Honda CR-X Second generation
US Spec: 1.5 L 62 hp D15B6 I4 (1988-89) 72 hp D15B6 I4 (1990-91) 1.5 L 92 hp D15B2 I4 1.6 L 105 HP D16A6 I4 (1988) 1.6 L 108 hp D16A6 I4 (1989-91)D14A1 I4 1.6 L 136 hp I4 1.6 L 130 hp D16A9 I4 1.6 L 140 hp D16ZC I4 1.6 L VTEC 150 hp B16A1 I4
|Wheelbase||90.6 in (2,301 mm)|
|Length||148. in (3,759 mm) (1990-91) 147.8 in (3,754 mm) (1988-89)|
|Width||65.9 in (1,674 mm) (1990-91) 65.7 in (1,669 mm) (1988-89)|
|Height||50.1 in (1,273 mm) (1990-91) 50 in (1,270 mm) (1988-89)|
The chassis was significantly changed in 1988 from its original torsion bar front and semi-independent rear, to fully independent wishbones all around in line with its sister Civic/Ballade models. Outside of North America, this generation 2 CRX was available with a 1495 cc sohc or an updated version of the 1590 cc DOHC ZC engine. Many of these were fitted with fuel injection as standard.
In September 1989 Honda also added the 1595 cc B16A VTEC engine to the lineup outside of America. The VTEC engine used Variable Valve Timing to provide increased power in the high rev range, while still allowing low fuel consumption and better idling at low RPMs. The B16A produced 150 bhp (112 kW; 152 PS) in the European 1.6i-VT model (where the engine bore the designation B16A1) and 157 bhp (117 kW; 159 PS) in the JDM SiR model. The CRX was the second car to receive a VTEC engine, shortly after the Integra, although the CRX was more popular and common.
The VTEC-equipped models also received a makeover, with updated bumpers, lights, bonnet/hood, brakes, suspension and dashboard design amongst other things. Additionally, some of these design changes were added to the concurrent non-VTEC models.
One of the options for the Japanese Domestic Market (JDM) CR-X was a glass roof, a fixed glass panel which stretched from the top of the windshield to the top of the hatch opening. Relatively common in Japan, these are sought-after models in other markets.
Second-generation CR-Xs in the US could choose between three different trim levels: The standard (unlabeled, sometimes called the "DX") with the 16-valve 1495 cc "D15B2" engine and Dual-Point Fuel Injection (DPFI), the HF ("High Fuel efficiency") model with the 8-valve 1495 cc "D15B6" engine and Multi-Point Fuel Injection (MPFI), or the Si (Abbreviation in debate) model with the 16-valve 1590 cc "D16A6" engine and MPFI. "DX" models were available with an automatic transmission, all others had five-speed manuals. The Si models all came with a power sliding sunroof. A modification was made to the rear of the vehicle on all second generation vehicles in that a glass panel was installed on the upper half of the rear of the vehicle, above the tail lights which aided in rearward visibility in addition to the glass hatchback. This panel is heavily stippled black.
The CR-X was Motor Trend's Import Car of the Millenium for 1990. It also made Car and Driver magazine's Ten Best list for 1985. The redesigned CR-X was on Car and Driver magazine's Ten Best list for 1988. The CR-X Si was Motor Trend's Import Car of the Year for 1988. The 1988 CR-X Si was named one of Road & Track's 10 Best Cars of All Time.
In Australia, the 1988-1991 CR-X was assessed in the Used Car Safety Ratings 2006 as providing "significantly worse than average" protection for its occupants in the event of side impact On the other hand, both versions of the CR-X got good safety marks (5 and 4 stars) in the NHTSA Crash Test Results For 1997 US NCAP
The U.S. version of the second generation CR-X employed the use of side impact door beams on some models. These models can be identified by the mounting position of the safety belts. If the belt is mounted in the door, the beams are present. If the belt is mounted in the body, there is no additional reinforcement. 88 and 89 HF's along with 88 SI's and DX's have the B-pillar mounted restraints, like all versions sold outside of the U.S.