OVERVIEW
After the highly successful launch of the new-generation 3.2TL in
model-year '99, it might be logical to expect 2000 to be a slow year
for the TL from a technical standpoint. Once again the TL exceeds
expectations-this time with significant enhancements. More than just
minor tuning, the 2000 3.2TL benefits from significant advances in
performance, safety, convenience, efficiency and emissions control.
Far reaching changes extend to almost every major system in the 3.2TL. Here are some of the key developments:
- Larger intake and exhaust valves combine with a new intake manifold design to increase low end torque by 5.5%
- New 5-speed Sequential SportShift automatic transmission with revised gear ratio
- 0-60 mph acceleration has improved by 0.5 second
- Improved highway fuel economy, up 2 mpg/hwy
- New front seat side air bags with passenger-side sensors
- New dual-stage front passenger air bag
- All TL models now meet LEV standards; California versions meet tough ULEV requirements
- Improved interior control illumination and legibility
- The optional Acura Navigation System is easier to use and now features a Digital Video Disc (DVD) database with complete on-board coverage of the continental United States
By setting sales records every month since its introduction in September of '98, the 3.2TL has reaffirmed Acura's position in the mid-luxury segment as a premier performance nameplate.
Offered exclusively with a 3.2-liter, 24-valve, VTEC V-6 engine, the TL combines one of the most powerful engines in its class with a new-generation platform that elevates handling responsiveness, quietness, roominess and luxury. Assembled exclusively in the United States, the new TL is designed to exceed buyer expectations with a remarkably high level of standard equipment.
Available in just one trim level with a comprehensive list of standard features, the TL is classified as a midsize car by the EPA. It has a roomy interior that's more spacious than those of its mid-luxury competition, cars like the Lexus ES 300, Mercedes-Benz C-Class and BMW 3 Series.
CONCEPTS AND GOALS
The 2000 model year 3.2TL is designed to provide:
- A sporty and refined driving experience
- Class-leading engine performance and operating smoothness
- Secure and refined dynamic characteristics at all road speeds
- Sophisticated styling with a vibrant, sporting spirit
- An unusually spacious and accommodating interior with ergonomically designed controls, fine materials and an impeccable level of fit and finish
- A comprehensive approach to safety engineering that combines accident-avoidance technologies with advanced impact-energy management engineering and class leading Supplemental Restraint Systems (SRS)
- A new level of value in the midluxury segment
3.2-LITER V-6 ENGINE
The heart of the TL is a compact, 3.2-liter, 225-horsepower, VTEC V-6
engine. With more low-end torque and a higher horsepower rpm peak
than the '99 TL engine, this 24-valve V-6 drives the TL to
class-leading performance times, setting a new standard for
refinement and smoothness, while delivering excellent fuel economy.
Its first tune-up isn't required until 100,000 miles.
For 2000, the TL engine now complies with tough LEV (Low Emission Vehicle) standards. California versions meet ULEV (Ultra Low Emission Vehicle) standards. These tighter emission controls typically reduce engine performance, but in the 2000 TL, carefully selected engine improvements including enlarged intake and exhaust valves and a new intake manifold preserve peak output figures, and actually make for a significant 5.5 percent improvement in mid-range torque.
The 2000 3.2TL features a new electronically controlled 5-speed Sequential SportShift automatic transmission, improving on the 4-speed SportShift used in the '99 model. With revised, closer gear ratio and a taller top gear, acceleration and highway fuel economy are both improved. With its stronger performance, semi-manual shifting mode, sophisticated Grade Logic Control, and the security of a standard Traction Control System (TCS), the TL powertrain offers enthusiast drivers a lot to get excited about.
ACURA'S NEWEST FRONT-DRIVE PLATFORM
With significant advances in torsional and bending rigidity, the TL's
unit-body is based on a new-generation platform that positions the
front drive powertrain in a transverse orientation to create more
usable interior volume while retaining optimum weight distribution.
To advance Noise, Vibration and Harshness (NVH) control, the front
and rear suspension are carried on isolated subframes, resulting in
low interior noise levels. The TL's fully independent double-wishbone
suspension fitted with large 16" wheels and tires, resulting in
stable and predictable handling. A compact multilink, double-wishbone
rear suspension also contributes to the TL's spacious interior room.
ACCOMMODATING MIDSIZED INTERIOR
With a wheelbase of 108.1 inches, the TL offers generous interior
space, both for passengers and luggage. The interior volume, totaling
110.8 cu ft, places the TL in the EPA's midsize class, while most of
the TL's competitors are classified as compact cars.
HIGH CONTENT OF LUXURY FEATURES AND AMENITIES
The TL is known for its high level of standard luxury equipment; and
the 2000 3.2TL takes that approach a step further. Offered in just
one trim level, the TL comes with standard features that are often
options from other manufacturers.
DRAMATIC STYLING INSIDE AND OUT
Graceful, athletic proportions reflect the TL's focus on delivering
personal driving satisfaction. Distinctive and refined in its lines,
the TL's exterior makes a strong stylistic statement, echoed by the
sweeping cockpit-type feel of its leather-lined interior.
2000 Acura 3.2 TL - Powertrain
OVERVIEW
A single, potent powertrain drives the 3.2TL. To meet tougher
emissions standards while simultaneously improving performance for
2000, this sophisticated all-aluminum V-6 now has revised camshafts,
larger intake and exhaust valves, modified cylinder head porting, as
well as a newly designed tuned-length intake manifold. These changes
combine to broaden the 3.2TL's usable powerband and improve midrange
torque, while making compliance with tough LEV and ULEV (for
California models) standards possible.
The 3.2-liter VTEC-equipped engine is compact, lightweight and fuel-efficient, representing the next generation of Acura V-6 powerplants. The 60-degree, 24-valve V-6 is mounted transversely in the chassis, improving packaging efficiency. For 2000, it is coupled with a new 5-speed Sequential SportShift automatic transmission with Grade Logic Control that drives the front wheels with the assistance of a standard Traction Control System (TCS).
New 5-speed automatic transmission
- Quick-response 5-speed Sequential SportShift allows semi-manual operation
- Lockup torque converter operation increased to improve performance and efficiency
- 5-speed design helps improve acceleration and fuel economy
- New for 2000 simplified heat exchanger design stabilizes transmission operating temperature and improves fuel economy.
