[whatsanacura]

Lol @ the picture with the TL and the pikachu

 

[TSX69]

BostonHerald

Acura Handles Super-Accurately

STYLISH: The 2012 Acura TL has a redesigned front grill that gives the car a sleeker, racier look. ​

Run you fingers over the one-touch keyless entry and slide into the cockpit. Grab hold of the leather wrapped and stitched steering wheel. Settle into the very comfortable leather seats. A quick push on the starter button and the 3.7-liter V6 engine purrs to life. Now the fun begins.

Tech specs aside, and there are many, it’s all about stepping on the gas, slipping smoothly and confidently into traffic and feeling the 2012 Acura TL SH-AWD grip the road. The super-handling all-wheel-drive really makes this car responsive and handle wonderfully. The steering is taut and quick. A twitch of the wrist and you’re in a new lane. Lean into a corner and the car just snaps through it without any oversteer or mushy feedback through the wheel.

Braking is excellent without any excessive diving or yawing. The 18-inch alloy wheels, low-profile performance rubber and wheelbase dimensions give you a comfortable yet sporty ride. You do pick up some of the road bumps as a sacrifice for handling, but it’s worth it.

Perhaps the most striking aspect of the 2012 is that Honda listened to its critics and redesigned the nose of the car. The 2009-11 TL has a brutally oversized and frankly ugly chrome grille that wraps over the hood making it look like it has a snout. The newly minted TL sports a smaller and more stylish grille, giving the car a sleeker racing look that blends into its aerodynamic body.

The V6 just motors along happily at low or high speed. This year’s model has added a 6-speed transmission that has boosted highway mileage to 26 mpg and 18 in the city about average with other V6’s on the market. The interior is handsome and beautifully finished. The soft touch dash and door-liners complement the leather seats and although the brushed alloy trim is faux, it is crafted nicely.

The advanced package that our tester comes with has technology aplenty but not to the point of uselessness or mind-boggling complexity. The steering wheel has all the controls needed for the car, audio, cruise control, phone and info buttons. And you don’t have to fumble around since most are activated by voice command, too.

A couple of minor criticisms, though. The radio display is rather small and a bit hard to dig out of the media stack and why no touch screen for the navigation? Also, because the radio display readout is limited the satellite radio info could only be accessed one line at a time. And why doesn’t this upscale car have moisture- and speed-sensing wipers?

On balance, as I drove around in this car, I found myself very relaxed and at home. A powerful 440-watt, 10-speaker sound system wraps music around the cabin and although you pick up some road noise, it is nicely muted. An excellent filtered climate control system keeps the air fresh and moving and the front seats are heated and cooled. The sight lines are excellent with good vision front and rear with a back-up camera for help in the tight spots. The side-view mirrors could stand to be a little bigger, but the popular blind spot monitoring system works very well. They also tilt down when backing up to help get you close to the curb. Typical of most Japanese cars, storage spots, cup holders and nooks are aplenty.

One of my acid tests for any car is whether I can get my golf clubs into the trunk with room to spare. So even though you can’t fold the rear seats down my sticks do indeed easily fit in.

The price point for the TL is very competitive and brings you in on the lower end of upscale luxury sports sedans. Other cars in this class include the Lexus ES 350, Mercedes-Benz C-350, Infinity G37 and Buick Lucerne. With a $39,000 base, the SH-AWD with the Advanced Tech package runs about $45,000. This upscale sedan is a bit underrated among its peers.

Video Review​

 

[TSX69]

C & d

2012 Acura TL SH-AWD
We appreciate the new 6-speed automatic more than the tiny styling tweaks.

We tend to like Acuras. They usually offer decent handling (the company’s torque-vectoring Super Handling All-Wheel Drive system only helps), a high level of technology, and good value relative to the German luxury brands. Since the current-generation TL was introduced in 2008, though, we’ve been unable to get over a couple of significant shortcomings: an automatic transmission that missed the 6-speed boat—making do with only 5 forward ratios—and that awful beak. For 2012, Acura has attempted to address these complaints.

Now That We Have That Out of the Way

F1st, the styling. That you should defend your products to the death is PR 101, but even Acura folks admit that, if there was 1 deal breaker that potential customers cited when choosing other cars over Acuras, it was the TL’s, um, controversial styling. The 2012 update should help. The stylistic changes might not have much effect in pictures, but seeing the 2011 and 2012 models side by side proves that the numerous small alterations did help.

Changes for 2012 start, of course, with toning down the TL’s divisive grille. Yes, the badge blade and the intake aperture remain roughly the same as before, but the clunky silver surround is gone, replaced by a thin chrome frame and a new body-color trim piece between the grille and hood. The headlight innards are now painted black instead of silver, and the bevels in the front and rear bumpers have been raised. The supplemental air intakes in the front fascia feature new detailing. In back, the taillight lenses have been revised, and the license-plate mount has been raised. In the process of making all these tiny tweaks, Acura trimmed an inch from the front overhang and half an inch from the rear.

6-Speeds across the Board

Whereas the slightly downplayed styling is a subjective fix—and it might help keep Lexus intenders in the Acura showroom for more than a cursory glance—the fitment of a 6 -speed automatic in place of the old 5-speed yields considerable fuel-economy benefits. The TL’s 2 engines—a 3.5-liter V-6 with 280 hp and 254 lb-ft of torque for front-wheel-drive models and a 3.7-liter V-6 with 305 hp and 273 lb-ft for all-wheel-drivers—carry over unchanged save for some friction-reducing measures in the smaller mill. But the extra cog makes it that much easier to access the sweet part of either engine’s power band, which is from 4000 to 6000 rpm. Shifts are quick and crisp, and we love the way the transmission holds paddle-selected gears in sport mode, refusing to upshift at redline. Shifts in drive, however, seem somewhat harsh for commuting. Acura boasts that it has programmed the throttle to blip on downshifts, but it’s pretty disappointing in actual use.

Naturally, we still prefer Acura’s wonderfully organic-feeling 6-speed manual to the automatic. But it’s only available with all-wheel drive, a fun configuration but one that takes its toll on fuel economy. A manual TL SH-AWD is rated at 17 mpg city/25 highway versus 18/26 for automatic all-wheel-drivers; front-drive models get an impressive 20/29. The best the 2011 TL could muster was 18/26.

Since the manual powertrain in the all-wheel-drive TL carries over—and we previously tested 1—we hooked our test gear to the AWD-equipped automatic. Although not as fast as the row-your-own, which took only 5.2 seconds to hit 60 mph, the new auto did the dash in 6.2 seconds and needed 14.7 seconds to clear the quarter-mile at 98 mph. Compared with the 5-speed auto, those are improvements of 0.3 second to 60 mph and 0.4 second and 3 mph in the quarter. During our time with the car, we split the EPA ratings almost perfectly, averaging 21 mpg.

Without the high-performance Michelin Pilot Sport PS2 rubber fitted to our previous test car, we saw a significant drop in skidpad grip and, more important, braking distance. The 2012 TL SH-AWD, with its standard Goodyear Eagle RS-As, only managed 0.86 g on the skidpad and needed 178 feet to stop from 70 mph compared with 0.92 g and an impressive 158 feet on the optional rubber. That’s an easy refresher about the importance of what’s between you and the road.

Other Refinements

The interior gets few changes. Like every Acura, the 2012 TL’s dashboard still suffers from severe overbuttonitis, but some new brightwork around the knobs and between the radio buttons helps things aesthetically if not ergonomically. Ventilated front seats are a part of the new Advance package at the top of the TL range, which also comes with upsized wheels (18 inches on front-drive TLs, 19s on all-wheel-drive models) and a blind-spot warning system. The 440-watt ELS surround-sound audio system is spectacular even with MP3s, let alone higher-quality CD and DVD audio tracks.

The 2012 TL is already on sale, starting at $36,465 for a base front-drive model and $40,015 for the TL SH-AWD. Add $3730 for the Tech package, which includes navigation and surround-sound audio. The Advance package adds the aforementioned equipment to the Tech package goodies and costs another $2200. (It is not, however, available on cars equipped with a manual transmission.) Those prices still represent strong value, and now that Acura has mostly fixed its most glaring shortcomings, the TL is a stronger entry than ever.

Top Competitors
Audi A4 sedan
BMW 3-series sedan
Cadillac CTS sedan
Infiniti G25 / G37 sedan
Mercedes-Benz C-class

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door sedan

PRICE AS TESTED: $45,945 (base price: $40,015)

ENGINE TYPE: SOHC 24-valve V-6, aluminum block and heads, port fuel injection

Displacement: 223 cu in, 3664 cc
Power (SAE net): 305 hp @ 6300 rpm
Torque (SAE net): 273 lb-ft @ 5000 rpm

TRANSMISSION: 6-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 109.3 in Length: 194.0 in
Width: 74.0 in Height: 57.2 in
Curb weight: 3994 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.2 sec
Zero to 100 mph: 15.4 sec
Street start, 5–60 mph: 6.6 sec
Standing ¼-mile: 14.7 sec @ 98 mph
Top speed (governor limited): 125 mph
Braking, 70–0 mph: 178 ft
Roadholding, 300-ft-dia skidpad: 0.86 g

FUEL ECONOMY:
EPA city/highway driving: 18/26 mpg
C/D observed: 21 mpg​

 

[TSX69]

Tested

IL Track Tested: 2012 Acura TL SH-AWD

Let's just put this out there right away: The 2009-'11 Acura TL was ugly. From the side mirrors back, the TL was handsome, if a little reserved, but what chucked it square into the dark corner of any room was a glaring chrome beak and huge expanse of flat plastic on the butt.

Thank lackluster sales for the nose job and butt-lift you see here on the 2012 Acura TL SH-AWD. When people don't buy your product (Acura sold only 34,000 in 2010 versus 71,000 in '06) dealers complain and when that happens, change happens fast -- 9 months sooner than the planned refresh.

