2024 Acura Integra Type S won our hearts

40,000-Mile Wrap-Up

Living with our 2024 Acura Integra Type S for well over a year and inevitably comparing it to its Honda Civic Type R sibling brought us to a resounding conclusion: We're extremely sad to see this thing depart our company. For one, it leaves us with no manual-transmission car in our long-term fleet, and it also never failed to put a smile on our faces when we got in the driver's seat. And because that enjoyability was so accessible, this 10Best-worthy sport compact asked relatively little of us in return for the sheer engagement it provided.

It's a fitting contribution to Acura's legacy dating back to its debut in the U.S. some 40 long years ago. To see just how far the Integra nameplate has come, we took a spin in the brand's birthday present to itself, the Acura 40 Racer pictured above. A first-generation Integra RS modified in-house for track use as a tribute to the cars that earned Acura consecutive IMSA road-racing championships in the late '80s, it made for a great photo op with our long-termer.

It also gave our resident Honda fanboy the kind of youthful tingles that many of us conveyed in our Type S's logbook, where words like "love," "adore," "perfect," "addictive," "fabulous," and "incredible" all appeared. We likened the directness of the Integra's steering to a formula car's. The handling prowess on its 19-inch Michelin Pilot Sport 4S summer tires was eminently exploitable, thanks to its limited-slip front differential and dual-axis front struts that all but eliminate torque steer. And its excellent six-speed shifter made us an integral part of the action (check out our 20,000-mile update below for how aftermarket parts from Acuity Instruments made it even better).

The Type S's 320-hp 2.0-liter turbo four pulls willingly through its midrange and brings five more ponies than it does in the Civic Type R. Some drivers wished for a more polished soundtrack as it spun to its 7000-rpm redline. But we all agreed it was potent and made better noises than the Honda's tune, especially as the Integra's triple-exit exhaust aged and emitted louder snorts and pops. Whether it was attacking our favorite back roads, orbiting highway interchanges, or deftly sliding through wintry slop (including a nighttime ice-racing course) on the Bridgestone Blizzak WS90 winter tires we installed on 18-inch BBS wheels, the ITS was a royal hoot.

Added bonuses include generous four-seat accommodations for a compact car, 24 cubic feet of cargo space under its rear hatch, and, despite our regular flogging, a 25-mpg average during our test. That figure betters the Type S's EPA combined estimate by 1 mpg, and the car bested its 28-mpg EPA highway estimate by 3 mpg when we ran it on our 200-mile test route at a steady 75 mph. Even so, the car's small 12.4-gallon fuel tank meant we were lucky to go 300 miles between fill-ups.

The hot Integra's limited front-wheel-drive traction demands careful throttle modulation when launching the car at full thrust. Yet it gave up little speed to the Civic Type R when new, posting a solid 5.1-second 60-mph time and running the quarter-mile in 13.6 seconds at 107 mph. However, its performance metrics took a hit when we returned to the test track at 40,000 miles, mostly due to our car's worn-but-still-usable original tires. With even less stick, the above times stretched by 0.3 and 0.3 second to 5.4 and 13.9 seconds (at a reduced 105 mph). Its lateral grip around the skidpad also fell, from 1.02 to 1.00 g, and its final stops from 70 mph (158 feet) and 100 mph (312 feet) were respective increases of 13 and 21 feet.

Another potential factor that held our car back is the possible relaxing of its engine output, indicated by the extra one to two tenths of a second added to its 5-to-60-, 30-to-50-, and 50-to-70-mph times. Though we didn't notice any drop-off in normal driving, the car's shifter did lose some of its snickety snick-ness over time, and its clutch-pedal engagements grew softer and vaguer. Perhaps most important, the Integra's already-loud interior got even louder, with its sound reading at 70 mph increasing from 73 decibels when new to 75. While cranking up the stereo masked some of the road racket, the tiring volume was our biggest complaint in a premium-level vehicle costing $52,995 to start.

