25 replies to this topic

[duner]

333,xxx that's badass

i bought an 86 hf last fall from the original owner. ive been working on it since to get it in better shape. it has 303,xxx; i know there are ppl here with even more!

[NurburgRinger]

Is this the 1" thick version, or the thin, magazine one? Just got back from Border's and saw 2 "Hemmings" mags; the thin one was June but no CRX article, and the thick one was May, the cover saying "leave on shelf until May 20th" or something...

thanks
Kurt

I received my June 2007 issue of Hemmings Sports & Classic Cars yesterday and they have a nice Buyers Guide article on the 1st Gen CRX. I'm assuming the featured car/owner is a member of this forum and this forum is mentioned as a resource. Nice article, nice car!

Scott

[cbstdscott]

A while back, I mentioned that the writer of the article contacted me. I gave him some information and then he sent me the text of the article. This is a preminary version of the article, hopefully he has included MrDisability's website in the finaly version as I requested:


Buyer’s Guide: 1985-1987 Honda Civic CRX Si
Hemmings Sports & Exotic Car #22, June 07
By Mark J. McCourt
Photography by Jeff Koch


Where have all the runabouts gone? You must remember them… inexpensive, sporty two-seaters that were both economical to run and a blast to drive. It’s a niche that was brimming with interesting and fun vehicles twenty years ago, but in the past ten years, has virtually disappeared. Contesting Toyota’s mid-engine MR2 for the title of king of the pocket rockets was Honda’s perennial hot hatch, the Civic CRX Si. The CRX sold in big numbers, and because of its noted build quality and reliability, plenty are still around. Although its costs may be cheap, the Civic CRX Si’s blend of fun and economy is priceless.
Honda established itself as a force to be reckoned with when the Civic debuted in 1973. Following the BMC Mini’s lead, the Civic combined a transverse front engine, front-wheel drive and small wheels to offer great interior volume for its size. The introduction of the 1975 Civic CVCC, whose stratified charge engine’s Compound Vortex Controlled Combustion design allowed the car to meet emissions standards without need for a catalytic converter or unleaded gas, cemented Honda as a first-rate innovator. The Civic would grow in size and power with each redesign, and in 1983, the last year of the car’s second generation, a sporty Civic S arrived with a firmer suspension and rear anti-roll bar, wider tires, a tachometer and red accented trim.
That Civic S foreshadowed the next generation of enthusiast-biased Civics that would arrive for 1984, the most enthusiastic new version of which was a two-seat fastback called the CRX. The Civic CRX, as it was badged, used an 86.6-inch wheelbase (other Civics rode on a 96.5-inch wheelbase) and came in two trim levels. The standard CRX used an economical 60hp, 1.3-liter four-cylinder engine, while the uplevel CRX 1.5 used a single downdraft-carbureted, three-valve-per-cylinder, 76hp 1,488cc engine; both versions were available in Victoria Red, Greek White and Baltic Blue, all with silver lower body cladding and a pedestal rear wing spoiler.
During their 1984 Import Car of the Year instrumented testing, Motor Trend magazine found that the 1.5 returned 44.55-mpg; this was possible due to its excellent aerodynamics (0.32 drag coefficient) and featherweight 1,802 pounds. In addition to lacking the heft of a rear seat and multiple power accessories, the Civic CRX 1.5 featured new-tech plastic body panels for the front fenders and “header” panel between the headlamps. The basic CRX was lighter at 1,713 pounds, and even stingier at the pumps, earning a remarkable 51 city/67 highway-mpg.
This newest Honda was an instant hit with the public and press alike, winning the aforementioned Import Car of the Year award, but a good thing would get even better in 1985, when the Si (Sports, injected) model appeared atop a range that included the ultra-miserly 1.5-liter, carbureted eight-valve CRX HF and mid-range 1.5-liter, carbureted 12-valve CRX. The Si topped the 1.5-liter engine, which had a 74.0 mm bore and 86.5mm stroke, with a new Honda-developed multi-port ‘Programmed Fuel Injection’ system. This combination made 91hp at 5,500 rpm and 92.9-lbs.ft. of torque at 4,500 rpm. Lashed to the exclusive five-speed manual gearbox, Motor Trend found that this upgraded engine added greatly to the CRX’s fun factor:
