The 1998 Acura TL sedan is designed to be a touring luxury automobile and offers a sporty and more youthful alternative to traditional luxury cars. A touring automobile is one that's conceived as a long-distance runner that has the power to take its occupants across the continent effortlessly and in great style. At the same time, it has the handling response, nimbleness and quick reaction to throttle of a sporting sedan. As such, the TL provides a very high degree of luxury, comfort and interior room. The 1998 TL Series competes against other mid-luxury cars such as the Lexus ES300, Mercedes C220 and C280 and BMW 3 and 5 Series.
For the 1998 model year, the TL Series is available in a single fully appointed trim level for the 2.5TL and 3.2TL models. By including additional standard features on each model, the TL series becomes an even better value for 1998. New features that are now standard on the 3.2TL are heated front seats and heated door mirrors. The 1998 2.5TL now includes features formerly available only with the optional Premium Package such as leather-trimmed interior, power moonroof, plus new features including a keyless entry system and heated mirrors.
With its combination of luxury, performance and quality, the TL Series further strengthens Acura's position as the premier Japanese luxury performance nameplate in the U.S. market.
CONCEPTS AND GOALS
The TL is designed to provide:
- Outstanding luxury with a full complement of comfort and convenience items as standard equipment.
- Powerful engines that give excellent performance and response but are also efficient, durable and reliable.
- Refined and dynamic characteristics, including excellent high-speed directional stability and accurate response to steering input.
- A high level of safety in terms of safety systems.
- Sophisticated styling that retains a sporty and luxury-oriented image.
- A spacious interior, with ergonomically designed controls, easy-to-read instrumentation and luxury amenities designed to enhance the driving experience.
OVERVIEW
The Acura TL Series, available exclusively in a 4-door body style,
comes in two variations: the 3.2TL and 2.5TL. The TL Series has the
highest feature content in its class, with Automatic Climate Control
and an AM/FM/cassette/CD player standard in all models. And each
model features an even higher level of standard equipment for 1998.
The luxury-oriented 3.2TL is equipped with a 3.2-liter, single-overhead-camshaft, V-6 engine equipped with four valves per cylinder, a Variable Induction System and a direct ignition system. The engine produces 200 hp and 210 lbs-ft of torque. The 3.2TL Premium Package also includes a Traction Control System (TCS) as standard equipment.
The sporty, driver-oriented 2.5TL is powered by a 2.5-liter, inline 5-cylinder engine equipped with a single overhead camshaft, four valves per cylinder, Programmed Fuel Injection (PGM-FI), a dual-stage intake manifold, electronic ignition and dual knock sensors. The engine produces 176 hp and 170 lbs-ft of torque. The 2.5TL also features an innovative, electronically controlled hydraulic engine mount system which helps to reduce noise and vibration.
In keeping with the luxury aspect of the TL Series, both models feature an electronically controlled 4-speed automatic transmission as standard equipment. The automatic transmission features a Grade Logic Control System that reduces gear hunting in up- and downhill driving and provides a more refined driving experience. It also enhances engine braking in downhill driving.
Both TL Series models feature a 4-wheel independent double-wishbone suspension, 4-wheel disc brakes, a standard Acura-designed Anti-Lock Braking System (ABS) and a standard driver and front passenger air bag Supplemental Restraint System (SRS). Both models also feature the advantage of front-wheel-drive technology for excellent directional stability, superior traction on slippery road surfaces and packaging efficiencies that contribute to lighter overall weight.
Structurally, the TL represents the latest advances in rigidity, impact strength and noise isolation. In designing the chassis, the engineers used the latest structural and finite element analysis to provide a tight, quiet interior that effectively damps out road and wind noise. This rigid platform also enhances handling and bump absorption by maintaining precise suspension geometry over all road surfaces.
1998 Acura 3.2 and 2.5 TL - Powertrain
OVERVIEW
The TL Series is available with either a 3.2-liter V-6 or a
2.5-liter, inline five-cylinder, engine. The 3.2TL engine requires no
scheduled tune-up for the first 100,000 miles. Like all other Acura
engines, it is made of aluminum alloy and is equipped with cast-iron
cylinder liners. It features a single-overhead-camshaft design, 4
valves per cylinder, a direct ignition system and a Variable
Induction System. Peak power is 200 horsepower at 5300 rpm and torque
output is 210 lbs-ft at 4500 rpm.
