Now into its second generation here in the ‘States, The Acura TSX is quickly becoming the automaker’s jack-of-all-trades.
Previously available only with an inline four-cylinder engine, it is now pumped up with an optional V6 and it will soon spawn a five-door wagon version.
It’s a refreshing change for a company that could be offering Frigidaire Special Edition automobiles. What makes this one different? Read on as we take a look.
What is it?
Segmented in what we have come to call entry-level luxury car range, the TSX is sold throughout most of the world as a Honda Accord. In North America, it comes in high feature mode badged as an Acura. Introduced in 2003, it took over the slot formerly occupied by the Integra, but the two barely deserve to be mentioned in the same sentence.
Trouble is, as the TSX gets bigger, it tends to blue the lines between itself and the pricier Acura TL. Available with a choice of a 2.4-liter I-4 engine (which we drove last year), or a 3.5-liter V6, ours test car was equipped with the latter.
What’s it up against?
Although the TSX is a front driver, Acura claims its direct competition is comprised of the rear drive BMW 328i, Infiniti G37, Lexus IS 250 and Mercedes-Benz C300 models.
Any breakthroughs?
For the first time since being introduced, the TSX is now available with the 3.5-liter V6 from the TL. Though not considered a breakthrough, a full leather interior goes along with the interior and exterior redesign seen when the second-generation model was introduced in 2009.
Also new is a feature that makes the TSX like a rolling set of Bose noise-cancelling headphones on wheels. Acura’s Active Sound Control System replaces their previous system by creating a suppression of low sound pressure and high-unwanted frequencies. The result is a neutral background noise that isn’t distracting at speed.
How does it look?
More angular than the original model, it presents a stronger more confident, albeit conservative shape. Sculptured sides with eyebrows over the wheel wells and a creased waistline follow the sides while the can opener grille design follows character lines down the hood and over the roof panels. The “can opener” front grille is here, too.
At first glance, the TSX appears to be a doppelganger for the TL, but a closer inspection reveals a less-beak-like style and a smaller footprint.
HID headlamps and integral foglamps in the front bumper light the way forward, while new larger grille area allows for more cool air to reach the cold air intake. On top, a standard power glass moonroof opens to the elements, when those elements cooperate.
And on inside?
Well, for starters, it has the largest dead pedal we have seen in a car anywhere! Luckily, our first impression wasn’t our only impression.
With Acura as the technology-driven side of the Honda/Acura equation, it was only natural that our TSX came with the Technology Package. Comprised of Acura’s Navigation system with voice recognition and a rearview camera, it also connects to Acura’s AcuraLink communications system with real-time traffic and weather.
For entertainment purposes, the ELS Surround-Sound audio system designed by Grammy award-winning producer Elliott Scheiner and Panasonic Audio Systems, pumps out the decibels with 10 speakers. Provisions for DVD-A, CD, DTS with Dolby Pro Logic II and a GPS link to keep track of everything, are included. Buttons are everywhere and we wish there were fewer of them, but they certainly appeal to the Blackberry-wielding TSX demographic.
The navigation system works well enough, but it features older style graphics that seem at odds with our car’s optional Technology Package. An update is in order.
The Bluetooth system for cellular phones is also configured for Bluetooth streaming audio with phones and MP3 players that are so equipped.
On the bright side, the nicely-upholstered seats are comfortable, most materials feel class-competitive and the rear seat offers plenty of stretch out space.
But does it go?
While row-it-yourself enthusiasts will probably opt for the 2.4-liter inline four-cylinder and its standard six-speed manual gearbox, all TSX V6s are be mated to an automatic the
Equipped with a 3.5-liter VTEC V6. With this engine making 280-horsepower and 254 lb-ft of torque, the TSX V6 offers substantially more low-to-mid-range grunt than its four-banger brother. With the V6 only available mated to a five-speed automatic Sequential Sportshift transmission you would think you’re in for a rather sedate drive. Not with the wheel-mounted paddle shifters to do your bidding. Grade Logic Control and Shift Hold Control make sure that gear changes don’t come too suddenly while driving uphill.
The TSX V6’s double wishbone front suspension has been beefed up over the I-4 model with firmer springs, a stabilizer bar and a revised calibration of the dampers. The electronic power steering has been remapped, as well, for improved slow speed and “on center” feel. At the rear, a multi-link setup with stabilizer bar holds sway and works in conjunction with improved rear brake pads for improved stopping. Credit for the assist goes to a larger master cylinder under hood. The TSX is shod with 18-inch Michelin Pilot P235/45R18 tires over the standard 17-inchers for increased performance.
The TSX V6 with its automatic five-speed transmission has a curb weight of 3,680 lbs. The EPA fuel economy ratings slot in at 18 city / 27 highway with a combined average of 21.
Driving on familiar roads, we were impressed with the road and steering feedback we got from the TSX V6. We liked the fact that we did not have to phone ahead for an order of horsepower that in higher-revving Honda products would be ready in about 20-minutes. The fun-to-drive quotient was present and accounted for here with the paddle shift levers that had us powering up and down during spirited jaunts.
Steering was well controlled with good driver feedback. At first it felt almost too stiff in the center position but once we became used to it, there were no more comments about it. Handling was taut and crisp through the turns, which had us powering through much sooner than if we had been behind the wheel of a rear wheel driver. Braking was well controlled with the revised system that came with the V6. And, yes, we did manage to keep our hands off the e-brake.
Why you would buy it:
Because, like the Jeffersons, you are moving on up.
Why you wouldn’t:
Your automotive tastes run toward the Teutonic, or you are smitten by the TL’s snout.
Leftlane’s bottom line:
We came into this review with an anti-Honda/Acura bias in place, due to the complacency and conservativeness that the company has displayed in the past ten years.
Acura’s parent, Honda, has been the definition of complacent and conservative over the last decade or so, but the TSX V6 gave us a bit of an unexpected surprise. While much of its competition has progressed forward, we were always wondering when Acura was going to catch up – and the TSX is proof that Acura is back on its game.
But perhaps the biggest problem is overlap within the Acura lineup. A similarly-optioned TL with the same engine runs about the price of a roundtrip ticket from Houston to Chicago more than the TSX. Unfortunately, the TSX and TL just don’t pursue different enough paths to justify their combined existence. Something’s got to give!
2010 Acura TSX V6 Technology Package base price, $37,950. As tested, $38,760.
Destination, $810.
Words and photos by Mark Elias.
