First Drive: 2012 Acura TL

For years, Acura approached the evolution of its vehicles with the deliberate patience of a carpenter wielding a sanding block. Rough mechanical or aesthetic edges were banished not with axe swings, but with small motions that seemed barely perceptible compared to the ranging whims of the competition.

Then the 2009 TL came along.

While the automaker had already begun to dabble with its then-new corporate shield grille, the TL took the piece and ran with it in a direction no one else was heading. Ask Acura about the thinking behind the design, and the company will say that the look was a product of the times. When the vehicle was penned, the world was preoccupied with ever larger displays of affluence, and Acura wanted a sedan that was unmistakable in every way. Unfortunately, the fourth-generation TL landed right as the housing bubble popped and the rest of the economy began circling the drain.

In order to right the TL’s wrongs for 2012, Acura has put down the chainsaw in favor of the carving knife to build an altogether more attractive vehicle that brings additional fuel economy to the table as well. Are the small changes enough for the luxury sedan to put its dreaded beak behind it?

Acura’s designers set about reorganizing the front fascia and the rear valance of the 2012 TL to diminish the vehicle’s vertical look in favor of more horizontal lines. First and foremost, that involved shrinking the formerly massive grille by backing it away from the headlights and off of the hood. That simple change serves up some much needed proportion to the nose, and a new waterline nestled below the grille and above the air inlets is a simple detail that changes the sedan from slab-faced to athletic. The grille also wears a new variety of materials, including a set of gloss black wings tucked below the shield to help break up the negative space down low.

Speaking of those air inlets, Acura has trimmed down the size of both the turning indicators and the fog lights and added in some attractive chrome detailing to do away with the gaping holes in the old car.

As much as all of the small details help, two larger overall changes up front have made the biggest difference for the face of the TL. The designers trimmed the front overhang by a full inch and pushed the nose down for a more poised look. Park the 2012 TL and its 2011 sibling next to one another and the changes are immense.

That shorter overhang becomes more apparent as you move along the side of the vehicle, where the wheel wells seem pushed to the corners. That effect is amplified by the fact that the company’s designers trimmed an additional half-inch from the rear valance as well. Otherwise, you won’t find too many differences between the flanks of the 2011 and its replacement. While the company has brought two new 17- and 18-inch wheel designs to the option sheet for 2012, the larger 19-inch roller from the last generation will remain on hand.

Along with that diminished rear valance, the 2012 TL packs a slew of design tweaks out back, too. Those include a significantly smaller garnish along the trunk sill, smaller reflectors and a new diffuser mounted low. That last bit of kit goes a long way towards breaking up the vast cliff face of plastic that adorned the old model and does much to carry the horizontal design cues of the front around to the vehicle’s tail.

For all of the moaning that the exterior design of the fourth-generation Acura TL evoked, we never really heard too much bellyaching about the vehicle’s cabin. That’s largely because Acura got the cockpit in its bread-and-butter sedan right the first time around. Designers have swapped out the dimpled chrome accents of the dash and door panels for a fish-scale material that looks more at home in a vehicle of this caliber, and buttons along the stereo are now color-matched to the rest of the controls on the dash. It’s not a reinvention of the wheel by any stretch of the imagination, but we never felt that the cabin was an unpleasant place to spend time to begin with.

We’re still frustrated to see Acura sticking with the company’s cumbersome wheel/joystick interface for the infotainment system instead of a more natural touch-screen layout, or at least a horizontally mounted controller. The system sticks out like a sore thumb in an interior that’s largely very intuitive. While the center-stack is a bit button-happy, we never found ourselves struggling to adjust the cabin temperature or the stereo’s volume.

While buyers are likely to respond to the new face of the 2012 Acura TL, the most serious changes to the vehicle lurk under its redesigned hood. The automaker’s engineers have managed to dig up an additional two miles per gallon city and three mpg highway from the lower-rung 3.5-liter V6 engine thanks to aerodynamic tweaks, a few engineering tricks and a new-to-the-platform six-speed automatic transmission.

