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1954 Dodge Indianapolis 500 Pace Car

by Mark | May 22, 2025 | 0 comments

The 1954 Dodge Royal Indianapolis 500 pace car was a good example of race marketing

There were 701 Indianapolis 500 pace-car replicas built and all were painted two-tone Pace Car Yellow and Jewel Black. (Stellantis media archives)

BY MARK MAYNARD

Chevrolet has a long history of offering replica Indianapolis 500 pace cars, but other makers, such as Dodge, took advantage of the marketing opportunity, too.

The Dodge Royal was introduced in 1954 as the top trim level. Many enthusiasts consider the Royal as the Dodge division’s first muscle car.

To direct attention to the new model, Dodge created the 1954 Dodge 500 Indy Pace Car. It was offered only with a 150-horsepower, 241-cubic-inc, Red Ram Hemi V-8 engine.

There were 701 pace-car replicas built and all were painted in the two-tone Pace Car Yellow and Jewel Black, according to a report at BringATrailer.com.

1954 Dodge Indianapolis Pace Car

The Royal slotted above the mid-level Dodge Coronet and the base level Meadowbrook, according to the car’s page in Wikipedia. The Royal lineup consisted of a four-door sedan, a convertible, club coupe and a two-door sport coupe hardtop.

The pace car was designated the Royal 500 and cost $2,808. Its MSRP was $201 more than the regular model, according to SignificantCars.com. “The buyer got the same equipment as the actual pace car, including a Continental-style rear spare-tire mount, Kelsey Hayes wire wheels and special trim and lettering.”

The Red Ram V-8 engine used a Stromberg two-barrel carburetor with 7.5:1 compression and solid valve lifters. It was rated at 150-hp at 4,400 rpm. But the actual pace car was fitted with a custom Offenhauser intake manifold and Rochester four-barrel for a reported 170 bhp at 4,400 rpm,” according to SignificantCars.com.

“The Offy manifold that went on the actual pace car might have had a Rochester because Offenhauser preferred Rochester carbs in those days, the author wrote. “I believe Dodge made their own cast iron manifold for the replicas and put a 450 cfm Carter WCFB on those. This manifold and carb setup was available on pace car replicas via special order.”

Ford Mustangs That Never Were

by Mark | Apr 16, 2025 | 0 comments

16 concepts and design sketches of proposed Ford Mustang variants

The first-generation Ford Mustang in Wimbledon White. (Photography courtesy of Ford PR archives)

BY MARK MAYNARD

It was 61 years ago on April 17, 1964, that the Ford Mustang debuted at the World’s Fair in Flushing Meadows, New York. It was an immediate sales success — but there were many concepts, design studies, and prototypes that were considered along the way. Some of those were codenamed the “Bruce Jenner” and the “Rambo,” and there was a station wagon, a four-door, and a two-seater body style.

Ford Motor completely redesigned the Mustang for 2024, and it is now in its seventh generation. The company says its venerable pony car is the most exhilarating and visceral yet.

“Investing in another generation of Mustang is a big statement at a time when many of our competitors are exiting the business of internal combustion vehicles,” said Jim Farley, CEO of Ford Motor Company. “Ford, however, is turbocharging its ICE growth plan, adding connected technology, opinionated derivatives, and hybrid options to our most profitable and popular cars — all in the Ford Blue family — on top of investing $50 billion in electric vehicles through 2026.”

According to Ford’s internal data, the United States remains home to the strongest demand for Mustang, representing 76 percent of global sales. Other markets that saw growth in Mustang sales in 2021 include New Zealand, up 54.3 percent, Brazil, up 37.3 percent, and South Korea, up 16.6 percent.

Here are some images and captions from the Ford Motor archives that show some of the ideas that were considered. Most were wisely resisted.

1965 Mustang Four-Door

While Mustang used the platform of the compact Falcon as its starting point, the four-door Mustang could have brought the idea full circle by adding two doors to the pony car. Fortunately for Mustang fans, cooler heads prevailed.

1966 Mustang Station Wagon

In the mid-1960s, Ford designers considered at least a couple of different concepts for a Mustang station wagon, with at least one running prototype based on a 1966 coupe getting built. Another design study included elements for refreshed models that were coming later that decade. All of the known Mustang wagons were three-doors that were closer to a European “shooting brake” than a traditional American family station wagon.

