Reaching into the bag of dormant nameplates is a trick as old as time. Sometimes it’s amazingly successful - think Challenger and Bronco - and others not so much, like Rabbit and Taurus. But there’s no denying that Americans prefer their cars with actual names and not the alphanumeric mumbo jumbo native to markets overseas. So, by renaming their entry-level car, Acura is employing a double-barreled marketing approach: capitalizing on trendy 90s nostalgia and moving away from indistinguishable 3 letter badges. This can also be a risky move with an iconic car such as the Integra because it carries with it the baggage of outsized expectations.
My first Integra test drive jumped right to the front of the line – a 1998 Championship White Type-R; a near legendary sports coupe that now commands big bucks at auction. That was nearly 25 years ago when I had just started this car review gig but shortly thereafter the Integra was relaunched as the RSX followed by a pair of entry-level replacement cars: the TSX and finally the ILX. And just like our favorite childhood TV shows, the Integra name has returned to a sporty 5-door hatchback that builds upon the foundation of the new Honda Civic Si.
With a starting MSRP of $31,895 including destination, the base Integra utilizes a CVT and a passive suspension which is exactly why those who are at all nostalgic for that Type-R need to turn their attention here. This is the performance trim, the A-Spec w/Technology including a 6-speed manual, adaptive dampers, grand touring tires and a limited-slip differential. Beyond the mechanical upgrades, this car sports:
At $37,395 as-tested it’s certainly additional money well spent. Unfortunately, no amount scores a height-adjustable passenger seat.
With the Civic Si positioned as a sub-$30k ball of fun the questions quickly arise about the differences between these 2 corporate cousins. With their spec sheets pitted against one another, they almost look like carbon copies. Weighing 3,109 lbs. the Acura’s higher feature content adds a bit more weight. Otherwise, the shared 1.5-liter turbo makes the same 200 horsepower at 6,000 RPM – 500 short of the redline - and 192 pound-feet of torque starting at 1,800 RPM. And it’s a VTEC all right, electronically controlling and varying the exhaust valve timing across the rev range to improve performance. The drive is marked by a low-effort, long travel clutch pedal, a free-flowing, short-throw shifter with a familiar small metal knob, and an engine that dispenses with 1st gear in short order. A rev-match feature adds a blip of the throttle when downshifting for added sportiness but can be disabled for those who prefer to work that 3-pedal heel-toe magic themselves. Peak turbo boost is 17.8 psi but the Integra’s power delivery is rather linear and smooth in its climb. Despite the limited-slip differential working to put the power down, the ContiProContact all-seasons lose grip easily when aggressively taking off but quickly regain their composure manifesting only a hint of torque steer when getting hard on the gas. 0-to-60 mph launches are thus a little tricky, checking in at around 7 seconds – nothing extraordinary about that number. The limited slip effect is most appreciated during hard cornering where it helps to mitigate understeer and pull the car through the bends. In Sport mode, replete with the tightest steering, firmest suspension setting and most vociferous manufactured soundtrack the Integra is a real hoot on the backroads delivering a throwback driving savvy that triggers fond front-drive memories of Acuras past.
Diving deep into my memory bank I distinctly remember that Integra Type-R having an aura of coolness and wow factor from behind the wheel. And though this isn’t a Type-R or even a Type-S, it’s just not giving me that same feeling; the perfect example of how a car can simultaneously be engaging but not necessarily exciting. Give Acura credit though for preserving the Integra’s ethos: the light and easy gear changes, a likeable front-drive nimbleness and a rev-happy engine. It’s not that it isn’t fun-to-drive per se but it’s missing something intangible that keeps me from truly craving my next drive.
Perhaps it’s the higher expectations attached to the Acura badge or the knowledge that cars like the Hyundai Kona N cost a couple of grand less while significantly upping driving enjoyment? Maybe it’s both. Though it puts the driver at the center of attention with its combination of lightweight, deft handling and an unexpectedly assertive exhaust note the Integra’s comeback still presents as a bit underwhelming. Kudos to its gas mileage though with a 30 MPG rating in combined driving with the help of an engine stop/start system and my weekly average of 34 MPG is exceeding estimates. There’s also a long 372-mile driving range. Unfortunately, Acura recommends premium unleaded.
Open the door and there’s obviously a healthy dose of Civic inside though it honestly doesn’t bother me because the cabin is an Integra highlight. The deep red and ebony-trimmed seats with dark metal film trim scream premium sporty and interacting with its various controls is as straightforward as the car itself. Nothing is complicated or overwrought; simply get in and drive like an Integra should be. But that doesn’t mean there’s a lack of stuff in here it’s just that Acura integrates it smartly and under the radar.
No messy touchpad here, this touchscreen works much better than that center console contraption in other Acura models. I dig the energetic welcome and departing sounds it makes too with pulsating graphics. There’s no built-in navigation though so you have to lean on your smartphone for that. On the other hand, Amazon Alexa is built-in for simple voice control of your connected applications. And these ELS speakers, including some in the headliner, fully immerse occupants in the music with adjustable sound fields based on seating positions, so crank it up. And you might need to because the Integra is a little noisy, going light on sound-deadening materials in order to save weight. This center screen is also the conduit for the driving modes including an Individual setting giving the driver ultimate control over numerous variables including the suspension which always skews towards comfort. There’s also a brake hold feature, unexpected with a manual transmission.
Beyond looking the part, these front seats appropriately straddle the line between sport-level grip and long-trip comfort while the rear seats are a little tight on headroom, at least for my 6’1” frame, but there’s a big bump-out in the roof near the rear window to accommodate taller individuals. However, the trifecta of a flaccid armrest, only 1 seatback pocket and no center console HVAC vents is not befitting an Acura, entry-level or not. The large rear hatch and completely fold-flat seats mean the Integra is far more versatile than it appears from the outside.
Rumors abound of an upcoming Integra Type-S and that would be welcome because Acura has left a lot of room to take the Integra even further.
2023 Acura Integra - Performance, Price and Photos