That new face doesn’t simply look better. It also helps serve up a 5.4-percent reduction in drag thanks to changes in the grille and lower fascia. Additionally, airflow through the radiator has been optimized and new underbody cladding helps reduce turbulence from below to make the sedan as slippery as possible.

Engineers also bolted on a new intake system that focuses on bringing in fresh, cool air from outside of the engine bay. Cooler temperatures mean denser air, allowing the ECU to slightly advance the engine timing to increase torque and efficiency. Additionally, the pistons in the 3.5-liter V6 now make use of a moly-dot coating to reduce friction. The piston skirts wear a matrix of lithium dots that work in concert with a new block boring process to keep mechanical drag to a minimum.

Those substantial alterations join new dual-fine-electrode spark plugs and low viscosity 0w-20 oil to make the 3.5-liter as fit for fuel economy duty as possible. All told, the engine is good for 20 mpg city and 29 mpg highway – up from 18 mpg city and 26 mpg highway in the last generation – all while delivering 280 horsepower and 254 lb-ft of torque.

Of course, that leap in fuel economy isn’t solely due to the clever engineering under the valve cover. Acura finally said adieu to the aging five-speed automatic transmission in the 2011 model and welcomed a new six-speed to the party for 2012. Make no mistake, adding an additional gear makes a huge difference to how the vehicle drives and clearly helps the jump in fuel economy, but competitors from Lexus, Infiniti and elsewhere are all dabbling in gearboxes with an ever-growing number of speeds.

We pinged the company’s engineers on why exactly they opted for a more conservative six-speed automatic instead of something with a higher cog-count like their competitors. As it turns out, a larger number of gears was investigated, but officials say they were found to offer returns that paled in contrast to steep development costs and added complexity. The bottom line? At nearly 30 mpg, Acura simply didn’t need an eight-speed transmission.

Interestingly enough, even though the more powerful 3.7-liter V6 engine skipped many of the fuel-saving tweaks of its smaller-displacement kin, it also gained an additional one mpg in both city and highway cycles thanks to the aerodynamic alterations. That engine is still good for 305 hp and 273 lb-ft of torque.

We were able to spend time in both the 3.7-liter-powered TL SH-AWD and the front-wheel-drive TL with the 3.5-liter V6 under the hood during our time with the vehicle. Both sedans deliver refined handling characteristics thanks to a new damper design that uses an internal bypass. Under normal driving conditions, the damper provides an aggressive rate to deliver more precise handling, but should the vehicle hit a pothole or strike an uneven portion of pavement, the valve will open to allow a greater amount of fluid to move more quickly from one reservoir to the next. The change allows the suspension in the TL to soak up irregularities in the road surface while still offering a stable driving experience.

While the TL SH-AWD still retains its specific spring and damper rates to work in concert with the vehicle’s tarmac-gripping all-wheel-drive system, the standard TL isn’t exactly a slouch when the road starts twisting. We found that both vehicles are capable of serving up an enjoyable run through the Texas hills. Unfortunately, the electric power steering on both sedans feels unnecessarily light and vague.

Still, we don’t imagine too many TL buyers will find that problem to be enough to dissuade them from writing Acura a big, fat check. The one issue that we simply couldn’t wrap our minds around was why Acura insists on offering two V6 engines with this platform. Yes, we know that the SH-AWD system adds a not-inconsequential 242 pounds to the sedan’s 3,726-pound curb weight, and an extra 25 ponies goes a long way to offset that heft, but the smaller 3.5-liter V6 is an absolute star. Acceleration from that engine is smooth and linear and seems to offer more propulsion than its power figures would suggest.

For those who don’t exactly find themselves braving glacial roads for a good number of days out of the year, we’d just as soon recommend saving some money and sticking with the front-wheel-drive TL with its new-found enthusiasm for fuel efficiency. Speaking of money, Acura has priced the 2012 TL starting at $35,605. If you absolutely must have the SH-AWD, be prepared to fork over $39,155.

