<http://schema.org/articleBody>
"                 Three years after the third-generation was introduced, we have a revised TL and an all-new Type-S. They arrive in late 2006, and before you get too excited, let me tell you about the underlying changes. The exterior treatment is similar but more refined. It would be hard to find fault with the TL&amp;#039;s chiseled good looks and the newest edition builds on that, with integrated foglamps, chrome trim, LED turn signals and more modern Acura badging on the grille. The Type-S gets wider side sills, black chrome trim and aggressive cut lines; plus quad exhaust tips, front Brembo brakes and a rear spoiler. The easiest way to recognize the Type-S, though, is by its 10-spoke alloy wheels.   Interior upgrades include a sporty 3-spoke steering wheel with audio and cruise-control buttons. A Type-S with the 5-speed automatic transmission receives steering-wheel-mounted paddles and performs rev-matched downshifts; the regular TL has a standard 5-speed without paddles and rev-matching. Leather seats and trim are of improved quality, as is the center stack display with lights that are now clearly readable in bright daylight. A TL with the optional navigation system is outfitted with the latest technology from , including traffic data supplied from XM satellite radio. Bluetooth technology has also progressed and new features make the system easier to use.   Performance of the base TL is about the same, as its 3.2-liter V-6 carries over but with weight savings from a magnesium intake manifold and cam covers as well as hollow camshafts. The Type-S, however, is stroked 7 mm to provide 3.5 liters. The compression ratio and redline remain the same, but power is up to 286 bhp over the base 258 bhp. With the increased displacement come larger valves, internal cooling oil jets and more aggressive cam timing with a higher-flow catalytic converter. All this, yet the Type-S still meets ULEV-2 emissions requirements.   The 6-speed manual of the previous TL is gone, leaving the 5-speed automatic as the base TL&amp;#039;s only transmission. The 6-speed manual available only on the Type-S has been modified to handle the higher torque loads. The 5-speed automatic on the Type-S is taken from the RL and modified to match its more sporting character. Chassis enhancements help to isolate road noise and vibration. Of note is an active noise cancellation used on the Type-S to help reduce the booming caused by the throatier exhaust system. On a drive through the backwoods of Pennsylvania, it was never noisy, and it was possible to hear the rustling of leaves and wind. Speaking of driving, the TL is an excellent performer. But I wish it were rear-wheel drive; as a front-driver in this midsize luxury sports-sedan segment, the TL is up against some stellar competition. Pricing will be in the mid- to high-$30,000 range, which puts it squarely against cars such as the .           Take a few corners in the TL and it&amp;#039;s instantly recognizable as a sporting front-wheel-drive car. This, despite the engine&amp;#039;s brain limiting torque in 1st and 2nd gears to keep the steering wheel from jerking around. Added steering assist has helped counter the effects of the limited-slip differential exiting turns under power. The TL is a roomy, comfortable, good-looking, sporty and practical car, but it&amp;#039;s not as pure as a rear-wheel driver. Even so, the TL is a great car, and the Type-S is a wonderful car. The sporting character of each is enough to make the car fun, yet with a ride that&amp;#039;s comfortable and compliant. We&amp;#039;re glad the Type-S is back, as it&amp;#039;s one of the best front-drive sports sedans on the market. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/new-cars/first-drives/reviews/a12278/2007-acura-tl/?src=global_footer>