2024 Acura Integra

The volume trims (Integra, A-Spec, A-Spec Technology) use the 1.5L VTEC turbo four at 200 hp, low in the 130–520 hp hatchback band. The 320 hp Type S, new for MY2024, is a low-volume halo.

The broad torque plateau makes the midrange feel easy, but the peak figure sits in the lower quarter of the hatchback band.

MY2024 carries over the 1.5T/CVT powertrain of the 2023 launch cars unchanged. Instrumented tests of that drivetrain cluster around 7 seconds.

With torque from 1,800 rpm the 1.5T is smooth and shows little lag, but it gets coarse near redline and is adequate rather than exciting. Extra sound deadening over the Civic makes it feel a little more premium.

The volume CVT is one of the better ones, with simulated steps and paddles, though it still drones under hard throttle. The optional 6MT with rev-match and a helical LSD (A-Spec Technology) is class-leading.

Every 2024 trim is front-wheel drive only, Type S included. There is no AWD option.

There are two gas turbo engines (1.5T, plus the 2.0T Type S added for 2024) and a CVT or 6MT on the 1.5T. No hybrid, PHEV or EV variant is offered.

The A-Spec with CVT is the volume configuration. Its larger wheels and tires cost 1 MPG against the base car.

EPA city rating for the volume A-Spec CVT.

EPA highway rating for the volume A-Spec CVT.

Computed from the EPA combined figure and the small 12.4-gallon tank, which keeps range below most hatchback rivals despite decent economy.

EPA's annual cost assumes premium fuel, which pushes the Integra's running cost well above regular-fuel compacts with similar MPG.

Acura recommends premium unleaded for both engines. It is recommended rather than required, but EPA cost figures assume it.

NHTSA tested the 2024 Integra hatchback (FWD) and awarded five stars overall with five stars in every sub-rating.

The 2024 Integra earned a Top Safety Pick+ under IIHS's 2024 criteria: Good in small overlap, original moderate overlap and the updated side test; the updated moderate-overlap (rear-passenger) test is only Acceptable, which the 2024 TSP+ criteria still allowed.

AcuraWatch is standard on every 2024 Integra trim — AEB with pedestrian detection, adaptive cruise with Low-Speed Follow and Traffic Jam Assist, lane keeping, road departure mitigation — and blind-spot plus rear cross-traffic monitoring are standard too. Parking sensors are reserved for the A-Spec Technology Package.

IIHS rates the 2024 Integra's pedestrian front crash prevention Good under its day-and-night protocol (a requirement for the 2024 TSP+); the standard CMBS is effective, though no current vehicle-to-vehicle rating is published to confirm top-tier car-to-car performance.

Blind Spot Information and Rear Cross Traffic Monitor are standard on every 2024 trim, but both are alert-only — no active steering or braking intervention and no safe-exit warning.

LKAS and Road Departure Mitigation are standard and work competently, with Traffic Jam Assist adding low-speed centering; reviewers find Honda-family centering functional but less smooth than the best systems, with some wander in wide lanes.

Adaptive Cruise with Low-Speed Follow (stop-capable on the CVT car) and Traffic Jam Assist are standard; dependable, but there is no full-speed integrated highway-assist layer beyond LKAS.

No hands-free highway driving system is offered on any 2024 Integra trim.

LED headlights with auto high beams are standard, but IIHS rates them only Acceptable on every trim — enough for the award, short of the Good rating that earns the top band.

The Civic-based liftback has reasonably slim A-pillars and a good forward view, but the sloped rear glass and thick C-pillars limit rear three-quarter sightlines; only a rearview camera compensates (no surround view), with parking sensors limited to the Tech package.

IIHS rates LATCH ease of use Acceptable: two outboard sets of lower anchors that are usable but not ideal, and a compact rear seat that fits a rear-facing seat with some front-seat compromise; three-across is impractical.

The 1.5T Integra and A-Spec seat five; only the separately scored Type S drops to four.

Headroom is middling because the standard moonroof eats into it.

Front legroom is about average for the segment.

The fastback roofline limits rear headroom for taller adults.

Rear legroom on the 107.7 in Civic wheelbase is decent for the class.

The liftback opening gives it far more cargo space than the sedan rivals it competes with.