It’s worth noting that Acura kept the excellent six-speed manual transmission as an option for the TL, but it’s only available in SH-AWD configuration with the Technology Package. As such, that vehicle will command a lofty price tag of $42,885. We love ourselves some third pedal, but over $7,000 is a steep price to pay for the joy of rowing your own. Given that the new six-speed automatic transmission leaves nothing to be desired in the cog-swapping department, we’d have a hard time ponying up for the manual.

We’re thrilled to see Acura invested in toning down its over-the-top styling in favor of lines that are significantly more palatable. Here’s hoping that the 2012 TL will be the new face of things to come from Acura.

[Source: autoblog]

First Drive: 2010 Acura ZDX

Acura calls its all-new ZDX "a provocative luxury four-door sports coupe," adding that it's a "passionate getaway" vehicle designed for "a couple, their belongings, and more." The proclamation is a twist on a pitch we've heard before, yet with an even narrower segment focus. While the marketplace has come to accept the stylishly squashed Mercedes-Benz CLS, Volkswagen CC and Jaguar XF into the non-sedan segment, this new niche – pioneered by the BMW X6 and accepted by consumers if only because the Bavarian delivers the goods – is still a substantial risk that could require a hard sell with pithy prose.

So to kick-off Acura's all-new non-SUV, the automaker invited us to Southern California to drive the latest addition to its growing family. Constructed on the familiar MDX platform and sharing its powertrain, the ZDX pushes the automaker's styling and innovation to the limit – it's certainly not bland or boring. However, is there enough substance under the style to win buyers in this newly targeted segment? What game-winning cards, if any, does Acura really hold with its latest "sports coupe" SUV?
To understand the Acura ZDX, one needs to know a bit about the MDX, its incredibly close sibling. The MDX is a very competent, traditionally-designed, unibody crossover utility vehicle. Motivated by a 3.7-liter V6 and sending power through Acura's rather brilliant torque-distributing Super Handling All-Wheel Drive (SH-AWD) system, the family-oriented MDX starts with a base price of just over $40,000. Now in its second-generation (last redesigned for the 2007 model year), the seven-passenger CUV delivers typical Acura innovation, utility, reliability and safety in a package that isn't going to raise anyone's pulse from behind the wheel. Regardless, its owners don't seem to care as it does a great job of accomplishing its objective of being a luxurious crossover.

Mechanically, the MDX and ZDX are very much alike, right down to the shared unibody design, wheelbase and track (the ZDX is slightly longer overall). Both crossovers feature the identical 300 horsepower, 3.7-liter VTEC V6 sending power through a new six-speed automatic, and Acura's SH-AWD powertrain is also standard fare on each. The curb weight of the ZDX is 4,431 pounds (with Tech package), undercutting the slightly heavier MDX by more than 100 pounds. While the sturdy MDX can tow a 5,000-pound trailer, the new ZDX is chassis-limited to just 1,500 pounds.

Although sharing much of the same DNA, these dizygotic twins are very different in physical appearance. Penned by the California-based Acura Design Studio, the sleek ZDX features bold fender flares that taper inward, hidden rear door handles, and an all-glass roof that stretches from front wipers to tailgate. The automaker accurately declares, "The ZDX is like nothing you have ever seen before from Acura." That statement may be true, but the exterior design bears more than a striking resemblance to the BMW X6 – its primary identified competitor.



More so than the aggressively styled BMW, the ZDX errs on the side of femininity. A proud parent boasting about the vehicle's edgy design, Acura repeatedly uses the word "sexy" to describe the skin of the ZDX. While we liked some of the touches (the sculpted rear quarter panels are pleasingly unique), we simply weren't struck by any carnal urges.

