Short Take Road Test
Around here, we are all big fans of the Acura TSX—the lean, frisky three-time 10Best-winning first-generation version, anyway. With respect to the larger, more substantial second-gen 2009 TSX introduced last year, our camp is split. Some of us believe that even despite the car’s newer and larger (but just 130 pounds heavier) body, the high-revving 201-hp, 2.4-liter four-cylinder carried over is still a great match, offering an excellent blend of power and prudence, especially with the available six-speed manual. The rest believe that along with the newfound size and substance, Acura should have added a heap of horsepower—and rear- or all-wheel drive.
In regard to the former group, nothing has changed on the four-cylinder TSX for 2010. It’s still the happy front-drive, near-luxe sedan it’s always been. For the power-hungry bunch, the 2010 TSX V-6 will alleviate the horsepower deficit when it goes on sale in July. By slipping in the same 3.5-liter V-6 from the base TL—tuned in the TSX to 280 hp and 254 lb-ft of torque—Acura turns its smallest four-door into a very quick sports sedan, even if it comes only with a paddle-shifted, five-speed automatic transmission.
How quick is it? Well, we’ll have to wait until we track-test it to say for certain. Acura claims it is capable of hitting 60 mph in seven seconds. But considering we hit 60 in 6.7 seconds with the last manual-equipped four-cylinder TSX we tested, we’re sure Acura is waaaaaay off with that silly estimate. Stay tuned.
Keep Your Hands on the Wheel
But, alas, as the saying goes, with power comes responsibility. And in this case, the driver must be responsible for managing the V-6 model’s extra thrust—and 200-plus pounds of additional beef, most of which takes up residence over the front wheels. With its 62/38-percent front-to-rear weight distribution, this is a recipe for eminent understeer. And sure enough, our preview drive on some of the most challenging mountain roads through Malibu, California—with almost no runoff room and few guardrails—provided us with more than a few intestine-twisting moments. We came to realize that the V-6 model truly isn’t as tossable as the four-cylinder, despite Acura’s fitment of flared-spoke 18-inch wheels (one inch larger than those on the four-banger) and firmer front shocks. Torque steer, however, is well managed, considering how much power is being dumped on the front axle. After all, the front tires have to steer, too.
The brakes were also worked up a bit, with a new master cylinder, brake booster, and uprated rear brake pads. The pedal, however, still exhibited some slop in the first inch or so of travel, and that only got worse during our admittedly harsh flogging. We also saw considerable fade. In every other respect, however, the TSX is unchanged. The only exterior alterations involve the aforementioned wheels, a slightly revised front fascia, and the V-6 badge on the trunk. Inside, other than a new active-noise-cancellation system, there is no difference whatsoever. And that’s just fine with us. The comfortable, spacious, and exceedingly well-equipped interior is one of the TSX’s stronger suits, especially dressed in a dark color and equipped with the Tech package and its solar-sensing climate-control system, 10-speaker ELS surround-sound stereo, and navigation with real-time traffic reporting.
Steep Price for Power
Well, there is one more difference: price. At $35,660, the TSX V-6 will cost a monstrous $5540 more than the $30,120 2010 TSX four-cylinder that’s available now. That’s right, two extra cylinders will run a guy nearly $2800 each. That’s especially notable given that the TSX has proven it can do its job just fine with the four it was born with, to say nothing of that engine’s clear fuel-economy advantage (21 mpg city/30 mpg highway versus 18/27).
Hmm. So how much is all that power—and understeer—really worth to ya?
