I've loved the styling of the third-generation Acura TL from the first moment I laid eyes on the car. That it paired a strong sonorous V6 with an available precise six-speed manual only furthered my infatuation. Others appreciated the nicely finished interior and long list of standard equipment. And so the TL has sold very well.

But for 2006 Lexus introduced a redesigned IS, and this fall Infiniti has introduced a redesigned G35. What's Acura going to do to fend off the newer competition? This year's mid-cycle freshening includes some tweaks to the styling and a new Type-S model with the RL's 3.5-liter V6.

To evaluate the effect of the changes, I drove a 2007 Type-S six-speed immediately after driving a 2006 six-speed.

Styling

While the previous TL's lines had been thoroughly forgettable, the 2004 had all of the character of the best Alfa sedans, just without the quirks. The proportions were tight, the sections strong and aggressive. The mix of angles and curves, near perfect.

For 2007 the sheetmetal remains the same, but many of the other bits have been tweaked. The clean five-spoke wheels have been tossed in favor of a pair of busier twin-five-spoke designs, the ones on the Type-S looking especially aftermarket. The front fascia gains fog lamps (an odd omission from the previous TL) and a chrome splitter. Plain red tail lamps have been replaced by a much more complicated design.

On the Type-S, the side skirts now slope all the way to the doors to make them appear larger, eliminating the little shelf just beneath the doors that I personally like. Also on the Type-S, four round exhaust pipes replace a pair of rectangular units.

Overall, I like the changes to the front fascia, and dislike the others. They complicate a design that didn't need complicating, and make the car look like a SEMA special. The "custom" vibe might appeal to some people, but it looks unpolished to me.

Interior changes are largely limited to color and trim. To these the Type-S adds silver center inserts to the seats, carbon-fiber-look (instead of faux wood) trim, red (instead of blue) instrument and ambient lighting, diagonally stitched door panel trim, stainless steel pedals, and slightly larger seat bolsters. I like these changes quite a bit more than those to the exterior. While the silver leather doesn't do much for me, the door panel trim has the flavor on an Italian exotic and the red/gray instruments look fantastic.

Accommodations

There's very little new to cover in this section.

The driving position in the Acura TL is neither especially high nor especially low. Few will have an issue with it. Despite the larger bolsters on the Type-S, my torso noticed little difference. Lateral support remains moderate at best; competitors do better, especially when they offer optional sport seats. Comfort is good, but not great.

The rear seat suffers a bit from the stylishly arcing roofline. Its cushion is mounted fairly low, compromising both thigh support and the view forward. Headroom and legroom are both just adequate for average sized adults sitting behind the same. Competitors tend to be similar.

The trunk, at 12.5 cubic feet, is about the same as the TL's primary competitors. As before, the rear seat does not fold. European competitors offer this feature as an option.

On the Road

As with the 2002-2003 Acura TL Type-S, the new one includes a more powerful engine. This time around the key to more power is more displacement: the Type-S gets the 3.5-liter SOHC 24-valve V6 from the RL, rated at 286 horsepower in this application, in place of the 258-horsepoewr 3.2 that powers the regular 2007 TL and all 2006s.

During my back-to-back test drives, the larger engine feels moderately more energetic throughout its range, but when hitched to the six-speed manual the 3.2 is far from a slouch. So I'm not seeing a huge gain here. I suspect the 3.5 makes a larger difference with the automatic, as with that transmission the 3.2 feels a bit weak off the line. Both engines sound great, sporty yet also refined, especially when worked hard. The 3.5 cheats a bit, relying on noise-cancellation technology to eliminate some unpleasant notes at lower rpm. The larger six might have a slightly throatier sound, but even with back-to-back drives I cannot say for sure. The 3.5 certainly speaks more loudly in the TL-S than in the RL.

The TL continues to have one of the most satisfying shifters you'll find in a front-drive car, with tight, precise movements and a feel that is light but not overly so. The saleswoman told me that the clutch had been improved, but the only difference I noted was that it engaged closer to the floor in the 2007. I found it easy to work the ratios in both cars.

The biggest surprise is that, compared to the 2005 six-speed, both the 2006 and 2007 are relatively untroubled by torque steer. Dipping into the throttle in a turn will twist the wheel further into the turn, courtesy of the limited-slip front diff, but other than that I notice few untoward tugs. Apparently, in 2006 the engine computer was reprogramming to limit torque when the wheel is turned in first and second gears. Seems to do the trick.