On the other hand, we were impressed with the ZDX's interior design. Instantly recognizable as an Acura family member, the cockpit is fresh and stylish. Driver and front passenger sit apart, separated by a sweeping dash with a tall center console. Overhead, the panoramic moonroof features two individual glass panels (not one large panel, as found with BMW). The front panel slides open, while the other is fixed. Rather than close them with an opaque shade, Acura utilizes a tight fabric mesh that allows visible light to permeate the cabin without transmitting heat or UV rays to the passengers. The primary instrument cluster features traditional round dials, while the center control panel (Acura calls it a "monolith" design) is coldly black until the audio system is switched on. From where we sit, Acura has done an amazing job within the cabin environment. Premium natural grain leathers and high quality plastics add a rich and warm feel to the cockpit. From the driver's seat, it looks, feels, and smells expensive.



There is little arguing with Acura's proclamation that the passenger compartment of the ZDX is designed primarily for the front two occupants (the automaker brazenly calls it a "two plus three" and points out that the front seats are the "primary passenger zone" while the rear is the "freedom" zone for gear... or three people). Thanks to that aforementioned styling, the sloping roof and tapered rear end cleanly remove the passenger space and utility enjoyed in the MDX. Shoehorned back there, we found the rear seats are small and cramped for anyone mildly claustrophobic or even a hair taller than Tom Cruise – we've heard that the Mazda RX-8 has more room in the second row. Just for confirmation, on the way home from driving the ZDX we hustled over to a local BMW dealer to sit in the rear seats of the X6 – they were generously cavernous by comparison.

Accessed through the standard power-operated tailgate, the rear cargo area is as nicely finished as the front passenger cabin. High-quality materials, metal-plated handles, and closed-loop carpet mean that golf bags, mountain bikes, or skis travel in their own first class compartment. While it would never be described as spacious, hidden panels line both sides for expansion, and there's a generous storage area under the floor. The second-row seats also fold flat, in a standard split arrangement, for any oversize items.



Acura will offer the ZDX in three different flavors: ZDX, ZDX Technology and ZDX Advance. All share the same powerplant and driveline, panoramic roof, all-leather interior, Bluetooth connectivity, rearview camera, 19-inch wheels and a 266-watt audio system with eight speakers. The ZDX Technology adds navigation, multi-view camera, AcuraLink® Satellite communications, real-time weather and traffic, keyless access and an upgraded 435–watt audio package with ten speakers and a 15 GB HDD. The ZDX Advance adds icing to the Technology package with added active suspension, adaptive cruise control, collision mitigation braking system, blind spot information system, ventilated seats and a sport steering wheel.

Pricing has not been announced, but Acura says the MSRP will be higher than the MDX, yet undercut the RL sedan. We figure you'll need about $45,000 to put one in your garage (in case you are wondering, the twin-turbo six-cylinder BMW X6 optioned equivalently will set you back about $70,000).

With the detailed product orientation behind us, we put the keyless entry/ignition fob in our pocket, hit the red start button, and pointed the ZDX towards the hills above Malibu.



Settled comfortably into the front seat, we immediately realize the styling has compromised the outward visibility (those are seriously thick C-pillars). Acura has attempted to increase sight lines with the additional tinted glass panel at the bottom of the tailgate. It works, but you must rely on the standard backup camera during reverse maneuvers. The seating position is coupe-like low, putting the front corners of the hood out of view from the driver's seat, and over the course of an afternoon, we never became overly comfortable with its dimensions.

Driven like a gentleman, the Acura ZDX is as mundane as a Honda Accord and as quiet as a private library. Acura engineers were obsessed with isolating passengers from unnecessary noise, vibration and harshness (NVH). Acoustic noise-absorbing mats, wheel housing insulators and special tire tread and compound limit much of the common road and mechanical noise. Much more impressive is the innovative, and standard, Active Noise Canceling system – essentially white noise piped through the audio system – to limit unwanted frequencies. The result is an amazingly quiet cabin that makes conversation easier and travel much more relaxing.