What has rarely been in question, though, is the handling of the TL SH-AWD. It's got 305 horsepower from a 3.7-liter V6, Acura's Super Handling all-wheel drive and the availability of a 6-speed manual. By all accounts, that should be a combination that car guys can get behind. So now with styling by and for adults, we're revisiting the Acura TL SH-AWD's on-track performance to see if this is the TL we've been expecting for 4 years now.

Vehicle: 2012 Acura TL SH-AWD
Date Tested: 5-24-11
Driver: Mike Monticello

Specifications:
Drive Type: Front-engine, all-wheel drive
Transmission Type: 6-speed MANUAL
Displacement (cc/cu-in): 3,664/223
Redline (rpm): 6,700
Horsepower (hp @ rpm): 305 @ 6,300
Torque (lb-ft @ rpm): 273 lb-ft @ 5,000
Steering System: Electric-assist speed-proportional rack-and-pinion power steering
Suspension Type (front): Independent double wishbones, coil springs, twin-tube dampers, stabilizer bar
Suspension Type (rear): Independent multilink, coil springs, twin-tube dampers, stabilizer bar
Tire Size (front): 245/45R18 96V
Tire Size (rear): 245/45R18 96V
Tire Brand: Michelin
Tire Model: Pilot MXMXM4
Tire Type: All-season
Wheel material (front/rear): Cast aluminum
As tested Curb Weight (lb): 3,842


Test Results:

Acceleration
0-30 (sec): 2.1 (2.4 with T/C on)
0-45 (sec): 3.7 (4.3 with T/C on)
0-60 (sec): 5.7 (6.3 with T/C on)
0-60 with 1-ft Rollout (sec): 5.4 (6.0 with T/C on)
0-75 (sec): 8.3 (9.1 with T/C on)
1/4-Mile (sec @ mph): 14.0 @ 99.0 (14.5 @ 97.2 with T/C on)

Braking
30-0 (ft): 29
60-0 (ft): 120

Handling
Slalom (mph): 64.6 (63.8 with T/C ON)
Skid Pad Lateral acceleration (g): 0.87 (0.79 with T/C on)

Sound
Db @ Idle: 41.3
Db @ Full Throttle: 77.6
Db @ 70 mph Cruise: 62.4

RPM @ 70: 2,900

Comments

Acceleration: Tach bounces off an Acura-imposed launch rev limiter of 4,000 rpm with right foot to the floor. Drop-clutch launch produces some wheelspin (even with ESC on and all-wheel drive), more wheelspin coming again with the 1-2 shift. The manual gearbox has a light action for quick shifting, and the gates are easy to find. The clutch has a light effort, too, but isn't very positive.

Braking: Spongy pedal feel, and not very confidence-inspiring, but still stopped adequately; give some credit to the tires here. Significant nose drive, but the TL tracked straight and the distances stayed consistent.

Handling:
Skid pad: With ESC off, I was busy with steering input, throttle input, etc to maintain a smooth arc and remain on the painted line -- all the while drifting in and out of understeer. Steering is light but precise. With ESC on, I simply locked my arms in place and it tracked the line as if it were tethered to a pole. Granted the throttle was partly closed.

Slalom: With ESC off, the TL turns in crisply, but takes quite a long time to transition back to the other side. To work around this, I'd lift/stab the throttle to promote rotation, but there's a limit to how much of this rally-style driving these all-season tires can handle -- and they grew progressively "greazy." Fun to keep trying, but I found diminishing returns. With ESC on, it kept the car more tidy, but slightly below true potential.

 

[TSX69]

WashingtonPost

2012 Acura TL Advance is EZ on the Road, Not on the Eyes​

HARPER’S FERRY, W.V. — “Joy of the road” can be more truth than cliché. Consider Virginia State Route 9, accessible from the Harry Byrd Highway (Virginia State Route 7) heading nearly 14 miles into West Virginia. With its frequent undulations, twists and turns, Virginia 9, popularly known as Charles Town Pike, is the perfect stretch of macadam and concrete for any car worth driving.

We had a worthy automobile, the 2012 Acura TL Advance, the last part of its name a reflection of the car’s many electronic assets, including an onboard navigation system with real-time monitoring of traffic and weather conditions.

We would have preferred the SH-AWD (Super Handling-All Wheel Drive) version of the new TL. It has a larger-displacement V-6 engine — 3.7 liters compared with 3.5 liters in the Acura TL Advance — and handling that lives up to its “super” marketing description.

But the front-wheel-drive TL Advance is no lamentable second act, as my wife Mary Anne and I discovered on a drive along Virginia 9 into this historic West Virginia town.

Some cars turn challenging roads, such as winding thoroughfares with 1 lane going in each direction, as is the case with some portions of Virginia 9, into worrisome chores. Those lackluster automobiles are so loose in their steering, or they are wound up so tight, that you spend your entire time with them struggling to control the steering wheel or, in the case of the tightly wound sample, fighting against it. That’s too much work, and working too hard on what is supposed to be a pleasant drive is no fun.

Other cars are so soft of suspension they feel like cruise ships instead of automobiles. Still others are obsessively wedded to the notion of “sports,” so much so that time spent in their driver’s seats should be measured in BPM (beatings per mile).

The Acura TL occupies a sweet spot among all of those extremes — precise enough in steering (rack-and-pinion type) to go exactly where you point when you point it; gifted with a well-crafted suspension (front double wishbone, rear multi-link) that turns dips, curves and bends into a smile-laden joy ride; and blessed with a new 6-speed automatic transmission that can be used as a manual to turn drives on especially steep and twisty roads into pure, unadulterated fun.

There are many things to see in and around Harper’s Ferry where, on Oct. 16, 1859, abolitionist John Brown seized a federal armory in an attempt to spark an insurrection of slaves — only to die by hanging in nearby Charles Town on Dec. 2 of that year. It is brutal history turned tourist attraction.

But some of the area’s most memorable experiences can be had just driving its roads — preferably within posted speed limits, because tight local budgets are assisted greatly by revenue collected from speeding fines.

Besides, there is no need to zoom by all that Virginia 9 has to offer, especially not on a late spring day when the enveloping scenery is lush with vegetation. There are opportunities aplenty to stop for a bit and take it all in.

When it is time to move, the TL Advance with its 3.5-liter V-6 (280 horsepower, 254 foot-pounds of torque) has enough oomph to get you going. The SH-AWD version with its 3.7-liter V-6 (305 horsepower, 273 foot-pounds of torque) is a tad more exciting. But the local constabulary in these parts will be happy to give you a speeding ticket in either 1.

Apparently, the people who engineered the 2012 Acura TL had lots of influence over the car’s stylists. That’s unfortunate. It’s no good to have a stunningly beautiful car with no performance guts. It is just as bad to have a beautifully engineered car that is stylistically ugly inside and out.

The 2012 Acura TL is ugly. It remains so despite notable attempts to soften its famously priapic front end and to bevel its all-too-many sharp angles. The interior, although ergonomically correct in terms of access to dials and gauges, is about as warm as a white, plastic pocket protector worn with a blue shirt — functional, but not the least bit appealing.

Memo to Honda, maker of all things Acura: Encourage the engineers to continue doing what they have done so well with Acura and other Honda-sponsored products. But, please, allow them only limited access to the design studios. Beauty does not particularly care how a thing works, or even why a particular aspect of beauty exists. As poet Ralph Waldo Emerson put it in his poem, The Rhodora:

“. . . if eyes were made for seeing,

“Then beauty is its own excuse for Being;”

If Honda and its Acura executives can understand that and apply it to the next edition of the Acura TL, they will have an unquestioned winner.

 

[TSX69]

Aw

2012 Acura TL SH-AWD Advance
An AutoWeek Driver's Log Car Review

EXECUTIVE EDITOR ROGER HART: Now that the NSX is long in the Acura rearview, the 2012 TL SH-AWD is my favorite up-level Honda. This V6 is a real charmer, especially as the revs climb. It certainly won't wow you with any sort of head-snapping torque off the line, but push the throttle down and as the revs climb, the fun really begins. The shift paddles are OK to manage the gears yourself, but the computer does a fine job as well. And while the whole "TL SH-AWD Advance" is a mouthful to spit out, the AWD system on this car is terrific, even in the dry. The way the torque vectoring works, this thing will corner at speeds that will drain the blood from your head. It's cliché to say it corners like it's on rails, but that's really an apt description. You can take corners at amazing speeds with no drama.

I like the Acura interiors, even with the buttons for pretty much everything with the big "ENTER" knob right there in the center. The navigation system remains one of the best, most intuitive units from any OEM. If I were shopping for a new daily driver, this would be high on my list.

DIGITAL EDITOR ANDREW STOY: I never got the chance to try Acura's torque-vectoring SH-AWD in the dry, as I never actually experienced any dry weather. But in a nasty deluge this car was a nice commuting partner. The black/silver/orange interior styling was a pleasant diversion from the more-typical shades of grey, and the fat steering wheel and deeply bolstered (for a sedan) seats immediately gave the impression of a sports sedan even if the specs weren't exactly BMW M3 territory.

On that same note, the suspension was firmer than I expected from an Acura--not sure why, considering I haven't been in an Acura for 15 years. But I guess I expected a softer, less focused driving experience. It wasn't; the car responded crisply and felt 500 pounds lighter than it is.

Likewise, the engine and the powertrain offered a nearly seamless delivery of power, though I found the trans upshifted a little too rapidly, sending the revs down to a point just north of lugging.

Acura has fallen off a lot of radar screens over the past decade with its questionable styling and invisible marketing. That's unfortunate, because the TL is a fine car at a competitive price point.

ART DIRECTOR CHERYL L. BLAHNIK: I had this 2012 Acura TL SH-AWD for the weekend, and it seemed like every time I turned on the TV, I saw an ad announcing the redesign of this car. The update gives this car a fresh, modern look. In a profile view, it looks sleek and is menacing from the front.

