Honda CR-X
Honda CR-X
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 CR-X.
In the US-spec, the Honda CR-X was marketed as an economy sport hatchback, having room for just two passengers. EU-spec, however, received a more powerful ZC 130 hp (97 kW) engine and 2+2 seats. Redesigned in 1988 and produced to 1991, the Honda 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. In 1992 Honda CR-X del Sol was marketed as a CR-X in some markets.
The Honda CR-X original 1.3 liter car (chassis code AE532) and the later 1.5 liter American-market Honda 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 mailage of Honda CR-X 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 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, whilst the European engine was stamped D16A9.
Honda CR-X
The Honda CR-X 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 2nd generation Honda 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 CR-X 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 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 Honda CR-X was the second car to receive a VTEC engine, shortly after the Integra, although the Honda CR-X was more popular and common.
TheHonda CR-X have VTEC-equipped models also received a makeover, Honda CR-X 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.
Honda CR-X
In 1992, Honda CR-X replaced 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 Honda CR-X del Sol in some markets, and known as simply the Honda CR-X in others. It is because of this that the del Sol is generally considered the "3rd Generation Honda 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 Honda CR-X 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.
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