Romp on the gas in a spirited manner and the 3.7-liter V6 wakes up immediately (it will run to 60 mph from a standstill in about 6.5 seconds). It's an excellent powerplant, but not exactly engaging for the enthusiast with its unoriginal soundtrack mostly coming from under the hood (we were told the exhaust was tuned for duty in the ZDX, but you really can't hear the rear silencers from within the cabin). The six-speed transmission shifts nearly imperceptibly and it responds well to the steering wheel-mounted paddle shifters.

After being informed that Acura did suspension tuning at the famed Nürburgring, we took the opportunity to push the ZDX on some challenging canyon roads of our own. We sampled both models with and without Acura's active suspension (IDS alters suspension damping and steering effort) and found both handled about the same at the limit. Regardless of electronic intervention, the steering is rather numb on each. However, with a rock-solid platform and the variable (front-to-back and side-to-side) torque distribution of the SH-AWD clawing at the pavement, it was tough to break the ZDX's composure even when pushed beyond its limits.



The Achilles heel of this Acura's handling is found on all four corners – the all-season Michelin tires. While their standard size is meaty (255/50R19), the compound is strictly M+S (all-season) meaning they sing like holiday carolers when pushed above 6/10ths and slide like teenage snowboarders above 7/10ths. With 58 percent of the ZDX's mass over the front tires, we expected plenty of understeer at the limit. Surprisingly, it was rather balanced mid-drift and very controllable (credit goes to the SH-AWD, most likely). The ZDX will never be mistaken for a performance vehicle – it honestly isn't enjoyable to drive hard – but rest assured the Acura can handle the mission if it's ever called for duty.

We really don't know what to think of the ZDX. Acura has hit a home run with the interior appointments, chassis tuning, and cabin isolation. However, they swung and missed with second-row comfort, outward visibility, and fun-to-drive quotient. Targeted at the BMW X6, and marketed as a "Passionate Getaway" coupe for couples, the ZDX has been positioned in an awkward and rather diminutive niche. While Acura loyalists and enthusiasts lament the loss of performance-oriented vehicles such as the Integra Type-R and exotic NSX, the plebian ZDX debuts without a compelling reason to join the team.

[Source: Autoblog]

Review: 2010 Acura TSX V6

The 2010 Acura TSX V6 is something of a consolation prize. At the 2008 Detroit Auto Show, Acura showed off a new 2.2-liter four-cylinder diesel and said it would launch in the U.S. this year. A few months later in New York, Honda's luxury arm showed off the all-new second generation TSX sedan, and we expected to be driving the culmination of the two right around now.

Unfortunately, a confluence of events a few months after the TSX was shown caused Acura to reverse course and put the diesel engine on the shelf. As world oil prices hit all time record levels, the never ending construction in China and Dubai seemed to be consuming the entire world supply of diesel, driving prices higher and higher. At about the same time, the world came to the realization that loaning money to people who couldn't pay it back might not be a great idea after all. With sales in the toilet everywhere, Acura decided that throwing a gasoline-powered V6 into the TSX might be a better idea.

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.

Honda has a fantastic all-wheel drive system in every other model, so why isn't it available on the TSX?

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.



One of the few dynamic criticisms of the four-cylinder model was odd steering feel, particularly just off center, where the TSX exhibited a bit of a dead spot. The V6 retains the same electric power-assisted steering system as the four, but it's been re-calibrated and feels notably tighter. The overall sensation of the steering is improved, although the extra weight on the front wheels means the car doesn't feel as nimble as its four-banger sibling. Pushed hard into corners, the V6 exhibits considerable understeer, but it shines rolling down the highway. Cruising along on the open road, the V6 feels utterly relaxed, yet ready to provide ample thrust when needed.

