Even if the 2012 Acura TL SH-AWD 6MT wasn’t a solid vehicle, its mere existence would warrant appreciation. In a North American market increasingly dominated by automatic transmissions and front-wheel drive or all-wheel drive only as an option, the TL SH-AWD 6MT stood as a rare breed: an upscale midsize sedan offering the engaging combination of a manual gearbox and all-wheel drive. BMW, a brand often associated with driver’s cars, had already abandoned this niche. While you could still find a BMW 5-Series with either all-wheel drive or a manual transmission, the elusive combination of both was no longer available. For drivers prioritizing all-weather capability and spaciousness for four adults, without sacrificing the joy of shifting gears themselves, the Acura TL was virtually the only option. But was settling for the sole contender in a vanishing segment truly a compromise?
The design evolution of the Acura TL took a notable turn between generations. The 2004-2008 models were widely praised for their understated elegance. Their design was not overtly flamboyant, but the proportions were athletic, the lines angular yet refined, and the overall size felt perfectly balanced. However, with the subsequent generation Accord growing in size, the TL, sharing its platform, followed suit. Simultaneously, it seemed Honda received feedback suggesting their designs were perceived as too subtle. Consequently, the 2009 TL emerged with a more imposing stance, characterized by bulky body sides, sharply pointed front and rear fascias, and a polarizing chrome grille often likened to a cheese grater. This was undeniably a distinctive look, but it also drew considerable criticism. For the 2012 model year, Acura attempted to soften the design’s more contentious elements. The sharp edges were smoothed out, and the grille was replaced with a more conventional design. The result was a more subdued exterior, less likely to evoke strong emotions, either positive or negative. While it might not inspire passionate admiration, its more generic aesthetic allowed it to blend into traffic with less visual drama.
Stepping inside the 2012 TL, the interior presented a familiar landscape, with no immediately apparent changes from the preceding model years. The cabin maintained its high-tech ambiance, utilizing materials that positioned it in the semi-premium category, comparable to brands like Buick and Lincoln. Ergonomics remained a strong point, with secondary controls thoughtfully positioned and easily accessible. A significant number of functions were managed through a large rotary knob located just ahead of the gear shifter. Its proximity to the shifter, however, occasionally led to accidental bumps while reaching for third gear. The instrument panel, while not as low-profile or compact as those found in classic Honda models, still offered good forward visibility. The A-pillars were relatively thin by modern standards, and the moderate windshield rake and instrument panel depth contributed to an open feel from the driver’s seat. Rearward visibility, as is common in contemporary sedans, was somewhat compromised by the high rear deck and sloping roofline. To mitigate this, the navigation system included a rearview camera to assist with parking and reversing maneuvers.
In contrast to some automakers that design front seats seemingly tailored for oversized occupants, the Acura TL’s front bucket seats were shaped and bolstered to provide genuine lateral support for average-sized adults. Despite this focus on support, the seats were also generously padded, ensuring comfort for most body types. However, those with a particularly upright posture might find the headrests positioned too far forward, potentially causing slight discomfort. The rear seats offered ample knee room and sufficient headroom for passengers up to about 6 feet 2 inches in height. However, rear passenger comfort wasn’t without minor drawbacks. Toe space under the front seats was somewhat limited, and the rear seat cushion was positioned a little low to the floor, potentially leading to a slightly knees-up seating position for some. At 12.5 cubic feet, the trunk capacity was on the smaller side, particularly considering the vehicle’s substantial 194-by-74-inch exterior dimensions. Furthermore, in a characteristic shared with other upscale Asian sedans, the rear seats did not fold down to expand cargo space, limiting versatility for larger items. Similarly, both the glove compartment and center console offered only modest storage capacity.
