As we pointed out in our first drive of the all-new TLX, Acura has gone a long way towards revitalizing its sedan lineup with this replacement for the TL and TSX, so I was looking forward to having one to try out for a full week. The TLX model I had for the week came with a 2.4-liter, 206-horsepower i-VTEC inline-4 with 8-speed Dual Clutch Transmission with torque converter and Precision All-Wheel Steer (P-AWS). The TLX is also available with 3.5-liter, 290-horsepower i-VTEC V-6 with 9-speed automatic transmission and P-AWS, and with this version, you can get all-wheel drive as well.

Exterior

You’ll immediately notice Acura’s signature Jewel Eye LED headlights on the TLX. This new look has upgraded the styling across the Acura lineup and looks fantastic on the TLX. The overall design is sporty but classy, and compared to the 2014 TL the 2015 TLX is 3.7-inches shorter in overall length while maintaining the same wheelbase. As you can see from the photos, the TLX design looks great from every angle, and I loved the look of our Crystal Black test model.

Interior

The interior is stylish and comfortable giving consumers exactly what they would expect for a luxury sport sedan. Our model featured the TECH package with a navigation system that featured voice recognition controls and a multi-view rear camera. Other notable upgrades included perforated leather trim seats, a premium audio system with ten speakers that produced excellent sound, blind spot information, forward collision warning, lane keeping assist system and a rear cross traffic monitor. Also, if you’re an iPhone user like me, all TLX models come equipped with Siri Eyes Free technology that lets the driver access the features of Siri using familiar voice commands.

Performance

I wasn’t surprised that the TLX was fun to drive and I hated letting it go after a week. We had some bad weather, but the TLX performed well in all conditions. The 2.4-liter engine produced solid power and responsiveness but I’m sure I would go with the 3.5 liter V-6 if given the choice. I would recommend test driving both to see which suits you better and definitely try the Sport and Sport+ modes to see how you can push this vehicle. The handling was also excellent and the ride was firm yet very comfortable. This is the kind of vehicle that practically everyone will enjoy, which is what you expect from this segment.

Overview

The entry-level luxury sport sedan segment is very competitive and consumers will find many great options to choose from as all the automakers are upping their game. With the new TLX, Acura has a worthy competitor for this market. The vehicle we tested comes with a price of $35,920 including delivery fees, which offers a great value for this luxury model. We definitely recommend checking this one out.

It has been a long time, more than a decade, since you could put “Acura” and “fun to drive” in the same sentence. But the Japanese automaker unleashed its engineers and let them create a car that is indeed a watershed.

The 2015 Acura TLX replaces the Acura TSX and TL. Neither midsize sedan could be called a rousing success. Worse, the TL grew to be almost as big as Acura’s flagship RL sedan, throwing the automaker’s lineup out of whack.

The premium and luxury car markets used to be mannerly, almost sedate, but not anymore. Though it was the first Asian luxury brand in the U.S. market, Acura got left at the gate by Infiniti and Lexus. Now, Mercedes-Benz and BMW have risen to their challenge, and from Acura’s standpoint, there is a resurgent Audi and a rejuvenated Cadillac too compete with as well.

In short, you’ve got to have a great product to even call yourself a premium or luxury brand these days. It seems that Acura’s head honchos have gotten that message and allowed some of the best engineers around to develop the all new TLX. The midsize luxury sedan’s overall length has been shortened from the old TL, but the wheelbase length remained. That means the back seats of the TLX are spacious, comfortable and can carry two full-sized adults with no problem. But the real story here is under the TLX’s hood.

First, there’s a 2015 Acura TLX with a 2.4-liter four cylinder engine with an eight-speed dual clutch transmission and P-AWS. This engine makes 206 horsepower and 182 pound-feet of torque. There’s also a TLX with a 3.5-liter V6 that makes 290 horsepower and 267 pound-feet of torque. It’s mated to a nine-speed automatic. The model comes with either P-AWS or Acura’s SH-AWD.

This is where the fun starts. Both engines are normally aspirated. In other words, neither is equipped with a blower. Acura uses gearing to get the most horsepower out of both powerplants. A blower of any type produces more horsepower, but it also burns more fuel than a normally aspirated engine. Thus, the normally aspirated 2.4-liter engine gets 24 mpg in the city, 35 mpg on the highway and 28 mpg combined. The non-blown V6 with two-wheel-drive gets 21 mpg in the city, 34 mpg on the highway and 25 mpg combined, while the all-wheel-drive version gets 21 mpg in the city, 31, mpg in the city and 25 mpg combined.

