--- title: "2024 Acura Integra Type S: The 320-HP, Widebody, Manual Hatchback You’ve Been Asking for" date: "2023-04-11" modified: "2023-04-11" authors: - name: "Jerry Perez" job_title: "Deputy Editor" link: "https://www.thedrive.com/authors/jerry-perez" url: "https://www.thedrive.com/news/2024-acura-integra-type-s-the-320-hp-widebody-manual-hatchback-youve-been-asking-for" categories: - "Acura News" - "News" - "News by Brand" tags: - "acura" - "compact" - "Integra" - "sports car" --- # 2024 Acura Integra Type S: The 320-HP, Widebody, Manual Hatchback You’ve Been Asking for ![]() *\Acura\* After nearly a year of speculation, teasers, and even a brief [test drive of a camouflaged prototype in Japan](), we finally get to see the 2024 [Acura]() [Integra Type S]() in all of its glory. The automaker pulled the wraps off the newest member of the Type S family Tuesday—and, let's just say that you won't be confusing it for a [normal Integra](). The new Type S boasts a long list of tweaks and upgrades that give it its own persona rather than make it look like just one more variant of the popular car. Starting with the design, the Integra Type S is considerably wider than the stock model—2.8 inches, to be precise—but, luckily, it doesn't suffer from exaggerated wheel arches. The design of the widebody has a holistic approach, starting with the top of the aluminum hood, running down toward the front fascia and quarter panels, and eventually culminating in the fenders. It looks rather elegant. ![]() ![]() ![]() ![]() The front and rear fascias are also tweaked, featuring more aggressive styling overall. The grille is bigger and features a new design, a floating Acura logo, and [Type S badge](). Airflow is reportedly improved by up to 170% over the normal Integra, mostly due to the vented hood, bigger grille, and large intakes in the lower part of the front bumper. In the rear, a black diffuser flanks three large center-mounted exhaust pipes, [which we already spotted in the prototype](). It rides on lightweight 19 x 9.5-inch wheels with an [NSX-inspired]() 10-spoke design that, despite their larger size, are reportedly 2 pounds lighter than the 18-inch Integra A-Spec wheels. High-performance summer 265/30 R19 tires are standard. Helping the Type S stop with confidence are 13.8-inch two-piece rotors and Brembo four-piston monobloc aluminum calipers up front, and 12-inch rotors in the rear. These represent a 1.5-inch increase in size at the front and 0.9 inches at the rear. ![]() ![]() **Acura** One of the biggest takeaways from my [test drive]() last October was the Type S' stability at triple-digit speeds. The spicy Integra felt right at home cruising at 125 mph on 45 degrees of banking and comfortably traveled up and down Honda's high-speed oval without feeling twitchy. Surely, its MacPherson Strut dual-axis front suspension, adaptive dampers, and considerably wider track are to thank for that. Up front, the Type S is 3.5 inches wider than the regular Integra, and 1.9 inches in the rear. The newly configured suspension geometry allowed for a 0.75-inch reduction in steering axis offset, which Acura claims considerably reduces torque-steer. It is quite a feat considering the standard Integra already has very, very little torque steer. Additionally, a thicker 29.0 mm (instead of 27 mm) front stabilizer bar improves steering response. Last but not least, the protagonist of the story: the turbocharged 2.0-liter VTEC K20C1 engine. In Integra Type S guise, it produces 320 horsepower at 6,500 rpm (5 hp more than the [Honda Civic Type R]()) and 310 pound-feet of torque between 2,600 and 4,000 rpm. This represents an increase of 120 hp and 118 lb-ft over the standard Integra. And despite a 146-pound weight increase over the manual Integra A-Spec (3,219 pounds versus 3,073), it delivers a power-to-weight ratio of just 10.1 pounds per horsepower and a class-leading specific output of 160 hp-liter. As we already know, it's paired with a six-speed manual transmission with rev matching. ![]() ![]() **Acura** The high-flow exhaust features a straight-through design that develops the Type S' exhaust note, as well as the raspy pops and bangs in Sport+ mode. An active valve system defines just how much exhaust noise to produce in each driving mode, which is nice for us 30-somethings who don't want to be causing a ruckus 24/7. I couldn't record any video or audio during my prototype drive, but the [clip]() below is an accurate representation of what it sounds like. https://youtu.be/Rnkbh21GhSw While exterior design and driving dynamics are important in a vehicle of this kind, an upgraded interior will be crucial in justifying what will likely be a considerable price bump over the Civic Type R. Unfortunately, you won't find fully leather-wrapped seats here—only steering wheel and shift knob—with Acura opting for a combination of leather accents with mostly perforated ultrasuede for the seats and other surfaces throughout the cabin. The seats feature bigger and firmer seat bolsters for body positioning while cornering and are also power-adjustable and heated. It's unclear if the leather-wrapped steering wheel is also heated. In tech and overall cabin design, the Type S retains the standard Integra fare, with a 16-speaker ELS Studio 3D system being the most notable upgrade. The Type S logos are applied to the steering wheel, shifter boot surround, and front seat headrests. Also, it's worth reminding folks that the Integra is technically only a four-passenger car. ![]() ![]() ![]() ![]() Unfortunately, Type S pricing was not released, so we'll have to keep waiting to see just what the premium will be over its Honda sibling. A fully loaded Integra A-Spec with a manual costs about $38,000, while a [Type R]() will likely set you back $46,000 (not including optional equipment or dealer markup). The 2024 Acura Integra Type S will go on sale this June, so it won't be long until we find out if it'll cross the $50,000 mark. *Got a tip? Email us at tips@thedrive.com* ## Author Jerry is responsible for upholding The Drive's ethos as an audience-first, enthusiast-driven car blog that serves up industry-leading news, reviews, culture, and motorsport coverage. Overseeing a staff of writers and editors from his home base in Indianapolis, he helps curate the site's daily rundown, as well as its medium- and long-term content strategies. Jerry joined The Drive in 2018 as a writer and worked as news editor and managing editor before becoming the deputy in 2023. As a lifelong car enthusiast and racing fan, Jerry believes that all cars are cool, but the people behind the machines are even cooler. This belief often gives The Drive a slightly different focus from most other car sites, where we explore the humanity behind the machines. When he's not obsessing over the day's biggest stories or hanging out at a race track, Jerry can be found behind the wheel of a car, most likely sharing a laugh with his teenage son or daughter. ### Author social links [Instagram]()