“Instrumented data is even more illustrative of the increased performance of the Si. Zero to 60 acceleration has been cut from last year’s 11.26 sec to a very quick 8.5 sec. That’s faster than the V-6 Fiero, Toyota’s MR2 and the Mitsubishi Mirage Turbo. The quarter mile for the Si is accomplished in a nifty 16.20 sec at 84.5 mph, compared to the ’84’s 18.02 at 72.8.”
In addition to the fuel-injected engine, the Civic CRX Si gained stylish 13-inch aluminum alloy wheels running 175/70-13 tires. These wheels were kept upright by front and rear anti-roll bars and suspended by torsion bars and McPherson struts in front. Coil springs, semi-trailing links, gas shocks and a Panhard rod held up the solid rear axle. With its nicely weighted manual rack-and-pinion steering, this setup allowed the 1985 Si to pull .80-g on the skidpad.
Other Si-exclusive equipment included standard dual remote exterior mirrors, a rear window wiper and ducktail spoiler for the hatch, and a power sunroof that tilted and slid outside of the car to preserve headroom. Red and blue paint remained available on 1985 CRX Sis, while black was a new addition; the bright silver lower body cladding from the previous year was replaced by charcoal gray and accented with a red band. Air conditioning was optional, while power front disc/rear drum brakes were standard.
Honda added to the Civic CRX Si’s mojo in 1986, the year that the four-seat Civic hatchback got its own fuel-injected Si range topper. On the outside, flush glass headlamps and a redesigned front bumper/air dam gave it a sterner face, while single-tone paint in red, white or black covered flared rocker panels and a redesigned rear spoiler. The funky new four-hole alloy wheels were a size larger, supporting 185/60-14 tires. The 1987 CRX Si was a virtual carry-over, with white replaced by silver in its palette.
By 1987, Honda’s two-seat sportster had make the record books, according to Road & Track magazine; “When they get around to listing the top good-time inventions of the late 20th century, we’re willing to bet that right up there with the hang gliders, ultra lights, sailboards and jet skis you’ll find the Honda Civic CRX. And we’re willing to bet that the CRX won’t be at the bottom of the short list- particularly if the CRX in question is an Si.”
Los Angeles native, 35-year hobbyist mechanic and ‘CRXpert’ Scott Harris further explains the differences between first-generation CRX Sis; “Although the 1984-‘87 CRX is mostly unchanged thorough the model run, Honda changed the electrical connectors on the 1986 and later cars. Almost all the electrical parts on the ‘86 and later cars do not plug into the earlier car’s wiring harness. If you are handy with electrical stuff, this is not a big deal, but it’s something to know. All 1985-‘87 Sis use the same engine, although the ‘85 has the different electrical connectors and valve cover. The 1985 transmission is geared slightly shorter; combined with 13-inch wheels and slightly lower weight, the ‘85 Si is a bit quicker off the line.”
Scott offers an enthusiast’s perspective on Honda’s sporting classic; “There are many CRX clubs throughout the country and the world, but most of them exist as virtual clubs on the ‘Net. Rather than having physical structure, they are more akin to a group of enthusiasts who keep in touch via the Internet, and occasionally gather for informal meets. The single best web site for 1984-‘87 CRX fans is www.redpepperracing.com. This is an active and enthusiast group of people who range from serious SCCA racers to weekend wrenchers,” he explains. The Internet is a great resource for people looking to increase CRX Si performance, and they’ll find tips on engine, brake, suspension and wheel and tire upgrades, both stock appearing and individually modified.
It’s common knowledge that Honda Civics are the darlings of the import tuner scene, and CRX Sis are a favorite platform for those who like to kick it ‘old-school.’ Their popularity in for-show modification is matched by the esteem in which CRXs are held by a small and enthusiastic crowd of SCCA racers, autocrossers and even drag racers. Further reducing their numbers is the fact that, like many pre-1990 Japanese cars, CRX Sis have a tendency to rust in winter-salted areas of the country. Don’t let a six-digit odometer reading frighten you; Honda’s sterling reliability and excellent mechanical parts accessibility means that high-mileage examples treated with obvious care and maintenance are just as desirable as those with unusually low mileage.

