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2009 Acura TSX Tech 6M Road Test

Early adopters. It's the technical term used for people who are always on the cutting edge,

Driving Acura's new TSX, you really feel like you're in control over your life. (Photo: Justin Couture, American Auto Press)

the two to three percent of the population that not only has the latest technology, but the know-how to use it effectively. They're the kinds of people that don't just have the iPhone, but have had it since the first day it came out, not to mention that they've got the latest version of it with all the mods and programs, preaching it exuberantly. They're the ones with the thinnest laptops, and all the toys, but early adopters have a very specific kind of lifestyle, which, if you're exposed to it, is something easy to fall into. Five minutes behind the wheel of a TSX and you too can feel like you're an early adopter, provided you've got the right portable hardware with you.

Acura knows its target market precisely. The TSX was built for the successful, but unmarried guy in his early ‘30s. The sort of man who's landed a job as a stockbroker or a day trader, yet doesn't mind a late night party or two despite the early morning rise. He enjoys the finer, more refined side of life.

This guy wants a car that accents his lifestyle and is compatible with his toys. And the Acura delivers. It has true iPod integration that shows up on the navigation screen, and is linked to an astonishingly clear ELS surround sound

Sharper lines have been the source of much controversy. (Photo: Justin Couture, American Auto Press)

system with Panasonic speakers supporting DVD-Audio. It has Bluetooth handsfree as standard equipment, and voice recognition that can understand up to 100,000 words, plus the bonus of Zagat's restaurant guide built right in. If he so happens to live North of the border, there's traffic assistance so he's not late for meetings and weather updates via XM satellite radio so he's never without his umbrella. This is a car that delivers the utmost in control over one's life, and does it superbly. But what about control over the road?

When the TSX landed in North America for the first time in 2003 as a 2004 model, I thought that it was the perfect entry-level luxury sedan, Japan's front wheel drive answer to the 3-Series. It was small, yes, but roomy enough for four, and was mature; understated but classy, in a traditional Japanese way. To this day, the first generation TSX still looks fresh. What's more is that it captured the best elements of what Honda had to offer - a free-revving engine, slick gear-change, plus pure and balanced handling combined with the luxury, refinement and build quality of Acura. The best of both worlds, and for the longest time my favorite Japanese car.

Just look at how much beefier and bulkier the new car looks sitting next to last year's model. (Photo: Justin Couture, American Auto Press)

Following up on the first-gen TSX wasn't going to be an easy task, but Acura, confident in knowing what its consumers want, honed in on the premium class. They aimed to make it more luxurious and better built, but also a better driving car. And so the TSX grew bigger, fuller, and stronger in stature. 2009's car is 3.1 inches wider and 2.4 inches longer than before, with 1.4 inches of stretch ending up between the wheels. This was done to give the car a wider stance on the road, improving stability rather than interior volume, while a 0.2 inch reduction in height lowers its C-of-G. Indeed, inside, the TSX's front quarters are airier, but move to the rear and the gains are improved shoulder and hip room, rather than leg and headroom, which are virtually unchanged. And the trunk, while completely useable, is smaller too. That's a pretty big trade off, a bold and counter-intuitive move that puts dynamics over space.

The body's skeleton is some 15-percent stronger than before thanks to a reinforced roof and the use of more high-strength steel, and the multi-link rear axle has been completely reworked with new shock absorbers. It's all

The TSX's interior is quiet and much more calming than before, ensuring that each following drive is relaxing. (Photo: Justin Couture, American Auto Press)

topped off with a brand new sharper power steering rack that's electrically assisted with speed-sensitive weighting, a technology that Acura is keen to point out is an advancement from its NSX supercar.

What hasn't changed is the drivetrain. Okay, so there are a few minor alterations, like a boosted compression ratio (11.0:1, from 10.5:1), lighter valves and the i-VTEC's been reprogrammed, but otherwise it's very much the engine it was before - free-revving and high-strung. These changes have come at the cost of a couple of horses (four), but they're made up by a few more lb-ft of torque (eight) that are actually produced over a period, rather than just a peak. Still, in true Honda nature it's an engine that you need to wring in order to get the most out of as peak power is produced just shy of redline, which is where its six-speed manual, also unchanged, comes in handy. One of the best manuals on the road, the TSX's shifter is sweet like candy - it's slick and precise, a real joy to use, combined with its friendly clutch. Shorter ratios in second and third also help to counter the 165 lbs of weight it's gained. Combinations of engine and tranny rarely come as well matched as this.

The 2.4-liter engine is one of the smoothest and most refined four-cylinders on the market. (Photo: Justin Couture, American Auto Press)

Out on the road it doesn't take long to realize that the TSX has grown up significantly in its quest to be a more luxurious vehicle. Every aspect of the car, from the engine to its road manners is refined. Wind noise is reduced, and its ride is more supple and less intrusive, separating it from the Germans and other Japanese cars. The engine is so well isolated that without looking at the tach it's hard to tell the difference between third and fifth gear from sound alone. In terms of outright refinement it's up there with the segment's best, a real triumph for Acura, which makes it a very nice car to live with on a day to day basis. It just so happens that in the midst of it all, the driver is just as isolated.

