The Acura Integra Type S's task appeared to be fairly straightforward. Add leather and a few splashes of contemporary amenities to a Honda Civic Type R (FL5), soften the dampers, swap the R for an S, and raise the price by $5,550. The luxury division of automakers like Toyota and Lexus, Hyundai and Genesis, and Volkswagen and Audi generally operates in this manner.
The Type S, however, goes beyond the mere sum of its parts. Although it has the same chassis, tires, suspension architecture, adaptive dampers, anti-roll bars, and Brembo brakes as a Type R, it has a different attitude, a more mature driving experience, smoothed out edges, and a quieter and cozier interior. Consider it a more experienced model of our favorite hot hatch that hasn't lost any driver engagement over time. If you will, a fraternal twin brother as opposed to an identical twin. And it finally provides us with the Integra Type R from the late 1990s as its spiritual successor.
The R in Type R stands for Racetrack, and the S in Type S stands for Street, according to our tinfoil hat theory. In light of this, the Integra completely makes sense as a street fighter that excels in the performance range defined by the white and yellow streaks while maintaining equilibrium and comfort.
With an additional 5 horsepower, Acura's 2.0-liter turbocharged four-cylinder boosts its output to 320 hp and 310 lb-ft of torque. For comparison, that is a startling 120 more horsepower than the Integra standard. The only available transmission is a six-speed manual, and front-wheel drive is standard.
While the top end is worthwhile exploring, we find ourselves constantly drawn to the generous mid-range, where acceleration feels most accessible and responsive. The engine is every bit as powerful as the numbers suggest. The digital tachometer needle feels heavy and reluctant to move, even with deliberate stabs of the gas pedal, even though we don't expect this force-fed engine to rev to the moon like its VTEC ancestors. Although it loses some of its personality in that regard, it is undeniably and significantly more efficient when traveling straight.
Acura has adjusted the steering and dampers for a better street feel, and the changes are subtle enough to be felt on the slow commute to work. It's a Type R that has been mellowed out. On lengthy commutes, it is much more tolerable than the Honda because the suspension is less chattery, even though low-frequency vibrations still reverberate through the seats and steering. Imagine it as a hypothetical Comfort Plus mode Civic Type R.
If you add a few extra kilograms of soundproofing, the Integra will be much quieter inside with less tire and wind noise leaking in. Ironically, by removing the Honda's front resonator, Acura increased the exhaust volume. Why? Because the Acura is only sold in North America and because there aren't as many laws here restricting exhaust volume as there are abroad. This is where the additional five horsepower comes from. As a result, unlike the Honda, the Type S booms and bellows when the needle crosses 4,000 rpm and emits thrilling pops and bangs when the accelerator is released. The Integra has that vibe of a small engine with a big personality, even though the acoustics aren't as spine-tingling and free-revving as the V6 in the TLX Type S.
The three available driving settings (Comfort, Sport, and Sport+) each modify the dampers, steering feel, and throttle response. Sport+ mode provides a stronger sense of connection and, despite being stiffer and more alert, gives the way it flows through a series of corners a more natural feel. The resistance, weighting, and connection to the front wheels and road surface make turning in the steering incredibly satisfying despite the lack of detailed road information. Under full throttle, the steering remains tight and free of wiggles thanks to the clever dual-axis strut front suspension and helical limited-slip front differential.
The Integra, however, seems underdamped. It never quite provides the same level of stability or composure at high speeds as the Honda does when moving quickly or handling weight transfer or vertical oscillations. But when you whip it into a corner at high speed, it responds as though it were glued to the ground, grounded by the downforce pulling it to the pavement. Although the Acura is lighter in weight, it doesn't have the same all-wheel-drive traction as an Audi S3 or Mercedes-AMG A 35.
We are beginning to recognize the limitations of a front-wheel drive system, much like the Honda. You can only get so much mechanical grip out of a set up like this. We believe that the Type S has pretty much reached its limits in terms of sticky rubber, more wing, more camber and toe, aggressive dampers, and bump stops, so increasing engine power won't make it any faster.
The front wheels won't want to move if you give them too much steering lock and throttle. A few quick bursts of throttle won't easily induce the rear to swing out, but will instead cause you to veer wide even when the front nose is loaded up and flirting with the edge of understeer. However, if you do the same thing in a GR Corolla, the car will rally drift its way through, making both the driver and onlookers smile. The Acura's slightly more relaxed attitude towards achieving maximum performance means the reach for the peak isn't as urgent or as required. It's true that using the brakes to turn is less satisfying than using the throttle in a RWD car.