Another major shortcoming was the Integra's choppy ride, which is slightly more compliant than the racy Civic's but still rough enough over bad pavement to knock drinks out of the cupholders. Most occupants also thought the Acura's cabin was not sufficiently nicer than the much-cheaper Honda's. Though there are some minor trim differences and the Type S does get standard heated leather-and-microfiber-wrapped front seats, it still lacks amenities such as rear HVAC vents. Some pilots remain in camp Civic simply for the Type R's ultra-supportive front seats, even if they're upholstered in mandatory bright-red cloth.

Our views also split on the two cars' styling, with some drivers favoring the more mature, wing-less aesthetic of the Acura. Others, on the other hand, didn't mind the aggressive JDM look of the Honda with its pedestal-mounted spoiler, especially when it comes with a $7K discount in price, better (if non-heated) seats, and a more driver-oriented gauge cluster.

Although Acura shortened the terms of its complimentary maintenance program for the 2025 model year, dropping it from our car's two years or 24,000 miles to one year or 12,000 miles, owners still won't be out much coin. Following the Integra's service countdown timer, we visited the dealer three times for oil-and-filter changes, tire rotations, and inspections. The priciest, at around 23,000 miles, set us back $171 because the included engine and cabin air-filter replacements weren't covered under Acura's service program. At one point the dealer also made a recall-related fix that addressed excessive friction in the car's steering box that we hadn't noticed. But with a total outlay of $284 over 40,000 miles, our Integra's upkeep was shockingly low for a performance car of its caliber.

Ultimately, we have no definitive answer to the Type S-versus-Type R conundrum. It really is a matter of personal preference—and the size of your bank account. What we know for certain is both are two of the best stick-shift cars left on the market, a pool that continues to evaporate at an alarming rate. And despite the Integra Type S costing thousands more than its Honda-badged twin, it still drives better than some performance cars costing twice as much. We'd consider it a win if either car were in our personal fleet.

From the Logbook

"Perhaps the friendliest manual-shifting car I've ever driven. A solid, practical ride that still reminds you what fun is." –Collin Morgan

"I love the shifter and the front-end grip. It brings out the worst in me (in a good way)." –Tony Quiroga

"The Integra Type S has an incredible bandwidth, seamlessly switching from a practical four-seat hatchback to an impressive track car." –Eric Stafford

"I'd happily trade some horsepower for a quieter, less coarse-sounding engine." –Rich Ceppos

"This shifter is so good, it goads you into frivolous shifts just for the feel of it." –Ezra Dyer

"I can't get over how inconspicuous this car is. It blends in when you want it to but sticks out to the right people." –Austin Irwin

Months in Fleet: 21 months Current Mileage: 40,135 miles

Average Fuel Economy: 25 mpg

Fuel Tank Size: 12.4 gal Observed Fuel Range: 310 miles

Service: $284 Normal Wear: $0 Repair: $0

Damage and Destruction: $0

30,000-Mile Update

Despite our best efforts to shake up the latter half of our Acura Integra Type S's 40,000-mile test with an aftermarket manual shifter swap, our long-termer has settled into a steady rhythm of low-fuss mileage accumulation. The C/D staff continues to fawn over its virtues, our maintenance bill for its two scheduled stops thus far remains remarkably affordable (the first stop was gratis), and most drivers have made peace with the car's few minor faults. In other words, this unexceptional status update belies the exceptional driving experience our Acura continues to provide.

"What a fabulous machine," remarked technical editor Austin Irwin in the Type S's logbook, describing it as "perfectly not the [Civic] Type R—no gaudy red interior, just lots of power and good exhaust sounds." Vehicle testing director Dave VanderWerp added that the hot Integra's "steering, shifting, and braking are better than many cars with more pedigree (or rear-wheel drive) and which cost more, such as the BMW M2."

