points and a quicker throttle response. The Sport+ turns each transmission into full manual mode. The four-cylinder is not much faster than my stock ’95 Integra GS-R but on the street I never found it to be really short on power. I would say that the four is more fun to drive than the V6 because it requires more focus from its driver. The V6 is smooth and quiet at highway speeds, but even with its flat torque curve, the 9-speed transmission is forced to kick down a few gears during passing maneuvers.

The front-wheel-drive TLX models feature a four-wheel-steering system cutely named P-AWS. The system supposedly provides better low speed agility and increased high speed stability. Between this and the fancy Super Handling AWD system, these new Acuras should out-handle anything with an M badge on it. But they don’t. The suspension is set for comfort and does a phenomenal job of absorbing road imperfections. Further, Honda took all this fantastic suspension and steering technology and innovation, and topped it off with highway touring tires that belong on a minivan.

Acura played it safe with the interior, with a focus on function. Front and center are two gauges with a small display in between. On the center pod is a control wheel with function buttons around it, and four climate controls buttons with two toggle switches below the primary touch-screen button. Seats are comfortable, heated, heated and ventilated on the top model, and each occupant has plenty of head and leg room. There is a nifty cubby for cell phones, two cup-holders, big center and glove compartments, deep door pockets with space for bottles, and a sunglass holder. The rear seat has an armrest with cup-holders and the seat 60:40 split seat back folds down.

I have experienced Honda’s new two-screen infotainment center before and found it frustrating. This time I set aside thirty minutes to set everything up; radio presets, phone configuration, Pandora, “favorites”, and such. Then I took my time to learn the basic soft-key placement on the main screen and subsequent menu pop-ups. Even then, even when utilizing the steering wheel controls to the max, there were functions that required me to take eyes off the road for too long to look for something on one of the two screens. The system can also be controlled by voice commands, but I have not tried that. This is a system of great capabilities, but like the similar two-screen system in the Infiniti Q50, it is just too complicated and most buyers will only utilize a fraction of it.

The TLX is a better vehicle than both the TSX and the TL it replaces. It is roomy and comfortable but not big. It is very quiet and it has an amazing audio system. It is a vehicle full of wonderful technology that will never be appreciated. Both engines have good power and fuel economy. On the road the TLX is so reserved that deep thoughts will start going through your mind as if you are Matthew McConaughey, but it is nowhere as dreary as the Lexus ES. For those reasons, the TLX will keep the vast majority of returning TSX and TL buyers very happy. It is the people who are expecting a sport sedan that Acura says this is who will be disappointed.

Kamil Kaluski is the East Coast Editor for His ramblings on Eastern European cars, $500 racers, and other miscellaneous automotive stuff can be found there. He owns a mint and rather original Acura Integra GS-R. He hauls his two kids around in an Acura MDX.

American Honda provided vehicles for the purpose of this review.

Kamil Kaluski
Kamil Kaluski

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  • Tlccar Tlccar on Mar 21, 2015

    I think your overall attitude about Acura is exactly what I am talking about. You are comparing an Acura TLX to a Chrysler 200. Acura is a luxury brand, Chrysler is not. We can keep making comparisons all day long. Acura is, was and always will be a luxury brand whether you want to believe it or not. People buy luxury brands all day long, don't they? Aren't Infinitis gussied up Nissans? Lexus's gussied up Toyotas? Sometimes people don't want to drive a Toyota Camry, Honda Accord, or Chrysler 200. And believe me, Acuras are not perfect by any means. They have flaws just like every other brand does. But people are willing to spend extra money to be different and have some individuality. And Acura builds a solid, reliable car that I feel is a good value in today's world. As far as tires are concerned, if someone is that much of an enthusiast then by all means upgrade tires. But for most drivers the TLX comes with rubber that is well-suited to the vehicle and does not need to be changed.

  • Jrasero23 Jrasero23 on Sep 23, 2015

    Holy side walls. While for practicality reasons I am never a huge fan of huge rims and low profile tires, these tires look exactly like my brothers Accord. I do agree Acura has been struggling with with interior styling. While Acura's uses more soft touch material the interior lacks depth, detail, or ultra premium material like real metal or precious woods. Overall not a bad car but it just screams Accord and it seems like Acura made the mistake to a degree like they did withe 1st gen ILX, too similar to its Honda sister. No doubt a second gen is needed to fully capture what the TLX can do, but if you don't mind not getting perforated foreign leather and luxury console inserts the TLX like all Acura's can be a good value since a 2015 Acura TLX SH-AWD V6 Advance lists for about $45k but can be had for about $40k.

  • Kosmo Love it. Can I get one with something other than Subaru's flat four?
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  • Redapple2 Do Hybrids and be done with it.
  • Redapple2 Panamera = road porn.
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