2023 Acura Integra First Drive Review: Five Alive

“Uniquely aspirational, yet attainable.”

That was the original Integra’s mission statement when it helped launch the luxury brand in the mid-’80s. Across four generations—including the RSX, which kept the Integra name in Japan—the Integra sold over 1.1 million units in Canada and the US. Everyone has a story about one, from Acura’s own Emile Korkor (a turquoise second-gen) to this writer (a gold first-gen and black third-gen).

The 2023 Acura Integra launches in a much different market almost 40 years later. That name carries with it many expectations, not least of which is a fun-to-drive character, helped along by decades of deification for the vaunted Integra Type R. Look past the glow of that Phoenix Yellow icon, however, and the rest of the Integra lineup served as an important stepping stone into the brand, and luxury car ownership in general. This latest model sets that target again, with a focus on driver involvement that has slowly slipped away in the segment.

Sticking to tradition, this fifth-generation Integra shares most of its bones with the contemporary Honda Civic. It’s more apparent now than it was in the past however, as the general shape of the Integra is similar to the excellent Civic hatchback. Is Acura’s current design language an attractive one? Yes. Is the Integra’s look a little safe, and hard to tell apart from a TLX? Also yes. I do appreciate the nods to the most popular Integra of them all, however, like the embossed “Integra” below the head- and taillights, or the little notch just below the trunk lip.

According to Acura, this will be the only body style for this model, and the brand is quick to point out every previous generation included a five-door liftback as well. (We’re not counting the RSX in this instance.)

This latest Integra model was developed in Japan, also just like before. It’s the first of its kind to be built in America however, joining the rest of the Acura lineup at the brand’s Ohio facility.

On our shores, Integras employed unique engines, typically larger-displacement units than their more pedestrian Civic siblings. That’s no longer the case here, with the 1.5-liter turbocharged four-cylinder from the Civic Si doing duty under that creased hood. Not a bad thing: it’s quoted at an even 200 horsepower, with a plateau of 192 pound-feet of torque from 1,800 to 5,000 rpm. What’s more, the Integra arrives with a class-exclusive available manual transmission, and it’s that setup that I spent most of my time with.

Honda and Acura build manual transmissions the way Marvel produces box office hits—they don’t miss. With a short throw and positive feel, the Integra’s six-speed is a joy to use. The clutch pedal has a friendly weight to it, though I found the bite point on this early production model a little vague. Riding a thick wave of torque wasn’t a thing in previous generations, but that little 1.5-liter delivers the goods. You don’t have to row through the gears as much as before, but if you’re the type that went to the effort of ordering a three-pedal setup, you’ll want to anyway. A new rev-match system will execute perfect downshifts for you, too.

Roughly 65 percent of pre-orders have specced the manual, and they should be pleased with it. Total pre-orders account for the first two months’ production, as well.

The four-pot engine feels underrated, especially when the turbo kicks in around 2,000 rpm, a VTEC-like surge for a new generation. With a low curb weight under 3,100 pounds (1406 kilograms), the Integra scoots. It’s not a particularly tuneful engine, though dropping the car into Sport mode does help slightly.

Speaking of, the Integra comes with three drive modes as standard, including Comfort and Normal. The Tech package adds a fourth option, Individual, which allows drivers to tailor multiple settings to their choosing. The top model also includes adaptive dampers, and manual-equipped models gain a helical limited-slip differential (LSD). There’s a distinct character change between the pre-set modes, with Comfort being more pliant and Sport tight-fisted with its body control. The latter never becomes unsuitable on the road; this is an entry-lux model, after all, not some Type R track weapon.

The steering is light and accurate. I’d prefer more heft and feedback, but the Integra is hardly unique in that criticism, especially in this class.

Acura did make sure we all tried a CVT-equipped model as well. For its intended mission, it’s … fine. The thick torque curve helps keep the revs low, so that rubberbanding effect is minimal. There are eight simulated gears if you’d like to play with the paddle shifters.

Both setups were great on gas—and it’s not like I was trying to save any. The manual pulled of a combined 31 mpg (7.6 L/100 km) with spirited driving and stops for photos. The CVT’s much shorter test loop still showed 33 mpg (7.1 L/100 km). Official figures for the latter are 30 mpg city, 37 mpg highway, and 33 mpg combined, though the A-Spec trims 1 mpg off every one of those ratings.