This is a car that compels you to take a spirited drive for no other reason than to get behind the wheel. And drive it has, venturing to Wisconsin twice since our last check in, as well as to Virgina, Georgia, and Pennsylvania. Average fuel economy remains a decent 25 mpg—1 mpg better than its EPA combined estimate—though the small 12.4-gallon fuel tank means longer treks are punctuated by frequent fill-ups. "Barely 300 miles of highway range might be good for an EV but way at the low end for a gas-powered car," noted VanderWerp.

Drivers also continue to chide our Type S for its relatively noisy cabin at interstate speeds, which has only gotten louder with the refitment of knobby Bridgestone Blizzak WS90 winter tires on smaller-than-stock 18-inch BBS wheels (those forged-aluminum rollers do look sharp, though). The other main gripe, that of a firm suspension that often crashes over broken pavement, even in its softest Comfort setting, is a familiar blemish on the ITS's scorecard.

As for our car's aftermarket shifter upgrade, what was envisioned as a controversial addition, has thus far been a nonissue. Some drivers, stoked by the greater precision and tactility that Acuity's adjustable shifter assembly provides, absolutely would recommend it to any Type S (or Civic Type R) owner. Others have expressed more subdued approval, though none have soured on this modification enough to voice any serious complaints.

Perhaps this general acceptance is due to our chosen configuration for the new shifter, which refines the feel of the Type S's already excellent stick shift rather than radically altering it. As temperatures have dropped, commenters have noted that the insulated plastic shift knob is more pleasing to grab on chilly mornings than the metal-trimmed factory unit. The greater overall height of the shifter plus its placement closer to the steering wheel also have earned kudos, even if it slightly obstructs access to the wireless charging pad in the car's center stack.

But that's a trivial inconvenience for the new shifter's heightened mechanical connection. We outlined the details of our setup in the last update, but we have our shifter set for slightly shorter throws and narrower gate spacing than stock. As with our Type S's other shortcomings, none have stopped us from looking to the not-too-distant future and lamenting the day this phenomenal sports sedan departs our fleet. Associate news editor Jack Fitzgerald spoke for most of us when he wrote, "I'd daily this car forever if I could."

Months in Fleet: 16 months Current Mileage: 31,230 miles

Average Fuel Economy: 25 mpg

Fuel Tank Size: 12.4 gal Observed Fuel Range: 310 miles

Service: $171 Normal Wear: $0 Repair: $0

Damage and Destruction: $0

20,000-Mile Update

Don't let good things go to waste. Actually, let's take that a step further: Don't waste an opportunity to make a good thing even better. As enthusiasts, we're always in search of ways to improve the driving experience, and this time around, we've turned our attention to our long-term Acura Integra Type S, which went under the aftermarket knife as the patient of a manual-transmission shifter transplant.

Our Integra's logbook is already littered with praise for the light, refined action of the Type S's standard six-speed stick—a manual worth saving and one that'd be a shame to mess up. But as restless pilots eyeing potential enhancements, the ITS's 320 turbocharged horses already seemed plenty for its front-wheel-drive layout, and its mature demeanor (at least compared to its bewinged Honda Civic Type R sibling) doesn't really scream track-car conversion. Then we came across Marietta, Georgia-based Acuity Instruments, seller of bolt-on performance parts for various Honda vehicles, including impressively engineered manual shifters. Our curiosity was piqued.

The company's shifter assembly for the current-generation Civic and Integra ($469) is four-way adjustable and designed for both street and track use. The complete package that Acuity sent us also included new cable bushings for the transmission side of the shift linkage ($79) that are designed to further hone the shifter's engagements. Also in the box were a taller insulated shift knob in white to match our car's paint ($139); a new aluminum shift boot collar ($39); and two new centering springs for the shifter itself ($29 each), one firmer and one softer than stock. We also requested a multi-position throttle-pedal relocation spacer ($109) to optimize go-pedal placement relative to the brake for smoother heel-and-toe shifting (when we don't have the car's automatic rev-matching feature engaged). All in, the installed upgrades tallied $893.