Although Acura isn't providing an automatic or CVT transmission with the Integra Type S, we are surprised but not surprised. It's probably safe to assume that people who can't drive a stick will swarm to the TLX Type S anyhow. Since the gear lever is the best in the business with flawless, accurate, and positively engaging travel, we are not complaining. Neither is it choppy like a Mazda MX-5 nor is the travel distance lengthy like a BMW M2. The throws are brief, and it pushes itself into the gate with a top-heavy weight that is determined. It moves without wiggle and without any play. It is a complete joy to operate and is either in gear or not.
It requires some leg effort to depress the clutch pedal, which feels a little heavier than the Honda's. It is challenging to stall the engine because the bite point is predictable and wide enough. In low-speed traffic jams, the auto rev-matching feature is very helpful for beginners as well as for temporarily relieving your calf muscles from heel-and-toe work.
With an extended fastback silhouette, triple center-mounted exhausts, and a deep hood scoop, Acura managed to give the Type S a more aggressive and boy-racer aesthetic than the Type R. We also like how the Integra script is permanently inked in the same location as the original car's script under the driver's side headlight assembly. Our favorite modification gives it a wide aftermarket stance that makes us think of a Liberty Walk widebody kit: the impossibly flared wheel arches. It's impossible to mistake this for a regular Integra, and it's one of the few hatchbacks that can look visually balanced without a sizable wing. However, we do wish that they would bring back the Phoenix Yellow paint and red Acura badges from the Integra Type R from the 1990s.
When you step inside the Integra, you'll see that every detail has been carefully considered, despite the fact that it initially appears to be a simple copy-and-paste job from the Civic with the badges changed. To prevent your hands from being scorched when the metal bakes in the sun, the Acura uses a different aluminum shift knob that is covered in leather. The Civic's mesh vent that deftly concealed the fans is gone, but the touchscreen, dials, and switchgear are all still present. However, the Acura does away with the Honda LogR app, which shows track-related metrics like lap time and G-forces. The target audience of adults, we assume, would prefer the exclusive Acura features like the head-up display and 16-speaker ELS audio system.
The Acura's front seats are easier to get into and out of because they are less heavily bolstered for comfort than the Honda's. Although the seat's range of adjustments and side and lumbar support are excellent, we wish it were mounted a little lower to give us the impression that we were sitting inside the car rather than on top of it. On the other hand, the rear seats are roomy and comfortable, though it is an odd choice that mimics the Honda's lack of a middle seat. Instead, a meager set of cupholders has taken its place, limiting the Acura's ability to carry more than four passengers.
The Integra Type S was designed for the street if the Honda Civic Type R was for the racetrack. But regardless of which location you choose, both are coveted competitors who enjoy a good challenge and are still manual-only games, ensuring that anyone entering this amusement park has the necessary credentials. On paper, there aren't many differences between the two, but in practice, they stand out much more. The Integra Type S costs $5,550 more than the Civic, but it is simply a more upscale and sophisticated version of our favorite hot hatch. It should appeal to 30- to 40-year-olds with sore backs who can't handle a strenuous ride but still yearn for the unadulterated performance they imagined with the Integra Type R's predecessor. We recognize that emotion. We belong to that group, and the new Type S is just what we're looking for.
Specifications:
- Model: 2024 Acura Integra Type S
- Paint Type: Platinum White Pearl
- Base Price: $55,600
- Price as Tested: $56,100
- Wheelbase(mm): 2,735
- Length/Width/Height (mm): 4,730 / 1,900 / 1,407
- Curb weight (kg): 1,460
- Engine: 2.0-litre turbocharged four-cylinder
- Horsepower: 320 hp @ 6,500 rpm
- Torque: 310 lb-ft @ 2,600 - 4,000 rpm
- Transmission: 6-speed manual
- Engine & Drive Configuration: Front engine, FWD
- Fuel Consumption ( City / Highway / Combined ) L/100km: 11.1 / 8.3 / 9.9
- Observed Fuel Consumption (L/100km): 12.0
- Tires: Michelin Pilot Sport 4S; 265/30ZR19