Like a sports team that looks unbeatable early in the season but folds when the competition gets tough, Acura burst out of the gate strong but has faded down the stretch.
Acura was the first Japanese luxury brand when Honda launched it in 1986, three years before Toyota and Nissan responded with Lexus and Infiniti, respectively.
Despite that substantial head start -- nearly a full generation in vehicle-development time -- Acura has faded from prominence as Lexus and Infiniti rose, and more recently with Cadillac's resurgence.
The all-new 2009 TL midsize luxury sedan isn't enough to pull Acura out of its decline, but it changes the trajectory slightly, turning a nosedive into something that could be salvaged with a good pilot at the controls. What is Capt. Chesley B. Sullenberger doing this week, anyway?
The new TL comes in two flavors: front- or all-wheel drive. A five-speed automatic transmission is standard equipment, with a six-speed manual scheduled to join the lineup for the 2010 model year.
Front-drive TLs get a 280-horsepower 3.5-liter V6. All-wheel drive models -- SH-AWD stands for super-handling all-wheel drive, a name that's both inelegant and optimistic -- get a 305-horsepower 3.7-liter V6.
Prices for the TL start at $34,955 for a base front-drive model. All-wheel drive TLs start at $38,505.
Other than all-wheel drive, the only major option available is the technology package, which includes a navigation system, limited voice control for some features, and a very good ELS Panasonic sound system.
A front-drive TL with the tech package goes for $38,685. An all-wheel drive model with the option stickers at $42,235.
You can also get the TL SH-AWD with the tech package and summer tires, which raises the maximum possible price to $43,235. All prices exclude destination charges.
I tested a TL SH-AWD with the tech package and found the car to be pretty good, the suite of optional features less so.
The 3.7-liter V6 is smooth and powerful, providing plenty of oomph for all purposes. The TL's fuel economy of 17 m.p.g. in the city and 25 m.p.g. on the highway is about average for V6-powered all-wheel drive sporty sedans.
The Cadillac CTS AWD, Audi A4 Quattro and Infiniti G37X lead the pack. The Audi and Cadillac rated 17 m.p.g. city/26 m.p.g., while the G37x got 18 city/25 highway. AWD versions of the BMW 328xi and Volkswagen Passat CC matched the TL's projected fuel consumption. The Saab 9-3 XWD trails at 15 m.p.g. city/24 m.p.g. highway.
Both TL models require premium fuel, as do all the other cars named except the Cadillac CTS. The difference in fuel economy and gasoline grade works out to an additional operating cost of $195 a year for the TL SH-AWD versus a CTS AWD, according to the EPA's calculations.
Front-drive TLs scored 18 city/26 highway in EPA tests. That's 1 m.p.g. better in the city than a CTS, 2 m.p.g. worse on the highway than a BMW 328i, but the front-drive TL can't match the handling of those two rear-drive sport sedans.
The TL's AWD system and standard stability control performed brilliantly in fresh snow and kept the car stable in quick corners.
The AWD system also eliminates the torque steer that plagued the previous TL. The well-tuned electric power steering has a good on-center feel for fast highway runs and provides plenty of assist for easy low-speed and parking lot maneuvers.
The suspension absorbs bumps easily, though the car tends to squat on its rear wheels under heavy acceleration. The ride is comfortable and quiet.
The passenger compartment is lovely, with high-quality materials and a tasteful design.
The only exception to that are the controls for secondary systems like climate control, audio and the navigation system.
The steering wheel is festooned with a bewildering number of buttons and toggles, and the circular controller for navigation, phone, traffic and weather manages to match BMW's iDrive for complexity while running far fewer functions.
The Bluetooth connection for hands-free phones in the car I tested was inconsistent. It frequently failed to recognize and connect with my phone, a glitch that rendered the appealing hands-free function useless.
On the occasions when the car did connect with my phone, the voice-command feature for dialing was cumbersome, requiring too many steps and too much distraction for the driver.
The voice control of the navigation system was similarly limited, though the navigation system itself is easy to use and has a large, clear display screen.
The system to provide alerts on traffic delays does not update as the car moves, which means you only get the updates if you remember to go to the control dial and work through several steps to refresh the page.
The inconsistent Bluetooth connection and poor voice control are significant failures in a $42,000 car, particularly given that the same systems work flawlessly and can be had in a Ford Fusion that costs about $9,500 less than even a front-drive TL with the tech package.
The front seat provides plenty of room, and the standard leather-trimmed power seats are comfortable and have a wide range of adjustments.
The backseat is small, but usable. At 13.1 cubic feet, the trunk is on the small size, but its regular contours make it practical.
Standard safety equipment includes antilock brakes, electronic stability control, curtain air bags and front-seat side air bags.
The TL's styling has been controversial. While some people like the pronounced V-shaped grille that is Acura's new face, I find it a bit overdone, like an angry anime character. The side view is attractive, and the headlights and taillights give the car a recognizable and appealing look at night.
The TL is the best car Acura has introduced in years, but it still trails the elite small luxury sedans. Improving the usability of the advanced features it offers would be a good place to start as the brand tries to narrow the gap.