The engine of the 3.2TL is located longitudinally for an optimal front/rear weight distribution, higher rigidity and impact protection.
Goals for both engines included ample low-end torque for excellent driveability and plenty of high-end power for sustained cruising and passing capability.
The engine of the 2.5TL is a compact, all-aluminum, inline 5-cylinder design equipped with a single overhead camshaft, four valves per cylinder, Programmed Fuel Injection (PGM-FI) and a dual-stage intake manifold. It produces 176 hp at 6300 rpm and 170 lbs-ft of torque at a very low 3900 rpm.
The transmission for the TL Series is an electronically controlled 4-speed automatic with a Grade Logic Control System.
The longitudinal arrangement of both powertrains achieves a number of desired goals. It creates an ideal 60/40 weight distribution for excellent handling and turn-in response. Also, it allows the use of softer engine mounts, which reduce the level of noise and vibration reaching the cabin. By tilting the 2.5-liter engine 35 degrees, the engineers were also able to achieve a low hoodline for maximum visibility, and a reduction of frontal area to reduce aerodynamic drag.
ENGINE BLOCK/CRANKSHAFT
Like all other Acura engines, the engine blocks of both TL models are
aluminum castings with cast-in iron liners, a design known for its
light weight, excellent rigidity and good long-term durability. The
crankcase designs feature deep skirts and extensive webbing,
substantially reducing engine noise and vibration.
CYLINDER HEAD/VALVETRAIN
Both TL engines feature a 4-valve-per-cylinder valvetrain with a
pent-roof combustion chamber and V-formation valves. The cylinder
heads of both engines are pressure cast in aluminum for light weight,
increased accuracy and improved breathing due to more precisely
formed ports and runners. The combustion chambers have been designed
to promote high swirl and controlled flame propagation for optimum
power and efficiency. To reduce friction and mass and improve
response, each pair of exhaust and intake valves are actuated by a
single rocker arm. The 3.2TL engine features hydraulic valve
adjusters.
VARIABLE INDUCTION SYSTEM
For the 3.2-liter, a boost for both high-end power and low-end torque
is provided by a Variable Induction System, similar to that used in
the NSX. A unique two-level intake manifold-made of aluminum to save
weight-provides three possible paths for air being inducted into the
engine. The path is selected by three butterfly valves that are
electronically controlled and actuated by intake vacuum. When the
engine is running at less than 3300 rpm, air for the two banks of
cylinders is strictly separated and is led through the longer of two
intake paths for optimum resonance charge effect at low engine
speeds. Between 3300 and 3900 rpm, the two larger butterflies open
and air flows through the shorter path for best resonance effect in
the midrange. Then at 3900 rpm, the third butterfly opens to provide
a large plenum serving all cylinders. At this point, the resonance
effect is reduced, but an inertia ram tuning effect takes over to
boost high-end breathing and power output.
The 2.5 TL inline-5 cylinder engine is tilted to the right, 35 degrees from vertical. This has allowed the engineers to design a manifold with long, tuned intake runners to optimize engine breathing. Based on technology developed for the NSX, the intake manifold is a dual-stage design and increases both low-end torque and high-end horsepower.
Below 5000 rpm, the cylinder is fed by the primary runner. Above 5000 rpm, however, the engine vacuum opens a butterfly valve, allowing the passage of air through a secondary runner. This increases the volume of air entering the combustion chamber and also produces an inertia ram-tuning effect for more complete cylinder filling, increasing both horsepower and torque.
PROGRAMMED FUEL INJECTION (PGM-FI)
The 3.2TL and 2.5TL engines are fueled by the sequential port
Programmed Fuel Injection system. The system is controlled by a
microprocessor. On the basis of continuous measurements of throttle
angle, crankshaft angle, coolant temperature, intake air temperature,
manifold air pressure, ambient air pressure and exhaust oxygen
content, it meters fuel at the correct fuel-air ratio for the best
balance of driveability, power, fuel economy and exhaust emissions
under each operating condition.
KNOCK SENSORS
The 3.2TL and 2.5TL engines are equipped with dual knock sensors. If
a sensor detects engine knocking, it sends a signal to the
microprocessor, which in turn adjusts the ignition timing. This
system allows the engines to operate safely with low octane fuel, but
with a reduction in power. Premium unleaded fuel is recommended.
