2021 Acura TLX A-SPEC First Drive Review
TLX is now the flagship Acura sedan, and this new 2021 model shows promise of what’s to come.
When Acura debuted the new 2021 TLX a few months back, people went wild for it, proclaiming it to be the sports sedan that would put Acura back on the map. However, the most enthralled voices were coming from people whose eyes were glued on to the promising TLX Type S, with its big wheels, flashy brakes and shiny new turbocharged V6 engine.
The Type S is not being released until midway through 2021, with Acura, instead, kicking things off with the standard TLX, as it will be the volume seller. Acura invited DBFR to Malibu, California to see what this next-generation TLX is made of.
Visually, there is a lot of emphasis the idea of a long hood, low roofline and wide hips, which are traits that can make or break a sports sedan. To that end, the new TLX is 2.9-inches longer, 2.2-inches wider and half an inch lower than the previous model, but the big news is the 3.7-inch stretch between the wheels and the massive 7.8-inch “dash-to-axle” stretch, which gives the TLX a much more sporting appearance that could make an Audi A6 blush. The stubby trunk line with the kicked up rear spoiler of this TLX A-SPEC further enhances the visual punch.
The cabin, likewise, looks and feels substantial, with this A-SPEC model featuring the red and black leather motif, along with heated and ventilated front seats. The rear thrones are also heated and just big enough to fit this writer’s 6’1” frame.
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Additionally, Acura has taken a look at its best seller, the RDX, and further developed some of the things that worked well in that vehicle, like the 10-inch infotainment system. Controlled with a trackpad down by the arm rest, it allows for a nice snap-to function, with prompts on the screen easily navigated. Apple CarPlay and Android Auto connectivity are standard. It also helps that this setup is paired to the sublime Acura ELS audio system with 17 speakers and a level of acoustic excellence that is unmatched in the segment. Don’t forget the wireless charging, either.
But it’s the dynamics and basic structure underneath the TLX that Acura are touting in high regard, as setting the sporting foundations upon which the high-performance Type S can spring from.
The new chassis features a 50% increase in torsional rigidity over the outgoing TLX, making for the stiffest body structure ever on an Acura sedan. Furthermore, increased use of aluminum in lieu of steel, as well as smaller tricks, like moving the battery to the trunk, rather than under the hood, has improved front-to-rear weight distribution, from 60/40 in the previous model, to 57/43, all of which should elevate the dynamics of the new model.
Crucially, however, is that the TLX now rolls on a new double wishbone suspension, which is something that should invigorate old school Honda and Acura fans. A massive dynamic upgrade from the simpler, more cost-effective McPherson strut front suspension of the previous model, TLX now rides and handles in a way that is both predictable and engaging in the corners. The ride is soft, and there is notable roll, but body motions are well-controlled, and it feels good hustling it through a winding road, though the Michelin all-season tires do slow the pace down notably, howling in protest once the fun begins.
Acura’s Super Handling All-Wheel Drive (SH-AWD), available for an extra two grand, also contributes to the TLX’s agility, able to send 100% of available engine torque to the outside wheel, making for a car that feels smaller than it is when the going gets twisty.
While the TLX feels like it’s ready to be hustled, the powertrain unfortunately feels like it’s ready for a nap. The 2.0-liter turbocharged K20C four-cylinder engine that powers the standard TLX is paired to a 10-speed automatic transmission and produces 272 horsepower and 280 lb-ft of torque, but the power is hidden behind a notable amount of accelerator pedal lag off the line, and a transmission that feels unsure which one of the dizzying amount of gears to select. The engine feels refined and ample once the transmission decides to play along, it’s just a shame that it takes a while to get there. Leave the transmission in full auto, and leave the shift paddles alone. Fuel economy figures of just 21 mpg city, 29 freeway and 24 combined (with AWD) also notably trail the competition.
The disappointment with the powertrain produces inevitable thoughts of, “well, just wait until the Type S comes out.” In the interim, Acura is pricing the standard TLX extremely competitively as a means of swaying buyers from its Teutonic rivals at Audi, BMW and Mercedes-Benz.
A front-wheel drive TLX starts at $38,525, almost identical to an Audi A4, despite being closer to an A6 in size, and featuring more standard content. All-wheel drive brings the figure up to $40,525, and suddenly allows it to undercut the competition, when comparably equipped.
With the TLX, Acura has put forth a sports sedan that is truly competitive within the segment. It’s stylish, well-equipped and competitively priced in a way that will impress many prospective buyers. Of course, for the more enthusiastic and sporting drivers out there, waiting to jump back into the Acura fold until the going really gets good, just wait until the Type S comes out.
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