Typical Civic-derived storage: console bin, door pockets and a 60/40 fold with a cargo cover, but no standout tricks.

Supportive front seats, but the base/A-Spec get only a power driver's seat; the 12-way power lumbar/memory seat comes only with the Tech Package. The rear bench is fine for medium trips.

Composed but firm on the A-Spec's 18-inch tires. Adaptive dampers come only with the Tech Package.

Road noise is higher than expected for a premium badge, and the CVT drones on hills.

Heated front seats are standard, but the volume A-Spec has manual single-zone A/C. There are no ventilated seats or heated wheel on any trim.

The entry 2024 Integra sits in the lower-middle of the hatchback band — a premium over the Civic Hatchback it shares hardware with, but well under German premium compacts.

The A-Spec with Technology Package is the typically-equipped Integra — for 2024 it is the only 1.5T trim offering the no-cost 6MT, plus the 9-in screen, ELS audio, wireless CarPlay and adaptive dampers.

Civic-derived 1.5T and CVT/6MT hardware keep parts and repair costs low; the two major estimates for the 2024 model year agree closely, and 2 years of included maintenance trims early costs.

Solid residuals for a premium compact, aided by Honda-family reliability and the manual's enthusiast demand; the two sources differ by a few points so the midpoint is used.

A year longer than Honda's 3/36 and typical of premium brands, but short of Hyundai/Kia/Genesis 5/60.

A modest step up from Honda's 5/60 and par for premium brands, but far behind the 10/100 of Hyundai/Kia/Genesis.

2024 buyers get the Acura Maintenance Program for 2 years/24,000 miles (oil/filter, rotations, inspections per Maintenance Minder, transferable), plus roadside assistance for the 4/50 warranty term and an AcuraLink trial — better than the 1-year plan Acura cut to for 2025, but short of multi-year plans with broader perks.

$37,695 volume-trim price minus its estimated resale value after 5 years (52% retained, or about $19,601) leaves about $18,094 in depreciation. Add the projected $4,800 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $22,894 in total.

J.D. Power rates the 2024 Integra 'Average' on Quality & Reliability (78/100) and Consumer Reports calls its reliability about average for its model year. That is a solid but not top-tier signal for the second year of the 2023-on DE generation, a carry-over year for the base car.

Acura's brand standing is mixed. Consumer Reports places it in the upper half of brands, but J.D. Power's dependability studies have it below the industry average, which is mostly down to infotainment and tech complaints. That puts it mid-pack overall.

Three NHTSA campaigns cover the 2024 Integra, more than any other year of this generation. They are an electric power steering software reflash and two campaigns for driver's-seat fastener and frame tightening. All three are Honda-wide assembly or software issues, and none involves the powertrain.

The volume trim uses the L15B7 1.5L turbo with a CVT (a 6-speed manual is optional). It is the same engine family as the Civic, Civic Si and CR-V, which has a large high-mileage field record. The oil-dilution concern of 2016-2019 was mainly a cold-climate CR-V issue and was addressed in later calibrations.

Reviewers find the cabin well assembled, with nicer touchpoints than the Civic, but it is clearly Civic-derived and uses hard plastics in the lower zones at a premium price.

The car is built in Marysville, Ohio, with consistent Honda/Acura assembly quality. J.D. Power's Quality & Reliability score is average for 2024 (the Quality Award came in 2025), and the two 2024 seat-fastener recalls are a minor mark against assembly.

Acura has roughly 270 US dealers, a thinner network than Honda's or Toyota's and concentrated in metro areas. Its service satisfaction is mid-pack among premium brands, and the warranty is competitive at 4yr/50k basic and 6yr/70k powertrain.

Because the mechanicals are shared with the Civic and Civic Si, parts are abundant and there is a large aftermarket. Acura-specific trim and body panels cost a modest premium.

The volume A-Spec has a 7-inch screen, the bottom of the band.

Simple, quick interface with physical knobs, but the base 7-inch screen feels small and dated for a premium car.

Wired CarPlay/Android Auto is standard. Wireless needs the Technology Package.

No embedded navigation. Voice control is basic, with Alexa Built-In only on the Tech trim; most owners use phone projection.

The 8-speaker base system is adequate. The available 16-speaker ELS Studio 3D is a genuine highlight.

A 10.2-inch fully digital cluster is standard on every trim.

