When Acura unveiled the new TSX last year, it was the second model after the RL to get the controversial shield grille, and in the interim we've seen the new proboscis affixed to the rest of the automaker's lineup, from the MDX to the all-new ZDX crossover. Although the new nose has endured its fair share of criticism, a quick glimpse at Acura sales shows the buying public isn't as adverse to the rhinoplasty and, prior to the late 2008 economic collapse, TSX sales have grown over the prior year. Since then, the drop-off has been consistent with the market, and for the first time in years, people are actually talking about Acura styling rather than being wholly unaware of its existence.
Aside from The Shield, the only visual changes on the V6 model are the rear deck-lid badge, an 18-inch wheel package and a slightly larger lower air intake under the front bumper to help cool the larger engine.
The interior carries over from the standard four-cylinder model, which, regardless of what you think of the outside, is largely a good thing. The TSX has the same great seats found in other Hondas and Acuras, making up for the lack of adjustments with plenty of lateral and leg support.
The dashboard is well laid out with independent controls in the center cluster for the audio and navigation system. Acura's control knob system was definitely superior to BMW's iDrive and Audi's MMI when it debuted several years ago. However, the user interface is starting to get long in the tooth both visually and functionally. Newer designs from Ford, BMW and Audi have higher resolution screens and easier to navigate menu structures, but it still serves the purpose and serves it well.
While four-pot variant is available with a six-speed manual gearbox, the six-cylinder model only comes with an automatic. Unlike the Buick LaCrosse, whose lever is too low and too far back, the shift lever is well forward on the console in the same position as the manual unit and falls easily to hand. For those who still want to manage their own ratios, Acura has fitted wheel-mounted paddles with the appropriate left-down, right-up arrangement.
If there's one interior annoyance, it's the automatic locking mechanism. The doors of most contemporary cars either unlock when you put the car in park or when you pull the door handle. With the Acura (and Hondas, for that matter), only the driver's door unlocks, leaving the rest of the occupants to manually fumble with the door switches before extricating themselves.
The V6 in the TSX is the same 3.5-liter unit found in the base TL, meaning 280 horsepower and 254 pound-feet of torque are being channeled to the front wheels. Unsurprisingly, the 50 percent bump in torque is immediately noticeable. Unfortunately, the mantra that torque is good and more torque is better is largely targeted at rear-wheel-drive cars, or at least front drivers that know what to do with it. Sadly, the TSX doesn't seem to fit into that category. At the launch event for the TSX V6, Acura representatives identified the BMW 335i, Lexus IS350 and Audi A4 3.2 as the chief competitors for this new model. Leaving the rear-wheel-drive Bimmer and Lexus out of the mix, we've got to focus on the the A4 – although it's no longer available in the U.S. with a V6. It did, however, come equipped with standard quattro all-wheel drive last year. Which begs the question: Honda has a fantastic torque vectoring all-wheel drive system in every other model in its lineup, so why isn't it available on the TSX? This omission is truly unfortunate.
Put the TSX into Drive or Sport and the first thing that happens when you touch the gas pedal is a strong tug to the right on the steering wheel. On most surfaces, this is followed by a squeal from the front tires even with very moderate throttle application. While Acura has equipped the TSX V6 with a larger wheel and tire package, it seems to be one geared more toward long tread life than actual grip. A 40-percent bump in power and 50-percent increase in torque applied through the same wheels expected to manage directional control requires more than just a plus-one tire/wheel sizing. The front geometry of the TSX needs a significant re-work if it's expected to be responsible for this work-load – and some grippier rubber would be at the top of our mod list.
On the other hand, when merging onto the freeway or making a pass on a two-lane road, the increased power is welcome. The extra thrust is easily accessible with a tap of the left paddle and a squeeze of the throttle, although the transmission's responses could be quicker. Anticipating acceleration events with an early down shift helps mitigate the laggard responses, but we're hoping that when Acura rolls out its new six-speed gearbox in 2011, the TSX is one of the first recipients.
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