2023 Acura Integra

Change year or car

Change year or car

$31,300

starting MSRP

2023 Acura Integra
2023 Acura Integra

Key specs

Base trim shown

Overview

The good:

  • Attractive interior
  • Sharp handling
  • Excellent ride and handling balance
  • Available manual transmission
  • Useful backseat and cargo area

The bad:

  • Not significantly better than a cheaper Honda Civic Si
  • Not as quick as it should be
  • Niceness drops off in backseat
  • Unremarkable styling
  • Digital gauge cluster is dim

3 trims

Starting msrp listed lowest to highest price

Wondering which trim is right for you?

Our 2023 Acura Integra trim comparison will help you decide.

Notable features

  • All-new for 2023
  • Five-seat, four-door compact hatchback
  • 200-hp, turbo 1.5-liter four-cylinder engine
  • Front-wheel drive and automatic or manual transmission
  • 16-speaker ELS premium stereo available
  • Standard 7-inch or optional 9-inch multimedia touchscreen

2023 Acura Integra review: Our expert's take

By Aaron Bragman

The verdict: The all-new 2023 Acura Integra is a snappy, crisp-handling, value-priced sports sedan that doesn’t go far enough to differentiate itself from the related — and less expensive — Honda Civic Si.

Versus the competition: The Integra’s sportier A-Spec trim levels compete with models like the Audi A3, BMW 2 Series Gran Coupe and Mercedes-Benz CLA — all of which are more expensive, more luxurious and generally quicker.

When Honda introduced the redesigned 2022 Civic Si, one feature was notably missing: The previous generation’s adaptive suspension, which had been replaced with a non-adjustable steel suspension. It made the new Civic Si stiffer and bouncier than the one before it, and we lamented its demise.

Related: 2022 Honda Civic Si Review: Honda’s Love Letter to Its Performance Fans

But then Acura, Honda’s luxury brand, introduced the new 2023 Integra and we understood what was going on: The adaptive suspension had reappeared on a more expensive, more upscale, Acura-fied version of the Civic Si, along with a host of other refinements, options and modifications designed to evoke nostalgia for the Integra name. Our question then became whether the new Integra would be worth the added cost over a Civic Si given it’s not much more than a fancier, more luxurious, better-equipped and differently styled version of the same car. The answer, it turns out, is both yes and no.

What Hath Acura Wrought?

So what is this mongrel going by a name that’s become a nostalgic trigger for Japanese car fans worldwide? Just like the original, the 2023 Integra is a fancier, sportier and arguably more advanced version of the Civic — in this case, the Si  — with the same powertrain, chassis and overall structure, but wrapped in unique sheet metal and featuring its own interior. The Integra is also available in combinations you can’t get from the Honda. For instance, the Si can only have a manual transmission, whereas most Integras come standard with an automatic transmission; a stick shift is available only on the top A-Spec with Technology trim level. The Civic Si has a trunk, while the Integra is only available as a hatchback, and the previously mentioned adaptive suspension can only be had on the Integra.

There are similarities, as well, mostly centered on the powertrain: a turbocharged 1.5-liter four-cylinder engine making 200 horsepower and 192 pounds-feet of torque. Routed through either a standard continuously variable automatic transmission or an optional six-speed manual gearbox, it’s good for a 0-60-mph time in the mid-seven-second range regardless of transmission, based on performance test results from several outfits.

My test car had the optional manual transmission, which went a long way toward making the Integra feel engaging and fun to drive, but it didn’t feel subjectively quick — especially compared with its competitors. The turbo spools up quickly and does provide some low-rev punch, but it runs out of steam at higher rpm — an issue for highway passing and high-speed blasts. I know it’s cliche to say a car needs more power, as most actually don’t, but for the Integra to be a proper sports sedan — not just a “sporty” sedan — it actually does need more power.

At least the power it does have is accompanied by some pleasantly snorty exhaust noises, which can be adjustable. The problem is that while this welcome sound is easily heard inside the cabin, so is a lot of other road and wind noise. The Integra may be on the lighter end of the spectrum in terms of curb weight, but perhaps too much sound-deadening material was eliminated in pursuit of that goal.

