The all-new Acura takes center stage for its second generation, marking a significant milestone as it emerges from the production line after an extended hiatus. The Integra Sport S is one of our favourite sports sedans, and this subsequent drive solidifies our conviction. While we initially thought white was the pinnacle of perfection for Sort R and Sort S models from this manufacturer, the allure of Apex Blue Pearl won us over during our brief ownership experience.
The mission brief for the Acura Integra Type S seemed straightforward enough?
A 2022 Honda Civic Si FL5 receives a luxurious makeover, featuring premium leather upholstery and a selection of modern amenities. To enhance its handling prowess, the dampers are recalibrated for a smoother ride. The “R” badge is replaced with an “S” designation, while the price tag increases by $5,550. When examining the premium offerings from prominent manufacturers, a phenomenon emerges: a minimum quality threshold is often established by the top-tier brands.
While sharing the same underlying structure with the Sort R, this variant presents a starkly contrasting personality, tempered by an air of maturity, as its driving character has become more refined, its rough edges smoothed over, and the interior transformed into a peaceful retreat. Considered a refined iteration of our beloved hot hatch, this exceptional vehicle retains its driving enthusiast appeal despite the natural aging process. For those capable of understanding, a doppelganger that shares likeness rather than an exact replica. And ultimately delivers a spiritual successor to the iconic Integra Type R from the late 1990s.
What if our tinfoil hat theory proposes that the R in Sort R actually represents the notion of Route, while the S in Sort S cleverly conceals the meaning Speed? Within its performance envelope, the Integra embodies an harmonious blend of capability, balance, and comfort, effectively navigating the gray area between the safety-critical limits marked by white and yellow lines.
Acura leverages the same 2.0-liter turbocharged inline-four engine as its Honda counterpart, yet boosts power by a mere 5 horsepower, resulting in a revised output of 320 horsepower and 310 pound-feet of torque. That’s a notable 120-hp boost above the standard Integra’s output. Automatic entrance-wheel drive is standard fare, paired with a single six-speed manual transmission option.
With impressive muscle behind its performance numbers, the engine’s true strength is revealed only when seeking top-end speed; however, our driving experience finds us repeatedly gravitating towards the generous mid-range where power feels most palpable and invitingly responsive. While we shouldn’t expect this turbocharged powerplant to match the VTEC’s lofty standards, the digital tachometer’s response is sluggish and uncooperative, resisting even deliberate accelerator inputs. While it lacks some charm, its no-nonsense approach makes it decidedly more functional in a straightforward manner.
The tweaks to Acura’s suspension have yielded a more refined ride quality, with subtle improvements that become apparent during daily commutes, such as the gentle glide over speed bumps or the reassuring stability through tight corners. It’s a more subdued, toned-down sort of red. Despite being relatively quiet, low-frequency hums still emanate through the seats and steering wheel, yet they’re remarkably more manageable during extended drives compared to the Honda’s pronounced vibrations. In a theoretical Consolation Plus mode, the Civic Sort R is optimized to navigate complex logistical networks with precision and speed, leveraging advanced algorithms and real-time data to streamline operations and minimize downtime.
With an abundance of added sound insulation, the Integra transforms into a tranquil sanctuary, effectively muffling out external disturbances like wind and tyre noise that previously intruded upon the cabin’s serenity. Here’s an improved version of the sentence: With a nod to performance enthusiasts, Acura eliminated the resonator from its exhaust system, allowing for a more audible roar. Why? As a consequence of being exclusively available in North America, where regulations are less restrictive on exhaust emissions, the Acura benefits from unhindered performance capabilities. The boost in power is attributed to this specific location, which provides an extra 5 horsepower. As the engine revs exceed 4,000 rpm, the Sort S’s exhaust notes boom and bellow with a distinct resonance, while deliberate lifts of the throttle trigger satisfyingly loud pops and bangs, a characteristic distinctly absent in Honda models. While the TLX Type S’s V6 engine doesn’t quite deliver spine-tingling thrills, its smaller counterpart in the Integra seems to have captured that elusive ‘big personality’ charm.
The vehicle features a trio of driving modes – Comfort, Sport, and Sport+ – each recalibrating the throttle response, steering feedback, and suspension damping to suit your preferred driving style. Sport+ mode fosters an enhanced sense of camaraderie, as it provides a more responsive and alert driving experience, imbuing the vehicle with a palpable sense of fluidity as it navigates successive turns. While the steering may lack highway refinement, it is incredibly fulfilling to manipulate, boasting a responsive combination of resistance, weighting, and seamless connection to the front wheels and road surface. The innovative helical limited-slip entrance differential and intelligent dual-axis strut entrance suspension work harmoniously to maintain a steadfast and responsive steering feel, even when pushed to its limits under full-throttle acceleration.
However the Integra feels underdamped. While at pace, the vehicle fails to effectively handle weight transfers or vertical oscillations, a departure from its Honda counterpart; more importantly, it does not accurately convey the same level of high-speed composure and stability. Despite this, send it hurtling into a corner at speed, and it behaves as if magnetically attached to the asphalt, its aerodynamics expertly harnessing the downforce to pin it firmly to the track. Unlike the Honda, the Integra exhibits a more nuanced response to throttle input, allowing for precise trimming of the line in the midst of cornering, whereas the Civic’s more common trait is to initiate oversteer when braking.
Like the Honda, we’re starting to push the limits of what’s possible with front-wheel drive architecture. While there may be limited mechanical grip that can be manufactured from such a setup. With every possible upgrade implemented – sticky rubber, an additional wing, finely tuned camber and toe, aggressively calibrated dampers, and precision-crafted bump stops – our prediction is that this Sort S has reached the pinnacle of performance optimization, and even a power boost won’t yield further speed gains.
