A TWO-FACED HATCH
It's a family car, for sure, but it has so many features — and it feels like a driver's car as well
When Acura arrived in Canada in 1987, it did so with the Legend and Integra.
The Legend went on to earn an enviable reputation, and the epitome of the driver-focused fun arrived in 1997: the Integra Type R. It was a pared-back model with a 1.8-litre four-cylinder engine that twisted out 195 horsepower, and was an instant '90s icon.
Now “the little car that could” is back. And this time, it is not so little.
The new Integra arrives as a five-door hatch that rides on a 2,736- millimetre wheelbase. While it shares much of its makeup with the Civic hatch, it has been reworked to put some distance between the two models, especially when it comes to the Elite A- Spec tested.
Talk Integra and it's difficult not to start with the manner in which it seems to enjoy devouring corners — and this in a hatch that's as much a family car as it is a driver's car.
The range-topping model enjoys the biggest upgrades. It starts with the three-stage adaptive dampers with comfort, normal and sport modes. Each of the suspension settings is tied into the throttle and steering. The modes make a big difference to the drive.
In comfort, the throttle is relaxed, as is the steering, and the adaptive suspension filters out all but the largest road imperfections. Normal brings a crisper response from the engine, puts a little more weight in the steering, and firms the damping.
Sport sharpens everything. The throttle is noticeably crisper, the steering has yet more heft and delivers better feel and feedback, and the turn-in response is fast without needing to dial in constant correction when the road straightens. The suspension is also in its firmest setting, which limits body roll and keeps things hunkered down on a smooth road.
Individual mode, which has a dedicated button, proved to be the best. With the engine and steering set to sport, and the suspension is in comfort the Integra feels sharp, but it's also more forgiving through a rough, bumpy corner. The softer damping did a better job of keeping the P235/40R18 tires in touch with the road.
Power comes from a 1.5-L turbo-four. It twists out 200 hp and, more importantly, 192 lb-ft of torque anywhere between 1,800 and 5,000 rpm. It works with a continuously variable transmission (CVT) or a six-speed manual transmission to drive the front wheels.
The manual gearbox is a delight. The throws are short, the gate is well defined and the clutch is light and bites in the right place. It also rev-matched on downshifts, so the engine is ready to roar the instant you get back on the gas.
The manual transmission incorporates a helical limited-slip front differential, so when the Integra is pushed into a corner and the gas matted at the apex, it prevents the inside front wheel from spinning off the engine's sweetness — it just digs in and hauls out of the corner as the engine races toward the 6,500-rpm redline. The smile it leaves says far more than words ever can.
Unfortunately the Elite A- Spec is the only model offered with the manual option. All other models use the CVT, and I only drove it for a short time. It does what's needed and benefits from the fact it shifts through pre-selected “gears” under hard acceleration, which helps to minimize the usual CVT drone. It also has a sport mode that holds the “gears” longer and it can be shifted manually using paddle shifters.
The cabin has been finished to great effect. The materials are classy and when finished in a bright red it looks proud. For the driver, the power 12-way seat delivers comfort and support. The 10.2-inch digital instrumentation is clean and clear, and it changes its look according to the drive mode selected.
To the right is the infotainment screen. While most models get a seven-inch touch screen, the Elite A- Spec gets a better nine-inch one. It works wirelessly with Apple Carplay and Android Auto, and it gives access to a superb 16-speaker ELS Studio sound system, complete with a proper volume knob.
There's plenty of head- and legroom for a pair of adults in the back, along with 688 litres of cargo space. While Acura does not give a cargo volume with the 60/40-split seats folded down, it appears to more than double.
The 2023 Acura Integra starts at $34,350, moves through the A- Spec at $37,050 and tops out with the Elite A- Spec at $42,925. The manual transmission is a nocost option on this model.