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To that end, both of the TSX's available 4-cylinder (K24) and 6-cylinder (J35) engines (only available in the TSX sedan) are now lubricated by 0w20 oil. The transmission fluid used in the 5-speed SportShift Automatic transmissions is also lower in viscosity than last year's spec, and the 5AT in 4-cylinder models even adds a fluid warmer assembly which helps improve shift quality, transmission durability, and engine fuel economy for operation in colder climates. The pistons (of both engines) now feature a new MoS2 molybdenum coating applied in a unique dot-pattern which is designed to minimize friction as the pistons slide through the cylinder bores. The K24's high strength forged-steel crankshaft features micropolished journals - this reduces friction while simultaneously increasing durability.

Beyond the frictional reductions, the K24 benefits from an increased compression ratio (now 11.0:1), new valve timing, and improvements in both intake and exhaust flow. The result is peak horsepower and torque identical to last year's K24 (201hp @ 7000rpm, 170lb-ft @ 4300rpm), but somehow it feels like Acura might be fibbing a bit.

These underhood enhancements are a good thing because at a curb weight of 3600lbs, the 4-cylinder-equipped TSX Sportwagon can use all the thrust it can get. The K24 actually does a pretty good job in that respect - taking the specs into consideration, the TSX Sportwagon felt quicker to me than I thought it would. Throttle response is snappy and the engine in general feels very responsive and energetic. It's not fast by any means, but there's enough zest to generate a fair amount of wheelspin if you get too heavy on the throttle in first gear, especially while turning. The torque curve of this engine is impressive - it jumps right out of the hole and just keeps on pulling as the revs move through the range. It feels like the torque curve may have a slight "double peak", with a very mild dip in the midrange, giving way to a tiny surge as you rev it out past 7000rpm. I would estimate a 0-60 time in the lower mid 8-second range, which is respectable, but not outstanding.

The 5-speed Sportshift automatic seems to work well enough with this engine - the ratios are fairly widely spaced in typical Honda fashion, but the impressive breadth of the K24's torque curve makes the most of the ratios. I would personally prefer a 6-speed manual transmission, but considering the flexibility of the K24 engine, it would likely only have a nominally positive effect on performance.

Efficiency
During our day of driving, I observed two things. One, it was pretty easy to make the TSX Sportwagon burn a considerable amount of fuel. Two, we found that it wasn't that difficult to drive it in an efficient manner. The key is to preserve momentum as much as possible, avoiding sudden changes in speed. Also, minimizing the number of standing starts helps a great deal as well - it just takes a lot of energy to get this 3600lb wagon going, but once it's underway, Honda's numerous aerodynamic improvements and frictional reduction efforts pay off handsomely. On the drive from our lunch spot in Bodega Bay back into San Francisco, we drove in a more "typical" fashion and saw close to 30mpg on the trip computer through a mix of traffic conditions. Earlier in the day, on our way out to Bodega Bay we saw under 20mpg, but we were spurring it pretty hard on that stint.

Handling
At 57%/43% Front/Rear, The TSX Sportwagon's weight distribution is "better" than the sedan's, or at least more balanced. This may be one reason for the somewhat surprising amount of 1st gear wheelspin that I observed while driving it, but the more balanced distribution definitely helps mask the Sportwagon's additional weight. It's been a while since I last drove a 4-cylinder TSX sedan, but from memory I can't really sense the extra 130lbs of mass carried by the Sportwagon, and that's a good thing. The Sportwagon responds gamely to inputs, and the EPS (Electric Power Steering) delivers better feedback and on-center feel than it did on the '09 and '10 models, though it's still got a ways to go before it can approach what I consider the "ideal" level of feedback and feel. In general I found the chassis to feel mostly neutral with a tendency towards mild understeer. The tires generate enough grip to keep things interesting, but it's clear that they're not designed with ultimate cornering grip as the top priority. The TSX Sportwagon is easy and safe to drive in the sense that it's not very sensitive to sudden throttle or braking inputs, but on the flip side the chassis doesn't feel quite as alive as some of the sportier FWD cars that I've driven. Which is another way of saying that it feels a lot like the TSX Sedan upon which it is based. It is precise and obedient in how it carries out your wishes, but not much more.

Ride
The TSX Sportwagon has a sporty demeanor to its ride quality. In the old days you might say it felt "European", but lately European cars sold in the USA have grown so soft and floaty I'm not sure that adjective still applies. In general, the TSX Sportwagon's ride motions are pretty well controlled, and overall it does a good job isolating passengers from the road's imperfections, but as with most Hondas and Acuras, I feel like it could do a better job at settling body motions following an impact. It's not at all floaty, nor is it fidgety or nervous feeling, but it still seems like there's a bit more activity than is absolutely necessary. I wasn't able to sense any flex or shivers from the TSX Sportwagon's immensely stiff body structure.

Stopping
During our day of testing, I only had the chance to challenge the brakes to a moderate extent. They responded well, delivering good pedal feel and reassuring stopping power with no hint of fade. It seems that the TSX isn't really fast enough, nor do the tires generate enough ultimate grip to provide a serious challenge to the brake system as it sits.

NVH
Regarding NVH, the TSX Sportwagon performs pretty well. Wind noise is nearly non-existent. There's a bit of road noise present but it's not an objectionable level. Driven at a moderate pace, the 2.4L 4-cylinder goes about its business quietly and smoothly. In general, the sounds you hear are pleasing to the ear. Under a heavy right foot, the engine has to maintain higher rpms to deliver the desired pace, so there's a commensurate increase in engine noise and only the slightest hint of buzziness coming from the long-stroke 4-banger. It never gets thrashy or anything, but the engine's operation would never pass unnoticed. This is where the 3.5L V6 would provide a more effortless, premium feel.

Conclusion: The bad news and the good news.
I'll be honest here, the last time I genuinely felt good about a new Acura product was back when the 2007 MDX debuted. Acura employs a lot of good people, so I'm not sure where the disconnect has been for the past 7 years, but the truth is that besides the MDX, the Acura product line has been a long series of disappointments (of varying degrees) since the '05 RL hit the streets. I have done my best to keep an open mind and to stay positive during this period, but I just haven't had a genuinely good feel for anything coming from Acura for a while. While the TSX Sportwagon isn't perfect by any stretch, for once I feel that it will actually contribute something positive to the brand. Here's to hoping that Acura continues the tradition.

The Acura TSX Sportwagon went on sale at your local Acura dealer earlier this week. I encourage you to visit your dealer and drive one.

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