2023 Acura A-Spec Review
Since I started this gig a million years ago there have been many memorable nameplate resuscitations - some wildly successful like Challenger and Camaro and some forgettable like Taurus and Rabbit. This time it’s Acura’s turn to revive a model from their past, the storied Integra.
When I hear the name Integra my mind immediately flashes back to the first I ever drove - a 1998 Type R. Not a bad one to start with, right? I was relatively new to this job at the time which made my week with it even more special; a rockstar experience as every teenaged tuner’s jaw dropped at its sight. As you probably know, the Integra soon became known as the RSX followed by a pair of entry-level replacement cars: first the TSX and then the ILX. But just like our favorite 90s TV shows, the Integra name is back on a 5-door that builds upon the foundation of the new Honda Civic Si. And we’re not messing around with CVTs or passive suspensions this week. Nope, this is the most performance-oriented Integra – the A-Spec with a 6-speed manual, adaptive dampers, grand touring tires and a limited slip. Like all of Acura’s designs of late, it looks sharp though not as titillating as the TLX. Available exclusively in the hatchback body style, the Integra is priced from $31,895 including destination but if you’re at all nostalgic for that 90s car spend the extra money and go A-Spec w/Technology. Beyond the aforementioned mechanical upgrades, this car sports the larger touchscreen, a head-up display, a 16-speaker ELS Studio audio system, HD and sat radio, a mix of type-A and type-C USB ports, a wireless charge pad matched with wireless phone projection as it should be and microsuede seat inserts among others. At $37,395 as-tested it’s certainly additional money well spent. Unfortunately, no amount scores a height-adjustable passenger seat.
With their spec sheets pitted against one another, the differences between the Integra A-Spec and the Civic Si are negligible. Weighing 3,109 pounds the Acura packs on a few extra lbs. Otherwise, Honda’s 1.5-liter turbo makes the same 200 horsepower at 6,000 RPM – 500 short of the redline - and 192 lb.-ft of torque starting at 1,800 RPM. 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 throttle blip to downshifts for added sportiness and can be disabled for those who prefer to work that 3-pedal magic themselves. Peak turbo boost is 17.8 psi but the Integra isn’t nonlinear or juvenile in its power delivery; it’s a smooth climb. Despite the limited slip differential working to put power to pavement, 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. That limited slip effect is most appreciated during hard cornering though where it helps to overcome understeer and pull the car through. In Sport mode, replete with the tightest steering, firmest suspension and most vociferous soundtrack the Integra is a hoot on the backroads delivering a throwback driving savvy that triggers fond front-drive memories of Acura’s past, at least as far as I can recollect.
As hard as I try, I honestly can’t remember what it was like driving the Integra Type-R but I do recall that car having an aura of coolness and wow factor. And I can’t even go back and watch my video review because it’s on Beta. Yeah, it was that long ago. And though this isn’t a Type-R or Type-S, I’m just not getting that same feeling. This is the perfect example of how a car can simultaneously be engaging but not exciting. Give Acura credit though for preserving the Integra’s ethos; the light and easy gear changes, a likeable front-drive nimbleness, 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 craving my next drive.
Is it because of the higher expectations attached to the Acura badge or perhaps the fact that cars like the Hyundai Kona N are 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 light weight, deft handling and an unexpectedly assertive exhaust note the Integra’s comeback still comes across as a little underwhelming. I’m doing better than the 30 MPG rating so mileage is excellent with the help of an engine stop/start system. There’s also a long 372-mile driving range though it does require premium fuel.
Though there’s a healthy dose of Civic in here it doesn’t bother me. The cabin is the Integra’s standout characteristic. It screams premium sporty and interacting with it is as simple as the car itself. Nothing is complicated or overwrought…just 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 screen works much better than in some other Acuras and supports wireless phone projection in combination with a wireless charge pad. I like the welcome and departing sounds it makes, too. There’s no built-in navigation so you have to lean on your smartphone for that. On the other hand, Alexa is built-in. And these speakers immerse occupants in the music with adjustable sound fields, so crank it up…and you might need to because the Integra is a little noisy while going light on sound deadening materials. This screen is also the conduit for the driving modes including an Individual setting giving the driver ultimate control over numerous variables. There’s also a brake hold feature – something 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 me, but there’s a big bump out in the roof to accommodate taller adults. However, the trifecta of a flaccid armrest, only 1 seatback pocket and no center console vents is not befitting an Acura, entry-level or not. The rear hatch and completely fold-flat seats mean the Integra is far more versatile than it appears.
