It's not unusual to spend a little extra money for a little extra comfort. Some people are happy to pay for extra convenience or spice in their lives, whether it be for a roomier flight seat, toll roads that offer a shorter route, or food delivery so you don't have to leave the house. The new Acura Integra, which is comparable to a more opulent Honda Civic Si in many ways, bears this out. Both vehicles offer the same basic driving experience and share the same fundamental structure, but one has more features, a more upscale appearance, and a more expensive price tag. So, compared to the Civic Si, is the Integra Elite A-Spec worth the extra $8,000?
Simply put, yes. We enjoyed our time in the car and learning how it differed from the Civic Si, despite the fact that Acura brought the Integra badge back. However, the Integra drives nearly identically in terms of dynamics. A peach of an engine, the 1.5-liter turbocharged four-cylinder cranks out 200 horsepower and 192 lb-ft of torque. Although it loves to rev, it lacks the howling top end of engines with larger displacements. The howls and high-pitched tones of a naturally aspirated unit are missed, but perhaps we're just stuck in the past too long. When you keep the needle between 2,000 and 5,000 RPM, torque is abundant, so exploring the extremities is not particularly useful.
When the tires aren't sufficiently warmed up, there is significant wheel spin in first and second gear, and applying too much throttle right away never gives the chassis enough time to hook up. Even with the limited-slip differential, the Integra understeers when being overly ambitious because the tires can't handle too much at once. It's best to enter corners at a higher speed and trail brake through, using the brakes to help rotate the nose and let the tires straighten out before even touching the gas. This car doesn't have the same all-wheel drive setup as the GR Corolla, so it never feels like it's on rails. This means that the Integra isn't as entertaining as a Toyota GR86 and is much less nimble mid-corner than a Subaru WRX.
Additionally, the steering has a slight rubbery feel to it, with only mild feedback reaching your fingertips to suggest some level of front-end alertness but not life. Contrary to the Civic Si, the Integra has an adaptive suspension that significantly improves ride quality. When you switch to Sport Mode, the dampers are firmed up for better body control and you can detect subtle variations in vertical oscillations. It was also more supple and compliant than the Civic Si in Comfort Mode.
The Integra is enjoyable to drive once you find the right rhythm, but you can't control it like a naturally aspirated vehicle. To make the most of the turbo-four, you must understand where the boost is and how to avoid the RPM dead zones. This doesn't make it the most thrilling form of propulsion, but when you find the sweet spot, it's undeniably efficient. It also has a respectable exhaust sound, but, like that of the Civic Si and Civic Type R, it's not particularly noteworthy. Maybe the loud tune of the Toyota GR Corolla has spoiled us.
The driver's involvement and gear shifter action are two things that the Integra gets right every time. The shifter provides excellent resistance, zero ambiguity, and such positive feedback through the gates. Rowing through the gears is more enjoyable than in a brand-new GR Corolla or even a Porsche that costs twice as much. We don't even believe it's possible that we could have missed a shift in our time with the Integra.
Additionally, Acura has the advantage over Honda in that it provides both automatic and manual transmissions. So the Integra should be your choice if rowing your gears and pressing a third pedal aren't your thing. Still, manual-equipped sports sedans are now extremely hard to find. BMW and Porsche have maintained this transmission style longer than most, but Toyota and Honda have been the only affordable options, at least in Canada.
The Integra's interior adornments are sufficient to make it more expensive than the Civic. The use of faux leather and suede is somewhat convincing, despite the fact that the bones are the same. The biggest improvement is the power-adjustable seats. Although the Honda has the same 10.2-inch digital gauges, the 9.0-inch center screen performs admirably. It differs from the Civic in that it has wireless phone charging, GPS navigation, a 16-speaker ELS premium sound system (as opposed to the Civic's 12-speaker Bose), and a head-up display. Although the Integra is a tiny bit longer and wider than the Civic, we didn't notice a significant difference in cabin space. The hatchback liftgate is primarily what adds an additional level of storage capacity.
Over the Civic Si, the Acura Integra offers a bit more flair and performance. The Honda will have the same fun-to-drive experience for those who won't appreciate the adaptive suspension, faux leather, or other added creature comforts. But the Integra is a willing dance partner that's worth the extra money for those who want the sleeker fastback looks or who want a stress-free and clutch-free commute to work.
TAGLINE: It's a Civic Si with a little extra spice and garnish.
Specifications:
- Model: 2023 Acura Integra A-Spec Elite
- Paint Type: Majestic Black Pearl
- Base Price: $42,550
- Price as Tested: $43,050
- Wheelbase(mm): 2,736
- Length/Width/Height (mm): 4,735 / 1,830 / 1,410
- Curb weight (kg): 1,399
- Engine: 1.5-litre turbocharged four-cylinder
- Horsepower: 200 hp @ 6,000 rpm
- Torque: 192 lb-ft @ 1,800 - 5,000 rpm
- Transmission: 6-speed manual
- Engine & Drive Configuration: Front engine, FWD
- Fuel Consumption ( City / Highway / Combined ) L/100km: 8.9 / 6.5 / 7.8
- Observed Fuel Consumption (L/100km): 9.0
- Tires: P235/40R18
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