1986 Honda CRX. Images courtesy OldCarBrochures.com.
The early 1980s were perhaps the golden age of hot hatchbacks and two-door fastbacks, with buyers able to shop the wares of brands like Volkswagen (the Rabbit GTI and Scirocco), AMC (Spirit GT, Eagle SX/4), Renault (Fuego), Ford (Escort GT) and Dodge (Shelby Charger, Daytona Turbo Z, Conquest), to name but a few. In 1983, Honda Japan launched a two-door fastback in its home market, aimed at urban-dwelling young professionals and powered by a modest 1.3-liter four-cylinder engine. Honda America realized the car’s potential and lobbied for its introduction on these shores, and in 1984 the Honda Civic CRX made its North American debut.
No one really knew what to make of the diminutive Honda coupe when it first appeared on these shores, but its futuristic styling, impressive handling and exceptional fuel economy soon won over buyers en masse. Early models were targeted to those seeking fuel efficiency over all else, and the EPA rated the 1.3-liter four-cylinder 1984 Honda CRX at an astonishing 68 MPG in highway driving. The car’s aerodynamic shape certainly helped, as did its tall gearing and curb weight of just 1,713 pounds, virtually unattainable in a moderately priced production car today. Despite its featherweight construction, the National Highway Traffic Safety Administration gave the 1984 Honda CRX five stars in driver frontal-impact crash protection, and four stars in passenger frontal-impact protection, though it’s worth noting that 1984 crash testing standards were far more forgiving than they are today.
First-year buyers could opt for the 1.5-liter four-cylinder engine as well, which was essentially a long-stroke version of the 1.3-liter four. Both fed the cylinders via carburetor instead of fuel injection, and the increase in displacement bumped output from 58 horsepower to 76 horsepower, though even this wasn’t enough to appeal to hot hatch shoppers. In late 1985, Honda corrected this with the introduction of the CRX Si, which used a rev-happy fuel-injected 1.5-liter four rated at 91 horsepower and 93 pounds-feet of torque, mated to a five-speed manual transmission. Though modest by contemporary standards, the CRX Si’s 0-60 MPH time of 8.5 seconds was relatively impressive in the Reagan era, especially in light of the 11-plus seconds it took the base model to reach the same velocity.
In an effort to standardize production, Honda used the 1.5-liter four in HF (High Fuel economy) versions beginning in 1985. Thanks in part to a change in the EPA rating system, the car’s fuel economy rating fell from the original 68 MPG highway to a still-impressive (and somewhat conservative) 42 MPG highway. Owners frequently reported highway fuel economy in excess of 50 MPG, and CRX fans are quick to point out that modern hybrid automobiles, for all their expense and complexity, struggle to top this number.
First-generation Honda Civic CRX models, built from 1983 to 1987, featured a torsion bar front suspension and a twist beam rear axle. Given the car’s light weight, that was good enough to deliver spirited handling (especially in Si versions, which got anti-roll bars in front and rear and received a stiffer chassis beginning in 1986). Though sold as a 2+2 in other markets, American buyers only had the option of a two-seat configuration for CRX models.
The second generation of CRX, launched in 1988, debuted with a four-wheel independent wishbone suspension in all models, even the fuel-sipping HF. Buyers could opt for engines ranging in power from 62 horsepower (in HF models), to 72 horsepower (in base DX models), to 105 horsepower in Si trim, but all proved to be entertaining when the road tightened into curves. Thanks to stricter safety requirements, second generation models grew in weight with the addition of things like reinforced door beams, but still managed to tip the scales at less than 1,900 pounds (in HF trim) and just over 2,000 pounds (in Si trim). DX models were available with automatic transmissions, but both HF and Si models required drivers to row their own gears.
Honda replaced the CRX with the Del Sol for the 1992 model year, and fans the world over mourned the car’s passing. It’s still unclear why Honda chose to discontinue the still-popular CRX, but perhaps the most logical explanation is that the car had grown expensive for young drivers to insure, thanks to its affordable price point and exceptional handling (both of which likely contributed to a higher-than-usual accident rate). Given that most buyers took steps to increase horsepower or further improve handling, finding an unmodified example without rust issues today is challenging, to say the least. Still, the Honda Civic Si made virtually every magazine’s “10 Best” list back in the day, so the quest may be worthwhile for those willing to devote the time and effort.