On the inside, it has a sporty, luxury feel with the quality materials. There are heated and cooled seats and enough technology features to please gadget freaks. While some might disagree, I like the fact that Acura interiors use lots of hard buttons for climate and entertainment controls. That way, learning how to operate things is much easier.

The ride is really smooth, and this car would be an ideal commuter. It's great on the expressway and handles itself rather well on twisty bits of road. As Hart said, this car isn't going to snap your neck, but it's quick and feels light, which makes it an overall fun car to drive.

INTERACTIVE ASSOCIATE EDITOR JAKE LINGEMAN: I racked up almost 300 miles on my stint in the 2012 Acura TL SH-AWD, and almost every 1 of them was enjoyable.

The weather was perfect at the start of the weekend for a windows-down, sunroof-open cruise before Saturday's heat kicked in. The girlfriend and I headed downtown for some live jazz at a local club. The shiny TL held it's own against some of the more upscale rides on an unusually busy night in the city.

The radio held its own, too. Lots of money is spent on wild, powerful stereos, but the TL has no need. It gets a 10-speaker system with a subwoofer and separate equalizer controls for each. I didn't get a chance to use the DVD capability, but the system worked with three different kinds of iPods.

The entertainment system only took a few minutes to get comfortable with. Before long, I was shuffling through albums like a pro. The best part, or at least one of my favorite parts, was when you set it to shuffle and it reorders the song list and displays it. That means you can preview what's coming up in your shuffle order, skipping or going back as necessary. It may not seem like much, but when you only listen to MP3 players, it's a nice feature.

The rest of the interior is extremely well done. The baseball-mitt brown leather had me thinking of old Porsche interiors or something wrapped in British Racing Green. It has a unique smell, too. A friend commented that "nothing smells like brown leather," and I realized he's right. Adding dyes and treatments to the hide takes out the natural scent. And it looks good, matching well with the Mayan bronze metallic paint.

It looks like Acura toned down the exterior a bit for 2012. The widely panned beak has shrunk in the front, which gets a more restrained look. The rear is still a bit wild, but the overall shape is strong. It has a muscular profile next to the curb.

This TL has the super-handling all-wheel-drive powertrain, which meant 3.7-liters and 305 hp. Sure, it's not neck-snapping off the line, but it's plenty quick for a sports sedan. It's aggressively tuned, too. Even in normal drive mode, push the pedal down a third of the way and you'll be passing speed limits in no time. S mode is even better.

The brakes are strong, which became evident on Sunday cruising down Jefferson where every light is timed opposite of the last. Sunday's weather, like Friday's, was perfect for cruising.

The paddle shifters are a cool option, but as Roger said, the computer does a pretty good job by itself, especially in sport mode. If you use them in drive, they work, but if you don't touch them for a while it reverts back to fully automatic. In S mode the car will stay in the gear you choose, except for first, unless you double tap it at a stoplight.

The TL is awesome going into the corners and even better coming out. Any sort of spirited driving is rewarded with lots of exit grip and lovely hint of oversteer. I never was able to really wring it out, but I wish I could have. The V6 has a nice metallic sound that's half roar, half wail, all enjoyable.

The price, at $45,945, seems about right for the sedan. I would have guessed more. The Advance package includes the extra stuff such as blind-spot indicators and vented front seats, along with navigation and other options from the Tech package.

The topped-out BMW 335xi has a base price of $44,050. The small-engined 5-series cars start at about the same, but without all-wheel drive. Throw more options on either of those, and the price goes considerably higher. Anyone looking at a German sedan in this price range would be wise to check out the TL.

NEWS EDITOR GREG MIGLIORE: I was quite impressed with the 2012 Acura TL after a relaxing night in this Japanese luxury cruiser. The interior is top-shelf and handsome in nearly every way, which struck me the most after a commuting lap. The burnt orange seats are comfortable, supportive and offer an excellent driving position. Even the plastics look sharp and could almost pass for carbon fiber at a glance.

So, yes, I liked the cabin. And the powertrain is also stellar. The 6-speed automatic smoothly channels the revs, which are strong and come on in silky fashion. Launches are energetic, and passing is no problem. Acura has eschewed V8s, but this 305-pony V6 is a pocket rocket.

I like the looks, with the slightly toned-down front end and subtle-yet-elegant wheel arches. With this shade of maroonish brown, the sheetmetal drapes stylishly on this Acura. The chassis is compliant yet not overly cushy, and for a good-size sedan, it handles well.

My main quibble comes inside, where the center console seems to have too many buttons. I also wouldn't mind some more bling on the headlights and fascia. But this is a step forward for Honda's luxury brand.

2012 Acura TL SH-AWD Advance

Base Price: $45,945

As-Tested Price: $45,945

Drivetrain: 3.7-liter V6; AWD, six-speed automatic

Output: 305 hp @ 6,300 rpm, 273 lb-ft @ 5,000 rpm

Curb Weight: 3,889 lb

Fuel Economy (EPA/AW): 21/21.1 mpg

Options: None​

 

[TSX69]

Mt

1st Test: 2012 Acura TL SH-AWD
An Increasingly Rare Combination

Despite being the original Japanese luxury brand, pre-dating Lexus and Infiniti by several years, Acura, with the notable exception of the now legendary NSX, has always been somewhat tentative about its luxury aspirations. Acuras have always been a bit more spartan and purposeful, forsaking some of the more gratuitous frills found on competing offerings. The Acura most resplendent with gadgetry, the RL sedan, is the brand's perennial slowest seller.

The Acura TL sits right in the middle of the Acura family, both in terms of market positioning and sales. The MDX crossover is the undisputed sales king, and the TL jockeys for chart position month-to-month with its smaller cousin, the TSX. Both the RL and oddball ZDX crossover barely move the sales needle. The majority of TL sales are comprised of the base model, which is offered in front-drive, automatic-only trim.

For buyers of the more enthusiastic persuasion, Acura offers the 2012 Acura TL SH-AWD model we recently tested. In typical Japanese hyperbolic adjective form, SH-AWD stands for "Super Handling All-Wheel Drive." We halfway expected to see some Japanese characters followed by an exclamation point on the decklid.

Despite its exciting-sounding designation, the SH-AWD model is one cool character, even in manual transmission form. That's not to say it's a doze-inducing isolation chamber along the lines of a Lexus ES. It exudes a cool, mature, composed demeanor that's refined enough to serve as daily transport, but up for an occasional hilly backroad romp. The exterior styling has likewise mellowed out. Compared to the angular, binary-looking 2011 model, the 2012's edginess has largely been sanded off. Though clearly related to the previous year's model, its appearance is now much less polarizing and likely to be more palatable to a broader section of the buying public.

Any 6-cylinder, manual-transmission midsize luxury sedan begs a BMW analogy, but here it's not entirely fitting. In the competitive landscape, the manual-trans SH-AWD TL is almost in a class of 1 with its combination of a V-6, all-wheel drive, and a manual transmission. The size-smaller BMW 335i xDrive offers such a combo, but not the larger 535. Audi's A6 likewise does not offer that specific combination. The tweener-size S4 is the only other German sedan that comes close. Even its most direct Japanese competitor, the Infiniti G37, is offered with a manual transmission or all-wheel drive, but not both.

The TL, in typical Honda/Acura fashion, comes in only 3 variations in SH-AWD trim. 2 of those are automatic only. The manual-trans version comes only 1 way, with the Tech package. The only standalone options and accessories of note are 19-inch wheels for approximately $2300. Our tester came with the standard 18-inch rollers, and rang the register to the tune of $43,770, including $885 destination charge.

So what does that not-insubstantial sum get you? For 1 thing, Acura's "big block," the 3.7 liter V-6 shared with the MDX and ZDX crossovers, as well as the nearly forgotten RL. In the TL, this engine produces an ample 305 horsepower and 273 lb-ft of torque. A few years ago, that would have meant top-of-class output. Today, it merely makes it competitive. The Infiniti offers 23 more horsepower and roughly the same torque, and the pricier Audi S4 brings 28 more horsepower and 52 lb-ft of twist, thanks to a supercharger and direct injection. Although no longer the shocking scandal in this segment, the TL is closer to the 2-ton mark than not, at 3837 pounds.

Seat-of-the-pants, the TL feels quick, but test results prove this sedan can hustle. Zero to 60 comes in a brief 5.3 seconds. That's three-tenths slower than the G37 automatic's time, but definitely in the thick of the range expected in this class. The engine has just enough intake and exhaust noise to reassure you your motivation is coming from internal combustion, but it isn't inappropriately vocal. In everyday driving, the engine pulls linearly across the rev range, smoothly from just above idle to approaching redline. Although it may seem like a backhanded compliment, it's a testament to Acura's refinement that the car doesn't feel quite as quick as the test results bear out.

The 1 area where some of the old Honda "surprise and delight" magic comes out is in the shifter. The lever itself is relatively stubby, with short throws and a precise feel. Although not quite perhaps to the same gearhead-porn level as the Mazda MX-5, it's an unexpected delight in a midsize sedan. Likewise, the clutch is light without feeling fragile, although smooth engagement does take a little more practice than it does on some cars.

Pushing the car far harder than it would normally be driven on public roads, associate road test editor Carlos Lago noted the all-wheel-drive system invited enthusiastic driving. "Initial turn-in presents a bit of understeer, but jumping back on the throttle makes the AWD system overdrive the outside tire, which induces a surprising and enjoyable amount of rotation. No countersteer is needed. You drive this one through a corner with the throttle, adding rotation as you see fit."

Whether by coincidence or deliberate design, the TL SH-AWD manual is now 1 of the few midsize premium sedans with a V-6 engine, all-wheel drive, and an available manual transmission for under $50,000. How many buyers are actually looking for such a specific combination? Who knows, but probably not many. The annual sales number for the manual-transmission SH-AWD will likely total in the 4 digits when all is said and done. However, despite all the talk of Honda "forgetting its roots" and "getting soft," it is encouraging that such a combination is still offered in the increasingly plain-vanilla midsize luxury segment.

