Acura TLX Type S Vs Genesis G70: Life Beyond BMW

The Salton Sea is an 8,360 square kilometer wreck. In 1905, the floodwaters of the Colorado River breached the man-made canal system, spilling millions of gallons of water into the once-dry lake. It emerges from the desert north of Palm Springs like a mirage, stretching farther than the eye can see. This place had a boom in tourism, but now the water is poisoned, home to only a few hundred determined residents.

Take State Route 86 south from Palm Springs and you’ll reach the ocean in about an hour. But heading west from Julian, California, after eating one too many pies from its famous pie company, there’s more fun to be had on the Montezuma Borrego Highway that connects to the Borrego Salton Sea Highway.

Two sport sedans like the Acura TLX Type S and the Genesis G70 3.3T are up to the task. Yes, sure, you’ll get more power in the full-spec Mercedes-AMG C63 S or better handling in the BMW M3 CS. But the TLX and G70 aren’t overly expensive, and for thrill-seekers with families, these two cars fit nicely into the sport-luxury segment with moderate price tags, plenty of comfort, and enough performance to excite the soul.

The TLX brought back the Type S badge in 2021, and in no time, Acura stuck it on everything from the Integra to the MDX. And the measurements are comparable in trim. The TLX’s 3.0-liter turbocharged V-6 makes 355 horses and 354 pound-feet of torque, and is mated to a 10-speed automatic transmission and standard all-wheel drive with a torque-vectoring rear differential. A minor update for 2024 cleans up the TLX’s exterior design.

The Genesis G70 has been on sale since 2018, with a major facelift in 2022 that added the “Two Lines” exterior design language and more features in the cabin, like a larger touchscreen. For 2024, the base engine has been bumped from 2.0 to 2.5 liters, but our quality tester doesn’t get any power upgrades this year; the twin-turbocharged 3.3-liter V-6 engine still makes 365 hp and 376 lb-ft, with an eight-speed automatic and optional all-wheel drive.

The G70 gets on board first for its price. Genesis is asking $51,245 for the G70 with rear-wheel drive or $53,345 with all-wheel drive. The version tested here is $58,350 after options. The TLX Type S can’t be bought at $58,195 to start, and it costs quickly with options. A $600 Urban Gray paint, a $3,440 wheel and tire package, and a few accessories bring the as-tested price to $62,477.

The beginning looks good, too. That copy+paste design language transfers well from the rest of the lineup to the compact sedan, while the diamond-stitched leather and red stitching on the cabin make it feel more premium. I wish it was insulated from sound enough to keep out the tire splash and the wind noise outside.

But cabin amenities seem secondary to the G70’s turbocharged engine. The 3.3-liter V-6 rips off the line, propelling the car to 60 mph in 4.5 seconds on the rear-wheel-drive model (4.9 seconds with all-wheel drive). This engine has low-end torque and is ripe with character when you accelerate the car.

The Sport+ driving mode, added in 2022, gives the G70 extra sharpness. This mode disables traction control, reverse-matching on downshifts, and generally holds gears when cornering. It won’t automatically lift you to the redline, like the TLX’s shift mode does.

But even in its most aggressive mode, the eight-speed doesn’t roar as quickly as the BMW automatic. It’s slow to downshift when you hit the paddles, and even in full automatic mode, it hangs in gear for too long before firing into the next ratio.

This engine has low-end torque and is ripe with character when you accelerate the car.

The G70 isn’t a bad grip either, thanks in part to the standard questionable all-season tires. At least you can opt for Michelin’s excellent Pilot Sport 4S summer tires. And there’s something left to be desired about the variable-ratio steering, which Genesis added with an update in 2022. It feels vaguely on-center and slow to engage, a problem for the driving experience.

Send it into a tight corner and the G70 feels playful. Even on this all-wheel-drive car there’s a clear rear bias that rolls more willingly than other all-wheel-drive options. The optional limited-slip differential is worth the extra cost for the way it deliberately delivers power to each wheel, and standard 13.8-inch front and 13.4-inch rear Brembo brakes bring the car to speed without excessive grab. But even with electronically controlled dampers in their more-rigid, G70 has a very tinge body roll.

