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Preparation for the 2021 Acura TLX began more than a year ago when Acura launched the impressive Type S Concept. It was long, low, wide, and adorned with superb rear-wheel drive ratios. Plus, it was smeared with the best blue paint we’ve ever seen. Acura couldn’t have thought of a better way to say, “Hey, we’re back!”
It’s no wonder the Type S Concept is a dead ringer for the production TLX. Acura designers told us that the car was almost finished when the concept debuted. So yeah, the new TLX and TLX Type S would always look this good. The latter won’t arrive until next spring, but our first drive to this next-gen base TLX has us getting hopeful for the Type S and its 3.0-liter turbocharged V6. And maybe a little nervous too.
The bones are really good. Acura developed a new and unique platform for this TLX that was built with performance in mind from the ground up. It’s not just an Accord in a fancy suit. With crossovers on the rise, Acura says its shrinking number of sedan buyers are more passionate about driving dynamics than crossover buyers, allowing them to focus on performance to an even greater degree. It makes sense. We wholeheartedly approve of it.
The result of this focus on performance is the stiffest body of any Acura other than the NSX. You’ll find more advanced materials like aluminum and die-hardened steel in its composition than any previous Acura sedan. It has a wider track (+ 1.2 inches in front and + 1.6 inches in rear), a 2.2-inch wider body, a 3.7-inch longer wheelbase, and a height of 0.5 inches shorter. Lastly, the dash-to-axle dimension is 7.8 inches longer, giving it those sweet rear-wheel drive proportions despite being a front-wheel-drive platform.
If you expect more space for the rear passenger and trunk with the extended length, keep looking. Rear legroom increased 0.4 inches and trunk space by 0.3 cubic feet to 13.5 – negligible gains for how much bigger the car got. The increase in size benefited style and body proportions more than functional considerations.
Then there’s the new suspension: double wishbones up front and a five-link rear. Acura previously used a MacPherson strut design in the front suspension and the switch to a double wishbone design is great news for driving enthusiasts. Acura’s well-regarded TL and TSXs of the mid-2000s had double wishbones up front, as did many of Honda’s greatest hits of yesteryear (Integra, Prelude, Civic Si, etc.). Acura says that the return of the dual wishbones increases lateral stiffness, ensures optimal tire contact zone when cornering to the limit, and improves steering feel / response. It worked. We are happy to report that the entire car driving experience is noticeably better.
As for the powertrain, it’s essentially a direct boost from the RDX crossover. All TLXs will be powered by a turbocharged 2.0-liter inline-four generating 272 horsepower and 280 pound-feet of torque – say goodbye to the 3.5-liter, aspirated 2.4-liter four-cylinder V6. natural. Fuel economy is lower compared to the weak old four-cylinder, but the combined rating is 1 mpg (23 mpg to 24 mpg) compared to the outgoing all-wheel drive V6 model.
Forward momentum is pretty quick with a full 280 lb.-ft. hitting 1,600 rpm. The shorter first gear ratio allows you to get going quickly, and we estimate the 0-60 mph time to be roughly 5.5-6.0 seconds. It sounds crackly and bigger than its 2.0-liter displacement. That said, the Acura channels some man-made noise from the engine into the cabin and raises the noise level depending on the driving mode.
A 10-speed automatic is the only transmission available. In empty, its speed of change is acceptable, smooth and well optimized. It’s especially well-tuned to work with you through successive corners in Sport mode, keeping gears when cornering and downshifting when braking. However, its responses are too slow in manual mode and a clear step behind several rivals, including the BMW 3 Series, Audi A4 and Alfa Romeo Giulia. Also, Acura won’t let you squeeze the engine all the way to the 6,800 rpm redline, automatically going up about 300-400 rpm before the tachometer hits red. Finally, we kept the car in automatic mode. Acura needs to improve on this for the Type S, especially considering there is no manual transmission option on the cards.