We think more fun comes with Acura’s P-AWS system. It stands for Precision All-Wheel Steer. In other words, the back wheels turn slightly in the same direction or in the opposite direction as the front wheels turn depending on speed. During emergency braking, they will also pinch inwards. This system gives the TLX similar driving attributes as rear-wheel-drive luxury sport sedans. Traveling on the twisting, turning state highways in Northern Michigan, we had the six-cylinder with P-AWS. It was like a fly caught on flypaper the way the car stuck to the road under aggressive driving. It took extreme speed in the curves to get the tires to squeal. It was fun to drive.

Acura’s SH-AWD system is available only on the V6 TLX. It is what Acura calls “super handling all-wheel-drive.” In a nutshell, not only will the system send torque fore or aft as needed, but it will all also send it from the left to right wheels.

Yes, luxury is about design, engineering and technology. But where it is conveyed most is in the interior. The TLX’s interior looked good and it felt good. It had a soft touch, a one-piece instrument panel upper cover and alloy with wood grain trim along with leather seat trim. In a phrase, the interior of the TLX matched its stylish exterior. Plus, it featured all the bells and whistles: heated front seats, Bluetooth, voice command, a smart key, a navigation system with touch screen, satellite radio and a 455-watt, 10-speaker audio system.

There was more optional equipment, but the absence of a gear shift lever on the column or in the center console was most intriguing. The Acura TLX has digital buttons on the center console to shift the gears, or what Acura calls an electronic gear selector. It takes a while to get used to, but it was easily learned.

The 2015 TLX qualifies as an entry-level luxury sports sedan. Its styling is smart, its interior sumptuous, handling was sports-car like, power was ample, driving was fun and the car was comfortable. The 2.4-liter four-cylinder starts at $30,995 and the 3.5 cylinder V6 starts at $35,220.

Acura practically invented the segment for luxury CUVs with three rows with the introduction of the first MDX in 2001, and now Acura is introducing the third generation of this vehicle with the 2014 model year with significant upgrades over the previous model. The market for 7-passenger luxury CUVs in now crowded with very healthy competition from other luxury brands, but Acura will remain very competitive with this all-new MDX. I had the opportunity to drive the new model and I came away very impressed.

Exterior

The changes to the exterior design of the MDX aren’t dramatic, as Acura sticks with its wedge-shaped grille for the front end, but the Jewel Eye LED headlights give the vehicle a much more modern look and feel as you can see from the photos above. The new headlights also provide superior road light and visibility as well. Acura slightly altered the size of vehicle, making it slightly narrower and longer. The new MDX is two inches longer with a 2.8-inch longer wheelbase which helps to enhance ride quality. Meanwhile, the vehicle width was reduced by 1.3 inches. The frontal area of the vehicle is also 2-percent smaller which helped to provide for greater aerodynamic efficiency. While the vehicle looks more modern with a number of refinements to the design, it retains the sporty essence that makes it an attractive option in this segment.

Interior

Acura strived to make significant improvements to the interior of the MDX with the goal of creating “synergy between man and machine.” The result was a very luxurious and practical driving experience that will appeal to buyers in this segment. The overall feel is modern and sophisticated and I experienced a very comfortable drive that will meet the expectations of the target market.

I particularly liked the improvements to the center stack. The center console storage area is large and well thought out with a handy slot for mobile phone storage. The sliding lid above the storage area and below the leather-trimmed top is equipped with rubber strips which prevents items like phones from sliding around.

Another feature that stood out for me was the turn-by-turn navigation feature in the main dashboard which compliments the main navigation system in the center stack, letting drivers see instructions in their direct line of site without needing to turn their heads to the main display panel in the center stack. The MDX also features a new 7-inch color On Demand Multi-Use Display touchscreen with haptic feedback which helped to reduce the number of hard buttons in the center stack from 41 to 9.

For the third row seats, Acura wanted to make it easier to get in and out, so they added a very convenient “one push” button in two different places for second row seats. With the longer wheelbase, the new MDX now has 4.5-inch wider foot entry point for third-row passengers along with a 1.8-inch lower floor height for easier step-in. With the new
Extended Slide second-row seats the process of getting into the third row is now much easier.