2012 Acura TL SH-AWD
BASE PRICE $43,745
PRICE AS TESTED $43,745
VEHICLE LAYOUT Front engine, AWD, 5-pass, 4-door sedan
ENGINE 3.7L/305-hp/273-lb-ft SOHC 24-valve V-6
TRANSMISSION 6-speed manual
CURB WEIGHT (F/R DIST) 3837 lb (58/42%)
WHEELBASE 109.3 in
LENGTH x WIDTH x HEIGHT 194.0 x 74.0 x 57.2 in
0-60 MPH 5.3 sec
QUARTER MILE 13.9 sec @ 99.6 mph
BRAKING, 60-0 MPH 117 ft
LATERAL ACCELERATION 0.90 g (avg)
MT FIGURE EIGHT 26.1 sec @ 0.78 g (avg)
EPA CITY/HWY FUEL ECON 17/25 mpg
ENERGY CONSUMPTION, CITY/HWY 198/135 kW-hrs/100 miles
CO2 EMISSIONS 0.98 lb/mile​

 

[TSX69]

The Truth about Cars

2012 Acura TL

Here’s a mind game I sometimes like to play: imagine your car was destroyed by some horrible accident while you were away (e.g., Godzilla was in the neighborhood). To your good fortune, your insurance company gave you a sufficient settlement to buy a brand new version of whatever it was you were driving. Would you consequently buy that brand new car, or something else with the same money?

We’ve got a 2005 Acura TL, manual transmission + satnav, purchased new back in the day and currently with a modest 60K miles on the clock. It’s driven cross-country. It’s driven to the supermarket. It’s had parking lot abuse. It’s had toddler abuse. And it keeps on running. I had it in the shop recently for it’s “B2″ service (oil change, assorted air filters, and wipers: $230 — whee!) and to fix what turned out to be a busted power steering pump ($450 or thereabouts). Of note, the dealer gave me a chance to play my imagination game by loaning me a brand new 2012 Acura TL (automatic transmission, no satnav, no options at all). With 1 day of driving it around, here are my observations.

Several things have decidedly improved. The seats seem more comfortable and supportive, and the driver’s seat now includes a power lumbar bolster. The car suspension has radically improved (alternately, our 2005 TL’s has seriously degraded). On the cracked up, uneven streets around our house, the new TL is significantly more composed. You still feel the bumps, but you’re less worried that they’re going to destroy your car. It’s similarly better mannered on the freeway. This is a car you’d love to drive cross-country. Some of the smaller electronic gadgety bits have also improved. I’m happy to see a proper tire pressure monitoring system and an auxiliary music input for phones and whatnot. (I didn’t have time to see how well it does at integrating music from my Android phone via USB much less Bluetooth Audio, but the Bluetooth pairing process was painless enough and Bluetooth Audio (A2DP) is claimed to be supported, albeit with some debate as to how well.)

Like the 2005 Acura TL, several things are good, but still frustratingly not quite right. Freeway mileage is excellent and stop-and-go city mileage is an embarrassment; I clocked 31mpg highway and from 13-20mpg stop-and-go city — a marginal improvement on the freeway and a marginal downgrade in the city compared to what our 2005 TL gets.

The car has zillions of things you might like to configure, like what happens when you click the unlock button on your remote. Does it just unlock the driver door or the whole car? Many such settings are handled with the arrow buttons on the steering wheel and the tiny screen between the tach and speedo. That’s good. But, how about that giant selector knob with the huge screen above the center stack? It’s only good for changing the radio station and setting up the audio balance. Similarly, the Bluetooth pairing process can only be done via voice, which talks to you slowly. Very slowly. With modern in-car networks, you’d think they could do everything on the big central screen, making it easier, providing more help with options, etc. Could they, should they centralize all these disparate systems, from no-doubt unrelated parts suppliers, to have a grand unified user interface? Could it be accomplished without reaching iDrive levels of incomprehensibility? For the 2005 TL, such thoughts would have been future fantastic. For the 2012 TL, such thoughts should be entirely achievable. Everything in the car is networked together. Make it so!

Frustratingly, several things have gotten decidedly worse. Foremost is the trunk. If you’re loading something heavy, you’ve now got a 10.5 inch lip to hoist your bags over, versus 7 inches in the 2005 TL. Why? Similarly, if you’re going to the airport, one giant wheely bag will fit without issue, but 2 of them? Good luck with those bumps on the floor. You can’t blame AWD, since this particular car is FWD. So, again, why? Also from the Department of Fail, you’d think they’d test a family car with family accoutrements like a booster seat. I’ve included a photo of my daughter’s booster seat. You’re supposed to run the seatbelt under both armrests. See the belt latch? It’s way around the back. The old TL was better in this regard, but stil not great. Why not have more slack in the belt latch? (Credit where credit is due: they significantly improved access to the LATCH anchors for younger kids’ car seats.)

Another concern is trying to park this thing into a tight space. The car’s beltlines are higher up and the car feels enormous. It’s notably trickier to park and maneuver in tight environs. Does anybody test these things? I’ll also insert a gripe about the ventilated seats (not present on my loaner car). If I read the options list correctly, it’s not possible to get a manual transmission and ventilated seats, at any price. Really? Do Acura engineers like sitting in a car with Godzilla barbecuing their backside? Do customers who want manual transmissions always wear Nomex racing suits? Hop in my car after a day outside in the Houston summer…

Cosmetically, I’m pretty happy with the new schnoz. It won’t win any beauty contests, but at least it doesn’t cry out for you to put it out of its misery. Also in the cosmetic department, they’ve redone the dashboard and center stack. The gauges are bright and readable, as always. Somebody smart said they should get rid of the blue halos around the old gauges. Somebody less smart decided to add giant fake-chrome rings around them, in a perhaps-confused nod at a Porsche 911. Please revisit the clean, spartan gauges of the previous-generation Acura TSX. No really, please do. Also, I’m baffled by the curvy/slashy lines inside the car. Has somebody been spending too much time looking at Frank Gehry buildings?

So, if Godzilla paid an unfortunate visit to my car and I hit the insurance jackpot, would I buy the new TL? Sadly no. But what? Does anybody make a car with a manual transmission, rear wheel drive, decent tech and luxury features, decent mileage yet good performance, good styling, and high reliability ratings? At any price at all? Yeah, fantasies never quite work out, do they?

 

[Jeremiah]

Still want it.

 

[TSX69]

AutoMag

2012 Acura TL SH-AWD Tech

Back in my young and foolish days, I considered swapping a manual transmission into my first car, a front-wheel-drive Pontiac Grand Prix. Thankfully, I didn't go through with it (the cost of parts alone would have exceeded the car's value), but I remain a huge believer in the transformative power of a stick shift.

That faith is vindicated with the Acura TL. I've driven several versions of the car with the old 5-speed automatic (Acura has since gone to a 6-speed auto) and found it a perfectly competent yet completely unremarkable sports sedan -- good at everything, great at nothing. The 6-speed manual changes that. Thanks to 1 of Honda's legendary gearboxes, the Acura TL can claim a superlative: Best Shifting Sport Sedan. It's better than the slightly rubbery gear change in the BMW 3-series and better than the somewhat notchy action in the Audi A4/S4. Whereas I couldn't really remember anything defining about the slushbox TL, I will be blathering for weeks about the precise perfection that is the TL's manual transmission.

Just as important, the 3-pedal setup acts as a magic ingredient, enhancing the flavor of several other already good parts. The 3.7-liter V-6, freed of the muffling effect of a torque converter and bolted to the front subframe via stiffer bushings, now growls angrily as it charges through the gears, chirping the tires on 1-2 upshifts. The "Super Handling" all-wheel drive system now seems more aggressive, mostly because the TL is now always in the right gear (or at least what I believe to be the right gear) when the I pin the throttle to shoot out of corners. The only fly in the ointment is steering that's a bit too light and numb, though it firms up reassuringly at higher speeds.

The new front fascia -- the biggest change for this model year -- has less of a transformative effect but is still a definite improvement. In the design studio that big ol' silver beak probably seemed like the perfect way to announce Acura's bold new styling language. In the real world, it became the only thing people noticed when the car pulled up. The toned-down grille lets the rest of the exterior design take the spotlight. Lo and behold, it's not a bad design at all -- still not on par with style leaders like the Cadillac CTS and Audi A4 but handsome nonetheless.

David Zenlea, Assistant Editor​

The Acura TL is a fine sporty package for someone who wants a strong-performing car that's not flashy. In this all-wheel-drive, stick-shift form, the TL is quite the sleeper. It looks much like any other sharp-edged but somehow understated recent Acura product (although its appearance has been streamlined and softened for the 2012 model year). From the driver's seat, though, you realize that this TL is one fine-driving machine. Like all Honda manuals, this gearbox has short throws and positive action. The engine sings a smooth V-6 tune. My only complaint is that the car is geared such that the 2-3 upshift comes at 64 mph, a speed that is well over the speed limit on the back roads of my typical commute.

The TL's cabin features lovely leather and spacious back seats with good side bolstering. The steering, however, offers little feel. I'd rather own an Audi S4 because of the steering, the styling, and the simpler cabin layout -- although if I actually had a pen poised over a sales agreement, I might be swayed by Acura's far superior reputation for reliability.

Rusty Blackwell, Copy Editor​

Driving in the rain today I noticed something small but interesting. While driving I had the wipers on intermittent while commuting in stop and go traffic. In a stopped position, once I removed my foot from the brake, the wipers would clear the windshield no matter where it was at in its timed sequence. It would then resume the normal frequency. Interesting.