The Integra’s interior is spacious, with a great combination of low seating position, low-profile dashboard design, and relatively thin A-pillars. Too many cars ape the elevated seating of crossovers these days, but there’s a connectedness to the Integra that’s welcoming. My tester’s red seating is certainly A Look, but on the move, you barely see any red, so it’s not distracting. The artificial leather and suede (the latter unique to the Tech package) could’ve fooled me, too. The seat itself is supportive, with the right amount of bolstering to hold the driver firmly in place, but stops short of feeling restrictive.

It’s hard to miss the Civic’s knurled-metal rotary knobs inside the Integra. An Acura spokesperson acknowledges as much, telling me that the brand had no intention of replacing parts that already felt a class above. I for one am glad that bit of click-click tactile satisfaction remains.

Nobody would have accused the old Integras of being particularly high-tech chariots. The march of time hasn’t ignored the Integra however, and this model comes with the usual suite of standard driver assists. Every model receives automated emergency braking, road departure mitigation, LED headlights, lane-keep assist, blind spot monitoring, rear cross-traffic alert, and full-range adaptive cruise control. The Tech package adds front and rear parking sensors to the mix as well.

There’s a generous helping of creature comforts, too. Heated front seats are standard in both Canada and the US. Canada also includes a heated steering wheel, which is a dealer-installed accessory in America. The Tech package also ladles on a digital instrument cluster, head-up display, and sweet-sounding 16-speaker ELS audio system. I can’t forget the 12-way power adjustable driver’s seat with memory function either, nor the 4-way passenger seat.

It’s the Integra’s infotainment that doesn’t match up to the competition. Don’t get me wrong, I’m happy Acura kept the Civic’s touchscreen instead of grafting in its trackpad system. The 9.0-inch screen supports wireless Apple CarPlay and Android Auto, too. But the interface is dowdy, and its response times unremarkable.

Pricing for the 2023 Acura Integra begins at $31,895 ($36,725 CAD), including destination charges. Buyers can upgrade to the more appealing A-Spec model for $2,000 ($2,700 CAD), which consists of a host of visual upgrades such as 18-inch alloys wrapped in wider tires, gloss black trim, and a lip spoiler. From there, the only other option beyond exterior and interior colors is the Tech package (Elite in Canada). This adds the digital gauge cluster, the larger infotainment screen, 16-speaker ELS audio system, HUD, and wireless charging. Canadians get heated rear seats as part of the package, too. The total spend, and the as-tested price here, is $36,895 ($44,925 CAD).

Opting for the tech package is the only way to unlock the manual transmission. It’s a no-cost option over the CVT.

Whether that’s a reasonable price depends on your angle. In its event presentation, Acura lined the Integra up against the likes of the Audi A3 and BMW 2 Series Gran Coupe. The loaded Integra sits right between their respective entry level prices, so it still has the value angle. It has the smaller, less powerful engine too, but it’s lugging around a lot less weight (around 250 and 460 lb, respectively). I genuinely don’t think most buyers would be too bothered with the CVT transmission over a regular auto, either.

In a way, the manual is a tougher argument. If you’re cross-shopping the above and want a third pedal, easy choice. But that high price tag, particularly in Canada, drops the Integra against the talented Volkswagen Golf GTI and Hyundai Elantra N.

Let’s finish this first drive up with a different quote: “Nostalgia—it’s delicate, but potent.” Don Draper says it in one of the best scenes of one of the best TV series, in an episode that aired only a year after we said goodbye to the RSX.

The 2023 Acura Integra is not a continuation of the vaunted Type R. Measured as a pure performance car, it’s too pricey and too soft. Instead, this is a replacement for the unloved ILX, a sedan that still sold in decent numbers without the recognition of the Integra name, or this new car’s renewed focus on driver involvement. The reborn Integra brings with it engaging dynamics, plenty of standard kit, and a class-exclusive manual transmission. That sounds like a recipe for success to me, one sure to inspire another generation of stories.

FAQs

How much does the 2023 Acura Integra cost?

be prepared to spend at least $31,895 ($36,725 CAD) for the latest Integra, including destination. Want the manual? Only the top-trim A-Spec with Tech Package (Elite Package in Canada) will do, with a sticker of $36,895 ($44,925 CAD).

When can you buy the 2023 Acura Integra?

Acura opened pre-orders months ago, and dealerships will begin seeing cars June 2.

Will there be a 2023 Acura Integra coupe?

No, the Integra will be available exclusively as a five-door hatchback.