Genesis G70 3.3T
Pros: Torquey Engine, Lovely Cabin, Cheap Starting Price
Cons: Clumsy Steering, Unimproved Ride, Large Cabin

The TLX S model, on the other hand, doesn’t rotate. Its unique front double-wishbone suspension doesn’t sneeze easily into a 90-degree sweep. This car is set up to attack corners, which is surprising, given that it’s completely unrecognizable except for its dedicated Sport+ driving mode.

My first mile in the TLX felt downright boring. In Normal mode, there’s no hint of exhaust from the turbocharged V-6’s underbelly, and other than a few S-type badges stamped on the headliners, it’ll be hard to tell the difference between this version and the base. TLX with several options.

And if you crave technology, Acura still uses the True Touchpad interface with a small pad for on-screen functions. It becomes overly fussy when using Apple CarPlay in particular. But at least the new 12.3-inch digital instrument cluster looks nice.

But the two-faced character is part of the TLX’s charm. On the one hand, it’s just a TLX, able to walk around anonymously at the grocery store. But flip the drive mode two times and hold it for a second to sharpen throttle response, tighten up the controls, and enhance steering feel. It feels like a completely different car than the one I was driving a few minutes ago.

The 3.0-liter V-6 now puts out power on purpose. There is some roughness off the line, but it is quickly erased when the turbo moves up to 15.1 PSI at full power. The increased mid-range torque carries the TLX quickly through the first few turns, and the power is ready when past the initial stage of lag; Even the lightest poke in the throat provokes a response. And by the way, the J-Series V-6 is buttery smooth on the redline.

If only that engine had a better gearbox to go with it. Turn the left paddle behind the steering wheel and it takes a second or two for the 10-speed to settle into gear. If you’re in Sport+ mode, there’s enough torque in low revs to keep you from frequent downshifts. Otherwise, the gearbox is not as sharp as the other car.

A surge of mid-range torque carries the TLX quickly through the first few turns, and the power is ready by the time it’s past that initial stage of lag.

The TLX Type S hits 60 miles per hour in about 5.1 seconds, which isn’t exactly blistering. To its credit, the engine works against a curb weight of 4,201 pounds. It’s not that the G70 is a featherweight, either (at more than 4,000 pounds), but Acura’s beefed-up V-6 struggles to move that heft compared to the G70’s more powerful mill. And the TLX is unusually wide, too—75.2 inches compared to the G70’s 72.8 inches—which makes it feel like you can scrape the sides of cliffs on some of the narrower sections of road.

But there’s plenty of grip from the Pirelli P Zero summer tires, which cover the 20-inch bronze wheels in this case. And the tried and true Super Handling all-wheel drive system digs the car out of corners with just the right amount of energy every time. Stopping is also made easier by the large 14.3-inch Brembo brakes.

Acura TLX S model
Pros: Sharp Handling, Smooth Power Delivery, Tons of Grip
Cons: Lack of Low End Torque, Heavy, Fussy Infotainment System

For the entire 70 miles of the drive, the TLX felt focused. Even on the twistiest parts of the highway the Acura stayed strong, quick, and sharp—the only gripe being its lack of low-end torque, and perhaps too much roll. The aggressive, nose-heavy TLX design even looked good covered in a thin layer of desert dust.

It’s a car I kept coming back.

Sure, I still have lingering feelings for the G70’s torque-rich turbocharged engine, but the Genesis wasn’t quite up to the task of shredding 70 miles’ worth. It needed solid suspension response in corners, and with such a pleasant cabin. , it was big and strong.

Finally, the Type S badge makes the TLX feel even more special. Even on something like the MDX, Acura’s second-generation performance unit focuses on a fun driving experience. It may not have the bits of an M car or the raw power of an AMG, but the TLX Type S puts up a good fight—especially for the price.

Photo Credit: James Lipman For Motor1