Parts in hand, the installation process proved easier than expected thanks to Acuity's excellent guides full of detailed photos and step-by-step instructions. Replacing the cable bushings under the hood takes a couple hours and requires the hardest labor, as it entails removing the battery, airbox, and some turbo plumbing. Installing the new shifter took us a little longer, in part due to the extra care we exercised when removing the center console. But once out, the process is as straightforward as unhooking the linkage, removing the old shifter, bolting in the new one, and reattaching the cables. Contorting ourselves into the driver's footwell to bolt in the spacer beneath the throttle-pedal assembly was a cinch by comparison, though it did require a post-install chiropractor visit.

The fun begins with the shifter's adjustments, most of which can be performed via simple fasteners that are accessible with only the top panel of the center console removed (instructions and torque specs are labeled on the shifter housing itself). Acuity's assembly features multiple lateral mounting points on the transmission hump. We fitted ours as close to the driver as possible for easier reach from the steering wheel. Similarly, we raised the shifter shaft to its second-highest position, with the new knob sitting almost two inches taller than stock. Because of this extra height, we also fitted the stiffer centering spring to gently increase the tension on the unit as we work through the gears.

From there, we slightly shortened the fore-aft throws of the shifter from its baseline setting and narrowed the side-to-side spacing of the individual gates. For the throttle pedal, we remounted it as far left and down toward the floorboard as possible, putting it in its closest proximity to the brake—yet not so close as to accidentally tap it when depressing the center pedal.

All this serves as a starting point that we can tweak as necessary as we get more seat time. Buttoned up with the new shift boot collar, our aftermarket setup could pass for factory equipment. Initial impressions have been generally positive, the shifter's movements remaining satisfyingly slick yet packing greater precision, crisper engagement, and slightly increased effort. "I'm loving the action of this new shifter—smooth and direct," noted associate news editor Caleb Miller. "But I miss the tactile feel of the original shift knob versus this new plastic one."

Time will tell if other drivers share Miller's sentiment. We'll wager that a unanimous verdict is unlikely, though most pilots continue to agree that the ITS is somewhat short on refinement considering it costs thousands more than the Civic Type R. Prominent road noise on the highway remains a sticking point for some, as does the firm, choppy ride that's led to a few cupholder spills. Yet, cheers for the car's sheer fun factor are unwavering. "The steering is as direct and linear as a formula car's," reads one recent comment. "It brings the worst out in me (as a driver)," notes another.

We have reached the midpoint of our car's 40,000-mile test. Over the first 20K, it's racked up road trips to Pennsylvania, Wisconsin, and northern Michigan, which have helped boost the ITS's average observed fuel economy to 25 mpg, 1 mpg better than its EPA combined estimate. It's also visited our local dealer, Fox Ann Arbor Acura, twice for routine oil-and-filter changes, tire rotations, and inspections, which were covered under our car's complimentary maintenance for two years or 24,000 miles (though Acura has since reduced that term to one year or 12,000 miles as of the 2025 model year).

The first service visit at roughly 11,000 miles also entailed a recall-related fix for potentially excessive friction in the Type S's steering box. It hadn't been an issue on our car, but we're glad to have the matter addressed. The second stop at around 23,000 miles, however, set us back $171 due to the replacement of the car's engine and cabin air filters, neither of which were covered under the factory maintenance program, with $16 of that amount going to a questionable conditioning treatment for the cabin filter that we didn't request yet were charged for anyway. Thanks, Fox Acura.

Unlike whatever that $16 conditioning entailed, if our car's shifter experiment leads to disappointment, we'll have only ourselves to blame.

