After three more test drives (including a six-speed), has my opinion changed?
Written: Mar 15 '05 (Updated Nov 14 '06)
Product Rating:
Seat Comfort:
Build Quality
Roominess:
Pros: Styling, acceleration, high level of standard equipment
Cons: Rear seat comfort, rear seat doesn't fold, torque steer with manual, others more agile
The Bottom Line: The TL has its weaknesses, but for most people its strengths will more than compensate. A top pick for those who don't prioritize agility.
The 2003 Acura TL-S sold for two primary reasons: a wonderful 260-horsepower V6 and a lot of standard content for a low 30s sticker price. But few found its styling highly attractive and no review of the car failed to mention that its front-drive chassis lacked the balance and agility of the pricier BMW 330. For 2004 Acura thoroughly redesigned the TL. It was again based on the latest Accord, which was redesigned last year. One change I was personally very happy about: a six-speed manual was at long last an option. However, initially only an automatic was available. Not wanting to wait that long before checking out the new Acura TL, in the fall of 2003 I took an automatic for a test drive.
Since then I’ve driven the TL on three more occasions. Once to check out the manual transmission. Once at a Lexus-sponsored track event. And most recently, a 2005 to compare it to the new RL. This expanded and updated version of my review of the 2004 Acura TL incorporates these subsequent tests.
Styling
With the redesign styling moved from my least favorite aspect of the Acura TL to my most favorite. Where the old car was boxy, plain, and endowed with unfashionably long overhangs, the new one is a tightly proportioned blend of taut surfaces and sleek curves. As on the new Nissan Maxima and Saturn ION, the roofline is a smooth arc, within which a squared off rear side window lends an agreeably jaunty character. (Saturn in particular should study how Honda executed this theme.)
Heavily altered proportions help a great deal. The TL lost half a foot in length while gaining an inch-and-a-half in width and three inches in height. These changes lend the car a much more purposeful, “broad shouldered” look. The V6 continues to be transversely mounted ahead of the front axle, necessitating more overhang than you’ll find in a 3-series or G35, but the way the front end curves into the muscular fenders disguises the extent of said overhang. While many front-drive sedans appear oddly proportioned, this design lacks any obvious flaws. To my eye it is perhaps the best-looking sedan currently available. It recalls some of Alfa’s widely lauded recent designs, but with an additional level of refinement and no jarring lines. I am still in shock that Honda managed to create it, as its past products have displayed no such skill. I would not be surprised to learn that an Italian design firm played a role.
The also new-for-2004 Acura TSX, based on the European-market Accord, looks even more like it was switched at birth with an Alfa, but compared to the TL it looks overly square and ungainly. Think of it as the plain younger sister. The two cars are not far apart in size—the TL is three inches longer and wider. The TL’s extra width is key—width affects perceptions of a car’s size more than length does. Especially since it is styled to look even wider than it is. This perceived extra width rightly suggests stronger performance. More on that later.
In contrast, the new 2005 RL lacks this Alfa-inspired edginess. A throwback to the 1990s, it is a rounder, blander design. The TL is both more distinctive and more attractive.
The TL even more strongly resembles the TSX inside. The interior is not as striking as the exterior, but it is attractive in the conventional manner. It looks especially good in ebony, as the trim strips flowing down each side of the center stack and console and along the dash and door panels is then the fashionable metallic sort. The tan interior is trimmed with fake wood. I sat in the old TL for comparison. I had always thought its interior nice, but it feels crude and dated compared to the new one.
The materials in Acuras have tended to lag those from Lexus and the Europeans, and this continues to be the case. Even compared to Acura’s own RL (which admittedly costs about $15,000 more) they look downmarket, with the leather too shiny and slippery and many plastic surfaces a bit hard to the touch. Compared to similarly priced sedans, however, the Acura does well. It certainly feels a notch or two up from the Infiniti G35’s, Nissan Maxima’s, Lexus IS 300’s, and Cadillac CTS’s. As in the TSX, tight panel fits suggest precision and quality. Still, this interior is no threat to the Lexus ES 330 for those who prioritize sheer luxuriousness or the Audi A4 for those who prioritize design. Based on the new 5-Series I also expect that the next 3, due this summer, will have a top-notch interior. So while the TL’s interior is very good overall it is merely average for the segment.
I have noticed one design flaw common to all Acura TLs: the trim strip on the dash and that on the right door never quite line up, I think because they’re not quite the same width. A very minor flaw, but one I’m surprised to see in a Honda.