VARIABLE FLOW RATE MUFFLER
A unique variable flow rate exhaust muffler was designed to reduce
noise at low engine speeds and increase engine output at higher
engine speeds. When idling or at low gas flow rates, the system
functions like a conventional muffler. Under high gas flow
conditions, a spring-loaded valve inside the muffler opens under the
force of the gas and directs exhaust gasses through a low-restriction
circuit. Compared to a conventional system, this unit reduces exhaust
noise by 3 decibels and increases exhaust gas flow rates by 17%. This
exhaust system is used with the 3.2TL and 2.5TL engines.
ONBOARD DIAGNOSTIC SYSTEM (OBD-II)
A new onboard diagnostic system has been incorporated into both
engines. This system records and stores information on transient
engine malfunctions. These can be retrieved through the diagnostic
port to facilitate maintenance and repair.
IGNITION SYSTEM
The 3.2TL uses a direct ignition system similar to that used in
Formula One racing engines and in the NSX engine. Instead of the
usual single coil to distribute the timed spark to each cylinder,
there is an individual coil for each spark plug. A sensor mounted
behind one of the camshaft pulleys triggers the ignition. The system
improves ignition reliability, helping achieve 100,000-mile intervals
between spark plug replacement. The 2.5TL uses a more conventional
electronically controlled ignition system. As with the 3.2TL, the
ignition microprocessor automatically retards ignition timing if the
knock sensors detect impending detonation.
4-SPEED AUTOMATIC TRANSMISSION
The standard transmission in both TL models is an electronically
controlled 4-speed automatic transmission equipped with the Grade
Logic Control System. The transmission features a gated shifter to
provide positive feedback to the driver that the correct gear has
been selected.
In order to reduce shift shock and provide smooth gear changes, the ignition is programmed to retard momentarily during upshifts and downshifts. This reduces engine torque on the transmission's shifting elements and provides a more refined gear change.
To achieve the high smoothness goals targeted by the engineers, all shift and torque converter lockup functions are electronically controlled by means of the transmission's 32K microprocessor. This computer is linked to the 48K engine-control computer. On the basis of various operating conditions such as throttle angle, coolant temperature, vehicle speed and engine speed, the microprocessor controls shift speed and torque converter lockup.
GRADE LOGIC CONTROL SYSTEM
The Grade Logic Control System is designed to minimize gear hunting
on up- and downhill driving and to enhance engine braking on downhill
driving. By using information provided by the throttle angle sensor
and vehicle speed, the Grade Logic Control System can determine the
slope of a hill by comparing this information with a map stored in
the engine computer. Based on this information, Grade Logic Control
modifies the shift schedule to hold the transmission in a lower gear
for better uphill acceleration or downhill engine braking. This
system reduces gear hunting and reduces shifting by as much as 50%,
producing a more refined driving experience.
HYDRAULIC ENGINE MOUNT
To minimize engine vibration at idle and at higher engine speeds,
Acura engineers developed a special electronically controlled
hydraulic engine mount for the 2.5TL. The mount features an exterior
valve and two chambers filled with fluid. The chambers share the same
hydraulic fluid by means of two sets of orifices-one large and one
small.
At idle, the large set of orifices is used, allowing fluid to flow smoothly between the chambers. Above idle speeds, a signal is sent to the valve which then engages the smaller set of orifices. Changing the orifices alters the resonant frequency of the engine mount and damps out excessive vibrations. The different vibration characteristics of the V-6 engine of the 3.2TL allows the use of a more conventional rubber engine mount.
1998 Acura 3.2 and 2.5 TL - Chassis
OVERVIEW
The 3.2TL and 2.5TL are both equipped with a 4-wheel all-independent
double-wishbone suspension with coil springs and front and rear
stabilizer bars. They also have four-wheel disc brakes, standard
Anti-Lock Braking System (ABS) and a speed- sensitive variable
power-assisted, rotary-valve, rack-and-pinion steering system.
While the two suspension systems are similar in concept, they differ in mechanical detail and calibration. Suspension tuning for the 3.2TL is biased toward a slightly softer, more luxurious ride, while the 2.5TL is tuned for a firmer, more sports-oriented ride. The goals for both, however, were to provide the automobile with linear responsiveness, excellent directional stability, good ride quality and excellent steering feel.
