The sport-tuned sedan grows up and out of the punkier Honda Civic Type R.
short on this first drive program. I shouldn’t be frustrated by slowpokes. I should be negotiating the corkscrew at Laguna Seca
The Integra Type S can launch from 0-60 mph in a tad over five seconds, and here it’s chomping at the bit to run free and unfettered from traffic. It’s a torque-rich engine with strong responses from a stop. It’s also responsive in the mid-range and all the way up to its 7,000-rpm redline, though any difference between the Type S and Type R would require back-to-back drives that aren’t available here.
From the driver seat, the engine certainly makes its angry beehive noises heard, but they don’t interfere with conversation because the Integra has more sound deadener than the Civic. I didn’t even notice the pops and bangs, or the sound of the blow-off valve, until I rolled down the windows. The suspension makes room for bigger wheels and tires as the Type S rolls on 265/30R19 Michelin Pilot Sport 4Ss mounted on 19x9.5-inch wheels at each corner. The wheels may be bigger than the A-Spec model’s 18s, but they’re 6.5% lighter.
Like other Integras, the Type S has weighty, direct steering that firms up even more at highway speeds to improve high-speed stability. The car turns in to corners quickly, and the rear end follows along dutifully. It waterbugs through ess turns, and puts its power down efficiently when accelerating out of corners thanks to the wide tires and limited-slip diff.
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