Even with the V6, the TSX still gets pretty respectable fuel efficiency numbers. The EPA calls it at 18 mpg city and 27 highway. In our testing we saw 22 mpg in mixed driving, about what we'd expect in the segment. Our test unit was equipped with the Technology package, bringing with it the navigation system and landing the sticker price at $38,760, including destination – in the ball park with the Lexus and several thousand dollars less than the Germans with similar equipment.



Acura calls the TSX V6 the performance model and while it certainly offers improved acceleration, it feels far less sporty than its little brother. It loses much of the light-on-its-feet-feel of earlier TSXs and seems to want to be a TL when it grows up. Rather than call this the performance edition, in reality, it's another luxo-cruiser. If your commute involves traversing some twisty roads between home and office, the four-cylinder is a better choice. On the other hand, if you spend a lot of time on the highway, the V6 shines as long as you don't gun it until the on-ramp straightens out. But for our money, we'd stick to four cylinders and a manual gearbox.

[Source: Autoblog]

Officially Official: Acura unveils 2010 ZDX crossover

After its conceptual debut at the New York Auto Show in April, the 2010 Acura ZDX officially joins the coupe-like crossover fray this winter. Acura has dropped a brief release and a trio of photos of the production variant, and like recent Honda and Acura concepts, the ZDX was nearly production ready when it debuted in NY. The only notable changes over the concept are the headlights, tail lamps and a few details in the lower front fascia.

Under the hood, the ZDX gets the same 300-hp 3.7-liter V6 as in the RL and TL, paired up with Acura's first six-speed automatic transmission, along with torque vectoring Super Handling-All Wheel Drive as standard equipment. While the ZDX seems similar to the BMW X6, the production versions looks significantly more compact, making Acura's new swoppy crossover more of a competitor to BMW's new 5 Series GT. The ZDX should slot in nicely between the RDX and the larger MDX and appeal to those who like the dynamics of the TL in a slightly taller package. So far there has been no word from Acura on pricing, so expect all the details to be released when the ZDX goes on sale later this year.

PRESS RELEASE

All-New 2010 Acura ZDX Four-Door Sports Coupe Will Feature Dramatic Styling, Outstanding Performance and Advanced Technology

All-new Acura model on-sale this winter

The all-new provocative 2010 ZDX four-door sports coupe will arrive at Acura dealerships with dramatic styling, outstanding performance and the latest in advanced technology. The segment bending ZDX features stunning coupe-like styling with the added benefit of a commanding presence and flexible utility. Staying true to the prototype model that debuted at the 2009 New York Auto Show in April, the production ZDX will feature the key design highlights of a panoramic glass roof, hidden rear door handles and bold fender flares.

Along with head-turning styling, the ZDX will boast outstanding performance from its 3.7-liter V-6 engine mated to an all-new 6-speed automatic transmission. The 3.7-liter SOHC V-6 all-aluminum engine will generate 300 horsepower and 270 lb-ft of torque for immediate acceleration response, outstanding low- and mid-range torque and superior high-rpm power. The 6-speed automatic transmission with steering wheel mounted paddle shifters gives the ZDX excellent acceleration while also enhancing fuel economy. Standard on the ZDX is Acura's exclusive Super Handling All-Wheel Drive™ (SH-AWD®) system. The SH-AWD® system expands the ZDX's appeal by providing outstanding handling as well as superior all-season capability. Standard on the ZDX are 19-inch, 7-spoke alloy wheels; the largest standard wheel in the Acura lineup.

Inside, the ZDX exhibits the highest levels of refinement and sophistication. Every ZDX interior will feature a hand-stitched leather dash, panels and sculpted center console. The rich leather appointments give the ZDX a warm and inviting feeling while creating an intimate cockpit for the driver and passenger.

The ZDX's flexible utility enables customers to have great utility coupled with sleek styling. The ZDX can seat up to five adults while maintaining a generous amount of cargo space behind the second row of seats. The cargo area can also be expanded to accommodate longer objects, such as golf bags, by removing side panels in the cargo-compartment sidewalls. As an added bonus, there is an integrated under-floor storage area.

