Acura TLX

The first generation, 2015-2020, offers two naturally aspirated engines and both turn up about as often. The 2.4 K24 with the eight-speed dual-clutch-plus-torque-converter is the town car: it takes LPG without complaint, shifts fast and pulls away smoothly in traffic. The 3.5 J35 at 290 hp is a different car -- the same ease with gas, but with the ZF nine-speed operated by buttons, its software temper and its expensive specific fluid every 60,000 km.

The second, from 2021, drops natural aspiration. The standard is a 2.0 turbo of 272 hp with Honda's ten-speed -- a quick saloon, but direct-injection, so LPG is liquid phase only and expensive. At the top is the Type S with a 3.0 V6 turbo and 355 hp, which is a performance car and is maintained like one.

The drivetrain reads differently here than across the rest of the range. SH-AWD comes with the V6 on the first generation and is an option on the 2.0 turbo -- but most TLXs are front-wheel drive. If you want a winter car, this is the model where the VIN check will most often say no.

There is a consolation for the front-drive cars. The first generation carries P-AWS: the rear wheels steer through a small angle and settle the car in a corner. Not four-wheel drive, but not an ordinary front-drive saloon either.

Parts follow the same logic as the rest of the marque, except that the second generation is worse. The first shares a great deal of mechanicals with the American Accord; the second sits on an Acura-only platform where every arm, caliper and body panel is ordered by part number from the States. The exterior on both is unique -- bumper, wings and the Jewel Eye lamps have no European equivalent.