Performance

The new MDX is powered by a direct-injected 3.5-liter 24-valve V-6 engine, generating 290 horsepower at 6,200 rpm; 267 lb-ft at 4,500 rpm and 267 lb.-ft. of peak torque. The aluminumV-6 engine is paired with a reengineered 6-speed automatic transmission that provides reduced friction and smoother gear changes. I drove the all-wheel drive model and was very impressed with the responsiveness and acceleration. I’m partial to vehicles that offer different driving modes so I was happy to see that the MDX offers Sport, Normal and Comfort modes. You can really have fun with the Sport mode option and the paddle shifters, and when you’re stuck in slower traffic you can save more fuel with the Comfort mode. Speaking of fuel, the 2014 MDX also achieves best-in-class fuel economy with 18/27/21 MPG city/highway/combined for the AWD package.

Overview

The MDX is a family-friendly vehicle that also meets the expectations of luxury buyers. It’s a beautiful vehicle, inside and out, and it’s loaded with all the luxuries and amenities you’d expect from today’s luxury vehicles. Buyers with families will also appreciate all of the safety features as well. Prices range from roughly $42,290 for the base 2-wheel drive model to $56,505 range for the fully loaded SH-AWD model. If you’re in the market for a luxury CUV the MDX should be on your list.

He kept taunting me from the rearview mirror, daring me to bury the needle even further, to more aggressively attack the relentless twists and turns ahead of me, to see just how far I could push this beast of a car I was driving. The motorcycle driver behind me had an advantage, of course, being able to take the hairpin curves of the road at a higher speed than I could, and he also seemed to know the area intimately, weaving his way around each bend in the road with confidence, no matter how severe, as if he knew each was coming miles ahead of time. I too had an advantage, however, specifically the 310-HP V6 engine under the hood of the all-new 2014 Acura RLX I was driving through a winding road in Napa Valley. The biker may have had the upper hand on the curves, but I owned the rest of the road. He’d inch closer when I slowed down ahead of a particularly sharp corner, but the RLX left him in the dust when the road opened up ahead of us again, effortlessly accelerating as I watched the biker shrink in my mirror. Unfortunately, the RLX handled the curves on our route much better than my wife’s stomach did, so I wisely chose marital peace with my white-knuckled passenger over my inflated ego and eventually let the biker pass. But he knew. And I knew he knew.

PERFORMANCE

Clearly, Acura’s new luxury sedan is a blast to drive, which is why they invited us out to Solage Calistoga in Napa Valley to drive the RLX. The twists and turns in the surrounding roads were the perfect setting to test the limits of this direct-injection 3.5L V6 sedan, whose Precision All-Wheel Steer (P-AWS) system offered instantaneous and precise control through even the tightest of corners during our test drive. While my wife would argue that I took the turns too fast, the precision the P-AWS system offers assured me that I was only scratching the surface. My biker friend got off easy!

During our time at Solage, Acura talked about the three pillars of their Smart Luxury approach, the first of which is sustainability. The four-door RLX drives and responds like a sports car, displaying impressive agility through the winding roads with instantaneous acceleration, particularly when Sport Mode is enabled. And yet, those 310 horses deliver class-leading economy with 24 combined MPG, including 31 MPG on the highway.

We also really enjoyed the Adaptive Cruise Control with Low-Speed Follow, which is easily activated from the steering wheel. As someone who relies on cruise control during long drives, I loved how easily this system works, and just how responsive it is. Just set the speed as you normally would with cruise control, then set your desired distance from the car in front of you. The RLX will then speed up and slow down based on how fast or slow the car in front of you is driving. If they come to a stop at a stop sign, you’ll stop too. But, as Acura warned us when we buckled up for our test drive, if that car rolls through the stop sign, you’ll roll right with them! Combined with the Lane Keeping Assist system, this Adaptive Cruise Control speaks to the second pillar in Acura’s Smart Luxury approach: Time is luxury.

INTERIOR

Acura aimed for customization, ease of use and intuitive controls with the RLX. Mission accomplished. Most notable is the debut of the next-generation AcuraLink connected car system, a cloud-based application that allows drivers to access information like near real-time surface street traffic information and media feeds from sources like Twitter and Facebook while providing a Pandora interface, Bluetooth connectivity, text-to-voice SMS texting and much more, all without taking your eyes off the road or even picking up your phone. The RLX also comes standard with a beautiful seven-inch On-Demand Multi-Use Display with audible and tactile feedback, and audiophiles will want to upgrade to the Acura/ELS Studio Premium Audio System, a 14-speaker marvel that was developed with the help of Grammy winning producer and engineer Elliot Scheiner. This system must be heard to be believed.