Months in Fleet: 14 months Current Mileage: 23,100 miles

Average Fuel Economy: 25 mpg

Fuel Tank Size: 12.4 gal Observed Fuel Range: 310 miles

Service: $171 Normal Wear: $0 Repair: $0

Damage and Destruction: $0

10,000-Mile Update

The days are getting longer, the birds are beginning to sing, and we're anxiously awaiting temperatures consistently warm enough to warrant swapping our long-term Acura Integra Type S back to its sticky Michelin summer tires. Our anticipation should surprise no one, given our affection for this 10Best winner and its awesome driving dynamics. But the mere existence of winter doesn't mean that our ITS has been hibernating for the last few months. Quite the opposite.

Our Acura spent a good chunk of its first 10,000 miles trudging through a grim Michigan winter, its 320 turbocharged horses reaching the ground via two front contact patches. Though, in fairness, our car had some grip assistance in the form of narrower-than-stock 255/35R-18 Bridgestone Blizzak WS90 winter tires ($984 per set at TireRack), which we mounted on 18-inch BBS wheels left over from our 2019 Honda Civic Type R long-termer. Effusive praise in the Acura's logbook only reinforces what we already knew going into this 40,000-mile test: the Integra Type S is a stellar driver's car that blends a bit more refinement—and yes, cost—into the Type R's proven formula.

"The ITS has incredible bandwidth," noted managing news editor Eric Stafford. "It seamlessly switches from a practical four-seat hatchback to an impressive track car." In its regular duty as a commuter vehicle, our editors have heaped praise upon the sublime action of the Acura's six-speed shifter and its easy-to modulate clutch pedal, as well as its relatively conservative design. "It wasn't until I had to broom five inches of snow off the ITS that I appreciated it lacking the Type R's enormous rear wing," wrote technical editor Austin Irwin.

The accolades keep going from there. "I would happily drive this car to work for the rest of my life," read one recent logbook comment. "I just adore this car—the perfect sports sedan for the money," said another. Deputy video editor Carlos Lago went a little deeper when he called the ITS "a helluva deal: it's a budget BMW M3 that happens to be front-wheel drive and has a better manual shifter."

Since our introductory story on the ITS, its long-distance travel has been limited to a couple of treks into Michigan's great white north, including a nighttime SCCA ice race on Ross Lake in the middle of the Lower Peninsula. Despite the traction limitations of its front-drive layout, the Type S acquitted itself well, impressing associate news editor Jack Fitzgerald with its front-end grip and overall stability. Though the knobby Bridgestones did their part, credit also goes to the effectiveness of the car's dual-axis strut-type front suspension and its wonderfully crisp steering. Fitzgerald remarked that the Integra's willingness to produce lift-off oversteer helped preserve precious momentum around icy corners.

A tradeoff for the Blizzaks' traction in wintery conditions is the significant road noise they emit on the highway, exacerbated by Acura's rather modest sound insulation (we recorded a 73-decibel din inside at 70 mph on the stock summer tires). Most of us are content to drown out the racket by cranking up the 16-speaker ELS audio system. However, some drivers have noticed that the car's 9.0-inch touchscreen becomes almost too dim to see when driving at night, regardless of how the display's brightness is adjusted. Our initial thinking leans to a faulty ambient-light sensor or software glitch, but we'll have the dealer investigate it when the car goes in for its first service visit.

As is, our main expenditure continues to be fuel—our 24-mpg observed economy is spot on with its EPA combined estimate but down a smidge from its initial 25-mpg average. Ice racing and winter tires certainly didn't aid matters. The joy we get from working through the Acura's gears isn't helping, either. And that certainly won't change once we reinstall its summer wheels and tires.

Months in Fleet: 7 months Current Mileage: 10,172 miles

Average Fuel Economy: 24 mpg

Fuel Tank Size: 12.4 gal Observed Fuel Range: 290 miles

Service: $0 Normal Wear: $0 Repair: $0

Introduction

The 2024 Acura Integra Type S, affectionately known as the ITS around C/D headquarters, is somewhat conflicted. On one hand, it's a hot hatchback with serious performance and a spacious cargo hold, just like its red-Honda-badged sibling, the Civic Type R (CTR). Yet, its sleeker design and more mature demeanor imply sports sedan—a premium one at that, depending on how you weigh the worth of its Acura emblems. What does this all mean? We're about to find out, because we just welcomed an ITS into our fleet for an extended 40,000-mile test.