The Integra could also use some stickier tires. Rather than having a summer tire option like the Civic Si, the Integra makes do with decently grippy all-season tires, likely for ride quality and noise trade-offs. They only marginally dampen the Integra’s sharp handling; there’s excellent feel and feedback that comes through to the driver. If you want to make it even more fun, swap out the all-seasons for some summer meats when the weather turns nice; you’ll likely be well rewarded.

The Integra’s active dampers have three settings. In Comfort and Normal mode, they beautifully smooth out what is a jarring, bouncy ride in the Civic Si. Even in the Integra’s Sport mode, it never gets quite as aggressive as the Civic, and that’s a good thing for your back and kidneys.

Where the Integra (Mostly) Works

Let’s forget the Integra’s Civic roots for just a moment and instead focus on the competitive set Acura has put the new sedan up against. That includes cars like the roughly $36,000 Audi A3, which has a bigger engine, more torque and is a full second quicker to 60 mph, according to manufacturer claims. The Mercedes-Benz CLA250 is more expensive, at around $40,000 to start, but it has more horsepower, a lot more torque and is even quicker to 60 mph: Mercedes says it makes the trip in 6.3 seconds. The BMW 2 Series Gran Coupe starts around $39,000, and like the others, it’s quicker and has more horsepower and torque than the Integra. (All prices include destination fees.)

While those cars are all quicker, quieter and more luxurious than the Integra, the Acura has them beat on cost. A base Integra starts just north of $32,000 — well below the starting price of any of these entry-luxury German sports sedans.

It’s when the Acura gets optioned up to its top trim with all its bells and whistles that it becomes more competitive with its German competitors in terms of equipment and amenities. In this regard, it works better than the outgoing (unloved, unmissed) Acura ILX, which never really made a mark in the class. Changing the car’s name to Integra (the only Acura model with a name these days instead of a three-letter moniker) was a big step toward reestablishing some competitiveness in this segment. Playing on that nostalgia may be a cheap way to get attention (would you care much about this thing if it were still called ILX?), but it definitely works; look what playing the nostalgic-name card did for the Ford Mustang Mach-E electric SUV.

The Integra does not, however, hold up well when comparing cabins. It’s a little bit nicer inside than the Civic — which is already nicer than most anything in the compact sedan class — but it’s not nicer than its luxury compact sedan competitors. The interiors of the Mercedes-Benz and BMW, in particular, easily outclass it in every way, from controls to multimedia sophistication. Yes, the Integra offers some fun interior colors (check out that red upholstery) and plenty of standard equipment, but its real advantage is its size: It has a much larger cabin than any of the German sedans, plus a backseat that’s usable for adults and plenty of room up front, as well.  Materials quality, however, tends to drop off when you get to the backseat, and the car lacks things that most premium luxury vehicles have, such as rear air vents. Playing in the big-boy luxury category means you have to bring the goods to match the price, and the Integra only makes it halfway there.

Where the Integra Doesn’t Work

The bigger problem is that the Integra isn’t that big of a step up from the Civic Si, which is itself a screaming value proposition. Its interior is nearly as nice as the Integra’s, and it feels just a little bit quicker and sharper in most ways. What this really means is that the Integra is only the better choice if you simply must have the Si’s 200-hp engine with an automatic transmission, if you want the increased utility of a hatchback versus the Civic’s trunk, or if the Si is just too stiff for your daily commute and you want a more comfortable ride. Put simply, the Integra is just a more grown-up take on the Honda Civic Si — less boy racer, more weekend warrior.

Badge devotees are unlikely to consider it alongside the more traditional German sports sedan offerings, but in truth, the Integra only marginally competes with them anyway. The Integra’s base price of just a tick over $32,000 — and a top trim cost that comes in around $38,000 if you stay away from the options list — means it’s a screaming deal compared to the Germans. It’s also, however, about $3,000-$8,500 more than a Civic Si (which only comes one way: loaded with options). That’s a much harder pill to swallow.

More From Cars.com:

Related Video: 

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.

Photo of Aaron Bragman
Detroit Bureau Chief Aaron Bragman grew up in the Detroit area, comes from an automotive family and is based in Ann Arbor, Mich. Email Aaron Bragman

Consumer reviews

Rating breakdown (out of 5):
  • Comfort 4.4
  • Interior design 4.4
  • Performance 4.6
  • Value for the money 4.2
  • Exterior styling 5.0
  • Reliability 4.8

Most recent consumer reviews

4.6

THE MORE I DRIVE IT THE MORE I LIKE IT.

