Review is based on SH-AWD Elite trim package

The premium sport-sedan segment is a tough place for a car if it’s not from one of the established and desirable German brands. There has to be something that stands out against the competition. Acura was never successful with its TL mid-sized car, or its compact and sporty TSX, so it killed them both off and introduced the TLX, which it says is “positioned squarely in the heart of its competitive set.” Hmm – is it really?

Walkaround: 6.0/10

The TLX looks great from the front, but blurs into bland with its profile and rear end. Its LED headlamps are squat and squinting, which is a good thing if you can get past the excessive alliteration. The horizontal chrome band across the grille is no longer the hideous Star Trek design of previous Acuras that desperate dealers would paint over. The whole front end now looks the business.

From the side, though, everything becomes forgettable. A crease across the doors swoops beneath the handles toward the rear and then – hang on, let me look at the car again to remind myself. I don’t remember any flared wheel arches or distinctive trunk lid, or am I just confusing it with the Lexus ES350? In fact, I don’t remember anything except the headlamps and grille, even though I just took another look.

In a parking lot, it’s important to back into a space if you want to find your car easily. If you have to look for its back end, you’ll need to activate the flashers from the key fob to make it stand out.

Interior: 8.0/10

Now this is better. A premium feel and modern look to the cabin, with an extra sense of space thanks to push-button gear selectors on the centre console that replace a lever or steering-wheel stalk. You get used to them quickly, too, with a big round button for selecting Drive and a flip-up button for Reverse. It’s too bad Honda just stopped selling all the nine-speed V6s to fix a problem that lets the car roll away when it shows it’s in Park.

Like many Hondas and Acuras, there are two screens in the centre of the dash: the top screen is for navigation and the radio display and is controlled with a dial, while the bottom screen is for everything else and is touch-sensitive with haptic feedback. It replaces the plethora of buttons in the previous vehicles, but it takes a bit of getting used to, to find what you want.

There’s a little less interior space than the old TL, but the seats are comfortable all day long, even in the back where headroom is generous. It will help in the back seats to have short legs and small feet, however.

Technology: 9.0/10

Technology is the TLX’s strength, but it can be its weakness too. There are three differently equipped editions, with two updated engines, two transmissions and two drivetrains.

The smaller engine is the 2.4-litre four-cylinder that’s good for 206 hp and 182 lbs.-ft. of torque. It comes only with Honda’s own eight-speed dual-clutch transmission and torque converter, which is smooth shifting and responsive. It also comes only with Acura’s Precision All-Wheel Steer (P-AWS), which can turn the rear wheels a couple of degrees to help in corners.

The larger 3.5L V6 makes 290 hp and 267 lbs.-ft. of torque, which is plenty powerful but not quite so responsive. It’s available as a front-wheel drive sedan with the P-AWS system, but also as an AWD car with the second generation of Acura’s slick and successful Super-Handling All-Wheel-Drive system. This is one of the best AWD systems on the market and it controls each wheel with confidence. It’s 25 percent lighter than the last generation of the powertrain. This is good, because the car is already 120 kg heavier than the four-cylinder.

The technology piles on successively with each of the seven packages. By the time you drive the top-of-the-line Elite model with SH-AWD, there’s active cruise control, active lane departure mitigation to steer the car back into the lane, blind spot and cross traffic warnings, and collision avoidance that flashes a warning onto the bottom of the windshield if it senses a potential crash into the vehicle ahead. This is clever stuff for less than $50,000.

Driving: 8.5/10

I drove the most expensive edition, with all-wheel drive and all the bells and whistles. It was nimble and powerful and comfortable, but then so are the other cars in this segment.

Passengers were impressed with the TLX’s premium feel. It stood out with its exceptionally quiet ride, thanks to expanded foam insulation in the panels, triple-sealed doors, and active noise cancellation. They expected this sedan to be a lot more expensive than it is.

I was impressed with the abilities of its four drive modes, which allow a choice of econ, normal, sport and sport plus. There’s a simple switch on the centre console to select the mode, and then the computer takes over to adjust the throttle response, transmission shift point response, steering feel and the control logic for the P-AWS or SH-AWD systems. It also adjusts the heating and air-conditioning to tone it down for econ, and the active sound control to tune it up for sport and sport plus.

There are paddle shifters on the wheel for both transmissions. I found the nine-speed to be a bit sluggish, but this isn’t a track car and the overall response was satisfying enough.

Official claimed fuel consumption for the V6 is 11.2 L/100 km in the City and 7.5 on the highway, for a combined rating of 9.5. Premium fuel is recommended. My own consumption was 9.9 L/100 km, but I kept the drive mode set to sport for much of my time behind the wheel.

Value: 9.0/10

Compared to its competition, the TLX is very good value for money, which is where it finally gets to stand out. Put it up against the Germans – the BMW 3 Series, Mercedes-Benz C-Class and Audi A4 – and the equivalent technology options through the pricing ladder are going to cost several thousand more. Even the Lexus IS250/350 and Infiniti Q50 have little improvement to offer for the money, if any.

Conclusion: 8.1/10 Very Good

The TLX is a very nice car. It’s extremely capable as well as comfortable, and you’ll enjoy driving it while your neighbours will be impressed.

Is it an exceptional car, though? Perhaps it is at its lower price points, where quick response from the eight-speed transmission and nimble handling from the front-wheel drive P-AWS system can be bought without breaking the bank. The quality of the interior will be almost the same and your neighbours will never know the difference.

And if you have extra money to spend, you can march into the Acura dealership and demand the full-loaded, top-of-the-line version and get out of there for less than $50,000 – before paying those damn taxes, of course. Just try doing that with a 3 Series or an A4.