2024 Acura Integra Type S

2024 is the launch year of the DE5 Type S. It uses the Civic Type R's 2.0L VTEC turbo four, tuned to 320 hp (5 hp more than the Type R), in a single trim.

Peak torque is 310 lb-ft across a broad mid-range plateau, which is strong for a front-drive hatchback.

Car and Driver instrumented the 2024 Type S at 5.1 s to 60 mph and MotorTrend recorded 5.5 s. That is quick for FWD but behind AWD rivals such as the GR Corolla.

Reviewers call the K20C1 linear and almost lag-free, with an eager top end. A valved triple exhaust and extra damping make it more civil than the Civic Type R. Some rev hang between shifts holds it below the very top of the band.

The only transmission is a short-throw 6-speed manual with automatic rev-matching, widely rated among the best manual gearboxes on sale. There is no automatic, but that limits availability, not shift quality.

Front-wheel drive only, with a helical limited-slip differential. No AWD is offered, while the GR Corolla and Golf R are AWD.

One take-it-or-leave-it configuration: the 2.0T with a 6-speed manual and FWD. There is no automatic and no electrified option. The 1.5T Integra is scored as a separate nameplate.

The EPA rates the 2024 Type S (2.0T, 6MT, FWD) at 24 mpg combined, low against the hatchback band.

The EPA city figure is 21 mpg, with no start/stop system.

The EPA highway figure is 28 mpg, held down by short performance gearing.

A 12.4-gallon tank at 24 mpg combined gives just under 300 miles, below the floor of the hatchback band.

The EPA's annual fuel cost estimate is $3,400 on premium fuel, past the worst end of the hatchback band.

Acura specifies premium 91-octane for the high-boost 2.0T, and the EPA rates the car on premium. There is no regular-fuel configuration, so the premium cost can't be avoided in practice.

For 2024 NHTSA publishes one Integra hatchback listing, rated 5 stars overall and in every sub-rating, and does not list the Type S separately; the Type S shares the DE-generation body structure. Confidence is MEDIUM because for 2025 NHTSA split the Type S out as its own entry and left it Not Rated, so the 2024 rating may not have been derived from a Type S test.

The 2024 Integra earned a 2024 TOP SAFETY PICK+, with Good results in small overlap, original moderate overlap and the updated side test, and Acceptable in the updated moderate overlap test (accepted after IIHS adjusted its 2024 criteria in February). The rating covers the shared Integra body structure but does not name the Type S, and the Acceptable moderate overlap result keeps the score at the bottom of the top band.

The Type S is sold in one fully equipped trim with the whole AcuraWatch suite (CMBS with pedestrian detection, ACC, LKAS, Road Departure Mitigation, Traffic Sign Recognition, Low-Speed Braking Control) plus standard BSI, Rear Cross Traffic Monitor, auto high beams and front/rear parking sensors. It loses a little because the 6-speed manual rules out the CVT cars' Low-Speed Follow.

The standard Collision Mitigation Braking System earned a Good IIHS pedestrian front-crash-prevention rating, with credit for high-beam assist. IIHS publishes no current vehicle-to-vehicle rating for this generation, which keeps it below the top band.

Blind Spot Information and Rear Cross Traffic Monitor are standard on the single Type S trim. Both only warn the driver; neither steers or brakes, and there is no safe-exit alert.

LKAS and Road Departure Mitigation are standard and work, but reviewers find Honda/Acura lane centering less smooth than the best systems, with some wandering. On the manual Type S, centering works only while ACC is engaged above its minimum speed.

Adaptive Cruise Control is standard, but the Type S is manual-only, so it lacks the stop-and-go Low-Speed Follow that comes with the CVT Integra. ACC cancels at low speed and the driver works the clutch, so it helps only with highway cruising.

The 2024 Integra Type S has no hands-free driving system, and Acura offered no Super Cruise/BlueCruise-style system on any model.

IIHS rates the Integra's LED projector headlights Acceptable on all trims, with auto high beams standard but no curve-adaptive function. The Type S uses the same lamp design, though IIHS does not list it separately.

The Civic-derived body has fairly slim A-pillars and a good view forward. The sloping liftback and the Type S's rear spoiler restrict the view to the rear; the rearview camera and the standard front and rear parking sensors help make up for it, but there is no 360-degree camera.

IIHS rates the Integra's LATCH ease of use Acceptable: full lower anchors in the two outboard rear seats, and a tether in the center seat that has to borrow the outboard lower anchors. The low hatchback rear seat and sloping roofline make loading a car seat harder, especially a rear-facing one.

In 2024, its launch model year, the Type S seats four: the rear middle position is replaced by a pair of cupholders, as in the Civic Type R.

There is ample front headroom for a low-slung liftback, helped by the Type S having no moonroof.

Front legroom is mid-pack for a compact.

The fastback roofline cuts rear headroom, so tall adults brush the headliner.