When the ZDX goes on sale this winter, customers will have the choice of three distinct trim levels: ZDX, ZDX with Technology Package and the ultra premium, ZDX with Advance Package. Like all Acura models, the ZDX will come generously equipped from the start. The panoramic glass roof with moveable sunshades, hand-stitched leather interior, HandsFreeLink™ Bluetooth® connectivity, power tailgate, and a high powered audio system with CD player, AM/FM/XM radio and USB audio interface with iPod® integration are all standard features.

The ZDX with Technology Package adds several features including a Navigation System with Voice Recognition™, an Acura/ELS Surround® premium audio system and a new multi-view rear camera. The Advance Package boasts additional customer enhancing technologies like a blind spot information system, a Collision Mitigating Braking System™ (CMBS™), and Adaptive Cruise Control (ACC).

When the ZDX goes on-sale, it will bring a new level of prestige to the Acura lineup. The ZDX will be priced and positioned between the MDX luxury SUV and the RL luxury sedan. Pricing and additional details will be released at a later date.

First Drive: 2010 Acura TSX V6

Acura has a good thing going in the luxury segment. Unlike Mercedes-Benz, BMW, and Audi – but like Lexus – Acura's best selling car is not its entry-level model: Acura moves more TLs than anything else in its line-up. And unlike those other brands, Lexus included, all of Acura's offerings carry five-star safety ratings from NHTSA, are rated as top safety picks by the IIHS, and the Automotive Lease Guide has declared that Acura offerings have the best resale value among luxury brands. Now, Honda's premium division has grown by one with the addition of the TSX V6, and Autoblog was invited to find out if the new, more powerful sedan could keep the brand's good thing going.

The TSX V6 was engineered to fill the gap between the four-cylinder TSX and the relatively new TL. With the latest TL having gone upmarket in several areas, Acura felt there was enough space between its entry and mid-market lines to offer a stepping stone between the two. But this wasn't strictly about plopping a V6 into a TSX and adding some bigger digits after the dollar sign. According to officials, this car is about creating a more comprehensively sporting version of the TSX, yet one that wouldn't trod on the bumper of the TL.



If you're familiar with the 2009 TSX that was introduced last year, then you're up-to-speed on the TSX V6's exterior; there were essentially no changes made to the car beyond larger wheels, a V6 badge on the trunk and a different compound on the rear brakes. Even the dual tailpipes are the same size on both cars, and there are no interior changes – not one – to differentiate the four-pot from the sixer. Acura decided the V6's buyers were looking for sport package identity, they simply wanted more power. So, as with the bionic man, this is an operation to be felt, not seen.



But in Acura's estimation, this is also a car meant to truly compete with the A4, 3 Series, and C-Class. The 2.4-liter four-cylinder in the base TSX has 201 horsepower and 170 lb-ft of torque, leaving it ten horses and 88 lb-ft down versus Audi's 2.0-liter four. The 3.5-liter V6 in the TSX boosts its numbers to 280 hp and 254 lb-ft, giving it better outputs than the sixers in the Mercedes C350 and Audi A4 3.2, figures bested only by the BMW 335i – and it shades all of them by a hair in the fuel consumption stakes.

As stated, Acura didn't do anything to the interior, but it still deserves mention. Overall, the inside offers a placid view and the designers have done a good job of providing visual variety. There are plenty of contrasting curves, overlaid with four different plastics treatments throughout and perforated leather inserts in the doors. It won't grab you by the heart when you take a seat, but it ought to age well – a trait that seems too rare in the luxury segment. (something that would go some way toward explaining that resale value...)



The seats remain wide and comfy. Strikingly, compared to the skinny seatbacks becoming au courant among smaller luxury cars, the side of the seat is thicker than a brick wall. Rear legroom doesn't appear to be compromised since it's only the bolsters that create the bulk, but it did come as a surprise.