Accommodations
Once upon a time Honda’s were noted for their virtually knee-height instrument panels, which afforded an extraordinarily expansive view forward. With each new generation of Accord, however, the instrument panel has risen, such that with this new TL, with its relatively low seating position, the view forward no longer distinguishes this Honda product from its competitors. Those used to the previous TL will find the instrument panel especially prominent. I suspect the reason is that a more enveloping interior, while less practical, feels both more upscale and more sporty. For the record, the seating position is higher and more upright in the TSX and about the same in the new RL.
The front seats are not as aggressively bolstered as I’d like to find in a performance-oriented sedan. Lateral support is marginal at best. The old Acura TL seats were better in this regard. The new seats do feel more upscale, and are comfortable, though not unusually so. The RL’s seats are cushier and more comfortable, as they should be given the price.
Typical of Honda, the controls are well laid out and easy to use—with one exception. As in the Accord and many other recent designs (Saab 9-3, Mazda 6) the LCD readout for the HVAC and audio system controls is located at the top of the center stack, not next to the controls. The instruments are if anything a bit too large. Their lighting, even during the daytime, is a fashionable neon blue that I suppose others find appealing but that did not quite work for me. The color seems a bit rich and out of sorts within this interior. The audio system supports DVD-audio, and from what I’ve read is outstanding. I’m less of an expert in such matters—all high-end systems sound great to me.
The rear seat suffers a bit from the stylishly arcing roofline. Its cushion is mounted fairly low, compromising both thigh support and the view forward. The old TL’s rear seat was superior on both counts. Headroom and legroom are both just adequate for average sized adults sitting behind the same. The German compacts have tighter rear seats, but the G35 and Maxima both treat rear seat passengers considerably better. The rear seat in the CTS is also a bit better. Uncomfortably close to home, even the smaller TSX does better here. It seems the striking exterior has a price. What about the RL? It’s rear seat is roomier and more comfortable than the TL’s, but not by as much as a flagship’s should be.
The styling’s price includes a smallish trunk. One by-product of cutting the TL’s length by half a foot was that two cubic feet of trunk space were lost. Here as well the TSX has a slight advantage and some competitors have a sizable advantage. Like the G35, Maxima, and IS 300, but unlike the others (including the TSX), the rear seats do not fold down.
On the Road
Since the redesign every Acura TL has been outfitted with the same engine, a 270-horsepower 3.2-liter V6. As before, the TL’s six is smooth, produces excellent power not only at the top end but also in the midrange, and makes wonderful noises while doing so. No serious complaints here, although with the automatic the car could move off the line with more gusto. Czturn in his excellent review of the 2004 notes that tall gearing is to blame. At thirty and up the engine feels quite strong, if not quite as strong as Nissan's considerably less refined 3.5.
Aside from this gearing issue, the five-speed automatic remains hard to fault, with smooth shifts and reasonably quick responses to a heavy foot. As before the automatic can be manually shifted by moving the shifter into a special slot (to the left of the regular slot, the opposite of most) and then nudging it back and forth. Although this is the most common system I prefer paddles behind the steering wheel or the new Malibu’s shifter-mounted toggle switch. Transmission responsiveness to manual shifting is about average, which is to say it could stand to be quicker. (For lightning responses check out the Pontiac Grand Prix GTP.)
No manumatic is as engaging as a true manual, and I looked forward to driving that version. How did it fare once I had the chance? Acceleration is even stronger, especially off the line. However, the manual suffers from far more torque steer than the automatic. Reviews have often noted torque steer in the TL, and I’ve read quite a few forum posts by TL owners wondering what they’re talking about. I suspect these owners have the automatic. Under heavy throttle the six-speed TL pulls strongly to one side, especially when shifting. I’ve experienced worse torque steer (the Nissan Sentra SE-R comes to mind), but usually in much less expensive cars. If you don’t like torque steer but love the TL, you might just have to go with the automatic.
I had the chance to drive a six-speed Acura CL before that car (essentially a TL coupe) was phased out. I hoped for a similarly excellent shifter in the new TL. Well, many people will like the TL’s shifter, but it’s not similar to the CL’s. Effort is very light and throws are about average. I remember more effort and shorter throws in the CL. As in the TSX the shifter knob is a dainty little thing to be held between your fingertips, not grabbed with your whole hand. Again, a matter of personal taste—and not my taste.
The manual transmission Acura TL has powerful Brembo brakes as standard equipment. But even the automatic’s brakes perform well, so without a back to back test I cannot comment on the advantages of the Brembos. They likely make the biggest difference at the track.