Gadgets and gizmos aside, the interior of the RLX exudes luxury, with its heated 12-way adjustable seats and the stitched leather on the steering wheel, console and instrument panel, which looked even more impressive all lit up at night. In fact, after our initial late-afternoon test drive, we hopped back into the RLX with a couple of our fellow testers and headed to nearby Cade Winery for an amazing dinner, and the panel was quite a sight. Additionally, the RLX boasts the most spacious five-passenger seating in its class, which our backseat passengers most definitely appreciated on our way to dinner that night.

EXTERIOR

The RLX is quite an impressive piece of machinery, inside and out, with a look that will surely help it stand out in this crowded class. Most striking are the Jewel Eye headlights, a set of 10 LEDs stacked in two rows which give the RLX a distinctive appearance while providing improved brightness, distribution and down-the-road illumination on our drive to Cade Winery.

While the RLX doesn’t necessarily break any new design ground, it clearly is an improvement over its predecessor, the RL. Most impressive is the RLX’s ability to appeal to those looking for the room of a full-sized sedan while still maintaining the look and feel of a mid-sized sedan with its wide, athletic stance that just begs you to see what’s under the hood.

CONCLUSION

The final pillar of Acura’s Smart Luxury approach is value, and with a base of around $48,000, the RLX has an advantage over competitors like the Lexus GS, Mercedes-Benz E-Class, BMW 5 Series and Audi A6. Those are some heavy hitters, to be sure, but with the RLX representing improvement by leaps and bounds over the RL, and with a truly impressive set of features that enhances the driving experience, Acura is ready to do some heavy hitting of its own with its new flagship sedan.

Acura unveiled an updated version of their NSX Concept at the Detroit Auto Show that they first showed off last year. As you can see from the photo above, this supercar is going to get some serious attention when it goes into production for 2014. See more photos of this gorgeous vehicle here, and you can read about the interior features added to the NSX Concept 2.0 here.

At first glance the new Acura RDX may not seem entirely new, but underneath the revised sheet metal lies an entirely new car. Not only is it new, but it has been reconfigured for the customers that actually bought the original one. The first RDX was meant for young, aggressive A-type personalities, but this one is meant for the aging boomers that actually bought the car. However, that doesn’t mean that this car is any worse for it.

Refined Looks

To attract the young go-getters, the first-gen RDX was chiseled and sharp. But older professionals aren’t known for their edgy styling and forward thinking outfits. Because of this, the new RDX has been softened all around. Gone are the chiseled shoulder lines and aggressive taillight treatments, and in their places are rounder, friendlier items. The result is a more refined, professional image that fits this compact CUV nicely. It no longer looks like it’s trying too hard to act tough.

The story stays the same in the interior. Material quality is the same as before, but the interior design has benefitted from a mellowing out. It also comes very well equipped at any trim package, but navigation is not standard. The upgrade is well worth it for the ESL stereo system though. Even if grandpa isn’t going to be blasting dubstep while out on errands, he will appreciate the low range punch and high range clarity of the upgraded system.

New Powerplant for a New Personality

The original RDX, to fit their target market, was a jittery mess. Its turbo four and SH-AWD system combined to make the car eager to chase apexes, but never settled down and enjoyed the ride. With a new motor, drivetrain, chassis and suspension, the RDX has been taken off Ritalin and finally learned to calm down. The major change is the switch to a V6 instead of the old turbo 4. This 3.5L unit delivers more power (273hp) but is smoother and more relaxing than the frantic old mill. The 6-speed transmission has also been revised to prioritize smoothness over quickness.

Refined Ride

Chassis dynamics have also been changed to deliver a more calming driving experience. The wider chassis calms down the CUV in lane change maneuvers, and the double valves dampers deliver a responsive ride that is also smooth when the road gets rough.

Also, the AWD system has been changed from the dynamic SH-AWD system into a traditional one. The SH-AWD had the ability to transfer torque to any wheel to aid handling, but only kicked in when you were hammering it. If you weren’t, the system caused the car to be less composed in mid-speed maneuvers as the system often exaggerated your inputs. The new, traditional AWD system is a much better fit since it does not try to launch you into a tree. Finally, steering feel is lacking to say the least, but is not a large concern since the CUV’s personality doesn’t goad you into really pushing it.

