Spending some extra money for extra comfort is actually normal. Some people are happy to pay for extra comfort or flavor in their lives, whether it’s a roomier airplane seat, a more limited expressway, or food delivery so you don’t have to leave the house. The new Acura Integra, which is in many ways the equivalent of the fancier Honda Community Si, confirms this. Both vehicles offer a similar basic driving experience and offer a similar basic design, but one has more features, a more luxurious look and a more expensive sticker. Overall, unlike the Urban Si, is the Integra Tip top A-Spec worth the extra $8,000?
Basically yes. We have currently been involved with the vehicle and found out how it differs from the City Si, regardless of the way Acura brought back the Integra identify. Anyway, the Integra drives almost unrecognizable in terms of features. The peach-like 1.5-liter turbocharged four-chamber engine delivers 200 and 192 lb-ft. Although it likes to fire, it doesn’t reach the roaring high-end performance of larger displacement engines. The screams and shrill tones of a normally aspirated unit are missing, but maybe we’re just stuck in the past for too long. By the time you’re holding the needle somewhere between 2,000 and 5,000 rpm, the power is high, so it’s not very useful to explore the limits.
When the tires aren’t warm enough, there’s a lot of wheel spin in the first and second cases, and the immediate use of the big choke never gives the body enough opportunity to connect. Even with the limited slip differential, the Integra understeers and is overly aggressive due to the fact that the tires don’t do much on the dual. It is ideal to enter corners at a higher speed and brake in terrain, use brakes that help with turning the bow and let the tires be fixed before contact with the gas. This vehicle doesn’t have the same all-wheel drive setup as the GR Corolla, so it never feels like it’s riding on rails. That said, the Integra isn’t as engaging as the Toyota GR86, and it’s significantly less nimble mid-corner than the Subaru WRX.
Additionally, the direction feels slightly rubbery, with only mild criticism readily available, recommending a degree of front-end sharpness but not life. Despite the Urban Si, the Integra has a versatile suspension that significantly further develops the handling. The moment you switch to Game Mode, the dampers are firmed up for better body control, and you can recognize subtle varieties in vertical movements. It was also more graceful and pleasant than the City Si in Solace Mode.
The Integra is charming to drive once you find the right rhythm, yet you have zero control over it like a normally aspirated vehicle. In order to take advantage of the super four, you should understand where the lift is and how to stay out of the RPM no man’s land. This doesn’t make it the most exciting type of drive, but when you find the perfect balance, it’s undeniably productive. It also has a good exhaust note, while, similar to the Municipal Si and City Type R, it is not particularly necessary. We may have been ruined by the Toyota GR Corolla’s boisterous tune.
Driver integration and stuff shifter are two things the Integra does flawlessly. The shifter provides wonderful obstacles, zero vagueness and such certain criticism through the doors. Paddling through the cogs is more enjoyable than in a virgin GR Corolla or even a Porsche that costs twice as much. We do not fully accept that it is conceivable that we could overlook a change in our experience with Integra.
Acura also has the upper hand over Honda in that it offers both programmed and manual transmissions. So the Integra should be your go-to if paddling cogs and mashing the third pedal isn’t your thing. Manually prepared sports cars are in any case very difficult to grasp at the moment. BMW and Porsche have kept up with this style of transmission longer than most, but Toyota and Honda have been the main sensible choices in Canada.
The Integra’s interior improvements are adequate to make it costlier than the Township. The use of artificial cowhide and calfskin is quite convincing, despite the fact that bones are something very similar. The biggest improvement is the power seats. Although the Honda has similar 10.2-inch computer measures, the 9.0-inch focus screen performs honestly. It differs from the Urban by having remote phone charging, GPS routing, a premium 16-speaker ELS sound framework (rather than the 12-speaker Bose Community), and a head-up show. Although the Integra is a little longer and more extensive than the municipal one, we did not see a huge contrast in the cabin space. The hatchback tailgate essentially adds another degree of capacity limitation.
Compared to the Municipal Si, the Acura Integra offers a bit more spice and design. Honda will have a good time driving the overview for individuals who don’t see value in versatile suspension, fake cowhide, or other added familiar luxuries. Still, the Integra is a willing dance accomplice that deserves the extra cash for individuals who need the sleeker look of a fastback or who need a quiet, grip-free ride to work.
Slogan: It’s City Si with a touch of extra flavor and embellishment.
- Model: 2023 Acura Integra A-Spec Tip top
- Color Type: Glorious Dark Pearl
- Base price: $42,550
- Price to try: $43,050
- Wheelbase (mm): 2,736
- Length/Width/Level (mm): 4,735/1,830/1,410
- Check Weight (kg): 1,399
- Engine: 1.5-liter turbocharged four-chamber
- Torque: 200 hp @ 6000 rpm
- Power: 192 lb-ft at 1,800 – 5,000 rpm
- Gearbox: 6-speed manual
- Engine and drivetrain layout: Front engine, FWD
- Fuel consumption (city/highway/combined) L/100 km: 8.9/6.5/7.8
- Estimated fuel consumption (l/100 km): 9.0
- Tires: P235/40R18