Compared to the previous generation car, the TL’s variable assist steering was much improved, with no unexpected and disturbingly drastic changes in assist during aggressive driving. The brochure says the new system is “torque-sensing.” I’m not sure how this works, but it seems to. Still, the new TL’s strong point is not its steering. It is a passable but not outstanding system, with good weighting and reasonable precision but duller than the best (i.e. BMW’s and Mazda’s). The system in the TSX feels lighter and more precise.
Handling is good but not outstanding. Pushing the new Acura TL hard into turns uncovers safe understeer. The front tires yield long before the rears, but at least they do so progressively. The tires are 235s now instead of 215s, so grip has increased. However, unless on-ramps are your thing then grip isn’t everything. Along twisty roads the automatic TL feels brawny, planted, and solid more than precise, agile, and light on its feet. At the Lexus track event I had trouble forming a tight connection with this car. Compared to the G35, 3-Series, and IS 300 also on hand it felt wide and ungainly. On the other hand, the ES 330 was a total mess, easily the sloppiest handling car at the event.
The six-speed TL, with its stiffer suspension, does have somewhat sharper responses. (An even more aggressive suspension is available as a dealer-installed option.) I certainly enjoyed driving the manual more. Between the manual transmission and stiffer suspension it has a harder-edged, more responsive character. Still, if agility is a top priority, then check out the more nimble TSX. Among powerful front-drivers the Pontiac Grand Prix handles a bit better than the automatic TL, with a more balanced feel and higher limits, while the Maxima handles significantly worse, with copious torque steer and a generally sloppy feel when pushed.
Even with the automatic’s relatively soft suspension the TL’s ride lacks the composure of the more expensive Acura RL or just about any BMW. Although the ride was generally smooth, a few pavement imperfections provoked abrupt, almost harsh reactions. The manual transmission’s ride quality isn’t significantly worse. Noise levels are low, as expected in this sort of car.
Acura TL Price Comparisons and Pricing
For quick, up-to-date pricing, and especially user-specified price comparisons, check out the website I created: www.truedelta.com. Why yet another vehicle pricing website? Well, I personally lacked the patience to keep using the others. They were too slow and required too much effort, especially when trying to compare prices. So I taught myself some programming and created a site where there is no need to dig through option packages, prerequisites, and the like one by one -- the TrueDelta algorithm figures these out for you in one swift pass.
For example, TrueDelta gives the RL a $4925 adjustment for its additional features (including $2,000 for the SH-AWD system), bringing its premium over the TL to about $9,000 (and only about $7,300 invoice-to-invoice).
Compared to a BMW 330i, the automatic TL is about $8,500 less expensive. (You’ve inferred correctly; after adjusting for feature differences the 330 is nearly as expensive as the RL.) Compared to the Infinti G35, the TL enjoys about a $1,000 advantage.
The new styling has further differentiated the TL from the Honda Accord. Still, many people will still think of it as a rebadged Accord. So how much does this badge cost? After giving the Acura a $2,400 credit for its additional equipment the difference shrinks to about $3,800.
Overall the new TL seems very reasonably priced, but not the bargain it once was.
Last Words
Last year I wrote a glowing review of the then-new Acura TL. Since then I've driven the car three more times, including a six-speed, a track event, and a comparison with the RL. These additional test drives have dampened my evaluation somewhat. As many others have noted, even with the manual's firmer suspension a number of competitors handle with more balance and agility. And much less torque steer. The TL was far from a star at the track event. Many cars, including Acura's own RL, have plusher interiors.
Still, I continue to love this car. The styling and engine deserve most of the credit. The Acura TL is no longer new, but it still continues to catch my eye. The engine pulls strongly and sounds wonderful while doing so. Although the rest of the car is about average for the class, these two strengths make the car the best pick for someone who doesn't place a high priority on agility. Which in my experience is most people.
In sum, my conclusion last year continues to hold true.
The new TL is a much better car than the old one, but it is no longer a bargain. For one thing, the near luxury class if far more crowded than it was even five years ago. People who like the TL's mix of strengths and weaknesses should like the price, while those seeking more agile handling will no longer feel compelled to buy one just to save a few bucks.
A Note on Acura TL Reliability
I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.
Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy a TL rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Acura TL reliability comparisons.
Before I can report results, I need data on all cars--not just the Acura TL--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.
For the details, and to sign up, visit www.truedelta.com.
A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.
Epinions.com periodically updates pricing and product information from third-party sources, so some information may be slightly out-of-date. You should confirm all information before relying on it.
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