Guide: the Sport Hatch Icon Refined - a Historical & Technical Appraisal of the Honda CRX II (1987-1991)
BACKGROUND
Having initially dabbled in the small sports car and utility vehicle market, a lack of early commercial success left Honda ready to quit automobile manufacture had the first generation Civic launched in 1972 not sold in sufficient numbers.
As it transpired, the Civic proved a massive hit both at home and internationally and Honda has never looked back.
In addition to the vast numbers of first and second generation Civics sold between 1972 and ‘83, Honda’s breakthrough model went on to spawn a variety of spin-offs such as the Ballade and Quint. However, like the original, fuel economy was nearly always the name of the game for these super efficient models as, for the timebeing, Honda seemed reluctant to revisit the company’s sporting four-wheeled roots.
Things began to change when Honda released the City Turbo super mini in late 1982. Developed in conjunction with Mugen (run by Soichiro Honda’s son Hirotoshi), the diminutive City Turbo packed a 99bhp 1.2-litre forced induction inline ‘four’ into a tiny three-door hatchback that weighed just 690kg.
Honda’s high performance credentials had been further boosted by its 1979 return to Grand Prix motorcycle racing and, in 1980, to Formula 2 as an engine supplier (a move that yielded the F2 championship in 1981, 1983 and 1984).
Amid this drive towards a more exciting culture, Honda released its most driver-focused model yet when the CRX was launched in June 1983.
Based predominantly on third generation Civic underpinnings, the CRX bridged the gap between the popular new breed of European hot hatches and the kind of entry level coupes that had proven so popular in years prior. Offered with a choice of engines and trim levels, Honda managed to shift over 220,000 examples of the CRX during the model’s first four years of production which ensured a successor was inevitable.
That car, sometimes dubbed the CRX II, was launched in September 1987 for the 1988 model year along with the rest of the fourth generation Civic line up. Unsurprisingly, it adopted a similar philosophy to the first generation CRX that had proved such a hit.
Thanks to a major redesign the CRX II offered more space, improved handling and better all-round performance. As before, Honda offered this latest CRX with a choice of engines and trim levels, some of which varied from market to market.
In Japan and most European countries, two iterations went on sale. The entry level CRX (also known as the 1.5X) came with a 1.5-litre single overhead cam engine on twin carburettors. By contrast, the flagship 1.6-litre CRX Si (Sport injected) featured a 1.6-litre dual overhead cam engine with digital fuel-injection.
Over in the United States, the CRX and CRX Si were offered with subtly different engines to Rest of World examples along with a third version dubbed the HF (High Fuel efficiency). The HF came with a 1.5-litre engine with a simplified 8 as opposed to 16 valve head and multi-point fuel injection.
CHASSIS
Like its predecessor, the CRX II used a shortened version of the contemporary Civic floorpan. At 2300mm, the CRX II’s wheelbase was 200mm shorter than the fourth generation Civic but 100mm longer than the outgoing CRX I which resulted in additional cockpit space and more predictable handling.
To further improve dynamics, the CRX II also came with a completely new suspension layout; the front torsion bar and rear beam axle with trailing link arrangement used previously made way for double wishbones with coil springs and gas-filled shocks all round (although the back end could more accurately be described as trailing arms with upper and lower lateral links plus small toe-control links).
A front anti-roll bar was fitted to all CRX II variants while the range-topping Si came with one at the rear as well.
The Si also came with four-wheel disc brakes in Japan (241mm all round, up from 231mm before), but in other regions drums were initially used at the rear as per the base model.
Another Si-specific feature was variable-ratio steering.
Five-inch wide wheels came in alloy or steel depending on the car’s specification. The base CRX II ran 13-inch diameter rims on 175/70 tyres while those on the Si had a 14-inch diameter with 185/60 tyres. Handling and stability was further improved over the CRX I as a consequence of wider all round track.
ENGINE / TRANSMISSION
The inline four cylinder engines fitted to the CRX II were from Honda’s D-series line and all featured an iron block with light aluminium alloy head and wet-sump lubrication.
The ZC engine found in the top-of-the-range the Si was a dual overhead cam unit with four valves per cylinder and Honda’s PGM-FI digital fuel-injection. Displacement was 1590cc thanks to a bore and stroke of 75mm and 90mm respectively. The compression ratio was set at 9.5:1.
In non-catalysed form, the ZC motor developed 128bhp at 6800rpm and 106lb-ft at 5700rpm. With a catalytic converter fitted (as required by some European markets), those figures dropped to 118bhp and 100lb-ft at identical engine speeds.