Like the Civic Type R, the sportiest Integra is one of our favorite cars to drive. Both share the same gutsy turbocharged 2.0-liter inline-four, mandatory six-speed manual transmission, limited-slip front differential, and dual-axis front struts that help them blast out of corners like no other front-wheel-drive cars we've sampled. Like the Honda, this Acura has a 10Best trophy on its mantel, though it did just lose out to its little brother in a comparison test. Sibling rivalries are tough.

The most obvious difference between the two is their styling, the Type R being the boy racer to the Type S's athlete in a sport coat. Many of us are quick to praise the Integra's understated handsomeness, but the disparities run deeper. The ITS rides a tad softer, lending it slightly better compliance over crappy Midwestern roads. It's a bit more powerful than the Honda (320 horsepower to 315), and it also sounds more convincing as a performance car: Its 83-decibel growl at full whack pleases our ears more than the Type R's 88-decibel impression of a vacuum cleaner. Inside, Acura has made a few subtle design alterations and added some nicer materials here and there, plus swapped out the Civic's crimson cloth seats for its own leather- and microfiber-covered chairs.

These revisions are arguably necessary to justify the ITS's starting price of $52,995—some $7105 dearer than the CTR's. The Type S comes loaded with equipment, including heated front seats with power adjustment for the driver, a 10.2-inch digital instrument display, a 9.0-inch touchscreen, and a 530-watt ELS Studio 3D audio system with 16 speakers. Automated emergency braking, lane-keeping assist, adaptive cruise control, and other driver aids also are on board. Limited availability precluded us from spec'ing our car in Acura's sizzling Tiger Eye Pearl hue, but our ITS wears Platinum White Pearl ($600) awfully well, and its standard black upholstery is tastefully subdued (Red and Orchid hues are no-cost options for the more adventurous). Our final tally: $53,595.

Once we eased our 3217-pound test car (a mere 34 pounds more than a CTR we previously tested) through its 600-mile break-in period, it posted a 5.1-second 60-mph time at the test track, with the quarter-mile falling in 13.6 seconds at 107 mph—in line with our previous test and only a respective 0.2 and 0.1 second behind (yet 1 mph faster than) its Honda kin. Worth noting is that both cars are similarly difficult to launch: Their engines won't rev beyond 3500 rpm when the car is still, which necessitates careful modulation of the clutch and accelerator pedals to produce the quickest times.

Shod with standard 19-inch Michelin Pilot Sport 4S summer tires, sized 265/30ZR-19, our Integra orbited the skidpad with 1.02 g's of grip and stopped from 70 and 100 mph in an impressively tidy 145 and 291 feet, respectively. That's some serious stick, which, combined with the car's excellent handling and slick manual shifter, will make for plenty of entertainment in the months ahead. A 73-decibel interior sound reading at 70 mph—the same as the CTR—is a tad noisy for a premium-branded car but not so much that we'll avoid it for longer voyages. In fact, though our car has mostly commuter miles on its clock, a trek to Virginia International Raceway in support of our Lightning Lap event helped bump its average fuel economy to 25 mpg, which is 1 mpg better than its EPA combined estimate.

With no issues or maintenance visits to report yet, our mission now is to accumulate miles and soak in the Integra Type S's experience. Additional comparisons with the Civic Type R are inevitable. But even if we end up preferring one over the other—or can't decide whether the ITS best channels a hot hatch or a sports sedan—we still have 37,276 miles to go with an exceptional driver's car.

Months in Fleet: 2 months Current Mileage: 2724 miles

Average Fuel Economy: 25 mpg

Fuel Tank Size: 12.4 gal Observed Fuel Range: 310 miles

Service: $0 Normal Wear: $0 Repair: $0

Damage and Destruction: $0