1961 Avventura, Avanti, Allegro Concepts

From late 1961 into mid-1962, Ford designers tried out a wide range of themes for a sporty coupe based on the platform of the new Falcon compact. Each design was given an internal name for the purpose of discussion. One fastback design actually went through at least three different names starting with Avventura before moving on to Avanti and finally Allegro. The fastback design was originally sketched with a hatchback and rear-facing second-row seat. While this car never made it to production, a variation of the fastback profile was eventually adopted as the third body style for Mustang.

Avanti/Allegro Concept

As Avventura moved from sketch to physical design model, the hatch was replaced with a trunk and the rear seat was switched to a more conventional forward-facing orientation. Originally shown internally as Avanti, the name was eventually changed to Allegro, likely because Studebaker had introduced its own production Avanti coupe around the same time.

1962 Allegro Design Study

In 1962, the design team, led by Gene Bordinat, worked on several iterations of another design called Allegro. While the production 1965 Mustang was a very different car in almost every visual detail from Allegro, the design study established the basic proportions that would define most Mustangs for the next five decades. The notchback coupe had the same long-hood, short-deck layout with a compact greenhouse that would roll out of the Rouge factory two years later.

The Millionth Mustang

For the 1966 celebration of the millionth Mustang produced: Airline pilot Capt. Stanley Tucker, the owner of the first ordered Mustang, with Ford design chief Gene Bordinat (left), Ford President Lee Iacocca, product manager Donald Frey and an unnamed Ford exec.

1967 Allegro II Concept

In 1967, Ford designers decided to reprise one of the original Mustang design concepts from 1962 with a new form and repurposed name. Starting with the Avanti/Allegro fastback coupe, the greenhouse was removed and replaced with a low-cut speedster-style windshield, roll bar, flying buttresses on the rear deck, and a new rear end. The reworked concept was dubbed Allegro II.

1967 Mach 2 Concept

With the Mustang having already set sales records following its launch in 1964, Ford design chief Gene Bordinat and the Special Vehicles Group decided to try rearranging the pieces for the Mach 2 concept. The 289 Hi-Po V-8 was shifted from the front to behind the two seats to evaluate the layout as a possible successor to the Shelby Cobra. Despite its midengine layout, the Mach 2 retained the long-hood, short-deck proportions of a Mustang. Unfortunately, the Mach 2 never went much beyond the auto-show circuit.

1966 Mustang Mach I Concept

The two-position hatchback was intended to accommodate longer objects in a near-horizontal position or open wider for cargo loading.

1969 Ford Mustang Boss 302 Engine

1966 Mach 1 Concept

As the first-generation model transitioned from a pony car to a larger and heavier big-block muscle car, the Mach 1 concept was created as a preview of the 1968 model. The original nose of the concept drew inspiration from the 1963 Mustang II concept.

1970 Mustang Milano

First shown publicly at the February 1970, Chicago Auto Show, the Mustang Milano concept previewed the nearly horizontal rear deck and sharp, extended nose that would be seen on the production 1971 model. However, aside from those two elements, the Milano didn’t really bear much resemblance to any production Mustang. In fact, the car that probably drew most heavily on the Milano profile was the Australian-market Falcon XB coupe of the mid-1970s.

‘Bruce Jenner’ design study

In 1990, Ford designers evaluated a number of themes to replace the long-running third-generation Mustang. The notchback and hatchback body styles would be replaced with a single fastback coupe format. After departing from many of the original design cues on the third-generation models, the upcoming fourth-generation would return elements like the galloping pony in the grille, the side scoops and the tri-bar taillamps. This softer concept, known as “Bruce Jenner” wasn’t considered aggressive enough to be a Mustang.

‘Rambo’ Design Study

This alternative proposal dubbed, “Rambo,” was deemed too extreme for production.

1980 Mustang RSX Concept

1961-62 Two-Seater Studies

Early in the gestation of the original Mustang, Ford designers considered a number of two-seater studies. These were seen as a more affordable return to the roots of Thunderbird, which by this time had grown into a much larger four-seater. The idea of a two-seat Mustang was something designers returned to frequently in the period between the original Mustang 1 concept and the 1992 Mach III. Aside from some track-oriented Mustangs that had the rear seats removed to save weight, there has never been a strictly two-seat production Mustang.

