Acura 3.2 TL

From Acura press: The 1997 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 1997 TL Series competes against other mid-luxury cars such as the Lexus ES300, Mercedes C220 and C280 and BMW 3 and 5 Series.

With its combination of luxury, performance and quality, the TL Series further strengthens Acura's position as the number one-selling luxury nameplate in the U.S. market.

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.

The engine also features an onboard diagnostic system (OBD-II). 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-PI) 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 hood line for maximum visibility, and a reduction of frontal area to reduce aerodynamic drag.

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