MISS THE GARAGE DOOR OPENNER (must keep remote in car). LOVE THE STYLING AND OTHER FEATURES AND QUALITY OF MY NEW INTEGRA A-SPEC; THE MORE I DRIVE IT THE MORE I LIKE THE REVIVAL OF THE INTEGRA MODEL.

4.0

Worthy of the Integra Name

This review is for the Integra A-Spec with Technology, 6-speed manual. For the out-the-door (OTD) price of around $40,000 with included taxes, title, processing, and dealer "mandated" options (even more with the "market value adjustment" added), the car presents little value for the money. The one thing that drove (no pun intended) me to this car is the available 6-speed manual transmission, which I deemed a must-have. If the manual transmission were not offered, it's possible I would have probably purchased another car. Still, as it stands now, I do love this car. .... Cons: • No rear AC vents • No OE built-in navigation or maps • No HomeLink • No auto-folding of the side-view mirrors • No interior opener/unlock for the hatch • No removable cupholder inserts to facilitate cleaning • No"bird view" camera • The rearview camera resolution is horrible • The glove box compartment does not lock • The "leatherette" seating and panel accents are not real leather • Less than stellar exterior fit-and-finish with visible gaps and some misaligned panels • Same motor performance tuning that is in the Civic Si, resulting in the same horsepower and torque outputs • With the car being a turbo, no option to select viewing of turbo boost PSI on either of the Driver Information Interfaces • The "tablet sitting on top" screen would be better situated within the dash • Very little differentiation from the Civic Si on which it is based .... Nuisance: • The metal shift knob top gets hot to the touch • No cupholder cover • Vanity mirror lights are not LED (all others are) • No built-in rear window sunshades • No auto-down/up on rear windows • No close all windows/sunroof with remote • Need more user customization left side area of the Driver Information Interface • Why is there only Trip A and Trip B when processor and memory are no longer constraints? • No panoramic sunroof .... Pros: • Available 6-speed manual transmission • Rev auto-matching during downshifts • Comfortable ride • Head-up display (HUD) • Speed-limit sign recognition • Cargo space • Gas mileage • Styling • Handling • Throttle response when in "sport" mode • The fun-to-drive factor is very high • Very little turbo lag; boost comes in early .... Would be Nice: • Performance quad piston "Brembo" style brakes that were shown with the yellow debut model offered as standard with the 6-speed MT • A dealer accessory spare tire option since one is not included by default for any trim • All-wheel-drive (AWD) option • The ability to activate the rearview camera at will to see if someone is following too close • A "selected gear" indicator in the gauge cluster for manual transmissions, similar to that for the CVT • A lighted "H" pattern on the manual shifter knob when interior lights are activated .... Some other non-premium cars at this same price point offer more in terms of horsepower, torque, and other features. It would have been nice for Acura to retune the engine for just a little more performance over the Civic Si to help separate it and make it easier to digest the price difference. Although the car is worthy of the Integra Name, if it were offered as a "redesigned" 2023 ILX with the manual transmission, I still would have purchased the car, regardless. But as mentioned earlier, this car is a hoot to drive and a pleasure to own. I don't regret the purchase.

4.3

Interior lacking

Acura truly scrimped on the interior of the new Integra. Vinyl instead of leather; cheap carpeting and head liner; No driver’s side seat memory; no motorized passenger side seat positioning; no garage door link; no temp control unsync; no interior hatch opener; no compass. Missing many common “luxury” appointments that have been around for years!

See all 5 consumer reviews

Warranty

New car and Certified Pre-Owned programs by Acura Precision
New car program benefits
Bumper-to-bumper
48 months/50,000 miles
Corrosion
60 months/unlimited distance
Powertrain
72 months/70,000 miles
Maintenance
24 months/24,000 miles
Roadside assistance
48 months/50,000 miles
Certified Pre-Owned program benefits
Maximum age/mileage
6 years old and newer from their original in-service date, with 80,000 miles or fewer at time of vehicle delivery.
Basic warranty terms
2 years/100,000 miles
Powertrain
7 years/100,000 miles
Dealer certification required
182-point inspection
Roadside assistance
Yes
View all cpo program details

Have questions about warranties or CPO programs?

See all 2023 Acura Integra articles