Honda also offered a 1.5-litre single overhead cam engine, again with four valves per cylinder. These D15B units displaced 1493cc thanks to a 5.5mm shorter stroke (84.5mm). Instead of fuel-injection, a pair of twin-barrel Keihin carburettors were installed. Compression was 9.2:1 with a peak output of 103bhp at 6500rpm and 96lb-ft at 4500rpm.
In Japan, both the base CRX and Si could be ordered with either a five-speed manual or four-speed automatic. In Europe, the Si was only delivered with a five-speed manual ‘box.
BODYWORK
Thanks to a complete redesign, although one that held true to the original version’s quirky sport-hatch characteristics, the CRX II was among the best looking small performance cars of its day. It combined well-balanced proportions with short overhangs, slim cockpit pillars, neat integration of all the various lighting / cooling solutions and a sleek appearance that really made it stand out among the often boxy offerings from other manufacturers.
One of the most interesting new features was a slim vertical glass screen at the base of the rear hatch that mimicked a treatment used previously by Bertone for the Lamborghini Espada and Maserati Khamsin.
Longer, wider and lower than before, the original sharp edges were made much softer which resulted in a more modern, less angular design.
Despite its extra size, the CRX II represented a considerable step forward in terms of aerodynamic efficiency with a drag coefficient of 0.3 compared to 0.33 for the CRX I.
As a consequence of its taller engine, the dual overhead cam Si came with a hood that incorporated a neat off-centre blister to ensure sufficient clearance for the cam gear cover.
Body panels were a mixture of steel and composite plastic mouldings.
INTERIOR
By far the most radical change in terms of the CRX II’s appearance concerned the cockpit where a complete redesign was carried out to replace the original which had begun to show its age.
The driver zone was blessed with a more cohesive feel thanks to ab instrument binnacle, centre console and transmission tunnel that were all combined into a much tidier package than before.
Housed in the primary binnacle behind the new three-spoke steering wheel were large read outs for road and engine speed split by two smaller gauges for water temperature and fuel. Under these was a bank of warning lights.
Located centrally from top to bottom were a pair of fresh air vents, a digital clock, controls for the heating / ventilation system, the audio system (if specified) and a cigar lighter / ashtray.
Also present in what was a noticeably more spacious cockpit than before were better, more figure-hugging seats, behind which was a parcel shelf situated above the fuel tank.
Upholstery was a mix of velour fabric, soft-touch plastic and carpet.
OPTIONS
The level of standard equipment fitted to a CRX II varied greatly depending on which version was specified and what market the car was originally bound for. Some base JDM examples came with steel wheels, manual windows and no audio system. By contrast, those examples destined for the UK and some other European countries automatically came with a sunroof, electric windows, an audio system, power steering and a rear wiper, particularly in the case of the Si version.
Other optional extras, such as a large fixed glass roof, speed-sensitive power steering and a limited-slip differential were only offered in Japan (the latter pair on the flagship Si only).
Included among the other optional extras that could be specified were air-conditioning, alloy wheels, wheel centre caps, fog lights, locking wheel nuts, mud flaps, a roof rack, a choice of audio systems and a set of floor mats.
WEIGHT / PERFORMANCE
The base 1.5-litre single overhead cam CRX with five-speed manual gearbox weighed in at 820kg, had a 126mph top speed and 0-62mph time of 8.7 seconds. In four-speed automatic trim, weight went up to 850kg while top speed dropped to 119mph and 0-62mph rose to 10.6 seconds.
As for the 1.6-litre dual overhead cam CRX Si, the manual version tipped the scales at 880kg, had a 135mph top speed and 0-62mph time of 7.1 seconds. With an automatic gearbox, weight rose to 900kg, top speed dropped to 129mph and the 0-62mph time rose to 8.9 seconds.
NORTH AMERICAN VERSIONS
For the North American region, Honda offered three different versions of the CRX II, all with engines unique to this region.
The base 1.5-litre single overhead cam CRX used a D15B2 as opposed to D15B engine, the main difference having been dual-point fuel-injection (instead of twin carburettors). Peak output was 92bhp at 6000rpm (down from 103bhp at 6500rpm) and 88lb-ft at 4700rpm (down from 96lb-ft at 4500rpm).
The 1.6-litre CRX Si sold across the Atlantic used a D16A6 single overhead cam engine as opposed to the twin cam ZC motor used elsewhere. It ran dual-point fuel-injection instead of the digital PGM-FI set-up found on the ZC unit and compression was 9.1:1 as opposed to 9.5:1. Peak output was 105bhp at 5600rpm and 100lb-ft at 4800rpm (down from 128bhp at 6800rpm and 106lb-ft at 5700rpm). Owing to its single overhead cam nature, the North American Si did not feature a hood bulge for engine clearance. As per regions outside of Japan, drum brakes were fitted at the rear.