- Direct-control automatic transmission is managed by the Powertrain Control Module (PCM) for smoother shifting
- Grade Logic Control provides "smart" shift scheduling while driving through hills
- Smoother Cruise Control operation and reduced shift shock through Cruise Control ECU control of downshifting
Power
- 225 horsepower at 5,600 rpm (peak up 100 rpm from 1999 TL engine)
- For 2000, mid-range torque is increased by 5.5 percent at 2500-4000 rpm
- VTEC cylinder heads with roller cam-follower rocker arms
- For 2000, acceleration from 0-60 mph is 0.5 seconds quicker
Emissions/Fuel Economy
- Improved EPA fuel economy 19/29 mpg (city/hwy), up from 19/27 mpg in 1999
- All 2000 3.2TLs now meet LEV standards; California models meet ULEV standards
- Electronically controlled Exhaust Gas Recirculation (EGR)
- Improved engine startability system
- Variable Valve Timing and Lift Electronic Control (VTEC)
Noise Vibration and Harshness (NVH)
- Smooth running 60-degree V-angle
- Full-floating piston pins eliminate piston slap during warm-up
- Elimination of separate camshaft holders allows for a more compact, rigid cylinder head
- Lightweight pistons and connecting rods
- Three hydraulic engine mounts
- Cast aluminum oil pan
- Transmission gear noise improvement through tighter gear-teeth-mesh contact ratio
ENGINE ARCHITECTURE
The TL is powered by a new-generation 3.2-liter, 225-hp, 24-valve V-6
engine. Remarkably compact and lightweight, the TL power plant and
transmission incorporate a wide variety of advanced technologies.
Relative to the previous-generation 1998 TL, total powertrain weight
has been reduced by 16 percent. The engine alone accounts for eight
percent of that weight reduction, no small feat in light of the
engine's improved power output, refined NVH characteristics and high
fuel economy.
ENGINE BLOCK
Die-cast and heat-treated, the compact aluminum block is extremely
rigid, with a high natural frequency and minimal resonant vibration.
The TL V-6's iron cylinder liners have their bore pitch set at a
close 98-mm spacing to reduce overall engine size. The free-revving
TL engine is oversquare with a bore of 89 mm and a stroke of 86 mm to
give the engine a total displacement of 3210 cc. The TL engine's
V-angle is 60-degrees &endash; a departure from the 90-degree V-angle
used in the previous-generation TL. This narrower angle improves
smoothness and reduces overall bulk and weight. Designed to work with
special compact pistons, the block has an unusually short deck
height, resulting in an overall reduction in the height and width of
the assembled engine.
CRANKSHAFT/CONNECTING RODS
The pursuit of compact overall engine dimensions coupled with Acura's
high durability standards drove the design of the TL crankshaft and
connecting rods. A rigid, forged crankshaft and narrow 19 mm
connecting rods allow for a reduction in overall engine length, and
are a contributing factor in making the TL powerplant (as installed
in the car) narrower than its competition from Lexus or Infiniti,
even though it offers more displacement and torque. The TL's rods
don't use conventional nut-and-bolt type fasteners, but instead
employ lighter bolts (without nuts) called plastic-region fasteners.
These bolts are designed to operate in the plastic, not elastic,
region of the steel material, unlike conventional fasteners. This
allows a downsizing of the rod bolts while maintaining the proper
clamping force and strength margins.
CYLINDER HEAD/LOW-FRICTION VTEC VALVE TRAIN
Though the new-generation TL's power characteristics were well
received in '99, the car returns for 2000 with 1.0 mm larger intake
and exhaust valves, modified cylinder head ports, revised camshafts
and a new intake manifold design to deliver significant improvements
in mid-range torque, and further broaden the TL's usable powerband.
The TL's 216 ft-lb torque peak is unchanged, but is now achieved at 4700 rpm (300 rpm lower than the '99 model). Meanwhile horsepower holds steady at 225, but the peak hits at 5600 rpm, up 100 rpm from '99. This broader spread between peak torque and peak horsepower makes strong acceleration more accessible in varied driving conditions. More importantly, the TL's new induction system and modified camshafts provides a significant boost in torque output at mid rpm. At 2500 rpm, for example, torque output is up by 11 foot-pounds-an increase of 5.5 percent.
With four-valve combustion chambers and a 9.8:1 compression ratio, the TL pressure-cast aluminum alloy cylinder heads reflect Acura's latest thinking in engine design. The single camshaft in each cylinder head is installed from the side, eliminating the need for bolt-on cam caps-a savings of weight and complexity. Driven by the crankshaft via a glass-fiber reinforced toothed belt, the cams actuate the valves via friction reducing roller followers.
The Variable Valve Timing and Lift Electronic Control (VTEC) valve train is a major contributing factor to the TL's remarkable combination of high power delivery and fuel economy. With the lift and opening duration of the larger intake valves altered automatically based on engine rpm, the engine develops strong low-speed torque without sacrificing high rpm power.
Conventional fixed intake valve timing can't equal this broad-range flexibility. The VTEC-equipped 2000 TL engine delivers the power expected of an engine its size at middle engine speeds, but substantially more horsepower from 4600 rpm through the 6300 rpm redline than expected, coupled with considerable torque increases both at low and mid rpm and at high engine speed.
At low rpm, the VTEC intake valves follow a set of low-lift, short-duration cam lobes with timing that optimizes cylinder filling. Additionally, the timing of the intake valves is staggered and their lift is asymmetric, creating a swirl effect within the combustion chambers. This increases burn speed and improves combustion stability and EGR rate. As the engine accelerates through 3500 rpm, the intake rocker arms transition to actuation by high-lift, long-duration cam lobes designed to optimize high rpm output.
NEW INDUCTION SYSTEM/PGM-FI
Controlled by a 16-bit, 32 Mhz Central Processor Unit (CPU), the TL's
Programmed Fuel Injection (PGM-FI) monitors throttle position, engine
temperature, intake manifold pressure, atmospheric pressure, exhaust
gas oxygen content and intake air temperature and tracks the
operation of the engine with position sensors on the crankshaft and
both camshafts. The PGM-FI CPU is in constant communication with a
similar CPU that controls the 5-speed automatic transmission. It
controls fuel delivery to six injectors mounted in the new cast
aluminum, tuned-length intake manifold. The new intake manifold
features a large plenum chamber to help maximize air flow and
increase power and torque.
EXHAUST SYSTEM
The TL high-flow dual exhaust system is newly designed to offer
lightweight, minimal noise and vibration and excellent emissions
control. Not only does the dual-exhaust design provide greater
performance, its compact design reduces intrusion into the cabin and
trunk areas. For 2000, increased diameter as well as thickness of the
exhaust manifold help reduce emissions by speeding up catalytic
converter light-off.