Audi RS 5 Competition Coupe Review

by Mark | Dec 13, 2023 | 0 comments

A package-price reduction with added standard equipment makes the 2024 Audi RS 5 Competition a near-value statement

The 444-hp 2024 Audi RS 5 Competition Coupe starts at $80,790, which is $6,525 less than in 2023. (Photography by Audi or as credited)

New for the 2024 RS 5
RS 5 Competition Package
Pricing
RS 5 Performance
Competition Ride and Handling
Interior Function
Why Buy the 2024 Audi RS 5 Competition?
Specifications

BY MARK MAYNARD

There is good news for the 2024 Audi RS 5 Competition Coupe and Sportback models. First, the bad news: the base price for the 2024 model is up a trifling $700, now starting at $80,790. The good news is an overall price reduction for the Competition Package saved $6,525.

An Audi RS 5 Competition coupe that cost $100,585 in 2023 is now $94,040, with the same five options and packages. In 2023, the RS 5 Competition package cost $16,100. For 2024, the package is $10,300. The main deletion from the package is the front ceramic brakes. The 15.7-inch front ceramic brakes save weight and improve brake disc cooling for on-track performance. The default choice for 2024 are 14.8-inch steel rotors. Both rotors are ventilated with six-piston fixed calipers. Steel rear disc brakes are unchanged with 13-inch ventilated rotors.

There were availability issues with the carbon fiber brakes, Audi says, and made this decision: “Rather than allow a customer to order the carbon brakes and us not be able to build the car immediately, keeping a customer waiting, we decided to proactively remove the option for this model year. As supplier availability issues get resolved, we may re-evaluate this,” a spokesman wrote in an email.

Trimming the cost of the Competition package and adding a lot of new standard equipment makes the RS 5 Competition more of a value tease, and some of its new standard elements are optional in the competition.

The Competition

Audi RS5 Coupe prime competitors include:

505-hp Alfa Romeo Giulia Quadrifoglio, base price $83,365, includes $500 paint option.

503-hp BMW M4 Competition xDrive Coupe, base price $91,245 with 3 driving-assist technologies.

503 hp Mercedes-AMG C63 S (2023), $94,975 with six options comparable to RS 5 tester.

472-hp Cadillac CT4-V Blackwing, $73,770.

565-hp Nissan GT-R, $123,000

*Suggested retail pricing includes the freight charge.

The front seat area with alcantara upholstery and carbon fiber trim accents

The Competition package adds Pearl Nappa and Dinamica upholstery. Front sport seats have power bolster and seat-bottom adjustment.

New for 2024?

There are no exterior or powertrain changes for the 2024 RS 5 lineup, just the following features now as standard equipment:

Adaptive cruise control (ACC);
Audi active lane assist;
Parking system-plus;
Heated steering wheel with Hands on Detection (HoD);
Remote engine start via myAudi app.
The Navigation package now adds traffic sign recognition, activating Predictive adaptive cruise control (pACC).
All RS 5 models have a Navigation package ($1,450) that now includes a six-month trial subscription to Audi Connect PLUS with the Audi app store.
Progressive Red metallic paint replaces Tango Red metallic.

A cool "runway" Sport mode to the gauge array.

A “Runway” mode is exclusive to the RS Virtual Cockpit layout. (Mark Maynard)

What’s in the $10,300 Competition Package?

The 2024 Audi RS 5 Competition package, $10,300, includes:

20-inch 5-Y-spoke design milled-cut wheels in bi-color phantom black finish;
Pirelli P Zero Corsa tires;
180 mph top track speed;
Sport direct steering;
Coil-over suspension system with front and rear sport sway bars;
RS Sport exhaust system with matte black tailpipes;
Red brake calipers;
RS carbon matte inlays;
Matte carbon front splitter, rear diffuser, and exterior mirror housings;
High-gloss black exterior trim, black Audi rings and badges;
Pearl Nappa and Dinamica seat upholstery with piano black front seat side trim
Alcantara covered steering wheel, shift lever, and center console;
Seatbelts with red edging and RS logo floor mats with red edging.

2024 Audi RS 5 Pricing

The U.S. was first introduced to the midsize RS 5 for the 2013 model year. The second-gen RS 5 came out for 2018, followed in 2021 with a significant refresh. The RS 5 Competition package was added for 2023.

Sold in two-door Coupe and five-door Sportback models, both RS 5 variants have the same powertrain. RS 5 Competition Coupe pricing starts at $80,790 vs. $79,995 for the Sportback; pricing includes the $1,095 freight charge from Ingolstadt, Germany.