The suspension engineers were aided in these goals by the favorable 60/40 front/rear weight distribution, a weight bias that was determined to be the ideal for a front-wheel-drive car.
FRONT SUSPENSION
The front suspension comprises upper and lower control arms, a
single-rate coil-over shock absorber mounted to the lower control
arm, a radius rod and a tubular stabilizer bar. The front suspension
was calibrated to minimize torque around the kingpin under cornering
or bump reaction over a rough road, enhance straight-line stability
by extending the caster trail, better resist crosswinds and minimize
front-end dive under braking and rear-end squat under acceleration.
Other priorities included reducing the tendency for the inside wheel
to lift (jacking) under cornering by creating a very low roll center.
On both models, the front roll center height is lower than at the
rear, to enhance stability.
The 3.2TL uses an aluminum subframe to reduce weight while the 2.5TL uses a steel subframe to mount the suspension components. The bushings that locate the subframes to the chassis are specially designed to dampen vibrations transmitted into the passenger compartment and also to minimize flex and deflection in order to maintain proper suspension geometry. The 3.2TL front stabilizer bar has a diameter of 28.6mm with a 3.5mm wall thickness. The 2.5TL bar has the same diameter, but with a 4.0mm wall thickness. Both models also use hollow stabilizer bars to reduce weight.
The front shock absorbers are nitrogen gas-pressurized and fitted with a patented progressive-valve system. This valve uses special layered disk plates to control the fluid flow, rather than a fixed orifice. By using this type of valve, the suspension engineers were able to tune the damping force precisely to achieve a fine balance of handling and ride quality. In addition, a new upper shock mount was designed to minimize vibration.
REAR SUSPENSION
The rear suspension features one upper and two lower control arms, a
single-rate coil-over shock absorber mounted to the rear hub carrier,
a trailing link to provide longitudinal location and to control, and
a tubular stabilizer bar.
Like the front suspension, the rear suspension is located by a subframe. In this case, the subframe in both models is made of steel. The suspension was designed to minimize bump steer and unwanted toe change under cornering, improve the anti-squat response under acceleration, and provide stable, predictable handling during transient maneuvers.
On the 3.2TL, the rear subframe uses a special stiffening brace to increase camber rigidity and enhance stability.
Both models feature a liquid-filled bushing at the pivot point of the rear suspension trailing link to reduce noise and vibration. To increase stiffness and minimize suspension deflection, a steel sleeve is used to capture the bushing in the mounting point.
The 3.2TL stabilizer bar has a diameter of 14.7mm with a 2.6mm wall thickness. The 2.5TL bar has a diameter of 15.9mm with a 2.6mm wall thickness. Like the front shock absorber, the rear uses a progressive-valve system.
SPEED-SENSITIVE, VARIABLE POWER-ASSISTED, ROTARY-VALVE,
RACK-AND-PINION STEERING SYSTEM
Both TL models feature an innovative, power-assisted steering gear
design that is lighter and more compact than conventional power
steering systems. Instead of modulating power assistance to the
steering rack solely in accordance with road speed, this system
varies power assist by monitoring a combination of engine rpm, road
speed and the amount of torque generated between the pavement and the
tire. The advantage of this system is that it exercises more precise
control over the amount of power assist provided. It also provides
more linear steering with regard to lateral loads encountered while
cornering, reduced kickback and a reduction in operating noise. A
high-capacity power steering pump assures consistent operation under
even the most aggressive maneuvers. The system is tuned to provide
light, effortless steering during parking, yet provides excellent
road feel at higher speeds. The steering ratio for the 3.2TL is
15.7:1 and 17.5:1 for the 2.5TL.
BRAKING SYSTEM
Braking is provided by a power-assisted, four-wheel disc braking
system equipped with a dual-diaphragm master cylinder. The
dual-diaphragm master cylinder is very compact, yet provides abundant
boost for power assistance. Large, flex-resistant calipers help
provide consistent braking performance. The front rotors are
internally ventilated to aid in rapid heat dissipation. Front and
rear rotor dimensions for both models are 282mm x 23mm and 260mm x
9mm, respectively. Swept area for both is 740cm2.
ANTI-LOCK BRAKING SYSTEM (ABS)
The standard Anti-Lock Braking System (ABS) features four wheel-speed
sensors and three channels. The system exercises independent control
over each of the front wheels and controls the rear wheels as a
single unit. This is the latest generation ABS and features a number
of refinements such as increased brake pedal stiffness, reduced pedal
kickback when ABS is engaged, a 20% weight reduction in the ECU and
wiring harness, and smaller overall size due to the integration of
the modulator, accumulator and pump unit.