DIRECT IGNITION SYSTEM/KNOCK CONTROL
Proper ignition spark timing is critical to engine performance and
emission control. Unfortunately, the correct ignition timing is a
moving target, changing from one instant to the next depending on a
multitude of factors. Too little spark advance for the conditions and
efficiency suffers; too much and the onset of knocking (or pinging)
can result in overheating and engine damage. To ensure a properly
timed spark, the TL relies on a new generation knock-control system.
Based on a centrally positioned sensor in the block that "hears" the
first traces of knocking, the ignition timing is advanced to the
point of peak efficiency, but not beyond, even if fuel quality is
less than the specified unleaded premium. This fine spark control
allows the TL to operate safely--and more efficiently-with greater
spark advance than its predecessor.
Another refinement to the ignition system is the adoption of improved direct ignition coil units, which are positioned directly in the spark plug access bores. Less than half the weight of the units used on the previous-generation TL, the direct coil units are more compact and more reliable.
CONTROL OF NOISE, VIBRATION AND HARSHNESS
During development of the Acura V-6 powertrain, special effort was
devoted to attaining higher standards of Noise, Vibration and
Harshness (NVH) control. Key competitive engines were analyzed to
develop engineering targets for smoothness and noise control. The
engineering exhibited in the TL reflects this effort with features
like the compact, rigid aluminum block and its unusually high
resonant frequency, rigid forged crankshaft, die-cast accessory
mounts and stiff cast aluminum oil pan.
100,000-MILE TUNE-UP INTERVALS
The TL's first scheduled tune-up is required at 100,000 miles; during
that time only routine inspections and fluid changes are required.
The roller-follower design of the VTEC valve train cuts friction and
wear to the point that the screw-type tappet clearance adjusters need
not be checked until 100,000 miles, at which point the
platinum-tipped spark plugs are also due for replacement.
DIRECT-ACTING CRUISE CONTROL
When the cruise control is engaged, the cruise control Electronic
Control Unit (ECU) directly commands downshifts to the transmission
ECU as required, allowing the TL to more closely maintain the set
road speed even in hilly driving conditions. The convenient steering
wheel-mounted cruise control buttons allow the driver to adjust speed
in 1 mph increments or disengage the cruise control without touching
the brake pedal.
TRACTION CONTROL SYSTEM
Given the TL's formidable power output and the need for all-weather
drivability, a Traction Control System (TCS) is standard equipment.
This low-speed system operates at vehicle speeds below about 25 mph
by applying one or both front brakes to control wheelspin when
necessary. This independent wheel control provides a limited-slip
differential effect that substantially improves performance on
surfaces with split traction coefficients. Relative to the previous
generation TL, which used throttle control only to limit wheelspin,
the new TL delivers up to 30 percent better acceleration and climbs
hills much more easily in start-up split-traction situations.
NEW 5-SPEED SPORTSHIFT AUTOMATIC TRANSMISSION
Though advances in usable engine power output play a significant role
in the 2000 TL's quicker acceleration, its new 5-speed automatic
transmission figures heavily in measured performance gains and
seat-of-the-pants driving feel. Its closer ratio settings closely
matches the demands of varied driving situations. Plus, the new
transmission's taller top gear ratio (lower numerically) results in a
lower cruising rpm for reduced engine noise and lower fuel
consumption. In the EPA highway driving cycle, preliminary figures
show a 2 mpg increase to 29 mpg.
Immediately noticeable from the driver's seat is a marked improvement in shift quality, relative to the four-speed automatic transmission in the '99 TL. The new 5-speed transmission downshifts more quickly, with less shift shock.
By sharing the idler and third gear clutches, the new transmission provides a total of five ratios without a significant increase in size or weight over the 4-speed transmission it replaces. And there are other refinements too, such as a new, 1st gear one-way clutch for smoother shifts and a new heat exchanger design that moderates transmission operating temperature more quickly and with less complexity than the old system. The lockup torque converter engagement area has been increased too, to provide more positive engagement over a broader range of driving speeds.
Using Direct Control shift technology, the new transmission (like the '99 version) uses a 16-bit, 20 Mhz ECU directly controlling transmission operation in concert with the engine management system. Linear solenoids provide precise, real-time control of the clutch on/off pressure in the TL's transmission. With superior clutch-engagement accuracy, the sophisticated control logic system operates smoothly under all conditions. To reduce noise, a bearing supports the idle shaft, and the gear-mesh contact ratio was refined.
Multiple safety and control strategies use interaction between engine and transmission controllers to manage overall powertrain operation. By limiting engine output torque and/or transmission clutch pressure, sharp driveline shocks are eliminated. The engine is also prevented from exceeding 5000 rpm in neutral and park.
GRADE LOGIC CONTROL
By monitoring throttle position, vehicle speed and
acceleration/deceleration then comparing these inputs with a map
stored in the transmission computer, the TL Grade Logic Control
System "knows" when the car is on a hill. The shift schedule is then
adjusted automatically to hold the engine in a lower gear for better
climbing power, increased downhill engine braking and decreased shift
frequency.
SEQUENTIAL SPORTSHIFT
To complement the TL's sporting nature, the standard automatic
transmission features a SportShift mode similar to the one originally
introduced in the NSX sports car. Although somewhat different in
design, the SportShift mode puts gear selection in the hands of the
driver, much like a manual transmission. By moving the
console-mounted transmission selector handle to the left of the drive
position into a special SportShift gate, upshifts and downshifts can
be commanded with a quick fore or aft motion. Gear selection is
indicated by an LED display positioned prominently in the tachometer
face.
To foster the immediate feel of a manual transmission, in SportShift mode, the transmission logic commands firmer shifts that are approximately 10 percent quicker than in automatic mode. Additionally, the system is engineered to deliver an unusually quick response time to shift commands as compared to other semi-manual automatic transmissions.
Typically, the TL's transmission responds to a shift command in just 0.35 second, with the total shift completed in just over 0.9 second from the initial lever movement. These figures are quicker than those of semi-manual automatic transmissions of sports cars costing more than twice as much as the TL.
The SportShift system parallels the operation of a manual gearbox, with built-in safety override features. The logic will not allow a downshift that would cause the engine to over-rev in the driver-selected lower gear; the transmission will stay in the selected gear until the vehicle comes to a complete stop and then will shift into first should the driver forget to do so. During acceleration, except for shifting between 1st and 2nd, the transmission will not up-shift automatically in SportShift Mode; however, should the driver fail to command an upshift in time, the engine ECU's soft fuel cut-off between 6400 and 6600 rpm will prevent the engine from over revving. Should the engine be forced to rev beyond its fuel cut-off point for an extended period of time, the transmission will upshift automatically to prevent engine damage.