Verdict

The new RDX is a perfect fit for the customers of the car. The previous gen’s quirks were great fun, but became bothersome on a day-to-day basis. This new version addresses those characteristics and provides a better driving experience because of them. It may not look all that new, but it certainly drives like it.

Small Acuras have always held a special place in the automotive pantheon. Small, nimble and always ready to be wrung out, they delivered a premium driving experience without the premium cost. The Integra and RSX were thesis statements for what the Acura brand stood for: technologically advanced, fun to drive, and a great value for the money. The new ILX is the newest small Acura, and although not a true successor, it looks like it will continue Acura’s brand mission.

Exterior

The ILX shares a platform with the Civic, like the Integra and RSX did, but it does not look as differentiated as its predecessors. Acura took great pains to change the look though. The windshield was brought forward and raked farther back; the nose of the car has less overhang; and scalloped sides were added, not to mention the premium touches added such as the headlights, taillights, and metallic surrounds around the windows.

But although it looks completely different than its platform mate, it’s just not distinctive enough for a near premium car. The Integra and RSX could be spotted from across a parking lot because of their distinctive look; looks that drew in a generation of car enthusiasts. The ILX does not – it is attractive, but not in a way that will tug at the heartstrings.

Interior

Acura spent a great deal of attention on the interior of the ILX to give it a premium feel over the Civic as well. Acura started out with the concept of a “cockpit” to make the driver feel connected and the passenger comfortable. To do this, Acura designers created two character lines on the dash on each side. The result, they believe, was to give it a sporty but mature character. Without hearing their motives behind the design, you may not notice it, but it can surely be felt while sitting in the car.

Fit of the interior is also top notch, but material quality falls flat. Some of the materials are soft touch, including the dash, but the buttons on the console and the plastic trim are brittle and harsh. Some of the detailing also falls short. For example, Acura saw fit to give the ILX the connectivity system a TFT screen, but didn’t see fit to upgrade the graphics from something seen on the N64. The interface works well, but its design is straight out of much older cars.

Performance

The ILX comes in three trims: Base, Sport and Hybrid. The base is motivated by a 2.0L 4cyl with 150 hp, the sport with a 2.4l 4-cyl with 200hp, and the hybrid with Honda’s IMA hybrid system with a 1.5L 4-cyl with 130 hp.

The engines may be familiar to Civic owners (they are offered in that car as well), but many subtle changes were added to give the motors a more luxurious feel. All the engines get a harmonic balancer for smoother operation. Programming for the throttle and shift times were revised, and more sound dampening was put around the engine bay to filter out harsh noises. Acura must be taken at their word about this because no dramatic differences were noticeable. Luckily, the engines are already silky smooth to begin with.

If you’re an enthusiast, get the sport model. With its engine out of a Civic Si, it delivers proper go for the car. Also, it only comes in a 6-speed manual. The throws have been revised but what hasn’t changed is its excellent feel. Crisp, responsive, and gloriously precise, it is this shifter that harkens back to those old small Acuras.

Handling

On the handling side, the ILX gets unique wheels and dampers that have two damping valves to be better suited for spirited driving while retaining comfort. The steering rack has also been quickened. Acura has also fitted the ILX with the Advanced VSA system, which imperceptibly adds steering angle to keep the car in line in the corners. The ILX rides well, but lacks any feedback from the wheel. The new dampers deliver on Acura’s promise of a sporty, comfortable ride, but road noises are still transmitted to the cabin too frequently for a near premium car.

Overview

The ghosts of Acura’s past haunt the ILX. Acura claims that this car is not a succesor to the Integra and RSX, and that shows. The ILX is more mature than either the Integra or RSX, but because those cars were so good, you can’t shake missing the driving dynamics of the Integra or the interior of the RSX. However, when holding that shifter, the spirits of those two cars come out and you get the feeling that there is a truly great little car in there, but it is held back by compromises. And with so many great cars competing indirectly, or soon to be directly, to the ILX, competent may not be good enough.

The ILX is a mature step up from midsize and compact cars from mass-market brands, but how much the Acura badge is worth is the real question as this car goes on sale. The ILX will find its way into many garages, but probably not into their owners’ hearts.