2018 Acura TLX

2018 Acura TLX

Episode 3645
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Just 3 years ago, Acura pared down their sedan lineup by replacing both the TL and TSX with the single TLX. Reviews certainly weren’t bad, as its luxurious blend of technology and performance fit right in with flagship RLX. However, most would say it was not as exciting as it could be, and even Acura agreed with that. So let’s see if a revised 2018 TLX is the right answer.  

Adding a new dose of excitement to the 2018 Acura TLX starts with an updated look. Front fascia, fenders, and hood are all new; and the Jewel Eye headlights are re-designed. But, best of all, Acura has replaced the awkward “shield-like” grille with the much more attractive “diamond pentagon” first seen on their Precision concept. 

V6 models take it a smaller step further with freshened rear fascia and new exhaust tips. 

All in all, it makes for a more dynamic take on what was already there.

No radical changes to the inside either, other than updated software for the twin-screen infotainment system, which we were happy to see. We’re still not fans of the overall design, but it’s much more responsive than before. Android Auto and Apple CarPlay are now in play, but we found it odd that the apps show up in the upper screen which uses a central controller, not the lower touchscreen. 

A carryover 206-horsepower 2.4-liter I4 engine is still standard; with an 8-speed dual-clutch transmission. 

Upgrade to the 3.5-liter V6; and in addition to 290-horsepower, 267 lb-ft. of torque, and a revised 9-speed automatic transmission, you can get mechanical Super Handling all-wheel-drive. Those without all-wheel-drive come with Acura’s rear-toe adjusting Precision All-Wheel Steer.   

Our early drive time came in the rolling hills around Louisville, Kentucky; the majority spent with the V6. The 9-speed transmission is very smooth, and with both drive systems, ride quality is equally compliant. 

Putting the Integrated Dynamics System in Sport+ increases steering feel and throttle response, adds some engine noise, initiates more aggressive programming for the transmission and SH-AWD, and even cuts the HVAC system out temporarily when at full throttle.   

It certainly wakes things up a bit, but not to full-alert status. So, where’s the real excitement coming from?

Well, that’s what the new TLX A-Spec is for. Available with V6 only, the A-Spec gets retuned electric power steering; and when combined with SH-AWD, adds stiffer springs as well as a rear stabilizer bar that keeps things much flatter and confidence inspiring in corners.  

SH-AWD worked as great as always, torque vectoring us around corners even in the rain. And while we still don’t think the best handlers in the luxury sport sedan category have anything to worry about, the TLX has certainly moved up the list, and more importantly without losing any of Acura’s luxury feel.

And speaking of feel, we love the thicker steering wheel that comes with the A-Spec. Other interior highlights are more heavily-bolstered seats, red trim for the gauges, and brushed aluminum trim.

A-Spec exteriors are also set apart with their own unique blacked-out front fascia, round fog lamps, pronounced sill extensions, 19-inch wheels with high performance Michelin Primacy tires, rear diffuser with round exhaust outlets, as well as gloss black rear spoiler and trim. 

A host of AcuraWatch safety systems are available, but Collision Mitigation Braking is standard on all models. 

Government Fuel Economy Ratings range from the 2.4-liter’s 23-City, 33-Highway, and 27-Combined; to the 3.5-liter SH-AWD A-Spec’s 20-City, 29-Highway, and 23-Combined. 

Some shuffling of prices and more standard features, results in a slight increase in base price, now at $33,950. Stepping up to all-wheel-drive or A-Spec will have you around $40,000, though you no longer have to opt for Technology or Advance packages to get SH-AWD. 

They say competition brings out the best in people, and surely that sentiment applies to the automotive world. The 2018 Acura TLX is certainly the best it’s ever been, but also still unique in that it’s not trying to be a BMW; rather a whole lot more exciting TLX. And that’s good news to Acura fans, and us! 

Specifications

  • Engine: 3.5 liter
  • Horsepower: 290
  • Torque: 267 lb-ft.
  • EPA: 20 mpg city / 29 mpg highway
2025 Genesis GV80 Coupe 1

2025 Genesis GV80 Coupe

Genesis GV80 SUV Upstaged By Stylish New Sidekick

Episode 4419
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

These days if you don’t have a coupe version of your luxury SUV, you’re not trying hard enough. And that’s something that Hyundai and their luxury division Genesis could never be accused of. So, let’s go for a spin in the latest oh so stylish GV utility from Genesis.