2000 Acura 3.2 TL - Chassis
OVERVIEW
Design goals for the second generation TL chassis centered on
enhancing its sporty performance while preserving its luxury feel.
These seemingly contradictory needs required a clean sheet approach
to design, embodied by the Acura/Honda Midsize Global Platform. This
new-generation front-drive platform combines the packaging efficiency
and performance of a transversely mounted front-drive powertrain with
Acura's latest thinking on suspension and chassis architecture. Built
on a unique underbody assembly 95 mm shorter than that of the
previous TL, the new 3.2TL is 30 mm longer overall and larger inside
by almost every significant measure than the car it replaced.
Chassis architecture of the 3.2TL reflects the pursuit of further luxury refinement while simultaneously advancing handling characteristics. The TL employs isolated front and rear subframes and carries its engine on vacuum-controlled front and rear hydraulic mounts. The double-wishbone suspension has geometric refinements that significantly improve the TL's response to steering input and its ultimate handling limits relative to its predecessor. Engineered to deliver a reduction in understeer at the limit of adhesion, the chassis rewards the enthusiast driver with a more neutral, responsive sporting platform. Cornering grip is enhanced as well, with larger diameter 16-inch wheels that are stopped by an upgraded ABS disc brake system with larger front discs and
- more rigid front calipers.
The net effect of these far-reaching changes is a substantial improvement in the car's handling precision and braking feel and maximum cornering grip relative to the previous generation TL. This latest TL delivers a more spirited driving experience and has higher ultimate limits than the car it replaces.
Here are the key areas of advancement to the new generation TL chassis:
Ride and handling
- Refined double-wishbone front suspension
- New multilink double-wishbone rear suspension.
- Straightened rear suspension toe curve
- Tire and wheel diameter increased from 15 to 16 inches
- Rear suspension pillow joints added for better control of side-force steer (stability) and smoothness (ride comfort)
- Lower roll center geometry and steering enhancements improve linearity of steering feel
- Rubber-bushing isolated box-section front subframe
- Rubber-bushing isolated rear subframe
- Vacuum-controlled hydraulic front and rear engine mounts
Braking
- Enlarged front and rear discs along with a drum-in-disc rear design allow separation of service and parking brake systems for superior linearity of brake action
Steering
- Vehicle-speed sensing power steering with improved feel
- Rubber coupling in steering column improves shock isolation and maintains linearity
Safety
- Standard traction control
- Standard antilock disc brakes
- Excellent steering linearity
- Excellent maximum lateral cornering adhesion
FRONT SUSPENSION
All Acura passenger cars employ double-wishbone suspension for the
precise control of wheel motion it affords. For the new generation
TL, Acura engineers redrafted the layout of the front suspension to
take advantage of the stiffness of the new front subframe. The
repositioned suspension arms deliver altered suspension geometry; the
TL's roll center has been lowered by 36 mm to 57 mm, a contributing
factor to the car's responsive handling and handling linearity. A
strut tower bar also helps maintain precise suspension geometry
during cornering. Relative to the previous generation TL, the new car
rides on firmer coil springs and retuned dampers with higher
compression and rebound damping rates.
REAR SUSPENSION
To satisfy the conflicting demands placed on the TL's rear
suspension, which includes offering sporty handling yet a smooth ride
without intruding on interior or trunk space, Acura designers
completely redesigned the new generation car's rear suspension. The
multilink system is very compact, a factor that accounts for a
significant amount of the TL's spacious interior and trunk space.
The compact high-tension steel suspension links reduce weight and carry the rear wheels through a wheel path that's angled rearward to improve bump compliance. This geometry also provides a much straighter toe curve, meaning that during suspension motion, there is controlled "rear steer" taking place. Pillow joints are also applied to better control side-force steer while reducing component friction to improve ride comfort. The rear suspension's roll center has also been lowered slightly relative to the previous generation TL. As in the front suspension, rear spring rates have been increased and dampers recalibrated to improve the TL's handling during aggressive maneuvering.
FRONT AND REAR SUBFRAMES
The TL's chassis rigidity and NVH benefits from its robust front and
rear subframes. In front, a perimeter frame consisting of a front
member, side members and a rear bulkhead beam is used to form a very
strong structure that contributes greatly to overall chassis
stiffness and frontal impact crush resistance.
Like the front subframe, the rear subframe forms a large perimeter frame and is made up of large cross section members and smaller stringers that locate the rear suspension and also house the fuel tank. Both subframes are mounted to the body with rubber isolators that help dampen vibration by as much as 5 db in the low- and mid-frequency ranges.
HYDRAULIC ENGINE MOUNT
To further isolate the cabin from vibration, the 3.2 liter engine is
mounted to the subframe with two electronically controlled, hydraulic
engine mounts and a side stopper mount. The hydraulic mounts are
tuned to help minimize vibration throughout the operating range by
controlling fluid transfer between two hydraulic chambers in the
mount, thereby changing the damping frequency of the mount to help
counter any engine vibration.
STEERING
Given the TL's lofty design goals, its steering must strike a balance
between the isolation expected of a fine luxury car and the
immediate, intuitive response of an accomplished sports sedan. Both
ends are served by the TL's speed-sensing power steering. With the
assist modulation based on vehicle speed, the effort is light during
low speed maneuvering then gets progressively heavier as speed builds
to foster a feeling of accuracy and security.
To insulate the driver from road harshness without degrading steering precision, a rubber coupling is positioned in the bottom end of the steering column.
BRAKING SYSTEM
At 11.8 in (300 mm), the new-generation TL's large diameter
ventilated front brake discs offer significant braking power and fade
resistance. The front calipers are 15 percent more rigid than their
predecessors, resulting in a marked improvement in braking crispness
and pedal feel. With system-wide tuning of the brake components, the
TL has linear brake pedal action, with a predictable effort gradient
as the pedal is applied.
By separating the service and parking brakes on the rear wheels and increasing rotor diameter to 11.1 in (282 mm), further enhancements in brake performance were realized. The new drum-in-disc brake design employs the disc portion of the unit for braking while underway, while the drum is used only for the parking brake function. The parking brake is operated with a push on/off type floor pedal.
ANTILOCK BRAKING SYSTEM (ABS)
The ABS enhances steering control during hard braking. Speed sensors
at each wheel send signals to the ABS control module; if the system
detects impending wheel lockup, it first holds, then reduces
hydraulic pressure to the affected wheel, letting it regain traction
before full braking resumes. The ABS function is also highly
effective on split-friction surfaces, in which one side of the
vehicle has significantly less traction than the other.