As for another detail of the interior: we appear to be alone in this, but the dash feels awash in buttons. The steering wheel has 11 buttons on it, seven of them multi-function. The center stack is a button convention with two multi-function knobs as special guests. We're sure it wouldn't take much to adapt and find our go-to buttons, but the initial cockpit survey leads us to think Airbus, not Acura.

Still, none of that is any deterrent to enjoying the car. Besides, in this league, it's the driving that counts.



Acura's assertion that this wasn't just about more power but about creating a sportier car is backed up in every way. In our review of the four-cylinder TSX, the engine was said to be "sufficient, but still lacks real grunt," and the car was described as doing "its job without much fuss, but never gets your adrenaline pumping."

Not so in the TSX V6. Although the V6 model gains an additional 194 pounds, the additional horsepower and torque offsets the extra poundage. Lay on the gas from a stop in the base TSX and the car aspires to action. In the V6, you only get the action.



The new coil springs and damper settings fore and aft do a terrific job of keeping road harshness away from cabin occupants. They're aided in the quest for cabin quietude by electronically controlled engine mounts and a feature only available on the V6: Active Sound Control (ASC), a noise cancellation system that filters out certain frequencies.

If you tell a group of automotive scribes that you've engineered a sedan for sporty performance and let them loose in twisties, they will, without fail, beat the bejeezus out of it to redline, smoking brakes and beyond, then compare it to the platonic ideal of a rear-drive BMW. Put through that tried-and-true test, the front-drive Acura fares well. Going hot and heavy into a hairpin will get you a serving of understeer and a flashing yellow triangle while the traction control works to keep the ship righted. But we were delighted to find that the flashing yellow light was the most intrusive part of the TC – no piercing whistles, no dominatrix-like clampdown on the brakes, no sudden wondering "Where did the power go?" It was always just enough to keep you going over the road and not over the cliff.



The electronic power steering returned decent feedback. Most importantly, we always knew where to put the wheel when planning a line, and corrections weren't necessary when we laid the course. The suspension kept to its tasks just as well when flying as it did at town speeds, keeping all the wheels where they needed to be even as the car was squatting and flicking to stay in its lane. The brakes did get tired a bit early. They were fine all the way up and over the mountain, but there was a gradual yet noticeable fade while plugging through corners. Not surprisingly, when we exited the car, the tangy scent of hot brakes was heavy in the air.

However, few of this TSX's drivers will ever belt this car like it's a Belmont Stakes runner. And if you are looking for a ride to do your Crank imitation of Jason Statham... you shouldn't be looking at a TSX anyhow.



Back here on Earth, and off the Hollywood set, the TSX V6 comes good with just about everything you'd want from it. The drive-by-wire throttle that feels like instant-on acceleration at low speeds loosens up nicely on the trot. The five-speed automatic (no manual option on this car) knows its gears and isn't afraid to kick down, and the extra power pulls the TSX nicely out of apexes. Even though there's a manual shifting mode with paddles on the steering wheel, we barely used it and rarely called on peak horsepower. The latter doesn't come on until 6,200 rpm, just 700 rpm shy of the redline, and at that height, even the ASC can't keep the cabin from becoming vociferous.

The grabby brakes loosen up as well – which is as much down to fade as anything else when it's really hard going. But maintain a rhythm, don't stab at the stoppers like a serial killer, and they'll serve you well.



In short: drive this car like it's a TSX with more power and better dynamics – not like it's a Lotus Elise – and you'll get a fabulously put together package that comes standard with a bucket of kit. If you want a TSX with more power, you've got that and more with this model. And if you're looking for an Acura that handles enthusiastically enough to seriously play on the same pitch as the three gatekeepers of the entry-level premium segment (3, C, and A), here you are. And you'll get it for less coin than those other cars: base base MSRP is $34,850 plus $810 destination and, if you're game, $3,100 for the Technology Package. That money will also save you money: you'll get better gas mileage than those other cars as well.

[Source: Autoblog]