Blog

With the second generation, launched for 2009MY with a 201HP I4, much of that sweetness continued. With the 2010MY, the TSX is available with a 280HP 3.5L V6, mated to a five-speed automatic.
Though perhaps poorly timed, Acura gave in to criticism that their smallest sedan needed a V6. Acura expects that 20% of sales will be of this faster TSX, which seems a reasonable plan. But in the midst of today’s decimated car market and with no near-term relief from a nearly 10% unemployment rate, Acura expanded the TSX line with a more expensive, less efficient model. Market conditions may see the car not get the recognition it deserves.
As we noted in our December 2009 I4 TSX review, TSX has a sweetness hidden beneath a nice (once you get past the beak) but subtle and easy to overlook exterior. That evaluation stands, as opting for the V6 won’t make you stand out at the TSX owners club. Visual cues are limited to larger wheels (eighteens for the V6), revised front fascia, and a V6 badge on the decklid. Acura is betting TSX owners looking to step up are a naturally conservative, subtle lot.

Yeah, But How Does it Drive?
Though we might wonder at the need for V6 TSX, our driver’s heart enjoyed our first opportunity to spend a few miles behind the wheel. The extra 79HP underhood versus the I4 brings the car to life. Though Acura was unable to fully manage torque steer, the TSX must put 280HP to the ground in a front-drive chassis. In a forceful standing start, the condition can cause the front wheels to pull. The affliction is well managed and easy to correct, however, not a where-are-we-going dance of, say, a Saab 9-3 Viggen. Aside from the not unexpected torque steer, the V6’s power delivery and acceleration are smooth and predictable.
Once you’re off, the V6 gives smooth and responsive midrange acceleration, moving the car along happily where the I4 is just enough. The electric power steering has been revised, and allows for proper feedback. A larger brake master cylinder, special rear brake pads, and a new brake booster allow confident stopping. The bigger engine adds 210 pounds, but the horsepower increase is substantial enough to reward your throttle foot whenever you feel like playing. Helping keep the ride-versus-handling ratio appropriately balanced, and to accommodate this extra weight, the front suspension takes firmer shocks.
TSX does not get Acura’s new six-speed automatic transmission, as Acura first mates that to the 3.7L V6 in ZDX and MDX. Strategically makes sense, but an area where Acura does not live up to their Advance tagline: GM, Ford, and Toyota are aggressively rolling out six-speed automatic transmissions in mainstream cars ahead of Acura and Honda. That might not seem notable elsewhere, but Honda has long been known for innovative powertrain technology and engineering. Their development of late seems to revolve around evolutionary improvements. Now that the six-speed has entered the scene, we hope Acura spreads the love soon.
The TSX V6 gets a keyless stop/start function not available with the I4, but all 2010MY models take an updated navigation screen. The TSX does not yet not move to the hard-drive navigation system like all-new ZDX and MDX facelift or add the rear-view-mirror integrated rear-parking-camera system of the RDX. These are systems being deployed much faster in mainstream brands. Another Advance disappointment: Ford Fusion offers more technology, from Sync to AWD to blind-spot detection to V6 and hybrid powertrains. Fusion’s I4 isn’t as powerful and it doesn’t get standard leather, but the latest interior design can go head-to-head with TSX for thousands less.
Still, the TSX continues as a nicely appointed car. Leather seats, heated front seats, automatic climate control, power windows, moonroof, automatic climate control, Bluetooth, USB/aux ports, and XM radio are standard. The Technology Package adds navigation, real-time traffic, upgrades audio to a ten-speaker ELS system, and upgrades the climate control to a GPS-linked solar-sensing dual-zone system. Features specific to the V6 include larger wheels/tires, a keyless pushbutton start, and Acura’s next generation of active sound control (it now works to eliminate low-sound intrusion as well as high-frequency noise).
Why Add a V6?
AutoPacific new-car buyer research suggests that 52% of buyers want a V6 in their next car. Balancing that desire, however, is the fact that, where both options are available, usually fewer than 30% take the V6. In theory, a V6 is the powertrain of choice. In practice, price often pushes people to the I4 at purchase time.
But Americans say they want a V6. And Acura sensed a gap between the TSX and larger, more powerful, and more expensive latest TL. Acura decided the V6 offered more prestige and horsepower than trying to fill the TSX-TL gap with the turbo I4 from the RDX (besides, the competition offer V6s). From our view, it makes for a crowd in the $30,000 to $40,000 price range. In that range, Acura now offers two sedans, three engines, FWD or AWD, and manual or automatic transmissions, plus the crossover RDX if you’re not thinking sedan at all.
The I4 TSX occupies the sweet spot, while the V6 will hold a few buyers who woudn’t stay for an I4. TSX has a well-sorted chassis, enough power even with I4, and is a nicely equipped, well-priced small sports sedan. It makes for a smooth entry into the world of Acura, and finds homes in about 30,000 garages annually. In fact, while sales collapsed all over the market in 2008, Acura sold only 1000 fewer TSXs.