In the highly unlikely event of an ABS failure, a warning light is illuminated on the instrument panel. In such a case, the control module cancels the ABS function, allowing the standard braking system to operate normally.
WHEELS AND TIRES
Given the new TL's pronounced sporting side, upgraded wheels and
tires were a natural advancement for its current design iteration.
Though tire width remained constant at 205 mm, tire aspect ratio was
reduced to 60 percent, while tire and wheel diameter was increased to
16 in. The width of the cast aluminum wheels remained at 6.5 in,
though the wheel styling was changed to a new seven-spoke design. The
revised tire and wheel fitment, combined with the far-reaching
benefits of the TL's new platform and suspension, have increased
maximum skid-pad adhesion substantially compared to its predecessor,
from 0.72 to 0.77 lateral g. To help provide sure footed power
handling in all weather conditions, Michelin all-season high
performance V-rated radial tires are fitted to the TL.
2000 Acura 3.2 TL - Body
OVERVIEW
The 3.2TL body is a significant departure from the previous
generation TL. Based on a lengthened version of the Acura/Honda
Midsize Global Platform, the new TL unit-body is 70 percent stronger
in torsion, 80 percent stronger in bending, longer overall, has a
wider track and more interior room than its predecessor. The front
drive powertrain is now transversely mounted, in the interest of
improved packaging efficiency.
The lines of the TL, which were designed by Honda R&D in Torrance, California and Raymond, Ohio, have a more aggressive, athletic edge, complemented by improvements in aerodynamic performance. Designed and engineered in America and assembled at Honda's Marysville Ohio plant, the TL has a six percent better Cd than the previous generation TL.
Here are some of the highlights of the TL's new body and its related systems:
Styling
- Dynamic, dimensional lines reflect a more youthful, aggressive spirit
- Cabin-forward silhouette
- Higher belt line and pronounced wedge shape
Quality and Refinement
- Tightly controlled noise and vibration
- Heat-rejecting green glass
- Full frame windows for improved sealing and reduced wind noise
- Gas spring hood supports and new low-effort multilink trunk hinges provide easy operation
- Rigid door structures
- Jointless front and rear windshield molding
NVH control
- Foam sound barriers in all body pillars
- Extensive asphalt-based sandwich melt sheet used in rear wheel-house regions
- Fiberglass hood insulator
- Triple door seals
- Increased density dashboard insulator
- Extensive use of asphalt melt sheets with resin applied to floor and dashboard lower
- Additional engine room dashboard insulator
- Increased rigidity of steering hanger beam, steering column shaft and accelerator cable bracket for a reduction of vibration in the steering wheel and the gas pedal
Comfort/Utility
- Midsize car total interior volume (110.8 cu ft)
- Large 14.3 cu ft trunk
- Generous interior head, leg, shoulder and hip room
- Abundant step-in room for rear passengers
Ride and handling
- Torsional rigidity has increased by 70 percent from previous generation TL, with only a five percent increase in the weight of the body-in-white relative to the previous generation
- Four-point strut-tower bar
Safety
- Side-impact door beams
- Upper door panel stiffener structure
- Door lining pads
- Reinforced side-sills with added bulkheads for offset and side impact protection
- Strengthened front pillars and roof side rail sections
- Thicker, larger floor cross members for additional side impact protection
- Reinforced center pillars help reduce body deformation during side impact
- Rear-door catcher reduces rear-door intrusion into interior during side impact
- Xenon High Intensity Discharge (HID) headlights
- Dual-stage passenger-side SRS airbag
- New front seat side airbags with occupant position sensors.
Security
- Special shielding protects door-locking mechanisms and latches to make break-in more difficult
- Standard immobilizer and security systems cuts fuel to the engine and sounds an alarm in the event of tampering
- Auto-off headlights
- Full frame windows to make a break-in more difficult
- Reinforced door key cylinders to make a break-in more difficult
Corrosion resistance
- Double-sided galvanized steel panels in all high-corrosion areas
- Anti-chipping primer applied to leading edges of hood and fenders
- PVC and wax sealer applied to underbody
- Anti-acid-etch clear coat on dark colors helps protect paint from acid rain
STYLING
Concept work on the new 3.2TL started in 1995, when the driving ideas
behind the TL's styling were just beginning to take shape. The
inspiration for the spirit of the TL is San Francisco's exclusive Nob
Hill area. Known for its fashionable international flair, upscale
ambience and a uniquely youthful blending of formal and active
lifestyles, Nob Hill sets the tone for the TL. A design team visited
Nob Hill in 1995 and stayed in the famous Fairmont Hotel before
beginning initial styling drawings of the new TL.
Carefully orchestrated styling elements lend the TL dynamic elegance. In bold strokes, it has a crisper, higher beltline and is more wedgelike, with the cabin positioned 95 mm farther forward than the '98 TL.
To foster a personal feel, the greenhouse is visually distinct from the powerful lines of the body, purposely not blended into a single amorphous shape. A pronounced shoulder to the upper body complements this feeling. High-gloss black accents on the B-pillars add a subtle upscale touch. Front-end styling is dimensional, with the bumper and fenders swept back (in plain view) from the new grille. Reflector-type High Intensity Discharge (HID) headlights lend a technical feel to the front end. The rear styling is uncluttered, with the license plate inset in the rear bumper. A crisp break at the top of the rear panel lends a sporting edge, while the chrome logo and letters of the Acura name individually mounted across the rear panel make the car's luxury status apparent.
PRECISE FIT AND FINISH
Fine attention to detail is evident in the TL's fit and finish.
Stiffened door structures, laser-welded blank door panels, special
plastic-encapsulated door checkers and latches, and added sound
damping materials all combine to tune the closing sound of the TL's
doors. Special power window motors increase window speed and reduce
noise. Window sealing has improved as well, with the move to
sash-type door structures that seal more reliably.
Many details are very subtle:
- Jointless front and rear windshield moldings have a more finished look
- The windshield wiper stopping position has been lowered to improve visibility and reduce wind noise
UNIT BODY STRUCTURE
To achieve significant improvements in ride, handling and noise
reduction, the engineering goals for the new-generation TL unit body
centered around maximizing torsional and bending rigidity of the body
without adding unnecessary weight.
The TL unit body utilizes a high-strength cabin and ladder type subframe with large box section rails and strategically placed reinforcements for maximum rigidity.
Significant advances in design efficiency make the TL's body-in-white 70 percent stronger in torsion, with only a 5 percent increase in weight as compared to its predecessor. Bending strength has been increased by 80 percent as well.
