It was a cold December afternoon when our managing editor phoned me up and asked, “How would you like a 2024 Acura Integra Type S for a winter review?” My response was quick and to-the-point:
“Don’t ask stupid questions.” [It’s true. He was so rude to me. Also, our winter “sucked” this year. —Ed.]
Its looks alone explains why the Integra Type S is a fan-favourite among those of us who grew up in the golden era of Japanese cars. When the standard Integra came out, its styling was a bit too reserved and looked almost awkward, with its narrow body and elongated proportions. However, the Type S’ extra bit of body fabrication, such as those wide fender flares and aggressive aero bits, turned this otherwise ordinary looking sedan into an absolute looker. The transformation is night and day; it’s a pleasant surprise as the TLX and MDX Type S models are more subtle with their dress-up.
The wild styling would mean nothing if the Integra Type S did not have the powertrain and performance to match. Rest assured, Acura would not let its hottest hatch do without the 2.0-litre turbo-four plucked straight from the Honda Civic Type R. It actually packs more power than its sibling, putting out 320 horsepower versus the Civic’s 315.
I would be lying to you if I said I could feel the extra power. Both build power effortlessly, with a ferocious kick as soon as you floor it. Both also have the typical precision and foolproof pedal placement you would expect from Honda and Acura. The biggest difference between the two is with the Integra’s new high-flow exhaust system — the soundtrack is noticeably louder than the Civic, and I love the pops and bangs in Sport+ mode. It effectively addresses one of the biggest shortfalls with the Civic Type R.
The power is good, but let’s be real — acceleration is hardly a meaningful differentiator for modern performance cars. They are all fast nowadays, but what sets the Integra Type S apart from the rest of the pack is the way it communicates. Steering is incredibly precise and fun to engage with, and the the excellent chassis allows minimal understeer and torque steer despite the front-wheel-drive layout. It feels balanced and natural, the four-piston Brembo brakes are more than enough to prevent you from getting into too much trouble, and the pedal feel inspires confidence.
In terms of fuel economy, the Integra Type S is rated to consume 11.1 L/100 km in the city, 8.3 L/100 km on the highway, and 9.9 combined. My observed figure of the week of city-heavy commute was 12.3 L/100 km, which is in line with my expectations given how hard I was, uh, properly evaluating this hot hatch. Acura recommends 93-octane gas for the rather small 46-litre tank.
Much like the exterior, the Integra Type S’ interior receives a proper dress-up, too. The two-tone front seats feature enhanced bolstering and suede inserts, and the driver’s side is power-adjustable. Compared to the Civic Type R, the Integra offers better creature comforts that make it a more suitable daily driver, such as heated steering wheel and front seats, and a booming 16-speaker, 530-watt ELS Studio surround sound system.
Granted the Integra Type S can only accommodate four people total, it can do so reasonably comfortably. Legroom is above average and once you manage to work around its sloping roof, there is a fair amount of rear headroom. Ride quality is stiff, especially in Sport+ mode, but it is far more tolerable than the Civic Type R. Cargo space measures 668 litres, and the opening is wide thanks to the hatchback design.
There is a decent amount of active safety and driver assists on board the Integra Type S, including Adaptive Cruise Control, Blind Spot Information, Rear Cross Traffic Monitor, Collision Warning and Mitigation Braking, Lane Keep and Departure Warning, as well as traffic sign recognition. There is also a Hill Start Assist feature that helps prevent the Integra from rolling back on an incline, an invaluable feature for novice and inexperienced users of a manual transmission.
The Integra Type S carries a sticker price of $55,600 which is $5,550 more than the Civic Type R cousin. Our tester’s one option — an extra $500 for the optional Majestic Black Pearl paint job — brought the total to $56,100 as-tested. It is on the high side compared to other hot hatchbacks in the market, such as the Toyota GR Corolla and Volkswagen Golf R, but its pricing is much more competitive cross-shopped against premium sporty compact sedans like the Audi S3.
As a whole package, the Integra Type S is tough to beat. It commands attention, is terrific to drive, and is practical enough that you will not feel like you are making a sacrifice for driving. Best of all, every Integra Type S is built in the U.S., meaning we can expect more units hitting our showrooms than the made-in-Japan Civic Type R. Oh, and boss, I will also say yes to spending time with a 2024 Acura Integra Type S for a long-term spring, summer, and fall review as well, in case you are wondering.