Honda Civic CRX Si U.S. sales
1985-
1986- TK
1987-

Specifications
Engine: I-4, single overhead belt-driven cam, 3-valves per cylinder, cast iron block and aluminum head, 1,488cc [91 cu.in.]
Horsepower: 91 @ 5,500 rpm
Torque: 93 lbs.-ft. @ 4,500 rpm
Induction system: Electronic fuel injection
Gearbox: Five-speed manual
0-60 mph: 8.7 seconds
Top speed: 115 mph
Length: 147.8 inches
Width: 63.9 inches
Height: 50.8 inches
Curb weight: 1,978 pounds
Drag coefficient: 0.32
Fuel economy, city/highway: 32/36 mpg

Pros & Cons
+ Cheap fun, heir to original GTI’s hot hatch throne
+ Light weight + good aerodynamics = great mileage
+ Rock bottom prices, still get most parts at your Honda dealer
- No power steering makes low speed turns a workout
- Short wheelbase and firm suspension offer choppy ride
- Disposable nature means few good ones are left


What to Pay- 1985-1987 Civic CRX Si

Low Average High
1985- $1,000 $1,500 $2,500
1986- $1,000 $2,000 $2,500
1987- $1,500 $2,000 $3,000

Club Corner & Information

Northern California CRX Club
www.norcalcrx.org/forum/
- Hosts of the annual “CRXpo,” with informational online technical forums

http://kumo.swcp.com/synth/crx/
-Online information resource, including technical information and period tests

http://crxresource.org/index.php
-Online CRX specialty resource, including forums and classifieds

www.redpepperracing.com
-Online information resource, including forums and technical information

Suppliers & Specialists
Formula H Motorworks
794 Route 17M
Middletown, New York
845-344-5511
www.formulah.com

Honda Only Auto Dismantling
9337 San Fernando Road
Sun Valley, California
818-768-6608
www.hondaonly.net/home.html

Majestic Honda
1300 Eddie Dowling Highway, Rte. 146
Lincoln, Rhode Island
800-341-4113
www.hondaautomotiveparts.com/home.htm

H.A.P. Recycling
3379 Sunrise Blvd
Rancho Cordova, California
800-999-9499
www.haprecycling.com/

Bernardi Parts
120 Rear Worcester Road
Natick, Massachusetts
800-924-1884
www.bernardiparts.com

The Honda Parts Store
15525 Frederick Rd,
Rockville, Maryland
301-517-8342
www.thehondapartsstore.com

Honda Specialist Used Auto Parts
4101 NW 27 Avenue
Miami, Florida
305-634-3609
www.hondaspecialist.net/


Owner’s Viewpoint: By Christopher Hoffman
“Spring’s arrival in 1987 found me a few years out of college with a good job, a 75-mile daily commute, and an aging Scirocco that had twice stranded me on frigid New England mornings, forcing me to walk home and dig out my rusty, trusty ’77 Civic. My best friend was eyeing a new CRX Si in red, and he convinced me to join him. I chose Blackburn Black metallic.
I sprang for every useful Honda accessory, from A/C to rear speaker enclosures, and took delivery on May 9, 1987 at a total of $11,100. I was determined to keep my first new car new forever, so I added one more accessory: an ’83 Civic wagon to drive while the CRX hibernated until the roads were salt-free.
I moved from Boston to LA in 1989, driving coast-to-coast in four trouble-free days on fewer than 100 gallons of gas. The CRX remained my daily driver until 1993, when a new SUV moved it to the toy shelf. On its 10th birthday, I photographed its 100,000th mile while driving 200 miles to Santa Barbara for breakfast.
Now at 107,500 miles, the car is still largely original, having needed only a few non-maintenance replacements in 20 years: a clutch, fuel pump, CV joints/boots, two light bulbs and a rear wheel cylinder. Even the original exhaust system remains (minus the tailpipes, which fell off in 1994 and 1996). The car is as smooth, strong and as fun as ever. There might be a lower-mileage CRX out there, but I cannot imagine one so loved by—nor loyal to—its owner.”