DOOR CONSTRUCTION
The TL utilizes highly rigid door structures with full-frame windows
for improved protection, weather sealing and reduced wind noise. By
laser welding the door panels, steels of different thickness can be
used in the door. This allowed the designers to use the optimum steel
thickness in each area and resulted in a stronger yet lighter door.
NOISE, VIBRATION AND HARSHNESS (NVH)
Throughout the body, features like foam roof pillar separators, wheel
arch extension melt sheets and even vacuum-controlled hydraulic
engine mounts are used to minimize noise intrusion into the car's
interior. A total of 41.3 kg of noise attenuation material is used
throughout the TL, resulting in a vehicle that is serenely quiet,
making long trips less fatiguing and more enjoyable.
HIGH INTENSITY DISCHARGE (HID) HEADLIGHTS
Typically an extra-cost option (if offered at all) on competitive
cars, the TL comes standard with reflector-type HID low beam
headlights. Three times as efficient as conventional halogen lamps,
the TL's HID system uses less electrical energy, yet produces almost
twice the illumination with more than double the bulb life. The
useful range of illumination on low beam increases 45 percent. This
eliminates the need for separate fog lights. The TL's high beams use
conventional halogen bulbs. An auto-off feature turns off the
headlights 15 seconds after the driver's door is closed or the doors
are locked.
KEYLESS TRUNK LATCH
For greater security and a more cleanly styled rear-view appearance,
the TL's trunk has no key cylinder. The trunk lid can be released by
the keyless remote, by a button on the driver's door panel, or by a
backup manual release accessible through the pass-through in the rear
seatback. The press-to-open keyless remote operation time has been
shortened from 1 second to 0.5 second with 2000 3.2TL.
GAS-FILLED HOOD DAMPERS/LINK-STYLE TRUNK HINGES
In keeping with the TL's attention to detail, the hood is supported
when open by gas-filled dampers. The trunk lid mechanism has been
specially engineered with a link-style hinge that provides a more
uniform opening and closing action and is less intrusive into the
storage area within the trunk.
ADVANCED MATERIAL TECHNOLOGY
A wide range of advanced materials and technologies are used in the
TL. Here is a listing of the more significant advances:
- Laser-welded inner door panel blanks increase strength while minimizing weight
- High-gloss B-pillars with improved scratch resistance
- High-strength steel door panels for greater dent resistance
- Side door protectors, front chin spoiler and side sill garnishes use body-color film manufacturing technology for greater chip and scratch resistance
- Body-color roof molding
- Lightweight fiberglass hood insulator
- Anti-acid-etch clear coat
- Chrome-plated injection molded door handles
- Low modulus material applied to front spoiler for improved curb impact resistance
- 57.5 percent of plastic materials are polypropylene or polyethylene and highly recyclable
WIND NOISE PERFORMANCE
Wind noise targets for the TL were set at a remarkably quiet level,
which required an extensive amount of research and development to
attain. All causes of wind noise were investigated, including
crosswind components and their effect on total noise level. The work
began on a computer simulation in early phases of development, then
moved on to a full-scale wind tunnel later in the project. Besides
the refined subtleties of the TL's body panel and folding side mirror
shapes, many different new wind-sealing strategies were brought into
play in the final car. The result is interior wind noise that is
competitive with many far more expensive cars.
2000 Acura 3.2 TL - Interior
OVERVIEW
The new cockpit-style interior has an intimate, driver-oriented feel,
resplendent in luxurious materials like the hand-stitched,
leather-wrapped steering wheel-all assembled with great
attention to detail. The 3.2TL has more usable space than its
predecessor by every important measure too. In all, the TL interior
seamlessly satisfies the conflicting demands of both sport and luxury
performance. For 2000, the window switches throughout the car are now
illuminated, the LCD odometer display has been brightened for better
daytime visibility, and the instrument panel script has a more
contemporary appearance.
STYLING
Three key words drove the TL's interior design: emotional, personal,
and elegant. Emotional in its dramatic interior shapes, and the
individual feeling of the interior space. Personal in the connected,
tactile sporting feel of the controls. Elegant in the fit and quality
of fine interior materials.
The TL's interior designers looked to the wrap-around cockpit design of powerful pacific coast cruiser powerboats for inspiration. The flow of the TL's door panels into the instrument panel, then into the center console, echoes the same sort of personal, purposeful cockpit feel.
INTERIOR ROOMINESS
The TL's new interior capitalizes on the space efficiency afforded by
the architecture of the car's unit-body design. Relative to the '98
TL, the redesigned multilink rear suspension allowed the rear
passenger's hip-point to be moved 10 mm rearward, opening up legroom
in front and rear. With a 16-mm-lower cabin floor, but the same
overall vehicle height, interior spaciousness was enhanced, and
specially engineered door structures allowed increased interior space
even though overall width of the new-generation TL is actually 15 mm
less than before.
Relative to its prime competition, the TL is significantly roomier and offers more usable interior space, with room for five occupants.
SEATS
To complement the TL's dual sporting/luxury mission, its standard
power front seats have unique design features. Careful attention was
paid to the stitching patterns in the upgraded, U.S.-sourced leather
seating surfaces to ensure comfort over long periods of time. The
supple, contoured seats with dual-density backrests provide an
enveloping feel, but offer sufficient width for continuing comfort on
long drives. To allow the driver to capitalize on the TL's elevated
handling limits, firm side bolsters provide solid support during
high-lateral-g cornering.
The driver's seat has heated bottom cushion and backrest, and the passenger's seat has a heated bottom cushion; the driver's seat is eight-way power adjustable, and the passenger seat offers four-way power adjustment. All five seating positions in the TL are equipped with three-point seat belts.
METER CLUSTER
A highly accurate micro-processor-controlled instrument cluster keeps
the TL's driver informed via a complement of analog instrumentation
with illuminated pointers. The large diameter tachometer face
includes a bold LCD digital indicator to track gear position when the
transmission is in its semi manual SportShift mode. A new script
design on the meter faces updates the TL's interior appearance for
2000. LCD brightness has been increased for better readability.
MATERIALS
Specially selected materials line the interior and lend the car an
appropriately upscale ambiance. The instrument panel and door
armrests are made with a special molding process that creates a
softer-feeling surface with a uniform surface grain; the sides of the
center console are backed with soft foam to cushion the driver's and
passengers' legs. Wood-grain accents on the door panel and edges of
the console warm the look of the interior.
