2024 Acura Integra

The hatchback shape is so gradual the Integra could be mistaken for a sedan, but it still has a low-slung profile that says sporty in any model. It takes on a rake, too, with window lines that kick up in the rear, a side character line that rises from front to rear, and lower body creases that rise toward the rear before easing back down. It’s a front-drive car, but the hood is on the longer side and the rear deck is short, adding to the sporty look. 

Up front, the grille is black in all iterations, with the Acura logo in the middle. Horizontal LED headlights give more width to the face, and their shape is reflected at the rear by LED taillights. A dark lower fascia sits down low up front, and it’s flanked by outer air intakes.

Those intakes get larger on the Type S model, which also has a vented hood, lower side skirts, a lip spoiler atop the bustled rear end, and three center-mounted exhaust tips. It also gets 19-inch instead of 17- or 18-inch wheels. 

Inside, the Integra is rather basic but its 7.0- or 9.0-inch touchscreen-based infotainment system is easier to use than the systems in other Acuras. The dash is layered, and the touchscreen sits atop it. Below that is a metallic panel with aluminum mesh vents. The standard Ebony upholstery mutes the environment, but it gets more vibrant in Orchid, Graystone, or especially Red.

How fast is the Acura Integra?

It has decent acceleration in its base form and is by far the fastest compact Acura ever in Type S guise. The base engine is a 1.5-liter turbo-4 that spins up 200 hp and 192 lb-ft of torque, which is likely good for a 0-60 mph time in the mid-to-high six-second range. 

The limited power is easiest to access with the A-Spec model’s available 6-speed manual transmission, where drivers can wring out the revs longer. The manual is a pleasure to operate, too, with short throws, positive engagement, and a light, but easily modulated clutch. The alternative is a CVT. While it has seven simulated gear ratios, it still slurs its “shifts,” though it’s more responsive in Sport mode. The CVT becomes part of the background on highway commutes, but its reluctance to change ratios can frustrate in stop-and-go city driving. 

The Type S far exceeds any Integra of the past with a raucous 320 hp and 310 lb-ft. The power comes on strong from a stop and stays on boil up to the 7,000-rpm redline. It motivates the Type S from 0-60 mph in just over five seconds and makes passing a breeze. It also sounds a much louder battle cry, which only rises when the exhaust system baffles open, and it lets out pops and crackles when you let off the throttle after a spirited bout of acceleration.

Buyers can also choose from three levels of handling prowess. The base setup offers competent handling with a smooth ride. It uses a MacPherson strut front suspension and an independent rear suspension to smooth over most road imperfections. Nicely weighted electric power steering feels stable on center and reacts quickly to inputs. 

A-Spec buyers get adaptive dampers and 18-inch instead of 17-inch wheels. The dampers help give the A-Spec sharper moves while maintaining a good ride quality, especially in Comfort mode. It’s fun to attack a twisty road in the A-Spec, but the tires offer only decent grip and the brakes aren’t up to long bouts of aggression. 

The Type S is a different animal entirely. It has grippy Michelin Pilot Sport 4S summer tires, bigger brakes with 4-piston Brembo front calipers, and a firmer version of the adaptive dampers. It also gets a wider track (3.5 inches up front and 1.9 inches in the rear), a bigger rear sway bar, stiffer knuckles and bushings, and more bonding material in the body.

This all creates quicker reactions and genuine racetrack capability. While all the power flows through the front wheels, the Type S manages a balanced handling character. The ride is stiffer, too, though it’s not as stiff as the related Honda Civic Type R. More comfortable and less boy racer than its Honda sibling, the Integra Type S would be our choice between the two.

The same can’t be said for the rear seat. While legroom is good for a compact car, the Integra’s sloping roofline cuts into headroom for even average-size adult males. Three can fit across in a pinch, but they had better like each other, and the Type S does away with the middle rear seat. The rear seat bottom also sits too low to provide long-trip comfort.

Behind the second row, the Integra has 24.3 cubic feet of cargo space, about twice as much as the average compact car trunk. Folding the rear seat down makes room to haul longer items, though taller boxes that would fit in an SUV won’t work here. 

Integra prices range from the high $30,000s to the low $50,000s, and the Interior materials won’t disappoint even at the top of the lineup. Acura adorns the door panels, armrests, and dash with soft-touch surfaces, and the Type S adds perforated leather on the steering wheel and shift knob, synthetic suede on the shift boot, and more contrast stitching.

The extensive list of standard safety features in the Integra includes automatic emergency braking with pedestrian detection, active lane control, adaptive cruise control, blind-spot monitors, rear cross-traffic alerts, traffic sign recognition, and a traffic jam-assist system that can handle the steering, brakes, and throttle in some low-speed situations. Front and rear parking sensors are also available.

The Integra's outward vision is good to the front, but thick rear pillars and a sloping roof block some of the field of view to the rear.

Which Acura Integra should I buy? 

For more fun than the base model, we’d opt for the $37,695 Integra A-Spec with Technology Package and choose the fantastic manual transmission. The A-Spec items include an appearance package with dark trim, a rear spoiler, interior contrast stitching, steel pedals, 18-inch wheels, adaptive dampers, a firmer suspension, and, with the manual transmission, a  limited-slip front differential. The Tech package items consist of a 9.0-inch touchscreen, wireless Apple CarPlay and Android Auto, built-in Alexa, wireless smartphone charging, a head-up display, a wifi hotspot, satellite radio, a 530-watt ELS Studio audio system with 16 speakers, a 12-way power driver seat with memory, a 4-way power passenger seat, synthetic suede seat inserts, and front and rear parking sensors.

How much is a fully loaded Acura Integra?

The $51,995 Integra Type S gets an active exhaust, bigger brakes with Brembo front calipers, sportier front seats, and a sport suspension tune. 

Acura Integra infotainment

The Integra’s touchscreen-based infotainment system is simple to use, unlike the trackpad setup in other Acuras that requires a longer look away from the road and changing focus from the pad to the screen. While the standard screen is small, the larger 9.0-inch screen comes on the models we prefer. In either case, the screen is easy to reach and has straightforward controls.

The A-Spec model is rated at 29/36/32 mpg with the CVT and 26/36/30 mpg with the manual. 

The Type S is much thirstier, with EPA ratings of 21/28/24 mpg.