Front-wheel drive is standard too, but we tested a couple of SH-AWD models. Now in its fourth generation, Acura’s super high-handling four-wheel drive continues to not only vary the torque distribution front to rear (up to 70% rearward), but thanks to a gimmicked rear differential, it can also vary 100% of that torque. output to the left or right rear wheels. This is a huge advantage for grip and lateral acceleration, in addition to traction in bad weather, as it hits you and shoots you through corners with your foot down. He didn’t skip a beat in our couple of hours behind the wheel. Acura even says the system overloads the rear axle by 2.9%; it will wag its tail, but only a little.
A new variable gear ratio electric steering system has significantly accelerated steering response. Acura says the initial response directly off center is 15% faster and 22% faster as steering input increases. It doesn’t respond as fast as the steering on the ultra-fast Alfa Romeo Giulia, but the sense of agility increases dramatically. There is no sense of unevenness or uneasiness on the road, as the car goes through the curves unperturbed.
The Advance version has adaptive dampers, but like the RDX, the sportier A-Spec does not. Its passive dampers are still tuned for a sporty driving experience, but the duality of electronically controlled adaptive dampers is a worthwhile upgrade. The TLX drives best in Comfort mode (with a touch of controlled float) with them, and the car is slightly stiffer than passive dampers when put into sport mode. Acura says the shocks are similar in design to the previous-generation TLX, but they’re playing a new tune.
The drive mode controller is the same knob prominently placed on the central control stack that you will find on the RDX, but for the first time on an Acura, there is a customizable “Individual” mode. Like those found in rival sports sedans, you can independently adjust the powertrain, steering, adaptive dampers, lighting, and start / stop system. There are also predefined Comfort, Normal and Sport modes.
One item that is not controlled by the drive modes is the electronic servo brake system that effectively migrates to the TLX from the NSX. The response of this brake-by-wire system is spectacular, with a stiff pedal and short travel. The engineers told us that they found a middle ground between the NSX’s pedal and the old TLX’s brake system, and we like the compromise for everyday driving and spirited driving. Although cars like the Corvette and BMW M8 allow you to change the feel of the brake pedal, Acura told us that it considers doing so to be a potential safety concern.
The cabin is light years away from the outgoing TLX, adopting the same new styling introduced with the RDX. It’s deliberately sporty and full of sharp, aggressive lines, while the wood and metal trim is the real deal. The infotainment system has also been updated with new software. The hardware is the same 10.2-inch screen found on the RDX, but the little palm rest behind the single touchpad controller has been redesigned. There is also a new volume knob and search button conveniently located and mounted on the console. All are welcome improvements.
Seat type varies by trim level. The A-Spec leather / suede combo looks best on the available red leather, and the suede inserts did a decent job of keeping us in place. But, we wish the reinforcements were just more aggressive hair. Acura somewhat solves this with the Advance trim and its adjustable side bolsters, but how come they aren’t available on the sportier trim?
Other interior highlights include the new Acura ambient lights that are organized into 27 themes (with different color combinations) named after famous racetracks, roads, or locations. The optional 17-speaker ELS Studio audio system is touted as a major step forward in the brand’s audio quality – there are eight speakers in the roof and it uses a new dual subwoofer design in the trunk. Audiophiles may find more to love, but to us it just sounds like a crystal clear, oscillating audio system with great sound that retains its clarity up to high volume levels. It seems you can go head-to-head with the various high-end audio systems that other luxury brands offer.
And really, that’s the case with the entire 2021 TLX. Both the design and handling are top-notch. The styling, features and technology of the interior match (or beat) the Germans at the price of the TLX. A base model with front-wheel drive will cost you $ 38,525. Add $ 2,000 for all-wheel drive or $ 6,750 for the A-Spec. The A-Spec adds all the tech extras in the Tech Package along with a significant design and styling overhaul for a much sportier look. If you want all the options on the books, the SH-AWD Advance trim tops out at $ 49,325. Unless you are fully determined to ride a rear-wheel drive sports sedan, the driving experience of the TLX will appeal to you. And now that many of your previous shortcomings are in better shape, there’s no reason to skip a ride.
