The Honda CR-X was first introduced in 1983 for the 1984 model year. In Japan, the model was initially released as the Honda Ballade Sports CR-X and elsewhere as the Honda Civic CR-X, given its relationship to the automaker's highly-successful entry-level model. The CR-X only lasted two generations but during its limited time on the road, it made quite an impact, garnering numerous awards from around the industry and delivering solid sales figures for Honda. For the first generation, the primary body-style offered was that of a two-seat hatchback. It was equipped with a 1.3L inline four-cylinder engine that produced around 60 horsepower. Other configurations that would become available later on would provide a boost in horsepower up to 135 beginning in 1985. Engines were mated to a standard five-speed manual transmission with a four-speed automatic also available in the list of optional Honda CR-X parts.
In Europe, the CR-X was outfitted with a punchier 130 horsepower engine and space for two rear passengers. Meanwhile, the US version called the CR-X HF (High Fuel Economy) provided remarkable gas mileage and did not come at a higher cost than the base model. It was rated at around 50 miles per gallon by the EPA during its time on the road. Another variant of the CR-X that received a lot of attention was the performance-based Si, which boasted a DOHC engine. 1987 welcomed in a redesign to the chassis parts of the Honda CR-X, as it was changed to a full independent rear-suspension. There weren't many other updates until a couple of years later, when the VTEC engine made its debut in the model, offering efficient fuel economy and 150 horsepower. VTEC versions of the Honda CR-X were outfitted with distinctive exterior accessories, such as an upgraded hood and new bumpers.
The second generation of the Honda CR-X was released in 1988. Three trim levels were made available: base DX, the HF, and the Si. The base DX used a 16-valve Dual-Point Fuel Injection configuration while the HF was geared up with an 8-valve 1495 cc D15B6 engine and Multi-Point Fuel Injection (MPFI). The Si showed off a 16-valve 1590 cc D16A6 engine and MPFI. The DX was mated to either an automatic or manual transmission, however, all other models were geared standard to a five-speed manual. The Honda CR-X was dropped from the lineup in 1992 and replaced with the Civic del Sol. Many drivers who were loyal to the nameplate felt that the del Sol was basically another incarnation of the CR-X, although the model showcased a completely different set of attributes and parts. Even still, the popularity of the CR-X cannot be denied and rumors of another series for the Honda model have been swirling for several years.
The CR-X has become a favorite for those who know what to do with their set of wheels. All of the previous Civic characteristics are there: poppy performance, intuitive handling, and sporting capability. What sets the CR-X apart from the rest is the hatchback that punctuates the entire design. This signature touch gives the CR-X its true identity and has propelled the model to sustain its unquestioned popularity. The excellent fuel-efficiency and VTEC engine also raise the profile, underscoring one glaring fact: the CR-X still makes a ton of noise.
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