When the final third-generation Acura Integra rolled off the assembly line nearly two decades ago, you reasonably could have expected that the nameplate might never return. After the coming and going of the pseudo-Integra RSX—and the wholescale abandonment of actual car names in favor of alphanumerics—Honda’s upscale branch did away with performance-minded coupes entirely while moving even its entry-level offerings upmarket. No wonder the enthusiast community turned a blind eye by the time the compact ILX sedan came around.
As Acura began teasing the Integra prototype last year, the car coming into focus had two more doors than most fans would hope for. It also unabashedly took on a slightly more sculpted yet familiar silhouette of the 11th-generation Honda Civic hatchback. Under the Integra’s more pronounced hood is the same engine and drivetrain that you’ll find in the current Civic Si, a 1.5-liter turbocharged DOHC engine and an available six-speed manual transmission, though the regular Civic’s CVT—which isn’t an option on the Si—is standard. While the 1.5-liter engine is still from Honda’s L15 family, the version in the ’22 Si (and presumably, also in the Integra) sees some changes that bring it closer to the unit in the Accord.
The 10th-generation Civic produced a massive parts surplus from well-known aftermarket manufacturers and industry newcomers developing go-fast goods as that model quickly grew a fan following. The Super Street Network pieced together a 2018 Honda Civic Si project, affording us some first-hand experience. Those same parts will be applied to the 11th-generation Civic, though some slight tweaking is required due to the engine’s closer Accord relationship. If there are no major hang-ups, then, the latest version of those upgrades should also fit the upcoming Integra.
The Brains
The cornerstone of producing more power with Honda’s 1.5L involves ECU adjustment. We’ve seen Hondata take an early jump into 11th-generation Civic waters with impressive results using its re-flash services and their user-friendly FlashPro. The company undoubtedly will find success with the Integra as well. Regardless of how far you plan to modify your car, being able to adjust fuel, timing, and boost levels is crucial and no matter how much you spend on bolt-ons,; you simply won’t realize their full potential without a proper tune.
Deep Breathing
There are two reasons that an intake for Honda’s L-series engine attracted so many buyers for the last-generation Civic model. The first is performance. Ditching the convoluted factory intake tract and airbox in lieu of an open element style filter, especially the kind that can feed the engine cooler, denser air, results in more power. The other reason, though most won’t admit it, is the sound. With a MAF-tuned (mass air flow) engine, some have run into issues when using a blow-off valve that vents to the atmosphere, negating that cool “pshhh” sound that most turbo car owners abuse. A cold-air intake, like the PRL Motorsports’ Cobra system used on the Super Street project, amplifies “turbo flutter” between shifts and hey, who doesn’t love those delicious turbo sounds?
Snail Power
As the tinkering and exploration of the 10th-gen Civic continued, some tried swapping out their Si turbo for the one from the more powerful Civic Type R, but there weren’t any real gains to be found. 27WON, a group dedicated to performance parts for the last and current-gen Civic lines developed its drop-in turbo that was an exact replacement for the factory snail. Having installed one myself, everything lined up, bolted on, and connected exactly like the factory unit. It’s an involved process but the result was well worth the effort with glorious midrange torque that dwarfed the performance of Honda’s turbo, and top end pull that carried confidently to redline without falling off. The upgrade is a step above basic bolt-ons and just below going all out with a custom turbo kit and you can count on 27WON developing something similar for the latest Civic and the new Integra.
The Power of Corn
More than ever, the use of E85 fuel in performance applications has become a common occurrence. With the modern Civic and upcoming Integra’s use of direct injection, factory injector sizing can provide the necessary fueling to safely run the corn-based fuel to realize greater power and torque on a cooler running engine.
Plug-and-play kits that often rely on GM ethanol sensors combined with a proper ECU tune let you run standard pump gas or E85 without any issues. This will be one of the first upgrades that Integra owners serious about performance will reach for.
Stay Cool
Pull the bumper off the current or previous turbo Civic models and you’re met with a narrow front-mount intercooler complete plastic end tanks and charge piping. Fortunately, you have a multitude of options as, much like the front and down pipes mentioned above, there are dozens of manufacturers with a replacement. Usually taller, thicker, and armed with aluminum end tanks and stout silicone charge piping, they help keep temps in check and support higher boost levels.
Brands might need to take a slightly slower approach on this one for the Integra as the bumper is completely different than the 2022 Civic’s piece, but these should hit the market soon after the Integra is let loose.
Going With the Flow
With Super Street Network’s 2018 Si project, a basic exhaust upgrade didn’t make a huge impact in performance. However, replacing the factory down and front pipes picked up substantial power. Moving to larger-diameter tubing and a high-flow catalytic converter, as well as adjusting the FlashPro, we found a very noticeable gain in midrange and top end power. These two exhaust pieces were huge movers for the aftermarket, and it seemed just about every major brand produced a version, and that will no doubt be the case when the Integra releases.
Fancy Footwork
Those looking to modify their Integra will likely start by lowering it, and suspension options should be among the first items out of the aftermarket gate. With four selectable driving modes on the Integra’s electronically adjustable shocks, we expect most will opt to keep those and install basic lowering springs, while those focused on stricter performance will do away with the drive modes completely and opt for a coilover set up.
Either direction seems like a surefire way to avoid nose-bleeds from the excessively high factory ride height that’s accentuated by the car’s bulky hood line and sedan-esque hatchback treatment. Rigid shock tower bars and anti-roll bars can also be expected along with adjustable rear camber kits.
Keyword: What New Acura Integra Buyers Can Expect From the Aftermarket Soon