Don’t be tempted to call the Integra Type S a dolled-up Honda Civic Type R. It’s better.
. Its front track width is 3.5 inches greater , necessitating the beefy wheel arches that increase the overall width by almost 3.0 inches. The 235/40 18-inch all-season tires are replaced with 265/30 19-inch Michelin Pilot Sport 4S summer rubber wrapping lighter wheels. The larger grille with fewer"spokes" allegedly flows 170 percent more air, and the vented aluminum hood relieves air pressure and thus reduces lift.
There's an instant competency to it, and it goads you into driving quickly. All the controls are perfectly placed and weighted. The steering wheel's diameter and contours are terrific. There are, as mentioned, distinct differences among the drive modes, the most noticeable being the exhaust pops and crackles in Sport and Sport+ modes. The Civic Type R does not sound like this.
Not until the drive route allowed some serious pace did I realize how great the brake-pedal feel is and how effective the brakes themselves are. There are 13.8-inch two-piece rotors with monobloc four-piston Brembo calipers up front and 12.0-inch discs out back. On the curviest sections of road with traction control defeated, the mechanical limited-slip diff was magical.
We know Acura had a good baseline with the hot Honda's underpinnings, and the Integra Type S feels just as capable, more confident, and more refined at the same time. It has far less vertical motion in its ride quality, but that doesn't make it any less engaging to drive on curving roads. Its base price of $51,995 is cheaper than those of the Audi S3, BMW M235i Gran Coupe, and Mercedes-Benz CLA35. Acura has a real winner and legitimate luxury-sport hatchback on its hands.
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