Not only does the 2025 Acura TLX Type S come with a lot of hard-driving hardware, but it also packs a ton of great tech. The Type S is the top-of-the-range TLX, a true premium sports sedan. Resale values are strong, and Acura owners have a similar devotion to the marque as Lexus owners show to theirs. These latter two details could prove to be crucial, because when compared against something in the same starting price bracket — yet with more power and prestige, like the 2025 BMW M340i xDrive — the Type S isn’t so much of a slam-dunk. Allow me to explain.
Zip
Propulsion for the TLX Type S is supplied by a turbocharged 3.0-liter V6 developing 355 horsepower and 354 lb-ft of torque. That’s a healthy amount of muscle — more than enough for daily driving duties and a major contributor to canyon-road revelry. Accelerating from a standstill to 60 mph takes 4.9 seconds, nice and brisk. The engine hums along sweetly until it’s asked to work hard, which is when it sounds and responds with a bit more bark and bite.
Let’s look at the competition, though. The BMW M340i xDrive makes 386 hp and the not-much-pricier Mercedes-AMG C 43 generates 415 hp. Both are faster to 60 mph by almost a second.
Grip
The Type S comes standard with SH-AWD — Super-Handling All-Wheel Drive. Acura isn’t exaggerating. I’ve driven a few cars with this system and always come away almost in disbelief at the amount of grip it has. The M340i xDrive and AMG C 43 have all-wheel drive as well, and those systems are absolutely fine. Yet there’s something about the SH-AWD setup that inspires me to push through the next corner a little faster than the previous one, to try and nudge close to where the limit might be. Despite the straight-line speed and superior power of the BMW and Mercedes-Benz contenders, I doubt that anyone would find them appreciably quicker over the same snaking road.
Stop
The Type S brings a brake upgrade over its lesser TLX stablemates, packing a set of Brembo stoppers. If that name doesn’t ring a bell, rest easy in the knowledge that plenty of high-dollar exotic cars deploy Brembo brakes. An adaptive suspension is also standard in the Type S. A similar setup costs extra in the BMW, while the AMG C-Class has its own sport-tuned adaptive suspension included.
Stock
Which brings us to an area where Acura doesn’t always get the credit it deserves. The level of standard equipment in most Acura vehicles is on the generous side. The Type S doesn’t charge extra for a high-end audio system or its comprehensive array of advanced driver aids. Whereas the final price of a German rival with an equivalent set of features might put quite some distance between the two cars.
Connect
Sporting plenty of power, adept handling, decent equipment, and a financial advantage, some people might be wondering why the TLX Type S isn’t wiping the floor with its BMW and Mercedes-Benz competition. Well, there’s the prestige thing. With the greatest respect to Acura, a next-door neighbor is likely to be more impressed seeing a German car on the adjacent driveway. I think it also comes down to a certain tactility that’s a trait of European cars in general.
Not wanting to ascribe human characteristics to machines, I’ve been pondering which word to use. The TLX has a kind of clinical feel with little feedback to the steering. The car doesn’t have that special flow I take for granted in a BMW. The Type S goes, it turns, it stops — but the sense of connection and cohesion I get in a BMW isn’t quite there.
Context
I’m splitting hairs, aren’t I? Maybe trying to find some reason to prefer one car over another, even if the validity of that reason is questionable. I’ve also told myself that I would grow to appreciate that clinical aspect when the car starts every time, when I have to rely on typical Acura dependability to get home, and when I just want something that does the job efficiently. I’ll be pleased at resale time as well, when the TLX Type S proves to have been a wise investment.
Inside
On a more tangible tangent, it’s somewhat disappointing that the TLX is the longest of the three compact luxury sedans mentioned so far, but has the smallest amount of rear legroom. I’m an adult male of average build and didn’t have much space behind the driver’s seat (which was set to my preferred driving position). A few hard plastics also make their way into the cabin. The quality of materials is adequate, but not much better than Honda (Acura’s parent company). This generation of TLX debuted for the 2021 model year. Its dashboard doesn’t come across as especially contemporary, as many rivals adopt the “two screens in one unit” approach, but it’s still perfectly functional.
Perfect is not an adjective I’d apply to the infotainment system’s trackpad, however. It’s like a laptop computer’s trackpad, but doesn’t feel as intuitive. I’d probably get used to it, although there would be several instances of annoyance along the way.
Upside
I’m going to reiterate the TLX’s strong resale values (as good as the Lexus IS compact luxury sedan, which is saying something), generous equipment inventory, and excellent build quality. Because Acura owners are quite likely to buy another Acura, I’m going to assume that although the TLX Type S can be fast on the road, the long-term ownership experience is more of a slow burn.
Pricing
Specifications
See 2025 Acura TLX Type S inventory available