Of the eight paint colors, only Nardo Gray is a no-cost choice. Six hues are a $595 upgrade, including the tester’s Ascari Blue metallic. Named for Spain’s Circuito Ascari track, the deep sky blue hue has sublet flecks of purple. Sebring Black Crystal, $1,095, is exclusive to the Competition package.

Find current Audi RS 5 pricing here. And look for special offers here.

The engine with carbon fiber dress up kit

With 444 twin-turbocharged and intercooled horsepower, the 2.9-liter is Audi’s most potent V-6 in the A5 lineup. (Mark Maynard)

Competition Performance

With 444 twin-turbocharged and intercooled horsepower, the 2.9-liter is Audi’s most potent V-6 in the A5 lineup. With peak torque holding steady from 2,000-5,000 rpm, there is no delay in the spooling of power, though the standard drive mode is turned for fuel economy. Audi cites 0-60 acceleration in 3.7 seconds for the Coupe and 3.8 seconds for the Sportback. With all-wheel drive, that’s a righteous launch for a curb weight of 3,990 pounds, or around 4,300 pounds with driver and a friend.

The RS 5 engine has a determined engine note that gets better with a heavier foot. Reduced insulation between the engine compartment and interior gives a grand exhaust recital. Press the steering wheel button for RS mode and let the howling begin. The eight-speed feeds shifts with rapid-fire precision, with a lovely crackle and snort on downshifts.

Competition models boost maximum top track speed to 180 mph, up 25 mph from the non-Comp RS 5. Trimming the soundproofing also saved nearly 18 pounds, Audi says.

Fuel economy ratings of 18 mpg city, 26 highway, and 21 mpg combined on the recommended premium fuel are reasonable, especially with the 15.3-gallon tank. During my week of testing, my around-town average ranged between 14 and 18 mpg; on highway runs, it clicked along at 22.4 mpg.

Denting my mileage was liberal use of Sport mode. It’s just the way to go with this powertrain. And I so enjoy how Audi provides easy Sport-mode access with just a slap of the shifter down for Sport and another pull for standard Drive mode.

Driver Assistance

On the daily commute, the Comfort mode suspension is forgiving, though still taut. Crowded urban driving is helped by the RS driver assistance package, which is $3,000. The active lane assist gives good centering, but the reaction is skitzy in cornering, likely due to controlling the very wide Pirelli P Zero motorsport tires. And I’d also add the Side Assist package, $500, which includes matte aluminum side mirror caps.

RS 5 Competition Ride and Handling

With its slightly lower roofline, the Audi RS 5 Coupe might be more track competitive than the slightly taller and heavier Sportback on a longer wheelbase (111.3 vs. 108.9). However, the Sportback has larger cargo-trunk capacity (21.3 vs. 10.9 cu.ft.) and easier access to the back seats, with 2.4 inches more legroom.

Acceleration to 60 mph for both trim levels is a bellowing 3.8 seconds in the Sportback and 3.7 in the coupe.

Street or track, the RS 5 steers with planted precision; the steering weight is light but responsive with minimal input. The Sport Direct Steering in the Competition package has a quicker ratio of 13.1:1 vs. for the standard 15.9:1 box.

For added handling control, Audi includes a set of tools to manually lower the front and rear spring height by 10mm; that’s an overall ride height 20mm lower than the regular RS 5.

The stock Pirelli P Zero Corsa motorsport tires have “racing type compounds,” earning them a sticky treadwear rating (UTQG) of 80 with the highest AA traction rating. The compounding is rubber cement for traction, but many runs on a hot track day event would likely scrub tread to the wear bars; replacements will run around $425 each, or $469. At the Audi dealer, installing four tires would cost around $1,726, not including sales tax.

Alcantara upholstery with Crescendo Red stitching dresses up the three-spoke heated steering wheel, shift lever, and center console.

RS 5 Interior Function

Audi interiors are handsome and refined. The Competition package amps visual energy with Pearl Nappa and Dinamica front-seat upholstery; Piano Black side-seat trim replaces the standard Fine Nappa leather seats. Matte carbon inlays reinforce a performance focus. Alcantara faux suede with crescendo red stitching dresses up the three-spoke heated steering wheel, shift lever, and center console. Safety belts and floor mats also are edged in red.

