Honda CR X

First generation

The first generation CRX was sold in some regions outside Japan as the "Honda Civic CRX". At its introduction, the CRX was available in Japan through Honda Verno dealership sales channels, and accompanied the Vigor, the Quint, and the Prelude.

The original 1.3 liter car (chassis code AE532) had an EPA highway mileage rating of 52 miles per U.S. gallon (4.5 l/100 km; 62 mpg_‑imp) in 1984 and was reported to often achieve over 70 miles per U.S. gallon (3.4 l/100 km; 84 mpg_‑imp) in favorable driving conditions. The later 1.5 liter American-market CRX HF (high fuel economy) model (chassis codes EC1 and AF) could also reliably achieve very good gas mileage, more than a decade before gas-electric hybrids appeared on the market, and at no price premium over the base model; the 1.5 liter is rated by the U.S. Environmental Protection Agency (EPA) (under the new rating system) at 42 miles per U.S. gallon (5.6 l/100 km; 50 mpg_‑imp) city and 51 miles per U.S. gallon (4.6 l/100 km; 61 mpg_‑imp) highway. The Japanese Si and European 1.6i-16 models came with a 1590 cc DOHC engine putting out 135 bhp (101 kW; 137 PS) in the UK-spec model and 140 bhp (104 kW; 142 PS) in the JDM model. Though similar versions of the same engine, the Japanese Si engine was stamped ZC, while the European engine was stamped ZC1.

Japanese buyers took advantage of the largest, 1.5 L, engine while still paying the same amount of annual road tax.

Overview

The chassis was significantly changed in 1988, from its original torsion bar front and semi-independent rear, to fully independent wishbones in front with a double wishbone semi trailing arm rear, in line with its sister Civic/Ballade models. Outside of North America, this second generation CRX was available with a 1493 cc SOHC or an updated version of the 1590 cc DOHC ZC engine. Many of these were fitted with fuel injection as standard.

In September 1989, Honda also added the 1595 cc B16A VTEC engine to the lineup outside of America. The VTEC engine used variable valve timing to provide increased power in the high rev range, while still allowing low fuel consumption and better idling at low RPMs. The B16A produced 150 PS (110 kW; 148 hp) in the European 1.6i-VT model (where the engine bore the designation B16A1) and 160 PS (118 kW; 158 hp) in the JDM SiR model. The CRX was the second car to receive a VTEC engine, shortly after the Integra, although the CRX was more popular and common.

The VTEC-equipped models also received a makeover, with updated bumpers, lights, hood, brakes, suspensions and dashboard designs amongst other things. Additionally, some of these design changes were added to the concurrent non-VTEC models.

If the CR-X was equipped with the 1.6 DOHC engine (ZC engine) or the 1.6 DOHC VTEC engine (B16A), it then came with a different hood. The B16A and ZC engines were taller and required additional hood clearances in comparison to the 1.6 SOHC engines. The ZC engine was only slightly taller than the 1.6 SOHC engine and required additional hood clearance to clear the cam gear cover. A CR-X equipped with the ZC engine had a hood with a bump on one side which offered the additional necessary clearance. Cars equipped with a B16A engine came with a hood that was raised across most the engine bay to offer additional overall clearance for the taller engine.

One of the options for the Japanese Domestic Market (JDM) CR-X was a glass roof, a fixed glass panel which stretched from the top of the windshield to the top of the hatch opening. Relatively common in Japan, these are sought-after models in other markets.

US market

Second-generation CRX buyers could choose between three different trim levels: The standard (unlabeled, sometimes called the "DX") with the 16-valve 1493 cc "D15B2" engine and dual-point fuel injection (DPFI), the HF ("high fuel efficiency") model with the eight-valve 1493 cc "D15B6" engine and multi-point fuel injection (MPFI), or the Si (sport injected) model with the 16-valve 1590 cc "D16A6" engine and MPFI. "DX" models were available with an automatic transmission, all others had five-speed manuals. A modification was made to the rear of the vehicle on all second generation vehicles in that a glass panel was installed on the upper half of the rear of the vehicle, above the tail lights which aided in rearward visibility in addition to the glass hatchback. This panel is heavily stippled black.

Features and equipment

Air-conditioning was a dealer-installed option on all models. The Si models all came with a power sliding sunroof and 14-inch alloy wheels. Underneath, the Si model was equipped with a rear anti-sway bar along with variable ratio Rack-and-Pinion steering. The 90-91 Si models had 4-wheel disc brakes.

Colors and trim

There were a total of six colors offered each model year. Four color options were available on the CRX and CRX Si and two color options were available for the CRX HF. Color availability would vary based on trim package and the interior color would depend on the exterior color choice.

Changes by model year

1988

1989

1990

1991

Third generation

In 1992, Honda replaced the CR-X with a new, Targa topped, Civic-based model called the Honda Civic del Sol, otherwise known as simply the Honda del Sol. The del Sol was also badged as the CR-X del Sol in some markets, and known as simply the CR-X in others. It is because of this that the del Sol is generally considered the "third Generation CR-X" among enthusiasts, although it was arguably a very different car and Honda had seemingly quite different design goals when they built it. In the United States, the del Sol came in three trim lines: S (VXi in Japan, later VGi), Si (ESi in Europe), and VTEC (SiR in Japan and VTi in Europe) ; the JDM SiR model featured a 170 hp (130 kW) B16A2 DOHC VTEC-engine. Production of the del Sol ended in 1997, and thus, the CR-X line was retired.

Comparison to other Honda vehicles

Articles on the 1st generation Honda Insight have compared its appearance to that of the 1984–1991 CRX.

In 2010, thirteen years after the end of CRX production, Honda released the CR-Z, regarded as the spiritual successor to the CRX.

Awards

The CRX was Motor Trend magazine's Import Car of the Year in 1984. The CRX was Motor Trend's Import Car of the Year for 1990. It also made Car and Driver magazine's Ten Best list for 1985. The redesigned CRX was on Car and Driver magazine's Ten Best list for 1988. The CRX Si was Motor Trend's Import Car of the Year for 1988. The 1988 CRX Si was named one of Road & Track's 10 Best Cars of All Time.

Consumer reporter David Horowitz tested the 1984 CRX's fuel economy claim in a "Commercial Challenge" on his TV series Fight Back! Commercials for the CRX claimed it could reach 60 miles per gallon fuel economy; according to Horowitz's test, it bested that figure, reaching 65 miles per gallon, and passed the test.

Safety

In Australia, the 1988–1991 CR-X was assessed in the Used Car Safety Ratings 2006 as providing "significantly worse than average" protection for its occupants in the event of side impact. On the other hand, both versions of the CR-X got good safety marks (5 and 4 stars) in the NHTSA Crash Test Results For 1997 US NCAP

The U.S. version of the second generation CR-X employed the use of side impact door beams on some models. These models can be identified by the mounting position of the safety belts. If the belt is mounted in the door, the beams are present. If the belt is mounted in the body, there is no additional reinforcement. 88 and 89 HF's along with 88 SI's and DX's have the B-pillar mounted restraints, like all versions sold outside of the U.S.

USA

The National Highway Traffic Safety Administration (NHTSA) in the United States has determined frontal crash test ratings of Honda CRX of different model years.

Motorsport

Like the Civic, due to the wide availability of parts, the CR-X is popular for motorsport usage. In the United Kingdom, there was a one-make series dedicated to the series 2 of the CR-X which soldiered on a few years after the series 3 was introduced and was popular for showroom stock racing series. Today, the car is popular for use in drag, autocross and road racing events.