Kelly Murphy, Creative Director​

Even in our constantly changing test fleet here at Automobile Magazine, manual transmissions are becoming less and less common, so I was somewhat shocked when I got into the Acura TL and found 3 pedals and a stick shift. It may seem an unlikely pairing--a Japanese luxury sedan with a manual gearbox--but it feels quite natural. In fact, a manual gives the TL exactly what it needs: an injection of personality and fun. It helps that the TL is so good to start with and, even more so, that this six-speed is excellent. It has smooth action, is perfectly weighted and, as is typical of Honda manuals, is immensely rewarding and enjoyable to use.

As far as the facelift goes, I hardly noticed the softer schnoz. Upon further inspection, it does seem to be less conspicuous and to mesh better with the overall design of the car.

Jennifer Misaros, Managing Editor, Digital Platforms​

I love the manual transmission in the TL-SHAWD. Like pretty much all Honda manuals, the throws are nice and short, the clutch takeup is just right, and it makes you feel like an accomplished driver. The interior of the car is very inviting. The metal that sweeps along the dash in front of the passenger and also runs along the center divider is a nice touch, and the soft leather of the comfortable seats is stitched using French seams, which gives it a real feeling of quality. I do, however, wonder if it's destined to age prematurely like that in our long-term ZDX. The gauges on the dash are large and easy to read, unlike the convoluted stereo/navigation controls on the infotainment system.

In looking at Acura TL sales, I notice that, compared with a year ago, they're down 7% year-to-date and down 25% for the month of May. Considering the more attractive (or at least, not as offensive) styling of the front end, I find this surprising. The TL really is a car -- at least with this manual transmission -- that is entertaining to drive with a nice dose of luxury at what would seem to be a competitive price.

Amy Skogstrom, Managing Editor​

The big news for the 2012 TL is the rhinoplasty it received to help tame the pronounced beak the TL has worn since its new-for-2009 redesign. The look is softer and helps to reduce visual length, though from behind the wheel it still feels as though you have a fair bit of real estate in front of you. The TL really is a sleeper and is ready to get up and go at a moment's notice. There is some feeling of the nose-heavy weight, but Acura's Super-Handling All-Wheel Drive works its magic really well to counteract that. The car hungrily attacks turns no matter the speed and is planted under heavy acceleration. The slick, tight, and easy-to-drive 6-speed manual adds to the fun factor (so does the neat graphic between the gauges showing how the torque is being vectored between wheels!)

The cockpit of the TL is a wonderful place to be, with high-grade materials everywhere you touch and a surprisingly intuitive and ergonomic center stack. I've always thought it was silly to have a separate, old-school-style radio setup right below the big infotainment screen, but it makes dealing with the simple task of changing the radio station simple, something that can't be said of many other luxury sedans. However, the monochromatic, all-black interior is fairly dour and doesn't seem all that special -- it doesn't have the feeling of being crafted or designed, something the TL's closest rival, the Volvo S60, has in spades.

Donny Nordlicht, Associate Web Editor​

As a brand, Acura is treading water. The styling has gone from smart to, um, let's just call it distinct, the curb weights have crept up, and the footprint of the cars has become too large. Inside, there aren't many new ideas and the infotainment system looks dated, not to mention that it can be found in virtually every Honda as well.

Acura does have a few good things going for it, though. A manual transmission is always a good way to pique the attention of enthusiasts and Acura offers 1 of the best manuals in the industry. There's also the Super-Handling All-Wheel Drive system. Even better? The manual and SH-AWD can coexist in one vehicle! The downside to this pairing is that in a nearly 4000-lb sedan the 305-hp V-6 delivers an underwhelming 17/25 mpg. The TL doesn't offer enough performance to justify the 1990s-era fuel economy numbers.

With a more technologically advanced cabin (note to product planners: Audi is winning this race, go spend some time in an A7) and better fuel economy, Acura could once again carve out a nice niche for itself. Hopefully, Acura can find a less polarizing design language about the time it perfects the performance/fuel economy balance and sales can flourish. As it stands, the TL is a very comfortable and relatively quick luxury sedan without the pretentious badge.

Phil Floraday, Senior Web Editor​

Is the TL more enjoyable with a stick shift? Undoubtedly. But is this the very freshest version of this sedan? Perhaps not. Although Acura's best-selling sedan receives a number of minor upgrades for the 2012 model year, the biggest mechanical revision is the addition of a 6-speed automatic transmission (replacing the previous 5-speed). Apart from a new nose and a few minor interior modifications, 2012 TLs with 3 pedals are largely the same as 2011 models.

The TL is still an enjoyable car to toss around, but as we've long said, it's not isn't quite as sharp as the typical list of its German competitors (BMW 3-Series, Audi S4, et cetera). Larger tires and wheels might help, but sadly, the manual gearbox is no longer offered together with the Advance Package -- which includes 19-inch wheels. Go figure.

Evan McCausland, Associate Web Editor​

2012 Acura TL SH-AWD Tech

Base price (with destination): $43,745
Price as tested: $43,745

Standard Equipment:
3.7-liter SOHC 24-valve V-6 engine
6-speed manual transmission
SH-AWD system
4-wheel disc brakes with ABS
Vehicle stability assist
Tire pressure monitoring system
XM satellite radio
MP3/auxiliary audio input jack
USB audio interface
Heated front seats
Bluetooth connectivity
Steering wheel-mounted audio controls
Power windows/locks/mirrors
Auto-dimming reaview mirror
18-inch wheels
Power moonroof with tilt
Acura navigation system with voice recognition
Rearview camera
Acura/ELS surround sound system
10 speakers and AM/FM/DVD-A
CD, DTS Dolby Digital Pro Logic II
Hard disk drive
Push-button ignition
Dual-zone automatic climate control

Options on this vehicle:
None

Key options not on vehicle:
Advanced package -- $2200

Fuel economy:
(city/hwy/combined)
17 / 25 / 20 mpg

Engine:
3.7L SOHC 24-valve V-6
Horsepower: 305 hp @ 6300 rpm
Torque: 273 lb-ft @ 5000 rpm

Drive:
Four-wheel

Transmission:
6-speed manual

Curb weight: 3948 lb

Wheels/tires: 18 x 8.0-inch alloy wheels
245/45R18 all-season tires

Competitors: Lexus IS350, Audi A4, Mercedes-Benz C-class, BMW 3-series, Cadillac CTS​

 

[TSX69]

Auto123

Auto123: 2012 Acura TL SH-AWD Review​

Summary Rating: Complete Rating

Styling (82%) 4*
Accessories (80%) 4*
Space and Access (80%) 4*
Comfort (80%) 4*
Performance (85%) 4*
Driving Dynamics (85%) 4*
Safety (80%) 4*
General Appreciation (90%) 4.5*​

The Acura TL is 1 of those modest and rational sport sedans that are secretly a blast to drive the pants off of when nobody’s looking.

Problem is, the latest iteration of this upscale Japanese 4-door is a little weird-looking. Okay, a lot weird-looking. And you couldn’t get the AWD model with a manual gearbox. And there’s still no V8-powered, extreme performance model available. Just sayin’.

For 2012, designers re-penned the front and rear fascias, repositioned the rear license plate, yanked the aluminum-beaked grille and shortened the front overhang. (Photo: Justin Pritchard/Auto123.com)​

New looks—now with less beak!
The cabin and handling more than made up for the TL’s controversial face, but shoppers after a premium sedan with more digestible looks, all-wheel drive and a 6-speed stick had some alternatives. Now, thanks to a mid-cycle 2012 do-over, the TL is 1 of them.

It’s finally got what it’s needed since the latest version launched: a less Pokemon-esque mug, and a proper 6-speed manual transmission. You know, the kind with a clutch pedal, a shift lever and all the rest.

For 2012, designers re-penned the front and rear fascias, repositioned the rear license plate, yanked the aluminum-beaked grille and shortened the front overhang. It’s still instantly a TL, but one that’s sleeker, more alert, and less uncomfortable to look at.

The new stick
So—how’s about that 6-speed? The shifter is great. It’s short and feels light, well-lubricated and very precise. 1-finger or flick-of-the-wrist shifting is the name of the game, and the mechanism blows those found in comparable BMW, Cadillac and Subaru products out of the water.

Clutch? Not so much. Enthusiasts will likely wish for more weight and effort from the leftmost pedal, which feels more like stepping on a glob of mayonnaise than the business end of a heavy, mechanical device like a gearbox. It holds adequate levels of power to launch the TL quickly where needed, but the responsiveness and feedback found in other major controls is lacking here. TL’s light, linear clutch makes for easy driving in stop-and-go traffic, but will leave some wishing for more bite.

So—how’s about that 6-speed? The shifter is great. It’s short and feels light, well-lubricated and very precise. (Photo: Justin Pritchard/Auto123.com)​

Secret fun
Redemption comes from the experience of manually directing the TL’s 305 free-revving horsepower to all fours via the SH-AWD system.

The V6 loves to rev, pulls strongly to redline and emits a refined, smooth and pleasing wail in the process. Quiet and gently effortless when driven modestly, the 3.7-litre unit isn’t afraid to tell you it’s working when pushed hard—and it sounds great doing it.

The SH-AWD system splits engine power fore and aft, as well as side to side across the rear axle. It can even power one rear wheel more aggressively in corner exit situations, enhancing agility and effectively using the AWD to help steer the car. Oh, and the manual gearbox takes a couple dozen pounds off of the front axle, making the TL even more keen to go where drivers point it.

The SH-AWD system splits engine power fore and aft, as well as side to side across the rear axle. (Photo: Justin Pritchard/Auto123.com)​

Translation?
Give the TL the boots on a twisty stretch of road, and it acts sharper, lighter and more responsive than its size leads on. The feeling generated when the SH-AWD system over-spins a single rear wheel to ‘lighten’ the TL’s rear end will put a smile on your face if you’ve got 1. Pushed, the SH-AWD system is likely the TL’s biggest asset where entertainment value is concerned.