Honda’s engine technology, while not always at the absolute cutting edge, consistently delivered reliable performance. The 3.7-liter V6 engine in the Acura TL SH-AWD 6MT didn’t employ forced induction or direct fuel injection, technologies increasingly common among competitors. While some manufacturers, including GM, had moved towards dual overhead camshaft (DOHC) designs even for their pushrod engines, Honda maintained its reliance on a more complex single overhead camshaft (SOHC) valvetrain to manage the twelve valves per cylinder head. Despite this, the engine’s performance was commendable. While 305 horsepower might seem modest for a premium-fuel-requiring 3.7-liter engine in its class, the V6 delivered power where it mattered most: responsive and immediate acceleration, accompanied by an engine note that grew increasingly engaging as the tachometer approached its 6,700 rpm redline. Even without the aid of a turbocharger, the TL SH-AWD 6MT could achieve zero to sixty miles per hour in well under six seconds, a respectable figure for its segment. While V6 engines from GM, Ford, and Hyundai might have incorporated more recent technological advancements, and Infiniti’s V6 might offer slightly greater raw power, the Acura powerplant stood out for its superior sound and overall driving feel. Crucially, when quiet cruising was desired, the engine receded into the background. At highway speeds, the exhaust note, so prominent at full throttle, became barely audible. Despite a curb weight of 3,889 pounds and the added weight of all-wheel drive, fuel economy was surprisingly reasonable. Drivers reported averages in the low twenties mpg range in suburban driving conditions, aligning closely with the EPA estimates of 17 mpg city and 25 mpg highway.
Honda has consistently excelled in specific areas of automotive engineering, and manual transmissions are undoubtedly one of their fortes. Even as the overall character of the TL leaned slightly towards a more refined and less overtly sporty demeanor, the six-speed manual shifter in the SH-AWD 6MT model retained the hallmarks of Honda’s manual gearbox expertise. Short throws and a distinct, mechanical engagement into each gear evoked the precise feel of a rifle bolt. Despite market pressures to broaden the TL’s appeal, Honda’s engineers clearly prioritized the tactile experience of the manual transmission. The gear ratios were thoughtfully selected, featuring a short first gear followed by minimal drops in revs with each subsequent upshift, optimizing acceleration and maintaining the engine in its powerband. It was evident that the inclusion of a manual transmission in the TL SH-AWD 6MT was not merely a token gesture to appease enthusiasts. Considerable attention to detail was invested in ensuring its quality and driver engagement, defying the minimal sales volume typically associated with manual transmissions in this segment.
The TL’s Super Handling All-Wheel Drive (SH-AWD) system, largely unchanged since its introduction in the 2005 Acura RL, remained a benchmark in the industry. Perhaps a less technical and more evocative name than “SH-AWD” (which lacks the catchy ring of “quattro”) might have garnered greater recognition for Acura’s engineering achievement. While active rear differentials aimed at imparting a rear-wheel-drive feel to all-wheel-drive vehicles were becoming increasingly prevalent, their effectiveness often proved subtle. Acura’s SH-AWD system went a step further, actively overdriving the outside rear wheel in corners, not just shifting torque. This meant the outside rear wheel actually rotated slightly faster than the front wheels, enhancing turn-in and reducing understeer. The effect was readily apparent when accelerating through curves. Much like the best rear-wheel-drive sports cars, the TL SH-AWD could be steered precisely with the throttle, allowing for fine adjustments to the car’s line mid-corner. Despite the TL’s inherent nose-heavy weight distribution (58/42 front to rear), understeer was minimal even at the limit. With even a slight application of throttle, understeer essentially vanished, transitioning the chassis into a neutral or even slight oversteer balance when pushed harder.
However, the 2012 Acura TL SH-AWD 6MT also incorporated changes that detracted from its performance-oriented character. The previous year’s model offered the option of sticky 245/40YR19 Michelin PS2 performance tires. For 2012, these were replaced with 245/40VR19 Goodyear Eagle RS-A all-season tires, which Acura’s marketing materials claimed “offer significantly improved performance in snow and ice.” While this might be true, the trade-off was a noticeable reduction in dry pavement grip and a less communicative, “squishier” steering feel. Adding to the disappointment, the 19-inch wheels were now exclusively bundled with a blind spot warning system and cooled front seats as part of the Advance Package. Critically, this Advance Package was only available with the newly introduced six-speed automatic transmission, effectively eliminating the 19-inch wheel and tire option for manual transmission models. The sole tire choice for the manual TL SH-AWD 6MT became 245/45VR18 Michelin Pilot HX MXM4 all-season touring tires. These tires, while comfortable and quiet, readily surrendered grip (and generated considerable tire noise) when pushed even moderately hard, failing to fully exploit the capabilities of the sophisticated drivetrain. Attempting a quick corner exit would quickly induce mushy, progressive rear-end slides. If Acura intended to offer only one tire option with the manual transmission, a more performance-oriented choice would have been far more appropriate.