Both the manual 2006 and the 2007 TL-S are fitted with powerful Brembo brakes as standard equipment. But my earlier reviews noted that even the standard brakes feel strong in street use.

Last time around I noted that the manual transmission car's stiffer suspension lent the TL "a harder-edged, more responsive character." Even so, the 2006 felt tighter and reacted more quickly to steering inputs than I recalled. Wide tires provide excellent grip, especially the optional summer tires fitted to the 2006 I drove. The steering isn't as precise as some, including Acura's own TSX, but is well-weighted and has a satisfying feel to it.

All is not perfect. Like any nose-heavy front driver, the TL understeers as the limits are approached, composure when hitting a bump mid-turn is good but not great, the chassis isn't as flexible as that of a rear-drive car, and the TL's sheer size keeps it from feeling as agile as smaller competitors. But it's still great fun to drive.

The base TL's suspension settings have been softened a touch for 2007. But they are stiffer in the Type-S. Net effect is that I didn't feel a large difference between the 2006 six-speed and the 2007 Type-S. I thought the Type-S felt a bit sharper, a bit tighter, and a bit more composed, but I couldn't say for sure.

In either car the ride is generally smooth. Tar strips don't provoke the annoying bounciness I've experienced in some stiffly sprung cars. Still, a few pavement imperfections provoked abrupt, almost harsh reactions. Noise levels are low, as expected in this sort of car.

Acura TL Price Comparisons and Pricing

The biggest problem with the new TL Type-S is price. Navigation, a $2,500 option on the base TL, is standard. And even after adjusting for that option the Type-S is another $2,000, for a total of $38,795. I've always thought of the TL as a great buy in the low thirties. But in the high thirties? Not as great.

Maybe if I was more of a fan of nav. As it is, the main attraction of the TL's nav system for me is the included traffic information system. I hate traffic, and if I had to deal with it often would definitely want a car with this feature.

Want a six-speed TL without nav? Then you're out of luck for 2007, as the six-speed is no longer available in the base TL.

As a result, when compared to a 2007 G35 Sport six-speed, the TL-S is $5,445 more expensive. Even after adjusting for the TL's higher content, including the nav system, the TL is still about $2,000 more. Fit the G35 with nav and the Premium Package, and it's still nearly a grand less.

Last year the TL would have been worth the extra for many people, as the 2006 G35's interior was far inferior to the Acura's. But for 2007 the Infiniti has been redesigned, and the new interior is about as nice as that in the TL.

Compared to a similarly-equipped 2007 328i sedan, the TL-S runs about $3,400 less. Adjusting for features widens the gap just a bit. The twin-turbo 335i is, of course, much more expensive.

But if you don't want any options on the BMW, the prices are closer. Even the 335i starts only $600 higher than the TL-S, and the 328i is $5,700 less. You just get about $5,000 less stuff standard on the 328i.

Overall, the TL-S seems pricey to me. It'll seem better to someone who would have sprung for the nav anyway, but why force the option?

Oddly, the automatic Type-S is a bit easier to defend. You couldn't get an automatic with the sport suspension and Brembo brakes before. Now you can.

Before, the six-speed cost the same as the automatic, but included the uprated suspension and better brakes. With the new Type-S it no longer includes any additional features, but it still costs the same amount as the automatic.

Last Words

Acura has tweaked this and that with the 2007 TL, and even installed a larger engine in the new Type-S, but overall the car isn't as compelling as it was. A very good car, sure, but I'm having a hard time seeing it so close to $40,000. This early in the model year, the Acura dealer was talking about a price close to MSRP. Good luck.

After all, a friend of mine recently bought an RL for a price in the low forties. The RL's sticker seemed steep when it was way over the TL's. But given that the RL is heavily discounted, while there isn't much room to discount the TL-S, the two cars' prices end up uncomfortably close together.

The raft of Type-S equipment at base TL prices would have been a stronger play. Now, I'm not one to lightly say things should be free. But the 3.5 doesn't even match the power output of the engines standard in the Infiniti and Lexus. It's necessary just to remain within spitting distance of those cars, and you cannot charge $2,000 more for upgrades that only almost keep pace with the competition.

A Note on Acura TL Type-S Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy an TL Type-S rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Acura TL Type-S reliability comparisons.

Before I can report results, I need reliability data on all cars--not just the TL--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

Some of my reviews of related vehicles:
2005 Acura TL review
Audi A4 2.0T review
BMW 335i review
Cadillac CTS review
Infiniti G35 review
Lexus IS 350 review