The year was 2014, and Acura was in a bit of a mid-life crisis. They had the TSX, which was a nimble, high-revving favorite for enthusiasts, and the TL, which was a bigger, bolder sedan with available all-wheel drive. Acura decided to smash them together. The result was the 2015 Acura TLX V6. It was supposed to be the "red carpet athlete," a car that could play the role of a luxury cruiser and a canyon carver simultaneously. But if you've spent any time on enthusiast forums like Acurazine or checked out the early reliability ratings, you know the launch was... well, it was a bit rocky.
Buying a 2015 Acura TLX V6 today is a tempting proposition. On paper, it’s a steal. You get a silky-smooth J35 engine, a suite of tech that still feels modern, and that sharp, Jewel Eye LED look. But there's a reason these cars sometimes sit on used lots longer than a Lexus ES or a BMW 3 Series.
What Really Happened with that 9-Speed Transmission?
Let’s get the elephant in the room out of the way immediately. The most controversial part of the 2015 Acura TLX V6 is the ZF 9HP transmission. Unlike the 4-cylinder model which got a crisp 8-speed dual-clutch, the V6 was paired with a 9-speed torque converter automatic sourced from ZF.
It was a bold move.
The goal was fuel efficiency and highway cruising at low RPMs. In reality, early owners reported jerky shifts, a "searching" sensation where the car couldn't decide which gear it wanted, and a terrifying hesitation when downshifting to merge onto the highway. Honestly, it kind of ruined the first impression of what was otherwise a stellar car.
Acura didn't ignore it, though. They released several Technical Service Bulletins (TSBs), most notably TSB 15-039 and TSB 15-040. These were software updates designed to "teach" the transmission how to behave. If you are looking at a used 2015 model today, the very first thing you need to do is check the service history. If those software flashes weren't done, the car will feel broken. Even with the updates, the ZF 9-speed has a unique quirk: dog clutches. To save space, gears 4 and 7 use dog clutches rather than traditional friction plates. This causes a momentary pause in power delivery during those specific shifts. It's not a defect; it's just how the hardware works. You either get used to it, or it drives you crazy.
The J35 Engine: A Masterclass in Smoothness
Ignore the gearbox for a second and just look at the heart of the beast. The 3.5-liter V6 is a gem. Producing 290 horsepower and 267 lb-ft of torque, it feels substantial. It's the same basic architecture Honda has used for decades because, frankly, they nailed it.
It sounds great. It pulls hard.
One of the coolest features of the 2015 Acura TLX V6 is the Variable Cylinder Management (VCM). When you’re just coasting at 70 mph on the interstate, the car can shut down three of its cylinders to save gas. You can barely feel it happening, which is a testament to Acura's active engine mounts and noise cancellation tech. But there's a trade-off. Long-term, some owners worry about uneven wear or oil consumption related to VCM. There are "muzzler" kits available in the aftermarket to disable this if you're a purist, but most people just enjoy the 34 mpg highway rating.
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Handling the Bulk: P-AWS vs. SH-AWD
Acura offered two very different ways to keep this car on the road. The front-wheel-drive (FWD) V6 models came standard with Precision All-Wheel Steer (P-AWS). It sounds like a gimmick. It isn't. At low speeds, the rear wheels turn slightly in the opposite direction of the fronts to make the car turn tighter—great for U-turns. At high speeds, they turn in the same direction to stabilize lane changes.
Then there’s the Super Handling All-Wheel Drive (SH-AWD).
If you live anywhere with snow, or if you just like taking corners at speeds that make your passengers grab the door handle, this is the one you want. Unlike many systems that only send power to the back when the front slips, SH-AWD is proactive. It can send up to 70% of torque to the rear, and then 100% of that torque to either the left or right wheel. It literally pushes the car through the corner. It's one of the best AWD systems ever made, period.
But keep in mind that SH-AWD adds weight. It also adds maintenance. You'll be changing rear differential fluid every 30,000 miles if you want to keep it happy. Neglect that, and you'll start hearing a "groaning" sound during tight turns.
Real Talk About the Interior and Tech
Step inside a 2015 TLX today and it’s a bit of a time capsule. You have the dual-screen setup. The top screen is for navigation and the backup camera; the bottom screen is a haptic touchscreen for audio and climate control.
People hated this when it came out.
It’s a bit clunky. Trying to change the fan speed through a touchscreen menu while driving is objectively worse than a physical knob. However, the ELS Studio Premium Audio system in the Tech and Advance packages is phenomenal. Elliott Scheiner, a Grammy-winning producer, tuned this system. Even by 2026 standards, it holds up. The clarity is staggering.