Driving your favorite road in the old TSX was nothing short of a blast. You'd row that six-speed manual vigorously, keeping its 2.4-liter engine on boil; the new car, in this department, is identical, if not a little less hair-raising due to the quietness of it all. It's when you hit the first curve, you'll feel the difference. The new TSX corners flatly and controls its body well, showing its competence. There's probably as much grip too (rather, as much grip as the

This was the highlight of the TSX during the week we had it - it's quite possibly the best part of the car. (Photo: Justin Couture, American Auto Press)

slippery Michelin HX MXM4s that Acura refuses to move away from, will allow), it's just that you don't know exactly what's going on because the steering is numb. The quest for less parasitic loss and better isolation from steering kickback robs the TSX of ultimate confidence. It's the addictive high-lift cam profile of the engine and gearbox, the ability to facility perfect heel-toe downshifts that make this forgivable; if Honda could have kept the old steering system, despite lacking the same ratios, this could be the closest thing to a front-driven 3-Series.

But for the rest of life's roads, the daily commute, the long-distance road trip and just about everything else, the TSX is excellently calibrated. Being more refined, it's less demanding and more relaxing, and it puts you at ease, allowing you to carry on, the car linked in with your busy, hectic life. The driving position is low-slung and comfortable, made possible by its highly sculpted, generously bolstered seats. They cradle your body like a baseball glove, and in a way their snugness highlights the dramatic transformation of the interior. Everything is meatier and chunkier, from the fat-rimmed, deep-dish steering wheel, to the spars that arc around the center console, to the instruments with their reverse,

Cool reverse-hung gauges are more common, but still a rarity. (Photo: Justin Couture, American Auto Press)

outside-hung needles. The exception, of course, is the leather-belted aluminum ball that is the shift knob, unchanged from the old TSX, which now looks like a child's toy.

The console and controls are akin to most new-age Acuras; technical and sometimes ergonomically frustrating. It's not that the system is particularly hard to use; in fact, the old TSX's combination of the main touchscreen plus hard buttons was a bit confusing to figure out (e.g. the fan speed had no hard button, but could only be altered by voice command or on the screen itself). Its flaw is that the buttons are spread over such a wide array and that there are so many of them. They're clearly labeled, yes, but because they're scattered around and each button pretty much feels the same to the finger tip, identification requires eyes to stray from the road. Perhaps this is why Acura hardwired most of the car's relevant controls to voice activation. Incidentally, the Japanese brand seems to be bucking the trend set by BMW and Mercedes-Benz who have reduced the button count via centralized control units like iDrive.

Most of the changes add to the car's width, meaning more hip and shoulder room inside. (Photo: Justin Couture, American Auto Press)

And this brings me to my one true complaint about the TSX. It's that there's more Accord in it than ever before. So it's true that the old TSX was the old European Accord, but it looked like a completely different car (and drove like a completely different car) since it shared so little in common with our Accord that it could convincingly be veiled as a true Acura. With this one, it's harder to tell. It may wear distinctively different sheetmetal and ride on a smaller wheelbase, but everything from the growth-like knob that controls the infotainment system, to the swooping, arcing shape of the dash, right down to the chromed exterior door handles, just speaks loudly of its Accord genealogy. That said our domestic Accord has polished up its handling and is also much nicer, which has also helped to close the gap. Marketing types might call it strengthening international brand identity, but I have a feeling that Accord is the last thing that people buying Acura want to be constantly reminded of.

I'm also a bit surprised that Acura hasn't brought the European Accord's high-end tech features here, such as its lane-keeping assist system, for which the electronic power steering system was developed; it gently and unobtrusively keeps the car centered in the middle of its lane. Or, full radar cruise control. Why is it that to date, the only Acura to feature a proximity key and keyless start is the flagship RL? Every Infiniti and nearly every Lexus has this as standard equipment, and it's an option on the 3-Series, C-Class and the next A4, not to mention a host of more entry-level cars from Toyota, Suzuki, and the list goes on.

It's the technology that's been put on the pedestal in the case of the new TSX, rather than the car itself. (Photo: Justin Couture American Auto Press)

And while I don't find the addition of power necessary, I know a lot of people were disappointed not to find the RDX's 2.3-liter turbo engine under the hood of the new car, especially considering its rivals now make up to 100+ more horsepower with their top of the line engines. It would certainly boost its acceleration from near class-bottom to mid-pack. Just don't hold your breath if you're betting it might still happen, as fitting the required intercooler would require a serious redesign, something Acura isn't going to do. If a turbo Acura is what you desire, it'll come in the form of a diesel, which is slated to arrive next year.

Perhaps I am being a bit hard on the TSX, but that's really only because I like it a lot, and I've built myself up to this new model. Catering to broader tastes, it's a better car for most consumers and will surely serve Acura and Mr. Early Adopter well. It's also cheaper; a set of keys can be in your palm for as little as $28,960. The optional five-speed automatic also gains new paddle shifters, upping this model's fun factor. But what really differentiates me, as a bit of an early adopter myself, is that at the time of the original release I could see myself behind the wheel of a TSX not only for its toys, but because it was engaging to drive. This time around, I'm not so sure.

Specifications (Acura TSX):

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