A CRX II variant offered exclusively in this region was the high fuel efficiency HF. The 1.5-litre single overhead cam D15B6 engines fitted to these cars used an 8 instead of 16 valve head and sophisticated multi-point fuel-injection. Peak output was 62bhp at 4400rpm and 83lb-ft at 2200rpm. Smaller 226mm diameter front brake discs were also fitted.
The base CRX and CRX Si were only available with a five-speed manual gearbox whereas the HF could alternatively be specified with the optional four-speed automatic unit.
1989 MODEL YEAR
For the 1989 model year (production of which began in September 1988), Honda introduced an optional three-channel Anti-lock Brake System (ABS).
Disc brakes now came fitted as all round on the European-bound Si.
In the United States, the Si’s output rating was increased from 105bhp to 108bhp thanks to a revised camshaft. Additionally, cars destined for this region were also switched to door-mounted seatbelts to comply with federal automatic safety belt requirements.
CRX SI EXCLUSIVE
In February 1989, Honda released a special edition with a super high end specification dubbed the CRX Si Exclusive.
Limited to 350 units, each car came with Camel leather upholstery, a leather steering wheel, a glass roof, electric windows and mirrors, power steering, air-conditioning, an uprated audio system, ABS, chrome interior door handles and a chrome glovebox button.
CRX G-SPECIAL EDITION
Another special edition launched during the 1989 model year was the JDM-only G-Special Edition based on the entry level CRX. These cars came with the glass roof, tweed upholstery, alloy wheels and a rear wiper as standard.
1990 MODEL YEAR
In September 1989, the CRX II got a fairly significant facelift for the 1990 model year production with updated bumpers, dark smoked tail lights and a revised dash. Under the skin, the brakes and suspension got a couple of minor tweaks while the bodyshell was strengthened and slightly heavier as a result.
From this point, catalytic converters became standard for all European-bound variants.
The big news, however, was the addition of a new flagship CRX II with Honda’s advanced VTEC system that had been premiered five months prior on the Integra.
CRX SIR / 1.6i VT
The new VTEC-engined variants were known as the SiR in Japan and the 1.6i VT in Europe. Unfortunately, this top-of-the-range iteration was never sold in North America.
VTEC (Variable valve Timing and lift Electronic Control) was a system that hydraulically switched the cam profile at a fixed point in the rev range to provide more power at high revs and reduced emissions at low revs.
Unlike the existing 1590cc 1.6-litre dual overhead cam 16 valve ZC engine found in the Si, the highly responsive new B16 VTEC unit displaced 1595cc thanks to larger 81mm cylinder bores (up from 75mm) and a shorter 77.4mm stroke (down from 90mm). The compression ratio was increased from 9.5:1 to 10.2:1, but the state-of-art PGM-FI digital fuel injection was retained albeit in a re-mapped state.
Two versions of the B16 motor were used.
The B16A unit for Japan did without a catalytic converter and produced a peak output of 158bhp at 7600rpm and 112lb-ft at 7000rpm (compared to 128bhp at 6800rpm and 106lb-ft at 5700rpm for the existing non-car ZC motor).
The B16A1 unit for Europe was catalysed and had a peak output of 148bhp at the same 7600rpm and 106lb-ft at 7100rpm (up 100rpm on the JDM version). For comparison, the cat-equipped Si produced 118bhp at 6800rpm and 100lb-ft at 5700rpm).
In addition to its VTEC engine, the new SiR / 1.6i VT featured bigger front brakes, updated wheels with 195/60 profile tyres, new shock absorber settings, a broad power bulge on the hood, a rear spoiler, VTEC exterior badging and leather upholstery.
It was offered exclusively with a five-speed manual gearbox and could be optioned with both torque-sensitive power steering and a limited-slip differential.
Top speed of the JDM non-cat version which weighed in at 970kg was 144mph and 0-62mph required 6.9 seconds.
As for the catalysed Euro variant, these cars weighed 1010kg, had a 138mph top speed and 0-62mph time of 7 seconds.
1991 MODEL YEAR
The 1991 model year was the last for the CRX II, but aside from a couple of new colours that replaced existing shades, no major updates were made.
END OF PRODUCTION
CRX II production was discontinued in August 1991, by which time 171,393 had been completed.
This figure was split as follows: 68,813 examples of the base CRX, 64,652 examples of the CRX Si / SiR / VT and 38,018 examples of the CRX HF.
A third generation CRX (dubbed the CRX del Sol on account if its removable targa roof panel) was subsequently launched during the autumn of 1992 for the 1993 model year.
Text copyright: Supercar Nostalgia
Photo copyright: Honda - https://global.honda/
