🚗 One of the Nearly Forgotten Bullets: The First Generation CR-X (AE/AF/AS) Original: Honda Magazine · Japanese Car Enthusiasts Magazine ·

 2025-03-15

✨ Topic: #GoldenEraOfJDM #CRXHistory #HondaLegacy

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In the late 1980s to the 1990s, this era was known as the golden age of Japanese automobiles 🌸. Due to the 1985 Plaza Accord, the Japanese yen appreciated, and domestic economic stimulus exploded, propelling the auto industry forward 🚀. This period birthed legendary high-performance models like the Nissan Skyline GT-R, Mazda RX-7, Toyota Supra, and Honda NSX 🏎️. Beyond these icons, many brilliant compact models also emerged—short-lived but unforgettable. Among them, the Honda CR-X stood out.

The CR-X may be unfamiliar to younger car fans born in the '90s and 2000s, but it was once a beloved sports model 🎯. Its name stems from "Civic Renaissance X," symbolizing a revival of the Civic spirit. After only two generations, the CR-X was discontinued, but it remains dear to veteran car enthusiasts ❤️. Honda later released a similar model in 2010 called the CR-Z, which found favor overseas but was overlooked domestically due to lack of manual transmission and high pricing.

Let’s rewind time and revisit the story of this classic “little bullet” 💥—the first generation CR-X, born in July 1983 and based on the third-generation Civic chassis (AT). The chassis codes AE/AF/AS correspond to its variants. In Japan, it was sold exclusively through Honda's Verno dealerships, while overseas it was marketed as the Civic CRX (without a hyphen).

CR-X earned its “bullet” nickname from a Honda commercial showing it piercing through a water curtain in slow motion—an unforgettable visual impact 📸.

It featured a unique body design: 2200mm wheelbase, shorter than the Civic hatchback. The sharply sloping roofline and large vertical rear glass reduced drag and improved rear visibility. This liftback style originated from the '70s Toyota Celica, favored by American pony cars and adopted by European models like Citroën CX too.

In Japan, the CR-X offered a 2+2 seating layout. Designers lowered rear seat height and added seat recesses to optimize headroom, though space remained tight. In North America, only a two-seater version was sold 🛋️.

Its design was inspired by designer Nobuya Iwakura’s Alfa Romeo GT Junior Zagato 🎨.

Driving dynamics were a strong selling point. Engineers utilized lightweight materials like ABS and H.P. ALLOY (polycarbonate-based composites) for the fenders and doors, and H.P. BLEND (polypropylene-based) for bumpers. The first-gen CR-X weighed just 760–860 kg depending on engine variant ⚖️.

Though it shared Civic’s suspension setup (MacPherson front, solid axle rear), the lightweight body and anti-roll bars gave it agile handling 🏁. This setup, dubbed SPORTEC-SUS, gave CR-X a sharper feel compared to the Civic.

Under the hood, it came with three engine options: 1.3L EV1 SOHC (carbureted), 1.5L EW5 SOHC (fuel-injected), and 1.6L ZC DOHC. The 1.3L and 1.5L had Honda’s CVCC tech. Only Japan got the ZC DOHC engine and EFI 1.5L; export markets had carbureted versions.

Transmission choices included 5-speed manual and 3-speed auto. 🚘

💬 Reminder: JDM refers strictly to models sold under Japanese domestic regulations—not any car with JDM parts. Many global regions celebrate JDM culture, but in China, calling local Civics “JDM” is a misnomer unless truly Japanese-spec.

Inside, the 1.3L models had analog gauges and basic features, while 1.5L offered digital meters, a trip computer, sunroof, etc.

In 1985, Honda launched the Si (Sports Injected) version with premium features: alloy wheels, oil cooler, power mirrors, rear wiper, spoiler, and more. Even power steering, A/C, and audio were optional for lightweight goals.

The Si rear spoiler was made of polyurethane for weight savings, with a bold Si logo. Si models also had equal-length driveshafts to reduce torque steer from the ZC engine’s high output.

The facelifted CR-X in 1985 received fixed headlamps (replacing pop-ups), flatter hood lines, new wheels, and upgraded bumpers and side skirts.

Special editions included: “Car of the Year” edition (1983, based on 1.5i) and F1 Special Edition (1986, celebrating Honda's F1 victory) with fog lights and special badges.

🏎️ Mugen (Honda’s tuning division) also released CR-X Pro with ZC engine, wider body kit by aerodynamics expert Takuya Yura, deleted sunroof for weight reduction, and was even used as Suzuka Circuit’s safety car.

That concludes the story of the first-gen CR-X. Stay tuned for the next chapter on the second generation. ✌️