The Honda CR-X (originally launched as the Honda Ballade Sports CR-X in Japan) is a sport-compact car manufactured by Honda from 1983 until 1991. Nearly 400,000 were produced. The first-generation CRX was marketed in some regions outside Japan as the Honda Civic CRX. Although there are many supposed definitions for the initialism CR-X, the most widely accepted is "Civic Renaissance Experimental". It was marketed as part of the Civic (and briefly Ballade) model ranges.
In North America, the CRX was marketed as an economy sport two-seat vehicle while Japanese and European market cars came with a 2+2 seating arrangement, described by Honda as a "one-mile seat" for emergency use. Redesigned for the 1988 model year and produced until 1991, the front-wheel-drive CR-X was popular for its performance, nimble handling, and good fuel economy. The CR-X was replaced by the del Sol, which was marketed as a CR-X in some markets.
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First generation
Overview
In 1983 for the 1984 model year, Honda introduced an all-new two-seater that shared the drivetrain with the third-generation Civic but offered unique styling and interior furnishings. At its introduction, the CR-X was available in Japan through Honda Verno dealership sales channels, and accompanied the Vigor, the Quint, and the Prelude. The base model CR-X came with a 1.3-litre carbureted 4-cylinder engine while the flagship offered a 1.5-litre fuel-injected 4-cylinder engine. A digital instrumentation option was also available.
In North America, the CRX was marketed in two versions: economy and sport. The economy model used a new aluminum 1.3-liter CVCC four-cylinder engine. The sportier model featured an aluminum 1.5-liter 12-valve engine and was available with either a 5-speed manual or a 3-speed automatic transmission. The Digital instrument or roof ventilation hatch option were not available.
For 1985, Honda North America replaced the economy model with an HF (high fuel) model featuring a 1.5-liter engine which uses an aluminum block but the 1984 CVCC cylinder head (two valves per cylinder) instead of the new aluminum head with three valves per cylinder. In spring 1985, Honda introduced an Si (Sports, injected) model featuring a more powerful 1.5-liter SOHC PGM-FI four-cylinder engine. The Si model included a power sunroof, standard dual remote exterior mirrors, rear wiper, 13-inch alloy wheels and an Si-exclusive ducktail spoiler for the hatch.
For 1986, Honda updated the CRX with new aerodynamic headlights. The Si received body color matched lower cladding, a revised rear spoiler, new bumper covers and 14-inch alloy wheels. The interior was upgraded and added a center console with cassette tape storage. 1987 was virtually unchanged from 1986 and would be the final year of the first-generation CRX.
Inspiration The CR-X design was inspired by the Alfa Romeo GT Junior Zagato which the Honda CR-X designer owned.The story of the JZ, www.zagato-cars.com
Japanese and European market drivetrain The Japanese Si and European 1.6i-16 models came with a 1.6-litre 16-valve DOHC 4-cylinder engine putting out in the UK-spec model and 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.
Fuel economy The original 1.3-liter car (chassis code AE532) had an EPA highway mileage rating of in 1984 and was reported to often achieve over 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 city and highway.Gas Mileage of 1987 Honda Civic CRX HF, fueleconomy.gov website
U.S. model curb weights Year CRX CRX HF CRX Si Manual Automatic Manual Manual 1984 - 1985 '86-'87Helm Inc., Honda Civic CRX Service Manual 1986, p. 3-9
Second generation
Overview
The Honda CR-X was completely redesigned by late 1987 for the 1988 model year. The wheelbase increased overall, length increased by and width is nearly wider than the previous model. The suspension was completely redesigned. Honda abandoned the original torsion bar in the front and beam axle with trailing link in the rear in favor of a 4-wheel double wishbone suspension. The larger design and revised suspension brought improvements in handling as well passenger and cargo space versus the previous generation.
The CR-X received a mild refresh for the 1990 model year. The VTEC equipped models also received a makeover with updated bumpers, lights, hood, brakes, suspension and dashboard design amongst other features. Additionally, some of these design changes were added to the concurrent non-VTEC models.
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.
Japanese and European market drivetrain Outside of North America, the second generation CR-X was available with a 1.5-litre SOHC 4-cylinder engine or an updated version of the 1.6-litre DOHC 4-cylinder (ZC) engine. Most variants were fitted with fuel injection as standard. European/general market cars were also available with a single-cam 1.6-litre engine with 16 valves.
In September 1989, Honda added the 1.6-litre 16-valve DOHC VTEC 4-cylinder B16A engine to the lineup outside of North America. The VTEC (variable valve timing and lift electronic control) engine provided increased power at high engine speeds while still allowing low fuel consumption and better idling at lower revs. The B16A produces in the Japanese SiR model and in the B16A1 that came in the European 1.6i-VT model. The CR-X was the second car to receive a DOHC VTEC engine, shortly after the Honda Integra XSi.
The CR-X equipped with the 1.6-litre DOHC four-cylinder engine or the VTEC variant of the same came with a different bonnet since the twin-cam engines were taller and required additional bonnet clearances in comparison to the single-cam engines. The 1.6-litre DOHC engine was only slightly taller than the 1.6-litre SOHC engine and required a different bonnet with a bump on one side which offered the additional necessary clearance to clear the cam gear cover. Cars equipped with a 1.6-litre DOHC VTEC 4-cylinder engine came with a bonnet that was raised across most of the engine bay to offer additional overall clearance for the taller engine.