Pedals are placed ideally for heel-and-toe shifting, which is flattering thanks to a quick and natural-feeling electronic throttle system. A similar delightfully-responsive brake pedal feel is dialed in too, and things are all directed by a thick, chunky steering wheel with thumb grips. Here’s a sport sedan that would happily dance around a twisty and technical road course circuit all day long—for owners so inclined.

Sensible first
But I’m getting carried away. Forgive me folks. The TL is likely to spend most of its days delivering comfortable travels to owners and their passengers, but it’s thrilling as all heck when opened up.

Sensible stuff? As before, there’s plenty of interior storage, plenty of safety gear and decent gas mileage. Highway cruising will use 9.5 L/100 km or less, while lead-footed city driving will see that figure rise to about 12.5.

Mileage during gentle city driving? Thanks to the TL’s constant invites to the top half of its tachometer, I’m unable to comment. Overall mileage on my test, which included plenty of highway time, landed at 10.7 L/100 km of high-grade. You’ll do better if you don’t have a heavy foot.

Mostly high-tech inside
TL’s cabin remains depthy, nicely trimmed and executed with a unique, semi-futuristic look that’s more ‘high-tech’ than ‘old-school luxury’ like competing BMWs and Benzes. High-tech, that is, except for the dated infotainment system graphics, which are about on par with the average gas-station ATM. Other gripes were minor, and limited mainly to tight headroom for taller rear-seat passengers and a large turning circle.

End of the day, the TL SH-AWD already had a thrilling sporty side. Now, with the new manual gearbox, that’s become more front and centre. Acura’s turned a good thing up a few notches, here.

Pricing for a nicely loaded TL SH-AWD with ‘Tech’ package runs about $47,000.

 

[TSX69]

AutomobileMag

2012 Acura TL SH-AWD Advance

The Acura TL is an excellent car, and duly impressed my family when I chauffeured them to a Father's Day dinner. The TL manages to blend impeccable comfort with enthusiastic performance. 1 moment, the TL is a subdued large sedan with a comfy ride, gentle transmission shifts, and slick styling. The next it's a snarling sports sedan, with prodigious acceleration from its V-6, tight steering, and a transmission that's eager to jump between ratios.

TLs equipped with the Technology Package have an ELS/Panasonic 440-watt, 10-speaker surround-sound system. It was developed with input from sound engineer Elliot Scheiner, who's won 6 Grammy awards. I have won 0 Grammys, but I think the ELS system is 1 of the best car-audio setups I've ever heard. From the deep bass of Tiesto, to the crisp vocals of Lauryn Hill, to string arrangements by Mark Ronson, every track I played from my iPod sounded fantastic.

Jake Holmes, Associate Web Editor​

Wow, what a difference a transmission can make. I feel that the 6-speed automatic better suits the TL than does the 6-speed manual we tested a few weeks ago. The TL is not as athletic as some of its competition (the Volvo S60 and the BMW 3 Series immediately come to mind), so the automatic seems more appropriate. This is really a car for those looking for a sporty sedan, not a true sports sedan.

Compared to the old 5-speed automatic, the new 6-speed makes the most of the TL's great 3.7-liter V-6. It provides smoother shifts, slightly better fuel economy, and a better arrangement of ratios that help keep the engine within its power band. Along with the more-refined schnoz, it competes the package to make the TL the luxury sedan Acura has wanted it to be. In many ways, it is a more sporting alternative to the Lexus ES350, which is one of that brand's top sellers.

Donny Nordlicht, Associate Web Editor​

The automatic transmission really changes the character of the Acura TL. It's still a fine-driving, comfortable, feature-filled luxury sedan, but the automatic TL SH-AWD to me seems average, whereas the 6-speed-manual car that we had a few weeks ago felt inspiring, invigorating, and special. The Advance package (as tested here), though, isn't available with a stick shift and brings neat features like 19-inch wheels, blind-spot monitors, and cooled seats, which were fantastic in the 95-degree weather.

Rusty Blackwell, Copy Editor​

This is the 3rd Acura TL that's come through our office in the past couple of months. This particular model has Acura's new 6-speed automatic and although it isn't as entertaining as the 6-speed manual we had in the last TL, it's super smooth and is quick to downshift when the throttle is mashed making highway passing effortless. Unfortunately, the new gearbox doesn't exactly catapult the TL past its competition. When looked at side-by-side with the BMW 3-series, the Volvo S60, or the Cadillac CTS, the TL strikes me as mid-pack at best in terms of performance, refinement, and status and brings up the rear in the looks and sex appeal departments. Although this is a very good car, it lacks emotion and that intangible something that makes it more desirable that its competitors.

Jennifer Misaros, Managing Editor, Digital Platforms​

The 6-speed manual transmission paired with SH-AWD makes the best TL for an enthusiast, but the 6-speed automatic in this particular test car is much more important to the TL's success in the marketplace. The 6-speed auto finally replaces the 5-speed that has been used in Acura and Honda cars for the past few years. Even though the 5-speed automatic was a pretty good gearbox, today the market demands a minimum of 6 forward gears in automatic transmission -- and there are even a surprising number of 8-speed automatics being offered this class already.

I appreciate Acura's offering a manual transmission in the TL, but I was not nearly as enamored of it as my colleagues seem to be. Perhaps it felt a little out of place to me because I don't really see Acura as a brand for enthusiasts. Keep making your cars heavier, cancel the development of your V-8 engine, unleash the ZDX on the world, and it's no wonder enthusiasts are more interested in BMW, Audi, and Cadillac these days. Yes, BMW gets a pass for the X6 and the 5-series GT, because it also has the M division. But that brand is starting to tread on thin ice, too.

A traditional automatic (no fancy DSG or annoying CVT here) feels perfect in the TL. This is a car that doesn't inspire owners to dream of track days or F1 heritage so much as it encourages comfortable freeway cruising and an occasional bout of spirited driving if the roads are empty and the owner's mood is right. And there's nothing wrong with that. As much as we enthusiasts all love manual transmissions, high-revving engines, and nailing an apex, there are a lot more people who just want a comfortable, reliable car with enough luxury amenities to feel special. That's where Acura is these days.

Phil Floraday, Senior Web Editor​

2012 Acura TL SH-AWD Advance

Base price (with destination): $45,970
Price as tested: $45,970

Standard Equipment:
3.7-liter SOHC 24-valve V-6 engine
6-speed automatic transmission
SH-AWD system
4-wheel disc brakes with ABS
Vehicle stability assist
Tire pressure monitoring system
XM satellite radio
MP3/auxiliary audio input jack
USB audio interface
Heated front seats
Bluetooth connectivity
Steering wheel-mounted audio controls
Power windows/locks/mirrors
Auto-dimming reaview mirror
18-inch wheels
Power moonroof with tilt
Acura navigation system with voice recognition
Rearview camera
Acura/ELS surround sound system with 10 speakers and AM/FM/DVD-A, CD, DTS Dolby Digital Pro Logic II
Hard disk drive
Push-button ignition
Dual-zone automatic climate control
Blind spot information system
Ventilated front seats
19-inch alloy wheels

Options on this vehicle:
-- None --

Key options not on vehicle:
-- None --

Fuel economy:
(city/hwy/combined)
17 / 25 / 20 mpg

Engine:
3.7L SOHC 24-valve V-6
Horsepower: 305 hp @ 6300 rpm
Torque: 273 lb-ft @ 5000 rpm

Drive:
4-wheel

Transmission:
6-speed automatic

Curb weight: 3962 lb

Wheels/tires:19 x 8.0-inch alloy wheels
P245/40R19 all-season tires

Competitors: Lexus IS350, Audi A4, Mercedes-Benz C-class, BMW 3-series, Cadillac CTS, Volvo S60​

 

[TSX69]

ConsumerGuide

Hot Lap: 2012 Acura TL SH-AWD

We’ve been extolling the virtues of our extended-use 2010 Acura TL SH-AWD. One of the things we most love and appreciate on our test car is its slick 6-speed manual transmission. This feature makes the TL a rare bird among premium-midsize and even premium-compact cars. It’s 1 of the few in its price class you can buy with a 6-cylinder engine, manual transmission, and all-wheel drive.

For the 2012 model year, Acura is addressing the most-often-voiced criticism of its volume midsize sedan--the styling. Designers are toning down the front fascia, giving a nip and tuck to the tail, and making subtle changes to the interior. The engines remain unchanged. Base models are front-wheel drive and have a 280-horsepower 3.5-liter V6 engine. The top-line SH-AWD retains its 305-horsepower 3.7-liter V6. All versions get a new 6-speed automatic transmission, which replaces a 5-speed automatic. To the delight of enthusiasts and scribes alike, Acura is continuing to offer the manual-transmission SH-AWD.

Returning is the optional Technology Package, which includes a voice-activated navigation system, rearview camera, hard drive for storing digital-music files, keyless access/engine start, and Acura’s high-end ELS-brand audio system. It’s available on the Base and SH-AWD, and versions so equipped are priced as separate models. New for 2012 is the Advance Package, which includes all features of the Technology Package plus blind-spot alert, ventilated front seats, and larger wheels and tires (18-inch on the Base, 19-inch on the SH-AWD).

Our long-term testing involves putting a car through its paces the way customers would: driving it to work, the grocery store, on long road trips, etc. Recently, though, we had the opportunity to take a 2012 Acura TL SH-AWD with the manual transmission around the racetrack at the legendary Road America in Elkhart Lake, Wisconsin. This drive was different in that the track was slick with rain; it provided an ideal environment to really put Acura’s Super-Handling All-Wheel Drive to the test. Here’s our verdict.

CG Says:

SH-AWD has proven itself immensely capable in everyday driving. The “Great Chicago Blizzard” of 2011 didn’t faze our extended-use car.

The same holds true for the 2012 model on a rain-slicked Road America. SH-AWD inspires confidence with the ability to bail you out if you get a little careless entering a fast corner. The 6-speed manual transmission is as delightful as ever, with a light clutch and easy shifter. It’s a terrific match to the 3.7-liter V6, which provides more than enough thrust without feeling overwhelming.