The seats are another win. Acura knows how to do leather. They are soft, supportive, and designed for long-haul comfort. The "Advance" trim even adds ventilated seats, which were a luxury rarity back in 2015. But look closely at the center console. You won't find a shift lever. Instead, you get the electronic gear selector—a series of buttons. It takes about a week to get the muscle memory down, but it clears up a lot of room for your phone and coffee.
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Maintenance Myths and Realities
Is it expensive to own? Sorta.
It’s a Honda at heart, but it’s a fancy Honda. You’re looking at premium fuel recommendations. You're looking at specific synthetic oils. The big one, though, is the timing belt. The 3.5L V6 uses a belt, not a chain. Every 105,000 miles (or 7 years), you need to drop about $1,200 to $1,500 to have the belt, water pump, and tensioners replaced. If that belt snaps, the engine is toast. If you’re buying a 2015 model now, it is likely either due for its first belt or its second. Don't take the seller's word for it; see the receipt.
Here are the specific things that tend to go wrong:
- Vibration at Highway Speeds: Some 2015-2017 TLXs had a persistent vibration between 70-80 mph. It’s often related to the subframe or the propeller shaft on SH-AWD models. If you test drive one and it feels like a massage chair on the highway, walk away.
- Battery Drain: The HandsFreeLink (Bluetooth) module has a nasty habit of staying "awake" after the car is off, killing the battery overnight. It’s a common Honda/Acura issue from this era.
- P-AWS Actuators: On FWD models, the rear steering actuators can sometimes get noisy or throw a code. It’s not a cheap fix.
Comparing the Competition
Back in the day, the TLX was fighting the Lexus IS, the Infiniti Q50, and the Audi A4.
The Lexus is more reliable but feels cramped. The Infiniti is faster but has a steering system that feels like a video game. The Audi has a much nicer interior but will bankrupt you the moment the warranty expires. The Acura sits right in the middle. It’s the "sensible" luxury choice. It’s for the person who wants a bit of status without the $200 oil changes at a German dealership.
Why the 2015 Acura TLX V6 Still Matters
We live in an era of small, turbocharged four-cylinder engines. They're buzzy. They lack soul. Driving a naturally aspirated V6 is becoming a rare pleasure. The way the TLX builds power is linear and satisfying. There’s no turbo lag. Just a smooth swell of torque that feels effortless.
It’s also surprisingly quiet. Acura used acoustic glass and heavy sound deadening to make the TLX feel like a vault. Compared to a 2015 Accord, the TLX feels significantly more refined. It’s the kind of car that makes a two-hour commute feel like twenty minutes.
Is it a sports car? No. Even with the "Sport+" mode that holds gears longer and firms up the steering, it’s too heavy and soft to be a true M3 competitor. But as a "Grand Tourer"? It’s fantastic. It’s a car that handles daily life with zero drama while still giving you enough power to have a little fun on the weekends.
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Actionable Steps for Potential Buyers
If you’re currently scouring Craigslist or Autotrader for one of these, don't just jump at the lowest price. The 2015 was the first year of the generation, and first-year cars always have the most "learning opportunities" for the manufacturer.
Check the VIN for TSB Compliance
Call an Acura dealer with the VIN. Ask specifically if the transmission software updates and the 9-speed "re-learn" procedure were completed. If not, make that a condition of the sale.
The "Vibration" Test
During your test drive, get the car up to 75 mph on a smooth stretch of highway. Keep your hands light on the wheel. If you feel a rhythmic shimmy through the seat or the steering wheel, it might be the dreaded "Acura vibration" that plagued early TLXs. Sometimes it's just tires; sometimes it's an expensive drivetrain issue.
Verify the Timing Belt
If the car has over 100,000 miles, the timing belt is the most critical maintenance item. If the owner doesn't have a receipt, assume it hasn't been done and budget $1,500 immediately. Use this as a heavy negotiation lever.
Fluid Checks
Pull the dipstick for the transmission. The ZF 9-speed uses a very specific fluid (Acura Type 3.1). It’s expensive, and if the previous owner used generic "multi-vehicle" ATF, the transmission's lifespan has likely been shortened.
Look at the 2018 Model if You Can
If your budget allows, look at the 2018-2020 refresh. They fixed most of the transmission gripes, added Apple CarPlay and Android Auto, and gave the car a much more aggressive "Pentagon" grille. The 2015 is a great value, but the 2018 is the better car.
The 2015 Acura TLX V6 is a complicated beast. It represents a transition point for Acura—a mix of old-school Honda V6 reliability and new-age, complex ZF technology. It isn't perfect, but for the right price, it offers a level of comfort and tech that is hard to beat in the used market. Just make sure you do your homework on that transmission before signing the dotted line.