WHEELS AND TIRES
To reduce unsprung weight and enhance handling, both TL models are
equipped with cast-aluminum alloy wheels. The 3.2TL wheels are 6.5
inches x 15 inches, while the 2.5TL's are 6.0 inches x 15 inches.
For excellent year-round driving performance, All Season tires are fitted to both the 3.2TL and 2.5TL. The tire specification for the 3.2TL is a Michelin P205/65 R15 94V M+S All Season, while the 2.5TL is equipped with Bridgestone P205/60 R15 91H M+S All Season tires.
1998 Acura 3.2 and 2.5 TL - Structure
OVERVIEW
Although both TL models share almost identical dimensions and
exterior body panels, they are structurally different in many crucial
areas. This was largely due to the different vibration
characteristics and weight balance of the two engines. As a result,
the chassis was developed to optimize the rigidity and crash
protection, and to minimize noise, vibration and harshness.
In developing the chassis, Acura engineers used the latest Finite Element Analysis and Modeling to achieve the highest rigidity levels at the lightest possible weight. An important tool in achieving these high rigidity targets was the NASA Stress Analysis Program (NASTRAN). This tool allows chassis designers to quickly analyze and evaluate changes in a structure and find the best solution.
UNIT BODY STRUCTURE
The carefully designed structure is designed to help keep the center
passenger section protected in the event of an impact. The center
"safety cage" is specifically reinforced, and straight frame rails at
the front and rear help absorb both direct and offset impact loads.
RADIUSED FRONT FRAME RAILS
The longitudinal engine placement has allowed the creation of a
unique front frame rail design. The front frame rails are radiused as
they meet the front bulkhead. This design imparts high torsional and
bending rigidity to the body, and also maximizes front impact
protection by dissipating the loads over a wider area and by
directing the load downward toward the floorpan.
HONEYCOMB FLOOR STRUCTURE
Instead of a conventional steel stamping for the floorpan, the 2.5TL
floorpan uses an 18-mm thick honeycomb sandwich. It consists of a
resin-impregnated honeycomb material bonded between two layers of
zinc-coated steel. This structure imparts considerable strength to
the floorpan. In addition to maximizing rigidity, the honeycomb
material also serves to block out noise and vibration.
SOUND INSULATION
While the structure effectively damps outs annoying vibrations and
ensures a tight, rigid body, blocking out road noise is accomplished
by using sound deadening material in strategic areas throughout the
body. The amount and thickness of this material is different in each
model, but a liberal amount of insulating material has been used in
the front bulkhead, the floorpan, the rear bulkhead, the rear parcel
shelf and the trunk to ensure a quieter passenger cabin. Sound
deadening foam material is used in the C-pillars, which in testing
has reduced noise in the passenger compartment by 3 decibels.
PAINT PROCESS
From bare metal body to the final inspection stage, the TL undergoes
a careful 23-step, 3-coat, 3-bake painting process. TL models with
pearl white exterior paint undergo a 4-coat, 4-bake process due to
the unique requirements of the pearlescent pigment. The process
begins by thoroughly cleaning the body of grease and other debris
that might mar the final finish or prevent paint from properly
bonding to the metal. The body is then put through an
electrodeposition coating process, washed and then dried.
At that point, the actual process of painting begins. Each successive coat of paint and the clear sealer coat is baked and washed. The final finish is glass-smooth and designed to resist fading for the life of the vehicle.
ANTI-CORROSION MEASURES
To ensure excellent corrosion protection, over 90% of the TL outer
body panels are made of double-sided galvanized steel.
In fact, the only panel that is not galvanized on both sides is the roof. In addition to this, the rocker panels and other selected cavities are filled with an oil-impregnated wax material that inhibits moisture penetration and prevents rust. This, when combined with the excellent painting process, produces a corrosion-resistant body that carries a 5-year rust-through limited warranty.
1998 Acura 3.2 and 2.5 TL - Body
OVERVIEW
The body of the Acura TL has been designed and crafted to provide a
spacious seating area, excellent visibility, and a quiet cabin free
of road and wind noise, and to provide a rigid cell highly resistant
to impact forces.