AUTOMATIC CLIMATE CONTROL
Careful analysis of the prime competition led to the development of a
new heating, ventilation and air conditioning system (HVAC) for the
TL that offers significantly faster temperature correction of the
total passenger cabin. The TL's automatic system has a new compressor
and larger evaporator and is assisted by solar glass, which reduces
the heat load on the interior. In tests under hot ambient conditions,
relative to the Lexus ES 300, the TL's front passenger area cools to
a comfortable target temperature 15 percent sooner. And with the
improved flow afforded by the TL's adjustable rear seat vents
positioned behind the center console, the rear passenger compartment
reaches a comfortable temperature a full 30 percent earlier than in
the Lexus.
With a quiet blower unit, high airflow and an aluminum heater core, heater performance is similarly ahead of the prime competition. In cold ambient conditions the TL's front foot well temperature reaches the warmth target 15 percent sooner. The front to rear temperature differential is narrowed as well, meaning that rear seat passengers aren't left out in the cold.
MICRON AIR-FILTRATION SYSTEM
A passenger compartment air-filtration system traps dust and pollen
particles down to eight microns, helping to eliminate dust and other
airborne particulates from the cabin area and also traps bacteria as
small as one micron
ACURA NAVIGATION SYSTEM
The latest generation of the Acura Navigation System is the only
factory-installed option available on the well-equipped TL. In
model-year '99, it proved to be remarkably popular with customers. In
2000, the Acura Navigation System returns with significant
enhancements that boost its convenience and utility. There's a new
matte-finish touch-screen that resists fingerprinting and is easier
to read. Enhanced logic lets you type in your destination with
significantly fewer keystrokes, and route calculation time has been
reduced. You can also pre-program a route with up to five
destinations, or have the moving map display icons for gas stations,
restaurants or ATMs. And with a new DVD-ROM database with almost 14
times the storage capacity of the '99 system, the on-board system has
3.7 million additional points of interest, and covers the entire
continental United States.
Like the similar system in the 3.5RL, the 3.2TL's unit uses Global Positioning System (GPS) data received from satellites, as well as its own inertial guidance system, to precisely pinpoint location and velocity. When asked to guide the driver from one location to another, the system provides both audio and visual cues, helping the driver find the proper destination quickly and easily and with minimal distraction. Verbal instructions such as, "Keep right" or "Next exit on the right" give the driver the basic direction. An LCD, located high on the center console, provides a moving map with direction arrows, detailed information on street names, turning instructions and driving distance. The navigation system also provides information and directions to local restaurants, theaters and points of interest.
The large six-inch, color LCD display has a picture-in-picture capability, so you can see the "big picture" map and get detailed turning instructions simultaneously. The system will also display your current position at any time, and a balloon function instantly shows the address of any location you select on the map. You can also search for a selected point of interest simply by inputting its phone number. The touch-screen display can also be used to provide manual control over the TL's automatic air conditioning operation. The voice guidance control has 11 different volume settings and automatically mutes the audio entertainment system front speakers momentarily when direction commands are given.
All freeway networks and major metropolitan areas in the U.S. are mapped by the system. The TL's on-board database can be updated annually by Acura dealers. The owner pays a minimal charge for annual updates.
AUDIO SYSTEM
A customized Acura/Bose™ Audio System is standard equipment on the
TL. Designed and built as an integral part of the car, the system is
engineered to take advantage of the TL's unique acoustics. All
speakers have been carefully selected and placed, and the electronics
have been specifically tuned to work with the car's interior. Bose
equalization circuitry automatically maintains proper tonal balance
at all times to produce natural, lifelike sound for drivers and
passengers.
Another innovation in this music system is the Bose Nd™ woofer in the rear package shelf. Using a rare earth neodymium iron boron, its breakthrough design enables deep, powerful bass and high output from a remarkably slim, lightweight speaker. The music system comes complete with an in-dash CD player, cassette player, AM/FM stereo tuner, and convenient steering wheel controls.
POWER GLASS MOON ROOF
Another standard feature on the highly equipped TL, a glass moon roof
with tilt-up and sliding action can be used to increase interior
ventilation or opened fully for open-air motoring. Its thin,
efficient design is a contributing factor in the TL's abundant
headroom.
MULTIPLEX DATA BUS
CPU-controlled functions in the TL such as the various warning
systems, illumination intensity, intermittent wipers, power windows,
the remote control security system, auto headlight system and more
are divided among three separate CPUs. Communication among the CPUs
is via a multiplex data bus, which requires considerably less wiring.
COMFORT AND CONVENIENCE
Offered in just one trim level, with a remarkably short options list,
the TL has a formidable roster of standard comfort and luxury
features.
Here are some of the more notable items:
- Overhead sunglasses storage compartment
- Large dual cupholder in the console with a removable liner for easy cleaning
- Illuminated two compartment center console, with internal power port and hidden storage area
- Padded center armrest slides fore and aft for comfort
- Soft-touch instrument panel and interior panels
- Glove box has a damper-controlled door and interior light
- Four-disc CD storage tray built into dash (when not equipped with navigation system)
- Trunk opening switch on driver's door panel and main switch in glove compartment
- Sliding sun visor extensions
- New illuminated power window switches at all positions
- HomeLink" remote system operates three different devices
- Speed-synchronized intermittent wipers
- Dual cupholder built into rear fold-down armrest
- Security system with remote keyless entry
- Automatic day/night rearview mirror
- Lockable trunk pass through
TRUNK STORAGE
With the compact dimensions of the TL's multilink rear suspension,
the trunk volume is a generous14.3 cu ft. A wide opening and low
lift-over height eases loading and unloading. A lockable flip-down
pass-through door to the passenger compartment expands utility
further, for carrying long objects. A cargo net with multiple
attachment points makes it easy to restrain cargo. The jack is in a
closed compartment on the right side of the trunk, with a toolbox
positioned nearby. A storage compartment is positioned on the left
side of the trunk. A convenient hook just above allows plastic
grocery bags to be secured in place. A tether with a hook allows the
trunk floor to be secured in the raised position for convenient
access to the spare tire.
2000 Acura 3.2 TL - Safety
OVERVIEW
The TL is engineered as a total safety package with features designed
to help in accident avoidance and to help protect the passengers in
the event a collision is unavoidable. The best form of safety
engineering is the type that prevents an accident from occurring in
the first place. Accident avoidance items include standard Traction
Control System (TCS), standard ABS disc brakes, Xenon High Intensity
Discharge (HID) headlights for enhanced visibility and 289.3 degrees
of outward visibility.
Should an accident prove unavoidable, the TL protects its occupants with carefully orchestrated crash energy attenuation strategies developed on a super computer. Front and rear crumple zones, along with side impact enhancements help protect the passenger compartment. Standard driver and front passenger supplemental restraint system (SRS) air bags with a dual-stage passenger air bag and an advanced driver and front passenger side air bag system supplement the structural engineering in the 2000 3.2TL.