The noticeable body roll also hinted at shortcomings in the suspension tuning. While the suspension was by no means soft, delivering a somewhat firm and occasionally busy ride, it lacked the refined control expected in a sport sedan. The reviewer noted that a 2010 TL driven previously felt harsher, but attributed the perceived difference in the 2012 model to improved sound insulation, masking some of the suspension’s firmness. Bumps were still felt, but less audibly intrusive. Despite this firm tuning, when driven aggressively, the car didn’t feel as composed or precise as its best competitors. This was partly attributed to a less than ideally stiff body structure, and body roll, particularly at the rear, became evident during hard cornering. While the TL SH-AWD 6MT initially felt responsive and agile, thanks to its quick steering and the trick all-wheel-drive system, its size and weight limitations became apparent when pushed to its handling limits.
The 2010 TL’s electric power steering system, while lacking in detailed road feel, at least provided a level of heft that was consistent with its quick steering ratio. For 2012, Acura further lightened the steering calibration specifically for the SH-AWD model, aiming, according to the press release, to “generate a more relaxed on-center feel at normal road speeds— a steering feel that more closely matches that of the front-wheel-drive TL.” “More relaxed” proved to be an understatement. The steering now exhibited a noticeable dead zone on-center, which, combined with the quick steering ratio, made it too easy to inadvertently apply excessive steering angle. Even off-center and at higher speeds, the steering never regained the firmer feel of previous model years. It was difficult to imagine that any manual transmission enthusiast had requested this significant reduction in steering feel.
The 2012 Acura TL SH-AWD 6MT carried a base price of $43,770. With the manual transmission, the Tech Package (including navigation and ELS premium audio) was mandatory, while the Advance Package was unavailable. As previously mentioned, the TL SH-AWD 6MT occupied a unique position in the market, lacking direct competitors offering the same combination of manual transmission and all-wheel drive. The closest alternative, the Audi S4, offered sharper handling but also a more cramped interior. Equipped with comparable features to the TL SH-AWD Tech, the Audi S4 carried a significantly higher price tag, exceeding the Acura by over $12,000. Even when factoring in feature differences using TrueDelta’s car price comparison tool, the price gap remained substantial, at approximately $11,000.
For buyers less concerned with premium brand cachet and associated perks, the Subaru Legacy GT (at least the 2011 model year version, as 2012 details were yet to be announced at the time of the review) presented a more affordable alternative. The Legacy GT with navigation listed for $9,600 less than the Acura, and adjusting for feature differences narrowed the gap to around $6,800. The Legacy offered a more spacious interior than the TL, but its interior materials and overall driving experience were considered a step down from the 2005-2009 generation Legacy models.
Despite its criticisms, the Acura TL SH-AWD 6MT remained a good car, even a very good car in many respects. For drivers prioritizing the all-weather traction of all-wheel drive and the practicality of a midsize sedan, while also seeking an engaging and fun-to-drive experience, the TL SH-AWD 6MT was a compelling choice. The manual transmission, a rarity in its class, provided an unmatched level of driver involvement, and the TL’s gearbox was among the best available. The highly responsive engine and capable chassis further encouraged spirited driving. However, the TL SH-AWD 6MT fell short of being a truly great car. The powertrain and drivetrain represented significant engineering achievements, bringing the car tantalizingly close to class-leading status. Unfortunately, the changes to the steering and tire choices for the 2012 model year undermined these strengths. With the 2012 revisions, Acura aimed to address perceived shortcomings of the 2009-2011 TL, but the rationale behind these specific tweaks, particularly concerning the steering and tires, was questionable. The powertrain remained optimized for driver engagement, while the lighter steering and mandatory touring tires seemed to contradict this focus, pushing the car in a less performance-oriented direction. Tires, of course, are easily replaced, a modification that could be completed in a short time. With some optimism, it might also be possible for a dealer to reflash the steering system with the 2010 software, potentially reversing the unwanted steering changes. However, the decision to pair such a brilliant powertrain with compromised steering and tires raised questions about Acura’s target audience for this vehicle. Unless Acura was intentionally aiming to diminish the already limited sales of the manual transmission SH-AWD model, pairing the car with tighter, more communicative steering and stickier, sharper-handling tires seemed essential. Perhaps Acura’s marketing department needed to consult with the engineers who meticulously developed the transmission and the SH-AWD system to better understand the desires of the enthusiast drivers this car should have been aimed at.
Acura provided the vehicle, insurance and one tank of gas for this review.
Michael Karesh operates TrueDelta, an online source of automotive pricing and reliability data.