With its model-year 2012 styling and mechanical tweaks, Acura has taken an already sound car and made it better. With prices ranging from $35,605-$45,085, the TL remains an excellent value for the money. We’re happy that Acura continues to nod to enthusiasts by offering this car with a manual transmission. It’s an excellent choice for management, executives, and/or enthusiasts who want something luxurious and engaging but don’t want to drop a significantly larger amount of money on a BMW 5-Series.

 

[TSX69]

MontrealGazette

RoadTest: 2012 Acura TL
Acura takes the edgy shape of the previous model and smooths out the awkwardness for 2012

The previous Acura TL might have been the bestkept secret in the performance luxury segment. Not because Acura doesn't build top quality machines, and not because the previous car wasn't a true performer. On the contrary, the previous TL had luxury and performance to spare. What it didn't have was a cohesive design that motivated buyers to try the TL over cars such as the BMW 5 Series, Infiniti M or Audi A6. For 2012, Acura has made some minor adjustments to the TL in terms of improved drivability and kept the majority of the tweaking to the exterior. In my original review of the 2009 TL, I advised, "Build a great car that is ugly and it might never get the respect it deserves." And so, refreshing the new TL's outside was job No. 1.

THE SKIN

Looking back on that 2009 review, I might have been a bit harsh because time has passed and the controversial exterior of the TL has grow to be part of the automotive fabric. The sharp edges and angles still stand out, but there are elements of the previous design that did have merit.

With this 2012 model, Acura takes the edgy shape of the previous car and smooths out the awkwardness. The front grille is smaller and in keeping with the Acura TSX design; the lower front air vents and bumper have been raised to produce a happier face; and the same is true for the rear, with a shorter bumper and smaller trim accents along the trunk, mimicking the smaller front grille. The shape is the same overall, but the TL doesn't assault your senses as did the previous model - it might actually get more buyers into the showroom.

THE COCKPIT

There are 5 different TL trim levels to choose from, including the base FWD model, the front-wheel-drive Tech package that includes navigation, and 3 all-wheel drive models ranging from the base trim to the Tech package and the Elite package, pictured here. The interior of the Elite model is a showcase of just how well Acura builds cars. The interior feels tight as a drum, with no rattles. Even over bumpy roads the cabin is a sophisticated and comfortable place to spend time. The dash is close to the driver, making it a true cockpit, and the seats convey the sporty nature of this car. One area of criticism is that the centre console is still cluttered with too many buttons and isn't initially intuitive. After a while the driver adapts, but there are better designs on the market.

THE RIDE

Acura has included, for the 1st time, a 6-speed automatic in the TL model with good results. The shifts are very quick when using the paddle shifters and equally as crisp and impressive in the sport mode. This addition isn't just for performance; the new front-wheel drive TL gets a 20% improvement in fuel economy, and an 18% bump in the all-wheel drive models. The 2 engines are carried over with little change. The front-wheeldrive trim levels get a 280-hp 3.5-litre V6, while the all-wheel drive models continue with the larger 3.7-litre engine and its 305 hp.

The Super Handling AWD system featured in the TL isn't just about foul weather grip but also dry weather control. With the ability to shift torque from wheel to wheel, the all-wheeldrive system helps the car navigate through any corner with ease. If you are in the market for a TL, do yourself a favour and get the all-wheel drive.

THE GOOD, THE BAD

Good: Better styling, luxurious interior and 1st-class quality.

Bad: The centre console is still a bit too cluttered.

ZACK'S VERDICT

After a week with the TL AWD model, I remember just how exciting this car is to drive. The improvements to the drivetrain are limited, but Acura knows they have a great handling, performance sedan. Every time I got in or out of the TL, the No. 1 thing that crossed my mind was quality. The way this car is put together is 2nd to none; it feels like it is carved from 1 solid piece of granite with no hints of flex or rattles. With a starting price of $39,490 and standard equipment like heated leather seats, premium audio, Bluetooth, USB connectivity and 10-way power driver's seat, the TL is well equipped.

The Super Handling AWD models start at just over $43,000 and top out at just under $49,000.

The reality is that the TL is a great value in the luxury, performance sedan market, yet it has the on-road chops to take on all comers.

With improved styling and vault-like build quality this TL should start to get the respect it deserves.

THE LOWDOWN

Power: 3.5-litre V6 with 280hp or 3.7-litre V6 with 305hp Fill-up: 10.4L/6.8L/100km (city/ highway)

Backup: 5-year/100,000km

Sticker price: $39,490-$48,990

zack@motormouth.ca​

 

[TSX69]

AutoBlog

Acura's Best Is Still Tough to Beat

Engine:
3.7L V6
Power:
305 HP / 273 LB-FT
Transmission:
6-Speed Manual
0-60 Time:
5.5 Seconds
Drivetrain:
All-Wheel Drive
Curb Weight:
3,962 LBS
Seating:
2+3
Cargo:
12.5 CU-FT
MPG:
17 City / 25 HWY
MSRP:
$42,885 as tested

AOL Autos Best Deal Price:
$35,637 ?​

Acura has been a bit of an enigma of late. Honda's premium marque has endured its share of struggles, with new entries like the ZDX and more established models like the RL falling short of buyers' expectations. Even the mighty TL, which has been Acura's top-selling sedan for years, has seen better days.

At the height of its popularity in 2005, Acura moved 78,218 copies of its mainstream luxury sled, putting the TL behind only the BMW 3 Series and Lexus ES in luxury car sales. But then two things happened to turn the TL's world upside-down. 1st, vehicle sales took a dive beginning in the 2nd half of 2008, and at the same time, Acura unveiled a newly styled TL that stoked more controversy than conquests.

To steer its bread-and-butter mid-sizer back on the right course, Acura designers nipped and tucked the TL this year to quell some of the car's disagreeable design decisions, while engineers worked to improve its already excellent driving dynamics. Has it worked? We've taken the reins of a well-equipped 2012 TL SH-AWD to see if Acura's cash cow is ready for another shot at Lexus and BMW.

Our Forged Silver Metallic TL tester came equipped with Acura's Super-Handling All-Wheel Drive and six-speed manual gearbox. Every Acura comes equipped with a veritable treasure trove of standard equipment, including a power moonroof, Xenon headamps, heated front seats, leather, automatic climate control and Bluetooth. Our tester also featured the Technology Package, which adds perforated Milano premium leather, a rearview camera, navigation with real-time traffic and weather and an ELS Surround Sound system designed to rock your world. Or your Enya. Whatever you're into...

That's a lot of kit for $42,885, but to persuade luxury car buyers to experience the TL, the exterior needed a bit of work. When looking at the TL from 50 feet away, it's difficult to discern where Acura designers have made improvements, but somehow, the TL looks more agreeable than last year's model. Gone is the awkward front fascia that gave the TL its vertical appearance. In its stead is a softer, gentler face that swaps a sharp, toothy grille in favor of a less blunt beak. The front bumper has also been revised, along with the headlight design and fog lamp setup. As a result, the 2012 TL appears lower and wider, even though the sedan is almost dimensionally identical to the 2011 model.

The updated TL's cabin looks nearly the same as the 2011. That's not necessarily a bad thing, since the TL's confines already sported a cockpit-like architecture and plenty of richly textured, soft touch materials. And the best provisions of all are, of course, reserved for the steering wheel and shift knob, where the hands spend the most time.

We're also fans of the TL's well-bolstered front seats. These leather-laden thrones kept our butts planted during aggressive driving, while also coddling at cruising speeds on Michigan's highways and bi-ways. Like the last TL, this model continues to feature plenty of room for passengers, with 42.5 inches of front leg room and 36.2 inches for back seat occupants. Trunk space continues to be a problem, though, as the 12.5 cubic feet of storage space in our all-wheel-drive tester (front-drive models eke out 13.1 cubes) is among the worst in this class. At 1 point, we were stunned to find that the trunk of the TL couldn't swallow a small cooler, a moderately sized suitcase and a handbag filled with beach accessories. Then again, there's always the Acura TSX Sport Wagon for an enlarged family of four.

Acura claims to have done extensive engineering work to make the cabin of the TL quieter, and our muted week with this Acura proves their efforts weren't in vein. But while interior din has been curbed, the din of switchgear has not. The TL continues to employ a multitude of knobs and buttons on the center stack and steering wheel. We're not sure we'd ever be able to intuitively adjust the temperature or change the radio station without taking our eyes off the road. Another issue is Acura's continued use of a navigation joystick instead of a touchscreen setup. On several occasions, we inadvertently hit the protruding, oddly placed joystick when shifting from second to third, altering the nav screen.

The TL comes with 1 of 2 V6 powertrains, starting with a base 3.5-liter engine good for 280 horsepower and 254 pound-feet of torque. The SH-AWD-equipped TL boasts a larger 3.7-liter with 305 horsepower and 273 lb-ft of twist.

You won't find direct injection or a turbocharger in the lineup, but you will experience one sweet-sounding growl once the push-button start is pressed. It's almost too bad that Acura has opted to spend money to reduce the intrusion of outside noise. Now we have to roll down the windows to hear more of this melodic powertrain.

Some would say that the 280-hp 3.5-liter V6 engine is more than powerful enough for the vast majority of luxury car owners. No arguments here, but to check off the box for a precise, short-throw 6-speed manual, buyers will have to opt for the 3.7, making it the enthusiast engine of choice. The trot to 60 takes about 5.5 seconds, thanks in part to Acura's amazing all-wheel drive system. The SH-AWD system provides full-time, four-wheel traction that can route 70% of the available torque to the rear wheels and up to 100% of the rear-wheel twist can be directed to the left or right wheel for optimal cornering. Hammer the throttle from a dead stop, and the Michelin P245/45 R18 96V high-performance all-seasons will struggle to make a sound. All that power goes straight to the pavement... and that makes us happy.

