The Honda CR-X, originally launched as the Honda Ballade Sports CR-X in Japan, was a compact sports 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 it stands for is widely disputed, the more popular meaning is "Civic Renaissance Model X", although some believe it is an acronym for "Civic racing experiment".
The Honda Civic CR-X was first produced in 1984 and was a lightweight sport hatchback. In the American market, the CR-X was marketed as an economy sport hatchback, having room for just two passengers. European markets, however, received a more powerful ZC 130 hp engine and four seats. Redesigned in 1987 and produced to 1991, the CR-X was always popular for its performance, nimble handling, and good fuel economy. In the US its performance model, the Si (note: 1500cc sohc engined, unlike the JDM Si 1600cc dohc), was a favorite. Honda's 1992 Del Sol was marketed as a CR-X in some markets.
The original 1.3 liter car and the later American-market CR-X HF model could reliably achieve better than 50 mpg, more than a decade before gas-electric hybrids appeared on the market, and at no price premium over the base model; the 1.3 liter was rated at 51 mpg for CITY and 60mpg highway.[1] The Japanese Si and European 16v models came with a 1600cc dual overhead camshaft engine putting out 128 bhp. Though similar versions of the same engine, the Japanese Si engine was stamped ZC, whilst the European 16v was stamped D16A9.
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 is sister Civic/Ballade models. Honda also refreshed the looks of the car although it looked very similar overall to the original, it was an all new body. This generation 2 CR-X was available with a 1500cc sohc, or an updated version of the 1600cc dual overhead camshaft ZC engine. Many of these were fitted with fuel injection as standard.
Honda also added the 1600cc B16A VTEC engine to the lineup. 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 idleing at low RPMs. the B16A produced 150 bhp in the European VT model and 160 bhp in the JDM SiR model. The CR-X was the second car to receive a VTEC engine after the Integra. The VTEC engine was also the first to have Scatrods fitted as standard, a revolution in engineering.
One of the rarest options for the CR-X was the "Cyber Glass" roof, which stretched from the top of the windshield, and went all the way back to the hatch opening; such equipped models are extremely rare.
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. 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 seemingly Honda had quite different design goals when they built it. In the United States, the Del Sol came in three trim lines: S, Si, and VTEC; the latter featuring a 160hp DOHC engine. Production of the Del Sol ended in 1997, and thus, the CR-X line was retired.
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