Rumors of an upcoming Type-S abound and that would be welcome because Acura has left a lot of room to take the Integra even further.
When I hear the name Integra my mind immediately flashes back to the first I ever drove - a 1998 Type R. Not a bad one to start with, right? I was relatively new to this job at the time which made my week with it even more special; a rockstar experience as every teenaged tuner’s jaw dropped at its sight. As you probably know, the Integra soon became known as the RSX followed by a pair of entry-level replacement cars: first the TSX and then the ILX. But just like our favorite 90s TV shows, the Integra name is back on a 5-door that builds upon the foundation of the new Honda Civic Si. And we’re not messing around with CVTs or passive suspensions this week. Nope, this is the most performance-oriented Integra – the A-Spec with a 6-speed manual, adaptive dampers, grand touring tires and a limited slip. Like all of Acura’s designs of late, it looks sharp though not as titillating as the TLX. Available exclusively in the hatchback body style, the Integra is priced from $31,895 including destination but if you’re at all nostalgic for that 90s car spend the extra money and go A-Spec w/Technology. Beyond the aforementioned mechanical upgrades, this car sports the larger touchscreen, a head-up display, a 16-speaker ELS Studio audio system, HD and sat radio, a mix of type-A and type-C USB ports, a wireless charge pad matched with wireless phone projection as it should be and microsuede seat inserts among others. At $37,395 as-tested it’s certainly additional money well spent. Unfortunately, no amount scores a height-adjustable passenger seat.
With their spec sheets pitted against one another, the differences between the Integra A-Spec and the Civic Si are negligible. Weighing 3,109 pounds the Acura packs on a few extra lbs. Otherwise, Honda’s 1.5-liter turbo makes the same 200 horsepower at 6,000 RPM – 500 short of the redline - and 192 lb.-ft of torque starting at 1,800 RPM. 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 throttle blip to downshifts for added sportiness and can be disabled for those who prefer to work that 3-pedal magic themselves. Peak turbo boost is 17.8 psi but the Integra isn’t nonlinear or juvenile in its power delivery; it’s a smooth climb. Despite the limited slip differential working to put power to pavement, 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. That limited slip effect is most appreciated during hard cornering though where it helps to overcome understeer and pull the car through. In Sport mode, replete with the tightest steering, firmest suspension and most vociferous soundtrack the Integra is a hoot on the backroads delivering a throwback driving savvy that triggers fond front-drive memories of Acura’s past, at least as far as I can recollect.
As hard as I try, I honestly can’t remember what it was like driving the Integra Type-R but I do recall that car having an aura of coolness and wow factor. And I can’t even go back and watch my video review because it’s on Beta. Yeah, it was that long ago. And though this isn’t a Type-R or Type-S, I’m just not getting that same feeling. This is the perfect example of how a car can simultaneously be engaging but not exciting. Give Acura credit though for preserving the Integra’s ethos; the light and easy gear changes, a likeable front-drive nimbleness, 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 craving my next drive.
Is it because of the higher expectations attached to the Acura badge or perhaps the fact that cars like the Hyundai Kona N are 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 light weight, deft handling and an unexpectedly assertive exhaust note the Integra’s comeback still comes across as a little underwhelming. I’m doing better than the 30 MPG rating so mileage is excellent with the help of an engine stop/start system. There’s also a long 372-mile driving range though it does require premium fuel.
Though there’s a healthy dose of Civic in here it doesn’t bother me. The cabin is the Integra’s standout characteristic. It screams premium sporty and interacting with it is as simple as the car itself. Nothing is complicated or overwrought…just 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 screen works much better than in some other Acuras and supports wireless phone projection in combination with a wireless charge pad. I like the welcome and departing sounds it makes, too. There’s no built-in navigation so you have to lean on your smartphone for that. On the other hand, Alexa is built-in. And these speakers immerse occupants in the music with adjustable sound fields, so crank it up…and you might need to because the Integra is a little noisy while going light on sound deadening materials. This screen is also the conduit for the driving modes including an Individual setting giving the driver ultimate control over numerous variables. There’s also a brake hold feature – something 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 me, but there’s a big bump out in the roof to accommodate taller adults. However, the trifecta of a flaccid armrest, only 1 seatback pocket and no center console vents is not befitting an Acura, entry-level or not. The rear hatch and completely fold-flat seats mean the Integra is far more versatile than it appears.
Rumors of an upcoming Type-S abound and that would be welcome because Acura has left a lot of room to take the Integra even further.