The midsize cabin proportions of the RS 5 are a comfort fit. The ride height accommodates without a drop-and-twist sequence into the seat. Even the seat bolsters’ side and bottom are unrestrictive, but they can be snugged for control in cornering switchbacks.

Cabin width allows front shoulder room of 55.3 inches vs. 55.7 in the Sportback. The broad front seat area allows enough instrument panel width to include the necessities: a wireless charging pad, cup holders, and easy access to cabin controls. However, engagement of the driver-assist function is awkwardly positioned on the end of the hard-to-see cruise-control stalk.

Headroom of 37.4 inches with the moonroof will fit tall drivers without looking through the windshield header. However, that head space might be tight when wearing a helmet.

Rear legroom is snug at 32.7 inches, but kids won’t notice, and adults will gladly pull up their knees.

The RS 5 Competition package adds 20-inch milled-cut wheels in a bi-color phantom black finish, Pirelli P Zero Corsa tires, and a carbon trunk-lid spoiler.

Why Buy the 2024 Audi RS 5 Competition?

Some motorists will spend $85,000 for a loaded pickup — before adding accessories, special paint, or tooled leather. And then their truck might be used to haul soil from the home improvement center, the kid’s gear to college, or a Christmas tree. It doesn’t matter, it is a personal choice.

The Audi RS 5 might be a little more subtle than its competitors in its display of supersport engineering. But when paying $100,000 for the RS 5, that driver will feel and hear the engineering that makes their car special. He or she will have no regrets . . . until the redesigned 2025 Audi RS 5 coupe debuts.

2024 Audi RS 5 Competition Specifications

Body style: Midsize 2-door 4-seat 2+2 all-wheel-drive Coupe or Sportback

Engine: 444-hp, twin turbocharged and intercooled 2.9-liter V-6; 442 lb.-ft. torque from 2,000-5,000 rpm

Maximum turbo boost: 21 psi

Transmission: 8-speed Tiptronic automatic

Fuel economy: 18/26/21 mpg city/hwy/combined; premium fuel

0-60 mph acceleration: 3.7 seconds

Top track speed: 155 mph

Drag coefficient: 0.32

BY THE NUMBERS

Fuel tank: 15.3 gallons

Trunk space: 10.9 cubic feet

Front head/leg room: 37.4/41.3 inches

Rear head/leg room: 36.1/32.7 inches

Length/wheelbase: 185.9/108.9 inches

Curb weight: 3,990 pounds

Turning circle: 38.4 feet

FEATURES

Standard equipment includes: Advanced key for lock-unlock and push-button ignition, Audi virtual cockpit (with appearance modes of Sport and S Performance), electric parking brake, rearview camera, Fine Nappa leather upholstery, honeycomb stitched S sport seats with RS embossing, RS carbon inlays, power side bolsters, and massage function, power sunroof, Bang & Olufsen audio system with 3D sound, Matrix-design LED headlights with Audi laser light, LED interior lighting;

Safety features include: 8 air bags, stability control with sport mode, front and rear parking sensors, lane-departure warning;

Driver assistance features include: Audi Pre-sense basic (preventative occupant protection; Audi Pre-sence City with forward collision warning and avoidance assistance;

SUSPENSION COMPONENTS

Steering: Electromechanical progressive system

Suspension: RS sport front and rear

Brakes: 4-wheel steel discs, 14.8-inch rotors front, 13-inch rear;

Tires-Wheels: 20-inch 5-Y spoke design forged wheels in bi-color finish; Pirelli P zero Corsa motorsport tires

PRICING

Base RS 5 Competition Coupe price: $80,790, including $1,095 freight charge; price as tested $94,040

Options on test vehicle:

Ascari Blue metallic paint $595;
RS driver assistance package, $1,500, adds head-up display, Park assist (parking entry functionality), top view camera system, traffic sign recognition;
Navigation package with side assist $1,500;
Competition package with standard brakes, $10,300.