In some LHD European markets, there was also the option of the D14A1 engine which featured twin carburetors and was also offered with a four-speed automatic gearbox.
Anti-lock brakes was optional on the Japanese SiR and came standard on the UK 1.6i-VT model, but never came on the LHD European 1.6i-VT.
+Second-generation European and Japanese CR-X engines European market Engine Chassis code Horsepower Torque Years D14A1 SOHC 16V, twin-carb EE6 at 6,300 rpm at 4,500 rpm – 1989-1991 D16A6 SOHC 16V, PGM-FI ED9 at 5,700 rpm at 4,600 rpm ● 1987-1988 D16A7 SOHC 16V, PGM-FI at 5,900 rpm at 4,800 rpm – 1987-1991 D16A8/D16Z5 DOHC 16V, PGM-FI ED9 at 6,800 rpm at 5,700 rpm ● 1987-1991 D16A9 DOHC 16V, PGM-FI at 6,800 rpm at 5,700 rpm – 1987-1991 B16A1 DOHC VTEC 16V, PGM-FI EE8 at 7,600 rpm at 7,100 rpm ● 1989-1991 Japanese market D15B SOHC 16V, EF6 at 6,500 rpm at 4,500 rpm 1989-1992 ZC DOHC 16V, MPFI EF7 at 6,800 rpm at 5,700 rpm 1987-1991 B16A DOHC VTEC 16V, PGM-FI EF8 at 7,600 rpm at 7,000 rpm 1989-1992
US market In the US, three different trim levels were available: The standard (unlabeled, sometimes called the "DX") equipped with the 1.5-liter 16-valve dual-point fuel injection 4-cylinder D15B2 engine, the HF ("high fuel efficiency") model with the 1.5-liter 8-valve multi-point fuel injection (MPFI) 4-cylinder D15B6 engine, or the Si (sport injected) model with the 1.6-liter 16-valve MPFI 4-cylinder D16A6 engine. The base model was available with either a 5-speed manual transmission or a 4-speed automatic transmission while the HF and Si only offered a 5-speed manual transmission. A modification made to the rear on all second-generation vehicles is a heavily-stippled black glass panel installed on the upper half of the rear of the vehicle, above the tail lights which aided in rearward visibility.
The two lower trims had adjustable headrests, while the Si had high-back bucket seats. Air conditioning as well as the audio system (radio, speakers, and antenna) were dealer-installed options on all models. The Si model came with a power-sliding sunroof, a rear wiper 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 instead of front disc and rear drum. 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.
+Second generation US CRX color options Color name 1988 1989 1990 1991 CRX HF CRX CRX Si CRX HF CRX CRX Si CRX HF CRX CRX Si CRX HF CRX CRX Si Blade silver metallic N/A X X N/A X X N/A N/A N/A N/A N/A N/A Barbados yellow N/A N/A X N/A N/A X N/A N/A X N/A N/A N/A Superior blue metallic X X N/A X X N/A N/A N/A N/A N/A N/A N/A Polar white X X N/A X X N/A X X X N/A N/A N/A Rio red N/A X X N/A X X X N/A X X N/A X Flint black metallic N/A N/A X N/A N/A X N/A X X N/A X X Torino red pearl N/A N/A N/A N/A N/A N/A N/A X N/A N/A X N/A Celestial blue pearl N/A N/A N/A N/A N/A N/A N/A X N/A N/A X N/A Frost white N/A N/A N/A N/A N/A N/A N/A N/A N/A X X X Tahitian green pearl N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A X
Model updates 1988 First year of the second-generation CRX.
1989 Si and base model change to door-mounted seatbelts to comply with federal regulations. Revision due to automatic seatbelt requirements. Si model's horsepower increased to ( in 1988) due to a revised camshaft.
1990 HF model change to door-mounted seatbelts Minor changes to headlights, bumpers and taillights Instrument cover is now slightly more rounded Hazard switch relocated to the dashboard Si models now come equipped with four-wheel disc brakes Si models receive updated 14-inch alloy wheels Blade silver color is discontinued and replaced by Torino red Polar white color is now offered on the Si model Superior blue color is discontinued and replaced by Celestial blue
1991 Barbados yellow color is replaced by Tahitian green on the Si model. Polar white color is replaced by Frost white. Final year of the second-generation CRX.
Production by model year Model 1988 1989 1990 1991 Total Honda CRX HF 12,281 9,330 7,544 8,863 38,018 Honda CRX 18,995 15,714 16,993 17,111 68,813 Honda CRX Si 17,886 18,505 13,876 14,295 64,562 Total 49,162 43,549 38,413 40,269 171,393Source
Curb weights Year CRX CRX HF CRX Si Manual Automatic Manual Manual 1988 1989 1990–1991
Third generation
In 1992, Honda replaced the CR-X with a new, targa topped, Civic-based model called the Honda CR-X del Sol. The CR-X del Sol was badged as the Civic del Sol and later the del Sol in some markets, and known simply as the CR-X in others. It is because of this that the del Sol is considered by some enthusiasts to be the "third-generation CR-X". The del Sol came in three trim lines: S in the US / VXi in Japan, later VGi), Si in the US / ESi in Europe, and VTEC in the US / VTi in Europe; the equivalent JDM SiR model which featured a 1.6-liter B16 SiR-II DOHC VTEC four-cylinder engine. Production of the del Sol ended in 1997 in North America, elsewhere in 1998 and thus, the CR-X line was retired.