No whole-vehicle OTA capability is advertised. Updates are dealer or USB-based.

AcuraLink remote functions are limited to the Tech Package and become subscription-based after the trial. Base/A-Spec have no connected app.

The volume trim has just one front USB-A port. USB-C, rear ports and wireless charging come only with the Tech Package.

Smart entry with walk-away auto lock and push-button start are standard. Remote start is limited to the Tech/CVT trims, with no phone-as-key.

A multi-view rear camera is standard. Front/rear sensors come only with the Tech Package, and no 360 camera is offered.

A 5.3-inch HUD is available but limited to the Tech Package and Type S.

The big hatch swallows a stroller easily, and the rear seat fits car seats, though the low roofline makes loading them awkward.

Top crash ratings, and the full AcuraWatch suite is standard on the base trim.

Luggage space is generous, but rear amenities are thin on the volume trim: no rear USB and manual single-zone climate.

The smooth CVT, standard low-speed-follow ACC with Traffic Jam Assist and light controls make it easy in traffic, with a firm ride and road noise as the trade-offs.

32 MPG combined is good, but premium fuel pushes running costs to average.

Compact footprint, though the 38.1 ft turning circle is wide for the size, and sensors require the Tech Package.

No tow rating and car-height cargo; it is not a work vehicle beyond hauling boxes in the hatch.

Proven Civic platform and L15 turbo, but low clearance and premium trim aren't suited to hard use.

Only a 12V outlet, with no hitch, AC outlet or upfit support.

About 400 miles of range and standard ACC/LKAS help, but road noise and a firm ride limit it as a long-distance car.

FWD only, low clearance and no roof rails or tow rating, so it stays on pavement.

Its 24.3 cu ft liftback with a 60/40 fold handles bulky gear far better than sedan rivals.

Civic Si-grade chassis with strong grip and body control; adaptive dampers on the Tech trim sharpen it further.

Variable-ratio EPS that is precise and nicely weighted, though light on feedback.

Firm pedal and adequate stops; distances are average for the class.

The 200 hp 1.5T is smooth with a broad torque plateau. The CVT is well tuned but surges in revs on grades.

Inoffensive at a cruise, but CVT drone and some high-rpm coarseness under load.

The turning circle is wide for a compact.

Low, sporty seating position with good wheel adjustment and sensible physical controls. Rear visibility is average.

The volume CVT A-Spec is pleasant but tame. The available 6MT with limited-slip makes it a genuine enthusiast pick.

The $32.7k base car includes AcuraWatch driver aids, moonroof, LED lighting and heated front seats, but the 9-inch screen, wireless CarPlay/Android Auto, wireless charging, ELS 16-speaker audio, HUD and adaptive dampers are reserved for the $37.7k A-Spec Tech, so the volume buyer pays up for parity.

Fair-to-good value against premium compacts (A3, CLA, BMW 2 Gran Coupe) with a hatch and a manual they lack, and 2024 pricing ran ~$1,500 below the 2025 car; still essentially an upscale Civic Si for a few thousand more at similar 200-hp performance.

For 2024 the new 320-hp Type S joins base, A-Spec and A-Spec Tech for a clear $33k–$52k ladder, and the A-Spec Tech offers a no-cost CVT/6MT choice; still front-drive only with one engine per tier.

Calendar-2024 sales fell to 24,398 from a 2023 peak of 32,090 (about −24%), partly inventory-constrained, yet the Integra still led the luxury entry-compact niche by a wide margin.

Acura is a respected entry-luxury brand and the Integra name carries strong 1990s enthusiast heritage, amplified by the 2024 Type S's return, but the marque lacks the aspirational pull of the German premium brands.

Through the 2024 model year Acura ran promotional APR and lease specials plus loyalty, college-grad and military offers on the 1.5T trims, with larger cash on leftover 2024s once 2025s landed; the Type S traded near MSRP.

The 2024 is the second year of the fifth generation launched for 2023 on the 11th-gen Civic platform, and adds the new Type S — current platform tech with no redesign imminent.

This generation won 2023 North American Car of the Year, and the 2024 Type S earned Car and Driver 10Best and Road & Track Performance Car of the Year — a 'triple crown'; reviewers still ding the base CVT and modest 200-hp output.