Recent Internet Ad Listings:
1985 Honda Civic CRX Si- Blue/blue, 218,102 miles, 5-speed, sunroof, alloy wheels, service maintained, no rust, fast and ready to go. $1,750.

1986 Honda Civic CRX Si. All original, one owner, red with gray interior 111,480 miles, 5-speed, a/c, sunroof, alloy wheels, showroom condition- $3,990.

1986 Honda CRX Si, new paint & int, 55k orig mi, 45mpg, 5-spd, pb, a/c, cc, tilt, snrf, alloys, alarm, $3,995 OBO

1987 Honda CRX Si, blk, 5-spd, snrf, tinted, alloys, CD, recently detailed in/out, everything works, $2,750

1987 Honda CRX Si, 235K mi, Runs, drives great! Sunroof, new tires, 5-spd, clean title, fuel saver. Includes extra set of wheels. $1,600 OBO

Parts Prices
Air conditioning condensor- $129
Axle assembly, left side- $96
Battery hold-down frame- $15
Brake disc, Brembo- $30
Carpet set, passenger compartment- $158
Catalytic converter- $156
EGR valve- $85
Front bumper cover- $128
Hatch support strut- $28
Head gasket- $22
Heater core- $104
Fuel injector- $79
Fuel pump- $265
Front parking lamp unit- $20
Nose panel between headlamps- $53
Oxygen sensor- $50
Pedal pad, clutch/brake- $6
Radiator- $106
Radiator fan, 1985 Si- $78
Steering rack boot kit- $16
Strut assembly, front- $49
Thermostat, OEM- $18
Timing belt kit- $63
Transmission mount- $45
Windshield wiper motor- $81


Focus Points for photo spread
Body-
Unless you live in a dry climate, you’ll find that nearly all Civic CRXs have some body rust. Brian Baker, Honda specialist and proprietor of Formula H Motorworks in Middletown, New York, shares his experience with these buying tips;
“The areas of concern are predominantly under the car. It’s not something you often say about a modern car, but the floors have a tendency to rust out. Although CRXs have a monocoque design, there are box stiffeners that run down the floors, and bolted into them are the torsion bars. These rust, and it’s a big deal- when cornering, torsional forces can literally rip the bars out if rust is bad enough. It’s also important to check for rust at the jacking points. Although it’s more cosmetic than structural, the rear quarter panels around the fender wells also rust. We’ve even seen gas tanks rust on top, and people will smell the fumes.” Replacement body panels, including the plastic front components, are still available.

Interior-
Much of the sporting nature of the CRX Si comes from its two-seat interior, whose thoughtful ergonomics make it a pleasant place to rack up the miles. The supportive cloth-upholstered seats do wear, though, and finding replacement parts can be tough; “In the normal course of getting in and out, the side bolsters wear,” Brian explains. “According to my parts catalog, each seat is broken down into four parts, and depending on the year and upholstery color [blue, black or off-black], some components- cushion assemblies, seatbelts, covers- are still available; availability seems to be about 75-percent.” Scott notes that the door panel design changed for 1986, so if you have to search for a replacement from a used parts specialist, be sure to specify the year. He also points out that contemporary Prelude or Acura Integra seats can bolt in the existing mounting holes, but if taller than the standard seats, they may reduce headroom.

