2026 Acura Integra Type S: Here's What It's Like to Live With

• What's new: The Acura Integra Type S — a lovely hot hatch with turbo power and a manual transmission — joins our One-Year Road Test fleet.
• Why it matters: The Integra Type S is a more luxurious version of the Honda Civic Type R and is better to live with day to day.
• Edmunds says: Our car costs $58K as tested, but come on, those $2,226 bronze wheels are a must-have.

For 2026, Acura added its awesome Double Apex Blue Pearl paint to the Integra Type S' options list, so naturally, we had to go with that. We also very kindly asked Acura to fit our car with the accessory bronze wheels — a $2,226 dealer-installed add-on — because, well, just look at it. Inside, our car has the black/cream two-tone interior, complete with a digital instrument cluster, heated seats, a 9-inch color touchscreen multimedia system, an ELS stereo and more.

The 2026 Integra Type S starts at $55,195 including a $1,295 destination charge. Double Apex Blue is a $600 option, and with the aforementioned $2,226 wheels, the as-tested price of our ITS comes to $58,021. That's a decent chunk of change for a compact car, but considering the breadth of the Integra's abilities, it doesn't raise our eyebrows. We'll see if we feel the same way after 12 months.

Tested: Here's how the Integra performed

How's the Integra's real-world fuel economy?

• EPA fuel economy rating: 21/28/24 mpg (city/hwy/combined)
• Edmunds' observed fuel economy: 23.9 mpg
• Best fill: 28.3 mpg
• Best range: 279.1 miles
• Miles driven: 2,004

Test notes: Track time with the Integra Type S

Here's what vehicle test editor Gabriel Vega Cortés had to say about driving the Integra Type S around the Edmunds test track.

Acceleration: "This is one tricky car to launch. Wheelspin is the enemy here, and the line between not enough throttle (bogging the engine down) and too much throttle is very fine. So, while Acura claims 5.2 seconds to 60 mph, good luck trying to replicate that in the real world without ideal conditions (i.e., a prepped surface) and a willingness to destroy the car in the process. Still, the Integra has more power than anyone could ever want, and it pulls hard all the way down the acceleration straight once it's hooked up."

Braking: "Pretty strong performance here as well, even if the brakes didn't feel like they were properly bedded in during the break-in miles. Pedal travel was long, and the pedal itself felt a little softer than I expected. Still, 109 feet is impressive, although it's somewhat expected given this car's relatively low weight. There's no odd side-to-side movement while slowing down, and the Type S delivered consistent results run after run."

Handling: "Pretty fantastic. It's so grippy, and it's easy to feel right at the limit of grip. Its steering is much quicker than I expected (this is my first time in a Type S), and it only wakes up feedback-wise in the firmer modes. In the Comfort setting, it's pretty numb. The Sport setting was the nicest still because some of the steering's added weight slows the speed of your inputs, counteracting the rack's inherent quickness. I'm a big fan. Lateral body movements are minimal, giving you a clearer picture of what the tires are up to. Push hard enough, and it'll understeer, but you can get it to rotate by lifting off the gas aggressively. What a lovely thing to drive."

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