Rear legroom is usable for two adults, and Acura claims it is class-leading among sport compacts, but only two rear seats are fitted.

The five-door liftback gives the Type S a cargo hold that rivals compact SUVs, which no sport-sedan rival can match.

A big hatch opening, 60/40 split rear seats and a wireless charging tray cover the basics. There are no rear USB ports or underfloor tricks, and the rear-center cupholders take the place of a seat.

The heavily bolstered Ultrasuede front seats are supportive and less confining than the Type R's. The rear bench is tight and upright, and the passenger seat has no power adjustment.

The adaptive dampers give a livable Comfort mode, softer than the Type R, but the ride on 19-in, 30-series summer tires is still taut.

Wide summer tires generate a lot of road roar at highway speed, and the triple-tip exhaust and Active Sound Control add more noise.

Heated front seats and dual-zone automatic climate are standard, but the top trim lacks ventilated seats, a heated wheel, rear vents and remote start.

The 2024 Type S, the model's launch year, comes in one fully equipped 6-speed manual trim, so its entry price is its only price. That sits at the top of the hatchback band, about $6k above the related Civic Type R.

The Type S is a monospec model with no factory trim walk, so the volume-trim price equals the base MSRP.

KBB's 2024 figure is far below its 2025 Type S estimate (~$7,113), mainly because 2024 buyers get two years of included maintenance where 2025 buyers get one. Performance tires and Brembo brakes still cost more to replace than the regular Integra's parts.

KBB projects nearly $30k in 5-year depreciation, so the Type S holds its value much worse than the Civic Type R, which keeps about 60%. Launch-era dealer markups also make the effective loss larger for buyers who paid over sticker.

Acura's standard New Vehicle Limited Warranty runs a year longer than Honda's 3/36k on the Civic Type R, but it is short of Hyundai's 5/60k.

This is one step above Honda/Toyota/VW's 5/60k and par for premium brands, but well short of Hyundai's 10/100k.

2024 buyers get the Acura Maintenance Program for 2 years / 24,000 miles (oil and filter, tire rotations, inspections per Maintenance Minder), roadside assistance for the 4/50k warranty term, and an AcuraLink trial. That beats the 1-year plan Acura switched to for 2025, but it falls short of longer plans with wider perks.

$51,995 volume-trim price minus its estimated resale value after 5 years (43.7% retained, or about $22,722) leaves about $29,273 in depreciation. Add the projected $4,296 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $33,569 in total.

2024 is the Type S's launch year (DE5 generation, introduced for 2024), so there is no model-specific survey history; both J.D. Power and Consumer Reports rate the 2024 Integra line as average, which the low-volume Type S inherits rather than a top-tier prediction.

Acura has run below the industry average in J.D. Power's VDS in recent studies, dragged down mainly by infotainment/tech complaints, while Consumer Reports' brand rankings keep it in the middle of the pack — mid-pack overall, trending down.

The 2024 Type S carries two NHTSA campaigns: the Honda-wide steering gearbox friction recall and a seat-cushion-frame bolt recall specific to 2024. Both are safety-relevant but simple remedies; nothing powertrain- or fire-related.

The 320-hp K20C1 2.0T and six-speed manual come from the Civic Type R (FK8 2017–2021, FL5 2023+), a family with a solid record and no systemic failure pattern; the high-output tune and track use (heat soak) carry more risk than a commuter engine.

Type S adds Ultrasuede/leather sport seats, contrast stitching, aluminum pedals and the 16-speaker ELS Studio 3D audio over the base Integra, but lower door and console plastics are Civic-grade for a ~$51k car.

Built in Marysville, Ohio with consistent panel gaps and few rattle complaints; the 2024-only seat-frame bolt recall is an assembly slip on this exact model year, and J.D. Power's quality score is average.

Roughly 270 US Acura dealers — reasonable for a luxury brand but far thinner than Honda's and metro-concentrated; mid-pack luxury service satisfaction, backed by 4-yr/50k basic and 6-yr/70k powertrain warranty.

Powertrain and many chassis parts are shared with the Civic Type R and well supported by the aftermarket, but Type S-specific widened front fenders and fascia, Brembo front brakes and 265/30R19 summer tires make body repairs and consumables costly versus a regular compact.

The standard 9-inch HD touchscreen is small for a nearly $52k car.

Honda's simple touchscreen interface, with a physical volume knob and HVAC controls, is easy to use, but reviewers call it dated rather than impressive.

Wireless Apple CarPlay and Android Auto are both standard on the Type S, which is the only trim.

There is no native navigation and Alexa Built-in is not offered on the Type S, so owners rely on phone projection and its assistants.

A 16-speaker, 530-watt ELS Studio 3D system is standard and well regarded, though cabin road noise blunts it.

A configurable 10.2-inch Acura Precision Cockpit digital cluster with Type S performance displays is standard.