The top priority in creating the body was to impart a sense of luxury to all the mechanical and aesthetic aspects of the TL. To achieve this, the engineers examined every feature of the body and optimized it for function, ease of use, or simply a more pleasing appearance.
In keeping with the sense of luxury and refinement, the designers and stylists created a body of subtle beauty that states its case with authority but doesn't scream its purpose. The shape is classically Acura, with a low sloping hood, large greenhouse, rear quarters properly proportioned and integrated into the design of the front, and a wide, muscular stance.
From the windshield back, both TL models share identical exterior body panels. They differ only in front fenders, hood and grille. The 3.2TL has a grille with vertical strakes while the 2.5TL has horizontal strakes.
PRECISE FIT AND FINISH
To enhance the look and feel of the TL, its body panels were designed
to have very narrow gaps and a flush fit between adjacent body
panels. The fit between glass and metal has also been kept to a
minimum.
GAS-FILLED HOOD DAMPERS
To ease the opening and closing of the 3.2TL hood, the engineers
chose to apply gas-filled dampers. These reduce the effort required
to operate the hood by imparting the force stored in the compressed
gas in the dampers. The initial force required to open the hood is
reduced by approximately 50%. When the hood opens to 20 degrees it
continues to open automatically.
ALUMINUM BUMPER BEAM
In order to reduce weight and facilitate recycling at the end of the
vehicle's service life, body engineers specified an aluminum front
bumper beam for the 2.5TL instead of a plastic beam. The aluminum
beam also saves over 2 kg compared to a conventional tubular steel
beam.
PLASTIC MOULDING DOOR CHECKER
The attention to detail is evident in even small operating systems.
For example, body engineers developed a new door checker system. The
new system uses a plastic moulding over the door check strap. The
moulding has a thicker cross section than the type previously used in
Acura automobiles. In addition to enhancing the feel, the new system
is also quieter in operation.
VISIBILITY
The large greenhouse contributes to a spacious feeling for the
occupants and also provides excellent visibility for enhanced safety.
Visibility was optimized by using slim but rigid pillars, by
providing a low sloping hood and a low beltline, and by providing an
ideal location for the driver's H-point.
Both TL models have a total visibility of 307 degrees.
HEAT-REJECTING GLASS
In order to minimize heat absorption into the passenger cabin, the TL
uses newly developed heat-rejecting, green-tinted glass. This glass
is specially formulated to reject radiant heat by deflecting infrared
and ultraviolet rays. This new type of glass performs significantly
better than conventional blue-tinted glass in keeping the interior
cooler.
TRUNK STORAGE
To enhance the cargo carrying capacity, the TL features a large trunk
with a low liftover height. To increase the versatility and utility
of the TL, the trunk has been equipped with a storage pocket on the
right side of the trunk. It can hold small items, keeping them secure
while the car is in motion. A trunk pass-through hatch also allows
the storage of long items such as snow skis.
1998 Acura 3.2 and 2.5 TL - Interior
OVERVIEW
The TL features a spacious, luxury-oriented interior designed to
enhance occupant comfort and convenience. Priorities included
ergonomic design for all operating systems while providing ample
space for all occupants.
New for 1998, the 2.5TL model now features a leather-trimmed interior, power moonroof, keyless entry and heated door mirrors. The 3.2TL now includes heated front seats and heated mirrors as standard equipment.
To maximize interior space, and provide the rear occupants with ample knee and foot room, the TL was designed with a long wheelbase. A longer wheelbase allows the creation of greater cargo room and also provides a smoother ride over rough pavement. To provide easier entry and exit for the backseat occupants, the rear seats were positioned further to the rear.
The designers enhanced the feeling of spaciousness by using a horizontal styling motif that includes a sweeping, curved instrument panel and a wide wood-patterned dashboard. The sense of spaciousness is further enhanced by the low cowl height and large glass area.
For added peace of mind, the TL Series features a theft-deterrent system with sensors that detect unauthorized door, trunk or hood opening. A new door lock design also deters the use of a slim jim to operate the lock from above.
In keeping with the Acura tradition of balanced performance, the cockpit is also designed to enhance the driving experience. The steering wheel is thickly padded and designed to encourage proper driving. Adding to the ambiance of a driver's car is the gated transmission shifter.