SAFETY STRUCTURE
The strength required to meet worldwide safety regulations was
designed into the TL from the earliest stages of its development. In
frontal impacts, straight-section frame box rails with large
cross-sections feed impact energy directly into the main frame
structure, without the need for stiffeners at changes in cross
section. To exceed new 2002 Federal head-impact safety regulations,
the TL's interior has energy absorbing roof-pillar garnishes and roof
lining designed to help reduce injury to the occupants. To better
deal with offset-impact energy, reinforcements are placed at the roof
side rails, side sills, A-pillars, and front and side frame members.
SIDE IMPACT PROTECTION
To help protect occupants during side impacts, the B-pillars are
stiffened, a substantial cross member runs transversely across the
floor pan, a tubular brace connects the two A-pillars inside the
instrument panel, a bulkhead is positioned at the back of the
passenger cabin and the rear doors have special catcher mechanisms to
restrict intrusion into the passenger compartment. The doors have
special reinforcements for side impact; twin side impact beams are
placed in the front doors, with single beams in the rear doors. All
four doors have a stamped steel stiffening structure at the tops of
the door panels, as well as impact-absorbing door-lining pads
positioned near the occupants.
DUAL AIR BAG SUPPLEMENTAL RESTRAINT SYSTEM (SRS)
The TL is equipped with a driver and front passenger air bag
Supplemental Restraint System (SRS). The driver's air bag is located
in the steering wheel hub, while the passenger's air bag is located
on top of the dash. Both air bags are triggered simultaneously by
means of three impact sensors located in the passenger compartment.
To ensure maximum reliability, the sensors use gold-plated electrical
connectors. As in all Acura automobiles, the front passenger air bag
is designed to deploy upward along the windshield and then back
toward the occupant. This provides a large cushion to help protect
the front passenger.
DUAL STAGE PASSENGER AIR BAG
To enhance the protection of the front seat passenger during a
variety of frontal impact collisions, varying air bag deployment
power is used in the TL. The Honda R&D designed system, which
uses a dual-stage inflator, is the first such design ever to be used
on an automobile and automatically adjusts the deployment of the
front passenger SRS airbag based on the severity of the crash. During
a slower speed collision, the dual-stage inflator system for the
dash-mounted air bag is triggered in sequence, resulting in slower
overall air bag deployment with less initial force. During a higher
speed collision, both inflators operate simultaneously for full
immediate inflation, to correspond with the greater impact force.
An additional new feature designed into the system also detects whether the passenger's seat belt is fastened. If the passenger seatbelt is not fastened, the air bag deploys at a lower threshold to protect an unbelted occupant.
SIDE AIR BAG SYSTEM
The TL features seat-mounted side air bags for the driver and front
seat passenger. The front passenger seat is equipped with an
innovative occupant position detection system designed to disable
side air bag deployment and prevent injury to a small child if they
lean their head into the side air bag deployment path. A series of
seven sensors in the passenger seatback determine the size and
position of the occupant to assist the system in determining if it is
safe to deploy the side air bag. If the child is in the deployment
path of the side air bag, the system will disable the side air bag
from inflating. If the child returns to an upright seating position,
the side airbag will reactivate so it can deploy and protect the
child in a side impact.
NEW REAR CHILD SEAT TETHER ANCHORS
To allow a child seat to be securely positioned in any of the back
seat positions, seat tether anchors are standard in the TL.
XENON HIGH INTENSITY DISCHARGE (HID) HEADLIGHTS
The TL features Xenon High-Intensity Discharge (HID) headlights with
double the total illuminating power of conventional halogen
headlamps, enhancing visibility and active safety performance. The
HID headlight bulbs also last twice as long as halogen bulbs and
require less energy to operate.
2000 Acura 3.2 TL - Manufacturing
OVERVIEW
The new TL is assembled exclusively in Ohio for markets worldwide. It
is sold in the United States, Canada, Japan and other Asian
countries. The vast majority of the TL's component parts are sourced
and manufactured in the United States. Local suppliers were brought
in on the project as early as possible to ensure the highest quality
from the very beginning of mass production.
U.S.-JAPAN COLLABORATION
As part of Acura's ongoing effort to design and produce products
where they will be sold, the move to produce the TL in Ohio was part
of a natural progression. The TL is an international effort,
combining Acura's resources in Japan with those of the Acura/American
Honda product planning offices in Torrance, California, styling and
engineering facilities completed at Honda R&D Americas&emdash;Los
Angeles and Ohio, the Anna engine plant and the Marysville, Ohio auto
assembly plant.
LOCAL CONTENT
With a local content of approximately 98 percent, the TL is
classified as a domestic car by the EPA.
SUPPLIER INVOLVEMENT
With Honda of America Manufacturing, Inc. (HAM), already drawing on
408 different suppliers to support its manufacturing activities of
Honda and Acura products, the TL pushes that total to a new high of
414 suppliers.
MANUFACTURING QUALITY DEVELOPMENT
In preparation for eventual production of the TL, manufacturing
personnel reviewed competitive models and the 1997 production
start-up of the Acura 2.3CL coupe. An extensive internal quality
review of the Acura 3.5RL and previous-generation TL was also
undertaken. With quality targets locked in, work was begun to ensure
that the goals could be reliably met during the assembly process. Key
areas targeted for new standards of excellence were:
- Increased body accuracy
- Paint appearance
- Part fit and finish
ANNA ENGINE PLANT
Since producing its first engine in 1985, the Anna Engine Plant (AEP)
has ramped up to a total production of 900,000 engines and related
components per year. With 2700 associates and a total investment in
facilities of $907 million, the Anna plant achieved a pace of 1000
V-6 engines per day for model year 1999. To provide the manufacturing
capacity required for the TL, the factory's complement of 3500-ton
casting machines was increased to four, and new manufacturing
technologies and equipment were put in place for the TL's crankshaft
and braking system.
MARYSVILLE AUTO PLANT
With a start of production dating back to 1982, a total investment of
$1.8 billion and more than 5800 associates, the Marysville Auto Plant
(MAP) has attained a new quality standard with the production of the
TL. Capable of producing a total of 1800 cars per day, MAP's flexible
manufacturing environment allows seamless production of the TL on the
same line as the Honda Accord despite vast differences between the
two vehicles.
A variety of new manufacturing technologies are required to build the new TL:
- New fluid-control paint system
- New acid etch clear-coat paint system
- Laser welding of inner door panels
- Instrument panel modularization to increase consistency
- Enhanced vehicle quality department