Acura advertises no over-the-air updates for the 2024 Integra; software updates are dealer- or USB-based.

AcuraLink offers basic remote lock/unlock and vehicle status, but remote engine start is not available on the Type S.

Front USB-A and USB-C ports plus Qi wireless charging are standard, but there are no rear USB ports for back-seat passengers.

Smart Entry with walk-away auto lock and push-button start are standard, but there is no remote start and no phone-as-key.

A multi-view rear camera plus front and rear parking sensors are standard, but there is no surround view and the camera image is low-resolution.

A 5.3-inch head-up display is standard on the Type S, which is rare for the segment.

Two rear seats, a low roofline and deep bolsters make it awkward for daily car-seat duty, though the large hatch takes a stroller easily.

It has a 5-star NHTSA rating, an IIHS 2024 Top Safety Pick+ for the Integra and the full AcuraWatch suite standard. Being manual-only, it lacks low-speed follow on adaptive cruise.

There is plenty of luggage space, but the four-seat limit, taut ride, loud highway cabin and a rear row with no USB ports or vents make family trips a compromise.

The light clutch and livable Comfort mode help, but it is manual-only with no low-speed-follow cruise, has a firm ride and road noise, and shows some torque steer, so traffic is more work than in an automatic rival.

It returns 24 mpg combined on premium fuel and runs fast-wearing 265-section summer tires, so per-mile costs are high for a compact.

The compact footprint and front and rear sensors help, but the 39.7-ft turning circle (wide tires) and low nose make tight spots and steep driveways a chore.

There is no published tow rating and payload is small. The liftback hold is its only work asset.

The K20C turbo is proven in the Civic Type R, but Ultrasuede trim, low clearance and track-biased tires suit neither hard use nor fleet duty.

The only power source is a 12-volt outlet; there are no roof rails, no factory hitch and no work-oriented features.

Supportive seats, a HUD and adaptive cruise help on long drives, but road noise, a firm ride and roughly 300 miles from a 12.4-gal tank limit its stamina.

Front-wheel drive, a low ride height and summer-only tires keep it strictly on pavement, though light gear fits inside the big hatch.

The 24.3-cu-ft liftback and 60/40 fold-down seats take bulky gear better than most compacts, but there are no factory roof rails or hitch.

It shares the Civic Type R's chassis hardware, with Dual Axis struts, a helical LSD and adaptive dampers. Reviewers call the handling crisp and athletic, and it made Car and Driver's 10Best for 2024.

The quick variable-ratio steering is praised as crisp and communicative in every drive mode.

Four-piston Brembo front calipers on large rotors deliver strong, fade-resistant stops with good pedal feel.

The 320-hp turbo four builds torque from 2,600 rpm, and the short-throw 6-speed has rev-match. Torque steer is the only blemish.

The engine and triple-outlet exhaust sound raucous and engaging when pushed, with Active Sound Control adding to it, but it can sound buzzy and loud on a commute.

The wide 265-section front tires enlarge the turning circle compared with the regular Integra.

A low, well-placed seat with 12-way power adjustment, a tilt/telescoping wheel and a well-placed shifter make for an excellent driving position. Rear visibility is compromised by the fastback.

Widely billed as a 'Civic Type R for adults', it is a manual-only enthusiast car that critics recommend outright.

The single US trim comes fully loaded with no cost options: adaptive dampers, helical limited-slip differential, Brembo front brakes, 19-inch wheels, 16-speaker ELS Studio 3D audio, wireless CarPlay/Android Auto, wireless charging, head-up display and the full AcuraWatch suite. That is more luxury content than the sister Civic Type R.

At $51,995 you get 320 hp, an LSD, adaptive dampers and a premium cabin, which is fair value for a premium performance car. It still costs about $6k more than the 315-hp Civic Type R, which reviewers generally call the better buy per dollar, and it depreciates faster.

There is one trim, one transmission (6-speed manual) and one drivetrain (FWD). Buyers choose only paint and dealer accessories, with no automatic or AWD option.

The Type S arrived in June 2023 and settled at about a tenth of Integra volume, so low thousands of US units a year. Early allocations sold quickly to enthusiasts, but it is a niche model rather than a mainstream seller.

The Type S draws on 1990s Integra Type R heritage and is Acura's performance halo. Acura itself is a mid-pack premium brand, and the badge lacks the Honda Type R's global cult following, which shows up in weaker resale.

In its 2024 launch year, with tight supply, many dealers added markups and discounts were rare. Buyers could find near-MSRP deals only later in the model year as inventory improved.

2024 is the Type S's first model year, on the current Integra/11th-gen Civic platform with the new 320-hp K20C1. It has current tech and no replacement risk.

It won a Car and Driver 10Best award in its launch year, with near-universal praise for the chassis, shifter and everyday usability. In comparisons it usually loses to the Civic Type R on price and outright pace rather than on quality.