Honda CR-X

Honda CR-X
Overview
Manufacturer	Honda
Production	1983–1991
Model years	1984–1991
Assembly	Suzuka Plant, Suzuka, Mie, Japan
Body and chassis
Class	Sport compact
Body style	3-door hatchback/fastback
Layout	FF layout
Related	Honda Civic
Chronology
Successor	Honda CR-X del Sol Honda Insight (first generation) Honda CR-Z

The Honda CR-X, originally launched as the Honda Ballade Sports CR-X in Japan, is a front-wheel-drive sport compact car manufactured by Honda between 1983 and 1991. It was replaced by the Honda CR-X del Sol for the 1992 model year. Although there are many supposed definitions for the acronym CR-X, the most widely accepted are "Civic rally cross", and "Civic renaissance model X".^[1]

In the US, the CRX (not CR-X) was marketed as an economy sport Kammback, with room for two passengers. The European-spec car received a ZC 130 hp (97 kW) engine and a 2+2 seating arrangement. Redesigned in 1988 and produced to 1991, the CRX was popular for its performance, nimble handling, and good fuel economy. In the United States, its performance model, the Si (with the SOHC (D16A6) not the equally sized JDM Si 1590cc (ZC) DOHC engine), was a favorite. Honda's 1992 CRX del Sol was marketed as a CR-X in some markets.

First generation

First generation
Overview
Production	1983–1987
Model years	1984-1987 Chassis EC1 AF AE532
Powertrain
Engine	1.3 L 58 hp I4 1.3 L 60 hp EV1 I4 (1984–1986) 1.5 L 58-76 hp EW1/D15A2 I4 (1984–85) 1.5 L 91 hp EW3/4 I4 (1985–87) AU/NZ Spec: 1.5 L 108 hp EW5/D15A3 I4 (1985–1987) 1.6 L 135 hp ZC1/D16A1 I4 (1986–1987)
Dimensions
Wheelbase	2,200 mm (87 in)
Length	3,675 mm (145 in)
Width	1,625 mm (64 in)
Height	1,290 mm (51 in)
Curb weight	760–860 kg (1,676–1,896 lb)

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.

1987 Honda Ballade Sports CR-X 1.5i (Japan)

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)^[2] 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.^[3] 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.

1987 Honda CRX Si (U.S.)

U.S. model curb weights

Second generation

Second generation
1991 Honda CRX Si in Tahitian green
Overview
Production	1987–1991
Model years	1988-1991
Powertrain
Engine	1.5 L 62 hp D15B6 I4 (1988–89) 72 hp D15B6 I4 (1990–91) 1.5 L 92 hp D15B2 I4 1.6 L 105 HP D16A6 I4 (1988) 1.6 L 108 hp D16A6 I4 (1989–91) 1.4 L D14A1 I4 1.6 L 130 hp D16A9 I4 1.6 L 140 hp D16ZC I4 1.6 L VTEC 150 hp B16A1 I4
Dimensions
Wheelbase	2,301 mm (90.6 in)
Length	3,759 mm (148 in) (1990–91) 3,754 mm (147.8 in) (1988–89)
Width	1,674 mm (65.9 in) (1990–91) 1,669 mm (65.7 in) (1988–89)
Height	1,273 mm (50.1 in) (1990–91) 1,270 mm (50 in) (1988–89)
Curb weight	820–1,000 kg (1,808–2,205 lb)

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.

Honda CR-X SiR

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.^[5]

Curb weights

Changes by model year

1988

• First year of the second generation CRX.

1989

• Si and base model have door mounted seatbelts. Revision due to side impact collision changes.
• Si model's horsepower increased to 108 hp (105 hp in 1988) due to revised camshaft.

1990

• Minor changes to headlights, bumpers and taillights.
• Instrument cover slightly more rounded.
• Hazard switch relocated to the dash.
• Si models now with four-wheel disc brakes.
• Si models receive updated 14-inch alloy wheels.

1991

• Final year of the second generation CRX.
• Barbados yellow is replaced by Tahitian green on the Si model.

Production by model year

^[7]

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 1994–1997 models featured a 160 hp (120 kW) 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.^[8]

In 2010, thirteen years after the end of CRX production, Honda released the CR-Z, regarded as the spiritual successor to the CRX.^[9]

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.^[10] 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^[11]

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.^[12]

Model year	Make	Model	Type	Curb weight (lb)	Frontal driver rating	Frontal passenger rating
1984	Honda	Civic	CRX	1,882
1989	Honda	Civic	CRX	2,310

Motorsport

Honda CRX Si at an autocross

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^[13] 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.

Notes

External links

Wikimedia Commons has media related to Honda CR-X.

• 2nd Gen Honda CR-X Brochures (US,UK,Holland)
• 2nd Gen Honda CR-X Specifications (European and JDM)
• Honda Press Library - CRX series - official library of original press information and "fact books" on all of the CRX series (in Japanese, though contains many images including concept artwork)
• CR-X Restoration Project
• Honda CR-X More Than a Civic
• - Article on the CR-X