Where assembled: Ingolstadt, Germany

Warranty: 4-years/50,000-miles bumper to bumper with roadside assistance

Acura Integra Type S Review

by Mark | Oct 26, 2023 | 0 comments

The race-engineered 2024 Acura Integra Type S is a variant of the Honda Civic Type S, but there are notable separators, including body styles and horsepower

An Apex Blue Acura Integra Type S with an ocean mural in the background

The Acura Integra had a complete redesign for 2022, and the Integra Type S was added for 2023. There are no changes for the 2024 Type S. (Photos by Mark Maynard or as credited)

The Integra Legacy
Type S Pricing
Type S vs. Type R
Powertrain
Ride and Handling
Safety Features
Why Buy the 2024 Acura Integra Type S?
Specifications

BY MARK MAYNARD

While tooling about in the 2024 Acura Integra Type S, I successfully debunked the dad adage that a manual-transmission car will get better fuel economy than one with an automatic. The best I could muster in the test car was a combined 21.4 mpg — and that was hard-earned with mostly careful acceleration. EPA fuel economy estimates are 21 mpg city, 28 highway, and 24 mpg combined. (While testing the Honda Civic Type R stablemate, I reached a highway mileage reading of 26.8 mpg.)

I’m not typically reserved while testing a hot compact with a slick six-speed, but during my test week, premium fuel was $6 a gallon, and it doesn’t take long to burn through the 12.4-gallon tank. The highest octane available is recommended for max performance from the turbocharged 320-horsepower 2.0-liter four-cylinder engine.

Of course, I would not cheap out on the fuel grade for the Integra Type S. It deserves the best. And it is just too enjoyable to grab it by the scruff of the neck and shake it out.

This five-door, four-seat wily rascal has two levels of performance. The first is of the type that even a mother, or the dedicated hang-wringer in the relationship, would give the nod of approval. The sport bucket seats have an ominous appearance, but they are surprisingly comfortable while being secure support when driving enthusiastically. Get hard on the gas, and the 2.0-liter breathes with machined precision, with just enough crackle and rasp through the triple-tip exhaust outlets. And look at the open cargo space of this compact-class liftback.

The Type S steering wheel and driver area

The driver area is designed for hands-on control.

An Engineering Masterwork

The second level of Type S go-power can get blistering through a road course or out on your favorite run where the wild things are. Its wide, 19-inch Michelin Pilot Sport 4S tires are loathe to squeal in pain when pushed hard. And the tread width is essential for stability in a high-power front-drive sports car.

And just look at its bank of safety features and technologies. Integrating race-engineered performance with a powerhouse of electronic driver-assistance functions is an engineering marvel — none of which gets in the way of a good time. (Find more safety technologies in the specs chart at the end of this article.)

The six-speed is keenly precise with electronic rev-matching downshifts. The rev-match can be automatically engaged or canceled. The electronic downshifts can be confusing for those who know how to manually heel-toe downshift. However, I got accustomed to the rev shifts around town and liked the reminder that soon I would be back in the outback for the unfettered pleasure of manual downshifts.

The Type S front seats in Orchid with black microsuede trim

The Type S Orchid interior has baseball stitching and is trimmed in perforated black microsuede.

The Acura Integra Legacy

The Acura Integra had a complete redesign for 2022, and the Integra Type S was added for 2023. The Type S is now in its fifth generation, including the first-gen car for Japan.

The legacy began in North America with the second-generation 1992-93 Integra GS-R. It was followed by the 1997-2001 Integra Type R, then the 2005-06 RSX Type S. The early performance models were coupes, and the 2023 model is the first five-door body style.

Sport Compact Competition

This segment of reasonably priced, high-performance compacts is a storied gathering that includes the Hyundai Elantra N, Subaru WRX, Toyota GR Corolla, VW Golf R, and the Civic Type R.

The Elantra N, Civic Type R, and Acura Integra Type S are front-wheel drive, while the other competing models have all-wheel drive. Some are available with an automatic transmission, but Acura preserves the integrity of hot-shoe driving with only a six-speed manual for the Integra Type S.

It is the Acura-Honda skill at race-spec engineering that transforms a premium sport compact sedan into a purpose-engineered track athlete.

2024 Acura Legacy Type S Pricing

The Acura Integra Type S is a one-spec choice for engine, manual transmission, and equipment. Manufacturer pricing for the Integra Type S starts at $51,995, including the $1,195 freight charge from Marysville, Ohio. The Apex Blue tester came to $55,971, which includes the pearl paint for $600, the carbon fiber tailgate spoiler ($950), premium carpeted floor mats ($240), and the very attractive 19-inch copper alloy wheels for a significant bump of $2,186.

