2024 Acura Integra

The reborn Acura Integra remains a difficult car to recommend as it enters its second year of production for 2024. Based on the Honda Civic, which is a very good economy car, the Integra carries over too much Civic hardware and software to justify its elevated prices. Especially given the rich history of the Integra nameplate, it's disappointing that Acura didn't make more of an effort to differentiate this latest incarnation.

We'd feel differently if it were quieter on the road and had more power, but Acura decided not to change either aspect meaningfully from Honda duty. The gearless continuously variable automatic transmission (CVT) is another carryover feature that gives the Integra the dubious distinction of being one of the only luxury sedans ever to utilize this relatively imprecise transmission type. Overall, the Integra may be a marginally better Civic, but that's not going to cut it against bona fide luxury cars.

Driving Performance: 6.0/10

The Integra's standard CVT is fine for an economy car like the Civic, but it makes the Acura feel indecisive and vague compared to tack-sharp rivals like the Audi A3 and BMW 2 Series Gran Coupe. We appreciate that you can get a stick shift if you want it, but few people do these days, and you'll have to spend thousands more than the Integra's entry-level price (a cool $5,000 more, to be exact) just to unlock that option on the A-Spec w/Technology model, more on which below. Check out our Integra Type S review, by the way, for all the details on a very different kind of Integra that makes its debut this year.

Cruising over various surfaces, you'll be hard-pressed to feel the different settings — Comfort, Normal, and Sport — of the adaptive suspension dampers, which are exclusive to the Integra A-Spec w/Technology (the Type S gets its own version of the adaptive dampers). No matter the mode, the Integra rides firmly but with enough suppleness for most tastes, while its cornering character is agile and reasonably neutral for a front-wheel-drive car. Speaking of which, it must be said that most rivals utilize either rear-wheel drive or all-wheel drive, which tend to provide better handling characteristics, though at least the Integra's manual transmission is paired with a limited-slip differential (LSD) for improved traction management. The otherwise comparable Civic Sport Touring Hatchback with the manual — represented in the comparison tables below as the Civic Hatchback 1.5T — does not include an LSD.

Acceleration in the mainstream Integra models is underwhelming by luxury standards with either transmission; the standard 200-horsepower 1.5-liter turbocharged four-cylinder engine really could have used another 20-40 horsepower, both to help it compete and to differentiate it from the Civic 1.5T, which delivers similar performance. Not surprisingly, the Acura's acceleration times trail those of most competitors by a wide margin. There's turbo lag, too, meaning that you have to wait an extra beat after you punch the gas pedal for the full power to arrive.

Comfort & Interior: 6.5/10

Did we mention the road noise? If Acura had bumped up the engine's power and then added some sound-deadening material, we'd be having a different conversation right now. Instead, you get intrusive humming from the tires at most operating speeds, a Honda/Acura bugbear going back decades that still hasn't been fully addressed. This trait was already annoying in the Civic, but given the Integra's higher price and premium branding, it's borderline unacceptable here.

In the cabin, the Integra's front seats are nicely shaped and supportive, but the hatchback roofline swoops down in back to rob headroom from taller passengers. There's more headroom in the Civic sedan if that's a key consideration for you. Rear legroom is generous, though, allowing plenty of space for adults as well as a rear-facing child safety seat without having to slide the front seats forward.

Cargo & Versatility: 8.5/10

The Integra's hatchback trunk is a major plus that clearly sets it apart from the sedans it competes with. Fold down the rear seatbacks and you've got a legitimate alternative to the small SUVs that most entry-level-luxury shoppers are buying these days. It's like a little wagon in disguise. Note that Acura doesn't provide an official figure for the cargo capacity with those rear seatbacks folded, so the Integra's advantage on this front doesn't fully show up in the data. But even the provided figure for the space behind the rear seatbacks — 24 cubic feet — tells you there's more space back there than in any ordinary sedan trunk.

In terms of exterior dimensions, the Integra is a smidge narrower than some competitors, which makes it a bit more versatile for maneuvering in tight quarters. It's not smaller overall, though, so if you were thinking that a dressed-up Civic would be one size class down from all-star small luxury sedans like the BMW 3 Series, now you know. The Integra may compete with entry-level luxury sedans like the Audi A3 and BMW 2 Series Gran Coupe on price, but in terms of size, it's essentially a front-wheel-drive 3 Series.

MPG & Range: 8.5/10

Fuel economy is one of the Integra's strongest suits relative to other small luxury sedans. To be fair, every car in this class is pretty fuel-efficient, so one or two MPG may not seem significant. But it's nice that the Integra gives you some fuel-sipping frugality to compensate for its lack of haste. On the other hand, we'd guess most folks would happily trade a little of the Integra's fuel economy for improved acceleration.

Technology Features: 6.0/10

The 9-inch central touchscreen in the pricier A-Spec w/Technology and Type S trims lacks the snappy appearance of BMW's iDrive or Audi's MMI, which is another reminder that the Integra gets most of its goodies from its downmarket Civic sibling. But the base and A-Spec trims don't even get the 9-incher; they have to make do with a 7-inch screen that's shared with lesser Civics. You'd think that even the lowliest Integra would get the Civic's best touchscreen, but you'd be wrong. At least Apple CarPlay and Android Auto come standard, though there's another asterisk — it's wired on the base and A-Spec trims, only graduating to wireless on the A-Spec w/Technology and the Type S.

To be fair, Honda/Acura has raised its tech game to midpack in recent times after lagging behind for many years, but you likely won't be feeling the love unless you ante up for at least the A-Spec w/Technology. Speaking of which, that trim brings the 16-speaker ELS sound system into play as standard equipment, but our feelings are lukewarm here as well. The ELS setup just doesn't deliver the fantastic sound quality you might expect, though it'll likely sound good enough if you're sold on the Integra otherwise.

Value & Warranty: 7.0/10

The Integra's fundamental value problem is that the Civic hatchback exists and is more or less the same car. On the flip side, the manual-transmission Integra A-Spec w/Technology is basically a hatchback Civic Si (which doesn't exist) with extra features, so if you wish the Si had more cargo space and don't mind spending thousands more to get it, Acura's got you covered. But that's hardly a vote for the Integra's value proposition against real luxury cars. The Integra may start a lot lower than most luxury-brand rivals, but it also starts a lot higher than the Civic. Solid resale value (we assume) in the long run is the only way in which the Integra has an advantage here.

On the warranty front, however, the Integra partly redeems itself. Six years and 70,000 miles of powertrain warranty is a standout offering in a segment where 4 years/50,000 miles is the norm. Acura also throws in two years and 24,000 miles of free scheduled maintenance, which isn't a game-changer but certainly qualifies as a nice perk.

X Factor: 5.0/10

This is where we're supposed to juice up the Integra's rating because it's a cool car, but that's the problem — it was supposed to be cool, and it used to be cool in the Fast & Furious days, but the latest incarnation fails to capture that magic. The Integra nameplate deserved better. Perhaps Acura will see fit to sweeten the deal with some major midcycle updates in a couple of years, but barring that, there's just no gotta-have-it energy here. It's not a bad car, but nor is it an aspirational one.

Bottom Line

We loved the Integras of yore despite their flaws, but those models had their own distinct character relative to the Civics of their day. The powertrains and interiors were unique, for example, unlike the new Integra with its Civic-swap powertrains and dashboard. Why buy an Integra rather than any of its rivals? Resale value and a reputation for reliability, of course. But it's hard to recommend a vehicle enthusiastically on that basis.