The 2025 model year brings an updated midsize Genesis GV80 utility, which we recently put to the test. It also brings this sloped roof Coupe cousin along with it, which adds much more than just some athletic proportions to the luxury crossover party.

But, let’s start with the GV80’s already gorgeous styling, which received a new 2-line crest grille and updated lighting for ’25. Naturally this Coupe has a more severely sloped roofline that leads to a hatchback-like tail with an integrated kick-up spoiler.

Adding the final bit of garnish are 20 and 22-inch wheel options that are not available on the standard SUV. It looks fantastic overall; sportier, but still very luxurious, fitting right in with the Bentley’s and Benz’s at the valet line of whatever latest “it” restaurant or hotel you drive up to.

2025 Genesis GV80 Coupe 3
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Even more appealing to us is what’s under the GV80 Coupe’s long hood, a new optional twin-turbo 3.5-liter V6 with an e-Supercharger.

This 48-volt power booster is in place to fill in any gaps in power delivery from the turbos as well as feed in a little additional boost, increasing the standard V6 output from 375-horsepower and 391 lb-ft. of torque to 409-horsepower and 405 lb-ft. E-supercharged models come with black painted brake calipers and quad exhaust tips. Power is distributed through an 8-speed automatic transmission to standard all-wheel-drive.

While it mostly shares the GV80’s updated interior, there are a few exclusive details that come with the Coupe. The Nappa leather seats get a unique stitching pattern, and just to emphasis the sporty mission, there’s available carbon-fiber trim to replace the usual wood appliques, a 2-tone flat-bottom steering wheel, and added metal accents on the pedals. Cargo capacity does take a hit, falling nearly 20% from 36.5 to 30.3 cubic-ft., expanding to 62.1 with the rear seatbacks down.

Understeer was minor and well-controllable, allowing us to keep up a good pace through the cones.

To go along with the sportier details and boost in power, GV80 Coupes with the e-supercharger also get an added Sport+ drive mode that dials back stability control intrusion, provides a more aggressive transmission tune, and tightens up steering. Through the handling course at our Mason Dixon Dragway proving grounds, the GV80 Coupe did still exhibit a lot of body roll, but understeer was minor and well-controllable, allowing us to keep up a good pace through the cones.

Checking out that new powertrain was next on the list, and we could indeed feel a little something extra off the line, but then just as quickly, it settled down and we reached 60 in the exact same 5.6-seconds we achieved in the 3.5 twin-turbo GV80 SUV without the e-supercharger.

There was no drop off in power throughout the ¼-mile run however, and shifts were quick but still very smooth. All in all, it was a swift and luxurious 14.2-second trip to the end of the track, at which point we were travelling 100 miles-per-hour and the GV80 Coupe felt like it was just getting started.

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In braking runs, that soft suspension did lend itself to some significant nosedive, but there was a surprising amount of feedback through the vehicle, and stops from 60 were stable and steady, averaging a very short 98-feet.

Government Fuel Economy Ratings are slightly improved compared to the GV80 SUV’s V6 at 18-City, 22-Highway, and 20-Combined. But that’s still a slightly below average Energy Impact Score; consuming 14.9-barrels of oil yearly while emitting 7.5-tons of CO2.

Pricing starts at $81,300, which is only $150 more than the top GV80 SUV, opting for the e-supercharged turbo-6, which for now is exclusive to the Coupe, takes it to $87,100.

Genesis continues to stake their claim in the luxury vehicle landscape. Coupe-style SUVs may have limited practicality compared to the SUVs they’re based on, but for better or worse, they’ve not only become an important part of almost all luxury carmaker’s portfolios but are quickly becoming the status symbols of their brands. The Genesis GV80 Coupe is well equipped to be just that for Genesis.

Specifications

As Tested

  • Engine: 3.5-liter twin-turbo V6
  • Transmission: 8-speed automatic
  • Horsepower: 409
  • Torque: 405 lb-ft.
  • EPA: 18 City | 22 Highway | 20 Combined
  • 0-60 mph: 5.6 seconds
  • 1/4 Mile: 14.2 seconds at 100 mph
  • Braking, 60-0 (avg.): 98 feet
  • MW Fuel Economy: 22.9 MPG (Premium)