Acura Integra Type S review

After receiving the keys to the Acura Integra Type S, the first thing I did was head straight for the Acura Long Beach Grand Prix Media Day event.

Already smiling with the joy of driving a manual, I zipped onto the 405 South, eager to let the 2.0-liter VTEC Turbo engine stretch its legs. Producing 320 horsepower and 310 lb-ft of torque, the Type S pulls hard across the rev range, and with a 6-speed manual with rev match, it immediately reminded me why this car is built for enthusiasts.

That joy, however, was short-lived — Southern California traffic greeted me with its usual bumper-to-bumper charm. Sitting in traffic with a manual transmission car was a chore, but in the Integra Type S, I found myself still grinning. The clutch engagement is forgiving, and the shifter throws are short and satisfying. Acura worked to keep the Integra legacy alive to maintain the analog feel as much as possible.

I arrived late but just in time for my ride-along in the Acura Integra Type S HRC Prototype with pro driver Dai Yoshihara. The HRC Prototype — unveiled last year — is a glimpse into what could be a future lineup of Honda Racing Corporation (HRC) performance parts. Sitting low in the Recaro bucket seat with a carbon hood in front of me and the huge rear GT wing, I felt like I was stepping into a touring car. Indeed, the HRC Prototype is positioned in between the Integra DE5 touring racecar and the Integra Type S.

As the fleet of four gold-wrapped Type S models rolled out of the paddock, we followed in the yellow HRC Prototype onto the Long Beach street circuit and the energy changed. Accelerating down Shoreline Drive at over 80 mph, I felt the familiar rumble of the track’s bumps underneath as we flew past the aquarium and onto the iconic fountain section. The grip felt immense, the ride taut yet controlled thanks to dual-axis front suspension with adaptive dampers and 19 x 9.5-inch lightweight wheels wrapped in the Michelin Pilot Sport Cup 2 performance tires.

It wasn’t until we carved through the tight 90-degree turn at Pine Avenue that I appreciated just how communicative the chassis is, most likely due to the roll bar and overall reduced weight. Dai masterfully hustled the car through Turn 9 and Turn 10 in front of the empty grandstands I have watched so many times from the other side of the fence. As we rounded the final corner, I found myself shouting: “One more time!”

After half a day at Long Beach, I was back in the street-legal Type S. I was reminded that this car isn’t just a tribute to the past — it’s a legitimate performer in its own right. The last Integra I drove was a JDM DC5 Type R more than a decade ago, and while the 2025 Type S definitely carries over 600lbs in weight, a foot longer and six inches wider. The longer wheelbase achieves ride quality and high speed stability while packing significantly more capability. With a class-leading power-to-weight ratio and mechanical limited-slip differential, the car offers precise cornering and real mechanical grip.

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On real roads around Los Angeles, switching the Integrated Dynamics System into Sport+ mode brought out the car’s more aggressive side. The Type S Sport+ is equivalent to the current Civic Type R’s Sport mode. The damping profile is different compared to the Civic Type R which is really built for the track and could be quite hard on the streets to be perfectly honest. The Integra Type S is a built for spirited street driving. Let’s be honest, we spend 99% of our time driving the street and not on track.

The Type S comes with 265/30ZR19 Michelin Pilot Sport 4S tires specifically developed for this car. The Integra Type S’s throaty note from the straight-through design exhaust added the right touch of flair, while the 4 piston caliper big Brembo front brakes provided confident stopping power even when pushed a little hard in canyon corners.

The interior complements the driving experience without compromising comfort: a 10.2-inch digital instrument cluster, 9-inch touchscreen, wireless Apple CarPlay/Android Auto, and even a 5.3-inch head-up display. Acura’s ELS Studio 3D premium audio system is up to par with any car at this price point. All of this without removing any sound deadening achieves high quality entertainment in the cockpit!

Speaking of price, the 2025 Acura Integra Type S starts at $52,600, making it a strong value against competitors like the Audi S3 and BMW M235i xDrive — both of which lack a manual transmission and can’t match the Type S in raw engagement. With even more performance upgrades possible with the planned HRC Performance Parts, this car could be a platform for tuning enthusiasts and occasional weekend track warriors too if they chose. It embodies Acura’s commitment to crafting vehicles that blend everyday usability with authentic driving enjoyment.

The Integra Type S is a love letter to drivers. As a daily driver that can tear up a track when asked, it’s what a modern street performance car should be.