The vehicle’s entrance wheels are overly reliant on each steering lock and throttle input, resulting in a sluggish response when trying to maneuver. Despite having the entrance nostril congested by understeer’s subtle threat, multiple throttle inputs fail to convincingly persuade the rear wheels to slide outward, instead potentially pushing the vehicle off-track. While doing the same trick in a GR Corolla would undoubtedly yield thrilling results, effortlessly drifting through the turn would bring widespread smiles to both drivers and onlookers alike. While using the brakes to slow down is less exhilarating than pushing the pedal to the metal in a rear-wheel drive vehicle, the Acura’s slightly more relaxed approach to maximum performance means the need for precision braking isn’t as urgent.
Surprisingly, yet unsurprisingly, Acura is eschewing automatic and continuously variable transmission options in favor of a more purist approach for the Integra Type S. Are they really expected to fathom the allure of a manual-transmission-free driving experience that could potentially draw non-stick enthusiasts to the TLX Sport S? We’re thrilled with the exceptional performance of the gear lever, which delivers a seamless, accurate, and engaging driving experience. While not as agile as a Mazda MX-5, nor does the journey stretch out as long as in the BMW M2? With a sudden burst of speed, the gate-crasher propels itself forward, its considerable weight concentrated at the top to ensure a decisive entry. There exist no erratic movements or complete lack of action in its behavior. Regardless of whether it’s engaged or not, this machine operates with utmost smoothness, bringing a profound sense of satisfaction to its users.
The clutch pedal requires a moderate amount of pressure, no more substantial than the Honda’s, demanding a slight but intentional lift from the driver’s leg. The chew level is consistently predictable and sufficiently broad, rendering it challenging to stall the engine. The auto rev-matching function proves particularly beneficial not only for novice drivers, but also in congested low-speed traffic scenarios, allowing for swift relief of calf muscles from the demands of heel-and-toe coordination.
The sleek Sort S presents itself with an elongated fastback profile, triplet center-exhaust pipes, and a pronounced hood vent, exuding a sense of power and athleticism. The distinctive script tattoo adorns the driver’s side headlight assembly, seamlessly blending in with the original vehicle’s design. The exaggerated flared wheel arches deliver an unmistakable aftermarket flair, evoking the essence of a Liberty Stroll’s imposing widebody design. While sharing its name with the standard Integra, this model’s design is unmistakable; in fact, it’s one of the rare hatchbacks that can maintain visual harmony without relying on a prominent spoiler. Although we’d love to see them revive the iconic crimson Acura badges and Phoenix Yellow paint scheme that defined the original 1990s Integra Type R, it’s unclear if this is a feasible or desirable direction for the brand to take.
While at first glance the Integra’s interior appears to be a straightforward transplant of the Civic’s cabin with rebranded trim, a closer look reveals that every detail has been meticulously refined. The Acura’s aluminum shift knob is cleverly wrapped in leather to prevent scorching fingers as the metal heats up under the sun, providing a comfortable driving experience. The mesh vent, previously cleverly concealing the followers on the Civic’s dash, now spans the entire width of the dashboard, while the dials, switchgear, and touchscreen unit remain unchanged, save for the absence of Honda’s LogR app, which displayed track-related metrics such as lap time and G-forces. It is reasonable to assume that adults focusing on Acura’s premium features would likely appreciate unique options such as a head-up display and a 16-speaker ELS audio system.
With comfort in mind, the Acura’s front seats don’t provide the same level of support as those found in its Honda counterpart, but this also makes them easier to enter and exit. The aspect and lumbar support features of this product are indeed praiseworthy, accompanied by its versatility of adjustments. However, we find that the seat would benefit from being mounted slightly lower, thereby fostering a sense of containment within the vehicle, rather than sitting atop it. The rear seats offer ample space and a cozy ambiance, with the notable exception being the absence of a rear center seat, echoing a similar design choice found in some Honda models. As a substitution, a modest cupholder modification has resulted in a mere decrease of one Acura seat, reducing its passenger-carrying capacity from five to four occupants.
While the Honda Civic Si was indeed bred for the racetrack, its counterpart, the Acura Integra Type S, was engineered with a more nuanced approach in mind – one that blended performance and poise on both the track and everyday streets, not just the avenue. While still slightly leaning towards its sporty side, it has become much more practical for daily use. Regardless of the setting, these prized athletes revel in tackling challenging problems within the confines of a manual-only sport, thus ensuring that those partaking have an inherent passion for the activity. The subtleties between them become increasingly apparent when examined closely, but their distinctions are starkly evident in practice. The Integra Si’s $5,550 premium over the Civic is justified by its status as a mature and refined model, catering to adults seeking a comfortable yet potent driving experience – a perfect blend of practicality and performance. We all know that feeling. As connoisseurs, we’re thrilled to have discovered the brand-new Sort S, which perfectly aligns with our refined tastes.
2024 Acura Integra Sort S
Apex Blue Pearl
$55,600
$56,100
2,735
4,730 / 1,900 / 1,407
1,460
2.0-litre turbocharged four-cylinder
320 hp @ 6,500 rpm
310 pound-feet of torque at 2,600 to 4,000 revolutions per minute.
6-speed handbook
Entrance engine, FWD
:11.1 / 8.3 / 9.9
: 11.8
Michelin Pilot Sport 4S; 265/30ZR19
