![]() ![]() The regular 1.6i-16 offered GTI-rivalling performance and the VTEC was in RS Turbo territory, but the CRX’s tiny dimensions ensured it was forever something of a niche product in the UK market. And by higher engine speeds, Honda meant over 8000 rpm, an impressive achievement from a four-cylinder production engine and something which showcased its engineering talents, easily the equal of the established giants like BMW. The acronym stands for Variable Valve Timing and Lift Electronic Control and as the name suggests it alters the timing and lift of the camshafts, effectively offering two camshaft profiles to allow both good torque at lower speeds and good power at higher engine speeds. UK-market cars retained the 1.6-16-valve engine initially but in 1989 Honda dropped in its famed VTEC technology and made a good thing even better. The new suspension also allowed the designers to lower the bonnet line by 30mm. Gone was the coil-over and torsion bar front suspension and beam rear axle in favour of a fully independent set-up using wishbones at all four corners. ![]() The original CRX was replaced in 1988 with a car which at a glance looked similar and was again a coupe based on the Civic hatchback but which under the skin was much changed. ![]() It was powered by a 1588cc version of the alloy Civic engine with Honda’s own PGM-Fi injection and a novel (for 1984) 12-valve head featuring two intake and one exhaust valves per cylinder, it was good for 100 bhp at 5750 rpm and with an 800kg kerb weight it created a brisk car which felt much quicker: road testers back in 1984 were surprised to find it took just over 9 seconds to crack the 60 mph sprint but in 1985 the little coupe gained a 1590cc 16-valve engine good for 125 bhp, in which form performance was improved: a top speed of 124 mph and 0-60 in just 8.3 seconds. The Civic platform was shortened by five inches and the sleek coupe bodyshell sat two inches lower. The story of the CRX began as early as 1984, the car essentially a coupe version of the Civic but Honda being Honda of course it couldn’t be quite that simple. In focussing on the likes of the Golf and Escort though, it’s easy to forget that there was another new wave of cars coming along at the same time which made the Europeans look positively conventional.Įnter the likes of the Toyota MR2 and Honda CRX, diminutive pocket rockets packed with technology which promised both bulletproof reliability and a very different way of doing things which was at odds with the rather staid offerings of the rest of their makers’ ranges. Ultimately, the likes of the MGB GT were eclipsed by the talents of the Golf GTI and Escort XR3i to the point where its demise was inevitable. The last MGB may have left Abingdon in 1980 but its end was inevitable in the face of the sheer practicality offered by the new generation of performance hatchbacks. We may be living in a period of almost unprecedented change in the automotive market, but it’s easy to forget that similar levels of technical upheaval happened back in the 1980s. 90s Japanese sports cars are enjoying a renaissance at the moment, with even the weirdest examples gaining attention from enthusiasts. ![]()
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