Unique Type S interior features include a serial-number plate, high-bolstered front sport seats in red-and-black microsuede fabric with double red stitching, red floor mats, red ambient LED interior lighting, metal-trimmed sport pedals, aluminum shift knob, red illuminated front door panels.

On the outside, look for the Brembo four-piston aluminum front brake calipers, 19-inch Michelin Pilot Sport 4S tires, gloss black side sills and wing spoiler, center-mounted, and the car’s signature triple outlet exhaust.

There is one no-cost paint color of Lunar Silver Metallic and but six optional colors for $600 each: Apex Blue Pearl, Liquid Carbon Metallic, Majestic Black Pearl, Performance Red Pearl, Tiger Eye Pearl (gold), and Platinum White Pearl.

More Type S features are listed below in the specifications chart.

Finding a new Acura Integra Type S isn’t overly difficult, compared with the outrageous dealer markups for the Civic Type R and its limited availability.

For current Acura pricing check here. For Acura’s special offers check here.

A front door panel in the Type S shows the bottle holder and some usable storage

Usable front door-panel storage.

Type S vs. Type R

The Integra Type S is a variant of the Honda Civic Type R, but there are notable separators, including body styles. The Integra Type S is the five-door liftback version of the Civic, while the Type R is a four-door sedan. Both have a four-seat 2-plus-2 cabin.

An Acura spokesman said both cars were developed by wholly different teams, with unique buyer and performance targets.

Credentials for the Integra Type S begin with its development by the same team that created the fifth-gen Integra. Led by chief engineer Yoshiaki Akimoto, his previous projects include the second-gen Integra GS-R motor, Honda’s first four-cylinder with VTEC; the S2000 AP1 motor; and Honda’s 2005 F1 engine program.

While both sport compacts share the basic 2.0-liter powertrain, the Integra gets a 5-hp boost. Both, however, have the same torque rating of 310 lb.-ft. from 2,600 to 4,000 rpm. Acura says the Integra Type S has a noticeably different throttle map than the Type R, specifically at half throttle, whereas Integra offers significantly more torque, the spokesman explained.

For the $7,105 price difference for the Integra, it adds such convenience extras as:

Sound deadening is removed for Type R (vs. Civic Touring), whereas Integra Type S maintains the same level of sound isolation as the standard Integra;

Added interior features include:

Heated front seats;
Power driver seat;
ELS 3D Studio Audio;
Head Up Display.

A wide footprint for full contact acceleration.

Integra Type S Assets

Vented aluminum hood;
A third interior color choice of Orchid (cream) and black is in addition to black, and black and red.
A much more compliant suspension tune. The most aggressive mode for Type S (Sport-plus) is comparable to the middle mode (Sport) in the Type R. Type S Sport mode is comparable to the Honda’s Comfort mode. Even in similar settings, the damping profile is quite different (street vs. track focus), the spokesman said;
Unique Michelin Pilot Sport 4S tire developed specifically for the Integra Type S. The tread pattern and compound are distinct from the Type R. No CUP2 is offered for Type S.
The 19-inch Integra Type S wheel is actually lighter than the Civic Type R wheel.
Integra Type S curb weight is just 31 pounds heavier at 3,219 pounds;

Type S Style

The liftback body style gives the Integra Type S a hunky stance with a “flares and chairs” treatment. The Type S is 2.8 inches wider and 0.2-inch longer than the standard Acura Integra. The front track is 3.5 inches wider (to accommodate the wide Michelins), and the rear track is 1.9 inches wider.

The big Acura grille has enhanced engine and brake cooling with a more open diamond pattern (boosting airflow by 170 percent, Acura says). The vented aluminum hood channels air pulled in at the grille to flow up and over the windshield. Large Godfather-like air intakes left and right in the lower front fascia channel airflow through three canards in the inner fender to the big Brembo discs. The smooth rear fascia is designed as a diffuser to channel air and reduce lift.

A view of the engine with a matted red cover over the injectors

A matte red engine cover. (It is in memory of the second-gen Integra Type R.)

Integra Type S Powertrain

The K20C four-cylinder engine is the stuff of dreams for Acura-Honda disciples. In the Type S, the turbocharged and direct-injected VTEC 2.0-liter 4-cylinder has 320 hp, five more than the Civic Type R.

There is an enjoyable rise and fall to the revs to neatly stitch a gear. With the engine’s wide spread of peak torque, shifts do not have to be rushed.