MATERIALS
Both the 3.2TL and 2.5TL models feature a standard leather-trimmed
interior and a leather-wrapped steering wheel. A leather-wrapped
shift knob is also standard in 3.2TL models. All models feature a
standard wood-patterned instrument panel and wood-grained garnished
power window switches. 3.2TL models also add a wood-patterned center
console as standard equipment.
AIR CONDITIONING AND HEATING
All TL models feature an Automatic Climate Control System as standard
equipment. This is an all-new unit that surpasses the efficiency of
any previous Acura air conditioning unit. It features greater cooling
capacity for quicker interior cooldown and operates more quietly than
previous units. In addition, this unit can automatically maintain the
preset interior temperature to within half of a degree. The cooling
system uses an environmentally friendlier, non-CFC refrigerant.
DUAL AIR BAG SUPPLEMENTAL RESTRAINT SYSTEM (SRS)
All TL models feature a driver and front passenger air bag
Supplemental Restraint System (SRS) as standard equipment. The air
bags are intended to supplement the seat belts in the event of a
severe frontal collision. The passenger air bag deploys in a vertical
fashion for optimum effectiveness. To ensure durability and
reliability, the electrical connectors for the system are
gold-plated.
The front seat belts of the TL use a direct-clamping mechanism to grip the belt near its exit from the reel. With this system, the belts effectively stay tight on the occupants, helping to reduce forward movement in the event of an impact.
SEATS
The seats were designed to provide excellent fit and comfort, proper
anatomical support and appropriate form-fitting to keep the driver in
place during transient maneuvers. The construction methods and
materials used help ensure that the seats will remain firm over the
life of the vehicle. All TL models feature an 8-way power driver's
seat with manually adjustable lumbar support, and the 3.2TL adds a
4-way power passenger seat as standard equipment. All TL models also
feature heated front seats with a dual position temperature control.
AUDIO SYSTEM
The standard audio system in all TL models is an 8-speaker unit with
AM/FM stereo/cassette and compact disc player. Speaker selection and
location were determined on the basis of the best sound propagation
and imaging. There are two 6x9-inch full-range speakers on the rear
deck, one 6.5-inch full-range speaker mounted on each front door, two
1.5-inch tweeters on the dash top and two 2-inch midrange speakers
located in the headliner.
An anti-theft feature renders the unit inoperative if it is removed from the car, until the proper five-digit security code is entered. The system also features a built-in CD control in case the owner chooses to install the optional trunk-mounted CD changer.
THEFT-DETERRENT SYSTEM
All TL models feature a standard theft-deterrent system. It uses
sensors to detect unauthorized entry and sets off the horn, flashes
the lights and disables the starter system. The system monitors all
doors, the hood and the trunk, and is automatically set by simply
locking the doors.
KEYLESS ENTRY SYSTEM
Both TL models feature a remote keyless entry system. The remote
sending unit is equipped with a LOCK and an UNLOCK button. A single
push of the LOCK button locks all the doors. A single push of the
UNLOCK button will unlock only the driver's door and turn on the
interior lights for 20 seconds. Pressing the UNLOCK button twice
unlocks all the doors. The system works at a maximum distance of 10
meters.
ASHTRAY/COIN BOX
Realizing that many drivers do not smoke, the TL is designed to give
its owner a choice between using this versatile compartment as an
ashtray or using it as a coin box. For non-smokers, a velvet lined
insert fits into the ashtray to convert it into a coin holder.
LARGE CUP HOLDER
Perceiving a growing consumer desire, the TL features a versatile
recessed cup holder. It can hold a combination of soft drink bottles
and cans. A push-open lid covers the cup holder when not in use.
LARGE CONSOLE BOX
To increase convenience, all TL models are equipped with a large
console box with an integral armrest. This unit contains an upper and
lower tray with a combined volume of 3.9 liters. It can hold up to
nine compact discs or ten cassette tapes.
HEATED DOOR MIRRORS AND FRONT SEATS
Both TL models feature heated door mirrors to help keep the mirrors
clear in inclement weather.
TRUNK PASS-THROUGH
The rear seat is equipped with a trunk pass-through access hatch that
can be locked from the passenger cabin. This is convenient for
storing long items in the trunk such as snow skis. For convenience,
the hatch can be opened from the trunk without the use of a key.
CARD KEY/TICKET HOLDER
Located above the rearview mirror is a convenient holder for a
parking card key, parking ticket or toll-road ticket.