The TL has always been a sure handler, and that doesn't change with this updated model. The front suspension consists of an independent double-wishbone with coil springs and stabilizer bar, and the rear setup is a multi-link affair with coil springs and a stabilizer bar. This setup, when coupled with all-wheel drive, results in prodigious grip and plenty of feel through your posterior.

Conversely, to help improve fuel economy, Acura has turned to an electronic power steering setup. The result is a wheel that feels a bit vague, often giving more power assist than is necessary. Speaking of economy, the Environmental Protection Agency contends that the AWD-equipped 2012 TL averages 26 miles per gallon on the highway and 18 mpg in the city. Our time with the TL didn't quite live up to those numbers, with a combined 19.7 mpg in mixed driving. We can live with that figure, though, considering the workout our TL put up with.

After a week with the refreshed TL SH-AWD, it's obvious that Acura has taken measures to fix what was broken without hurting what already worked. Could the mid-cycle refresh have gone farther to make the TL a bit more attractive? Sure. Could the interior have benefited from a few more changes? Maybe. Is the sharp-handling chassis and silky smooth powertrain still among the best in the class? Absolutely.

In aggregate, Acura started with a very competent luxury sport sedan and, over the last year, made it more attractive, improved its efficiency and increased its driving dynamics. That may not be enough of an overhaul to bring sales of the TL back to 2005 levels, but the improvements should be significant enough to keep this Honda on your shopping list.

 

[TSX69]

Consumer Reports

Upscale Sedans: No Losers Here

You can look at upscale sedans in one of two ways: as luxury cars at a great price or overpriced family sedans. Retailing in the mid-$30,000 to low-$40,000 range, they're generally comfortable, quiet, and reasonably luxurious and offer a lot of amenities, including many of the latest safety systems, for a sticker price that doesn't rival that of a small house. But if you can give up a few extras and perhaps a bit of interior room, some higher-trim family sedans—such as the V6-powered Honda Accord and Nissan Altima—deliver similar performance and refinement but cost about $10,000 less.

For this issue, we tested the Hyundai Genesis, Toyota Avalon, Acura TL, and Chrysler 300 (all available to subscribers). All have recently been upgraded and rank among the best upscale sedans.

The Genesis has topped our Ratings (available to subscribers) in this category since the February 2009 issue (available to subscribers), when the 6-cylinder version first edged out the Lexus ES 350. The Genesis received a mild freshening for 2012, giving it a softer, more comfortable ride; a stronger direct-injected V6; and a more fuel-efficient 8-speed automatic transmission, which improved gas mileage by 1 mpg. Overall, the car's performance is similar to that of last year's model, and its test score remains an excellent 92.

The Avalon has always excelled as a roomy, smooth-riding cruiser. It provides a punchy powertrain and secure handling, but no 1 will confuse the Avalon with a sports sedan. For 2011, it received a plusher interior with an improved control layout and better fit and finish.

Like the Genesis, the TL received a new automatic transmission for 2012 (a 6-speed), which improved its overall fuel economy by 1 mpg. Its 24 mpg is now the best in this class. The TL doesn't stand out in any one area, but it is a solid car with brisk acceleration, a polished powertrain, and a mostly pleasant ride and handling. It's also the only model in the class besides the Lexus that has achieved an excellent predicted-reliability rating.

Revamped for 2011, the 300 is the best Chrysler car we've seen in decades, jumping to an overall test score of 80 from a mediocre 64 of the previous model. The 300C's quick, muscular 5.7-liter V8 engine is now complemented by responsive handling and a more comfortable ride. And thanks to a major upgrade, its roomy interior is now quieter and more luxurious. The main drawback of our V8-powered 300 is its 18-mpg fuel economy, which is the lowest in a category dominated by smaller V6 engines. The 300's corporate sister, the Dodge Charger, got 21 mpg when we tested it with a V6.

The as-tested prices for this group range from the TL's $36,465 to the 300C's $44,730. All of the models here are recommended except the revamped Chrysler 300, for which we don't have reliability data.

 

[TSX69]

Wsj

Acura TL: Good Grille & Better Car Behind It

Not since Saint Lawrence has anybody suffered over a grille like Acura. The stylistic dithering over those few inches of molded plastic on the nose of the cars—the grille's too big, it's too shiny, it looks too much like the buck teeth of a Pleistocene tree sloth—just never seems to end. In 2009, the company unveiled yet another redesign of the corporate face on the entry-luxury 4-door TL sedan and, well, it was not warmly received.

I imagine the stylists at Honda/Acura studios in Southern California sauntering from those early clinics—not wanting to be seen running—toward their easels to fix the TL's grille, which rapidly became the car guy's Rorschach: It's a robot chastity belt, a can opener for an oil drum, Fran in search of his Ollie.

With the 2012 edition of the TL, Acura designers have performed another rhinoplasty. The grille is smaller and more proportional now—the shiny part doesn't extend into the hood surfacing—and the front bumper clip is smaller and better detailed, with a crisp horizontal light line where once an acre of resin bulged at the corners. The headlights are narrower, as well, and the lower bumper-clip openings (for fog lights, signals and air intakes) more finely executed.

The stylistic screws have been tightened at the back as well. The holistic result is a nicely technical, sophisticated look without the discordances of shiny stuff that made the previous design hard to take seriously.

As a technical aside: The TL's hood is a "trapped design," meaning it is surrounded by sheet metal on all 4 sides, rather than closing like a clam shell over a lip. Achieving close and even tolerances at the hood's shut lines is hugely challenging in a high-volume car, so well done to the kids in Maryville, Ohio, where the TL is built.

Designers, rest. Put down the hemlock and pick up the Chardonnay. Take the weekend. And come back on Monday, because there's still the small matter of the Acura RL's grille, which looks like it's receiving short-wave broadcasts from Moldavia.

Can we all now agree that styling was never the TL's problem in the 1st place?

This car is a victim of C.I., that is, "corporate image." As a brand, Acura is so lacking in emotion it's practically Vulcan. Yes, Acura went racing in the American Le Mans Series. Yes, Acura has a motorsports program in the World Challenge series. What's World Challenge? Exactly.

And that's why the best possible news for Acura this year comes out of Hollywood. Acura has bought some spectacular product placement in next year's comic-book flick "The Avengers," with "Iron Man" Tony Stark ditching his Audi R8 Spyder for an Acura supercar concept. Acura also had a big buy-in with this year's movie "Thor," positioning itself as the official vehicle of S.H.I.E.L.D.

Of course it's silly. It's marketing.

I don't want to presume too much here, but I have a passing acquaintance with Honda/Acura's executive leadership. Acura is a relatively small, frugal division of a very big and frugal company; for these folks to ink a mega-deal like this signals something very big has happened behind closed doors. Good.

It all comes back to design. The TL's formerly radical styling, to say nothing of the wild ZDX crossover-sedan design, had to walk out on the thin ice of Acura's own brand perceptions; consumers and critics found it implausible that Acura would offer expressive, design-forward cars, since nothing about the brand seemed cool or avant-garde. Tony Stark can fix that.

2012 Acura TL With SH-AWD

Base price: $40,015
Price as tested: $45,790
Powertrain: Naturally aspirated 3.7-liter DOHC V6 with variable valve timing and lift; 6-speed automatic transmission with manual-shift mode; full-time all-wheel drive
Horsepower/torque: 305 hp at 6,300 rpm/273 pound-feet at 5,000 rpm
Length/weight: 194.0 inches/3,858 pounds
Wheelbase: 109.3 inches
0-60 mph: <6.3 seconds
EPA fuel economy: 18/26 mpg, city/highway
Cargo capacity: 12.5 cubic feet​

A hard go at a country road in the new TL reveals what an injustice has been done. This is a fine piece of driving machinery. Our test car was the TL with SH-AWD ("super-handling all-wheel drive," 1 of my favorite overblown Japanese brand phrases) equipped with the 3.7-liter V6 and new-for-2012 6-speed automatic (previously a 5-speed). Taut and composed, with nicely weighted and direct steering feel (electric power assist), the TL absolutely hustles through the corners with very little body lean. Hit a bump midcorner and the suspension (wishbones up front and multilink in back) dissipates it nicely, and the TL regains its cornering posture with little oscillation.

The new automatic gearbox will also blip the throttle on downshifts (in manual mode), reducing shift shock that can unsettle the car in hard cornering.

The signature piece in this car is the all-wheel-drive system, which can shunt most of the engine torque to the rear wheels as necessary and will direct more torque to the outside rear wheel in a corner to help null out understeer. Considering this is essentially a front-wheel-drive car, with most of the weight on the front wheels, the TL has superb cornering balance, particularly as you lay on more throttle.

Incidentally, Acura's SH-AWD also makes the RDX the best-handling compact crossover out there, at least until the Porsche Cajun is ready.

The TL's powerplant options are unchanged from 2011. The base model (front-drive only) gets a 3.5-liter V6 rated at 280 horsepower and 254 pound-feet of torque; the 3.7-liter engine puts out a lusty, high-revving 305 hp at 6,300 rpm and 273 pound-feet at 5,000 rpm (both get slightly better fuel economy for 2012). The big 6 sounds great and has an ornery vitality that makes the car really fun to drive.

In most other respects, the TL is a carry-over. The interior is nearly the same as before, with a conventional, though nicely detailed, twin-scallop dash design meeting in a center stack loaded with buttons. I appreciate that Acura retained the manual handbrake lever and the company's smallish, sporty steering wheel. I also like the red Start button and the ease of keyless-go. Additionally, Honda/Acura's Bluetooth interface—the synching up of devices—is probably the most intuitive out there. This year there's a nice big "Phone" button.

And, as always, Acura packages a lot of gear into its cars for the money. Our test car, with technology package including the superb audio system, printed out at $45,790.

Can "Iron Man" save Acura? It's a crowded marketplace, and the company's messaging has a long way to go. Still, as the TL proves, Acura is worth saving.