Honda CR-X

This article is about the first and second generations of the CR-X. For the third generation, see Honda CR-X del Sol.

Honda CR-X

Manufacturer	Honda
Production	1983–1991
Successor	Honda CR-X del Sol
Class	Sport compact
Body style(s)	2-door hatchback
Layout	FF layout
Transmission(s)	4-speed automatic 5-speed manual
Related	Honda Civic Acura Integra Acura RSX

First generation

Production	1984–1987 Chassis EC1 AF AE532
Engine(s)	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 (1986-1987)

Second generation

Production	1988–1991
Engine(s)	US Spec: 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) JDM/EDM Spec: 1.4 L 90 hp D14A1 I4 1.6 L 136 hp I4 1.6 L 130 hp D16A9 I4 1.6 L VTEC 150 hp B16A1 I4
Wheelbase	90.6 in (2,301 mm)
Length	148.5 in (3,772 mm) (1990-91) 147.8 in (3,754 mm) (1988-89)
Width	65.9 in (1,674 mm) (1990-91) 65.7 in (1,669 mm) (1988-89)
Height	50.1 in (1,273 mm) (1990-91) 50 in (1,270 mm) (1988-89)

This section does not cite any references or sources. Please help improve this article by adding citations to reliable sources. Unverifiable material may be challenged and removed. (February 2009)

The Honda CR-X, originally launched as the Honda Ballade Sports CR-X in Japan, was a front-wheel-drive sports compact car manufactured by Honda. The first generation CR-X was sold in some regions outside Japan as the Honda Civic CR-X. The name "CR-X" and what its acronym stands for is widely disputed, the most popular being "Civic Renaissance model X".

In the American Domestic Market (USDM), the CR-X was marketed as an economy sport hatchback, having room for just two passengers. European Domestic Markets (EDM), however, received a more powerful ZC 130 hp (97 kW) engine and 2+2 seats. Redesigned in 1987 and produced to 1991, the CR-X was popular for its performance, nimble handling, and good fuel economy. In the US 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.

The original 1.3 liter car (chassis code AE532) and the later 1.5 liter American-market CR-X HF (High Fuel economy) model (chassis codes EC1 and AF) could 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 41 miles per U.S. gallon (5.7 l/100 km; 49 mpg_-imp) city and 50 miles per U.S. gallon (4.7 l/100 km; 60 mpg_-imp) highway.^[1] 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 UKDM 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, whilst the European engine was stamped ZC1.

The Honda Integra 16EX also shared the same engine however this was stamped D16A1. This is the exact same engine and parts can be interchanged between one another.

The R. Straman Company of Costa Mesa, CA converted 310 Honda CR-X's into convertibles from 1984 to 1987. The Straman-built CR-X Spyder was the cover car on July, 1984 issue of Road & Track Magazine. These conversions are known as a coach convertible.

The chassis was significantly changed in 1987 from its original torsion bar front and semi-independent rear, to fully independent wishbones all around in line with its sister Civic/Ballade models. Outside of North America, this generation 2 CR-X was available with a 1495 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 and Lift 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 bhp (112 kW; 152 PS) in the European 1.6i-VT model (where the engine bore the designation B16A1) and 157 bhp (117 kW; 159 PS) in the JDM SiR model. The CR-X was the second car to receive a VTEC engine, shortly after the Integra, although the CR-X was more popular and common.

The VTEC-equipped models also received a makeover, with updated bumpers, lights, bonnet/hood, brakes, suspension and dashboard design amongst other things. 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.

Second-generation CR-Xes in the US could choose between three different trim levels: The standard (unlabeled, sometimes called the "DX") with the 16-valve 1495 cc "D15B2" engine and Dual-Point Fuel Injection (DPFI), the HF ("High Fuel efficiency") model with the 8-valve 1495 cc "D15B6" engine and Multi-Point Fuel Injection (MPFI), or the Si ("Sports 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. The Si models all came with a power sliding moonroof.

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 "3rd 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^{[citation needed]}. 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.

There have been many rumours of a CR-X comeback, none of which have come to fruition. The newest rumour involves the Honda REMIX concept which was presented at a recent Los Angeles International Auto Show. Designer Ben Davidson denies that any design elements were taken from the CR-X and Honda also claims there are no production plans for the REMIX; it was simply a design exercise.

The latest rumor as of July 2007, was that the CR-X would return in 2011 as a hybrid.[1] [2]

Honda has debuted a new sporty compact hybrid hatchback, dubbed the CR-Z, at the 2007 Tokyo Motor Show. Although Honda has repeatedly stated that the name CR-Z stands for "Compact Renaissance Zero", many believe that this is the latest incarnation of the CR-X, given its exterior design as well as its function as a compact sports car. Honda has confirmed that the CR-Z will go into production, along with the FCX concept, in 2009.[3]

Articles on the CR-X have compared its appearance to that of the Honda Insight^[2][3].

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 a crash.^[4] But, on the other hand, both versions of the CR-X (the 1984-1987 and the 1987-1991 one) got good safety marks (5 and 4 stars) in the NHTSA Crash Test Results For 1997 US NCAP^[5]

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^[6] which soldiered on a few years after the series 3 was introduced and was popular for showroom stock racing series. Nowadays, the car is popular for drag, autocross, and road racing events.

Notes

References

This article's citation style may be unclear. The references used may be made clearer with a different or consistent style of citation, footnoting, or external linking.

• - CRX-UK - Large CRX online community (UK based)
• - CRX and EF Chassis civic forum
• 1988 Honda CR-X Brochure,(1987), p. 21-22.
• 2nd Gen Honda CR-X Brochures (US,UK,Holland)
• 2nd Gen Honda CR-X Specifications (European and JDM)
• AutoZine - Article on the CR-X
• CRXcommunity - US CRX resource
• CRX Resource - US weighted CR-X Internet Resource
• JDM CR-X Resource An information resource for Japanese Domestic Market CR-X Models.
• CRX Hackist Specific information site for JDM CR-X owners, guides and history.
• The CRX Page - First-generation info, technical specifications, gallery, scans, and media.
• CRX Resource - Serving the CR-X Community (off and on) since 1995.
• 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)
• 1984 Mugen Honda CR-X
• ZC Resource - Source for info on the Japanese CR-X engine known as the ZC
• - Red Pepper Racing - Source for information on the first generation CRX and enthusiasts forum.