Ease into first gear, roll on power to second, and get ready for liftoff as the torque begins to rush at about 2,400 rpm. Powering through a second-gear turn at 4,000 rpm is inspiring as I lift and slot the shifter for third, then roll on the power — and smile at the reassuring pushback in the seat. That’s when these sport seats are in their element.

And that is also when the 19-inch Michelin Pilot Sport 4 S tires (265/30) are in their playground. These 10.7-inch-wide rollers bring an attack attitude to performance driving.

The tires have an asymmetric tread pattern and a treadwear rating (UTQG, or Uniform Tire Quality Grade)
of 300, which is sticky but not as soft as a racing tire. Acura advises that these “unique high-performance tires” are not designed for winter driving and “will wear more rapidly than normal passenger car tires.”

Replacing a tire will run about $350 — and do not cheap out when it’s time for replacements or risk a compromise to handling performance.

The back end showing the three exhaust tips.

The lower fascia is a diffuser to channel airflow.

Type S Ride and Handling

Acura has mercifully tempered the stiffness of the ride with an adaptive damper system. It takes away the daily bump and grind yet immediately stiffens under pressure.

There also is more soundproofing, but the ride is still a whirlwind at highway speeds. The Acura ELS Studio audio system (unique from the Type R) has 16 speakers, but even this system with 530 watts can’t tame the noise. The ride around town is grainy, which seems contrary to the fairly soft Michelin tires.

The 12-way power driver seat is a major improvement over the Civic’s sport seat. And both front seats seem to have less restrictive shoulder and thigh bolsters.

A consideration is the awkwardly wide 40-foot turning circle. And care must be taken to guard the low front splitter from scraping on driveway entries and road irregularities.

The 2-plus-2 back seat in the Integra Type S

The 2+2 back seat space has snug legroom of 37.4 inches.

Integra Safety Features

Type S safety features include 10 air bags and a complete set of driving-assist technologies (listed below in the specs box). Level 2 semi-autonomous driving assist felt a little skitzy and insistent at the steering wheel. Lane-centering, however, was accurate and reassuring in heavy traffic.

One of my most appreciated technologies is the Traffic Sign Recognition system. It is vital to know the speed limits in this speed-capable Type S.

Driving-Assistance Technologies

Layered into the safety electronics of all Acura Integras are:

Collision Mitigation Braking; Road Departure Mitigation; Adaptive Cruise Control; Lane Keeping Assist; Forward Collision Warning; Lane Departure Warning; Traffic Sign Recognition System; Auto High-Beam Headlights; Driver Attention Monitor; Blind Spot Information System with Cross Traffic Monitor;

Cargo space showing two bags of garden soil.

Functional cargo space for weekend tasks or gear for the autocross.

Chassis Components

Suspension: Adaptive damper system; dual-axis MacPherson front struts, rear multi-link; stabilizer bars front (tubular) and rear (solid);

Steering: Dual-pinion, variable-ratio electric power steering; 2.1 turns lock to lock;

Brakes: Power-assisted and ventilated 2-piece front discs, solid rear; 13.8-inch rotors front, 12 inches rear; Brembo 4-piston aluminum front calipers;

Tires-Wheels: 19-inch Michelin Pilot Sport 4S tires (265/30); 19-inch matte black alloy wheels; tire-repair kit.

Large air intakes aid aerodynamics by channeling air through three canards to the inner fender.

Why Buy the 2024 Acura Integra Type S?

There are decades of Honda race-engineering woven into the character of the Type S, which is a badge of honor to those who know. But it comes at a significant price. I did not see value in the $950 carbon fiber tailgate spoiler or the copper alloy wheels ($2,186), saving $3,136. And there is only one no-cost paint color of Lunar Silver Metallic, so most buyers will likely choose one of the other six $600 paint colors.

Don’t waste your money if you don’t value the mechanics of driving. It’s the rev of the engine, the machined smoothness of the manual transmission, and how the suspension loads and unloads as the driver navigates a winding road. It’s a delicious sensation, too good not to be repeated.

Compared with the Honda Civic Type R, the Integra Type S is the car for grown-ups. The Type S is a little more compliant and a little more comfortable, though I wouldn’t want to commute long distances in either. But the driving rush felt the same to me.

With my recent CTR test, I couldn’t sense that much difference between the two. My choice would be the Type S. Its cargo space makes it a little more of a dual-use sports car, and mom or the significant other would undoubtedly approve.