Engine-
“Very uncharacteristic of Honda, the carbureted non-Si engines had a horrible propensity for blowing head gaskets,” Brian recalls, “but the Si didn’t have a CVCC engine, so it had a different head, and didn’t suffer from that problem. The Si engine’s only weakness is oil consumption at extended mileage, if previous owners weren’t good about keeping the oil changed. Hard carbon can build up around the piston oil control rings and prevent them from exerting pressure to scrape oil away. The engine will burn this oil, even though you won’t see it… the exhaust looks clean, but you may notice some black carbon build-up on the bumper above the tailpipe. The engine may begin to miss because of a white build-up on the spark plugs that shorts out the electrodes; you can pull the plugs to check this.” Stock engine parts are easily sourced from dealers or auto parts stores, and racers have taken advantage of an easy swap for the dual overhead-cam, 16-valve engine (and corresponding transmission) from 1986-1989 Integras.

Transmission-
Honda ensured that every Civic CRX Si would be purchased by an enthusiast driver by equipping them all with five-speed manual gearboxes. Brian calls these transmissions “bulletproof,” noting that he’s had them out of customers’ cars only to change clutches, not because they required repair or replacement. Clutch components are inexpensive and easy to buy, and transmission parts are easily sourced. As Scott noted, any Integra or Japanese domestic market Honda engine swaps will require their corresponding transmissions, because the automaker designed many of its transmissions to be exclusive to particular engines.

Brakes and Suspension-
“First generation CRXs all used rear drum brakes, and while they aren’t exciting, they’re darned reliable,” Brian says. “The front calipers can rust and get sticky. In the Northeast, we’ve also seen the vented rotors begin to rust from the inside-out, where rust starts on the inner vanes and works its way to the outer edge- this can eventually chew up the brake pads. You should also check for rusty, stuck parking brake cables; a clue is to pull up the handbrake and release it- the spring tension should pull it back down. Regarding the suspension, we have seen very few broken torsion bars. The front ball joints will wear, and if the bushing for the rear Panhard rod goes, you’ll hear a knocking noise. The shocks are long-lived, but corrosion can make removing the suspension mounting bolts a real nightmare.”
Scott points out that the Integra’s front rotors, calipers and brackets bolt in, and that some like to swap the CRX drums for Integra rear discs; “This requires the Integra’s master cylinder, portioning valve and parking brake cables, but because these discs weigh more than the CRX’s iron drums and don’t contribute extra stopping power, I prefer to slip on a set 1986-’87 CRX HF aluminum drums and rear backing plates.”

[NurburgRinger]

cool, thanks!

What to Pay- 1985-1987 Civic CRX Si
Low Average High
1985- $1,000 $1,500 $2,500
1986- $1,000 $2,000 $2,500
1987- $1,500 $2,000 $3,000

The "Low" should be lower, and the "High" should be higher
Any reason he rates the '87s as $500 more? From what I can tell there's no difference from an '86, other than silver replacing white as a color choice

Hard carbon can build up around the piston oil control rings and prevent them from exerting pressure to scrape oil away. The engine will burn this oil, even though you won’t see it… the exhaust looks clean, but you may notice some black carbon build-up on the bumper above the tailpipe.

aha.. so that's why my freshly washed (white) rear bumper is speckled with black stuff after ~200 miles. The PO claimed to have religiously changed the oil every 3000 miles....

Kurt

[eric87crx]

Did anyone notice in the article posted earlier that it stated the HF had a 1.5 liter fuel injected 58 hp motor....i thought they had carb'd 1.3's

Edited by eric87crx, 27 April 2007 - 03:28 PM.

[duner]

Did anyone notice in the article posted earlier that it stated the HF had a 1.5 liter fuel injected 58 hp motor....i thought they had carb'd 1.3's

iirc the 86-87 hf's had the 1.5 rated at 58hp vs the 85 hf that had the 1.3.

[1gencrx]

The 84 "1.3" was the only CRX equipped with a 1.3L. All the HF's are 1.5L.

[dkyk25]

Recent Internet Ad Listings:
1985 Honda Civic CRX Si- Blue/blue, 218,102 miles, 5-speed, sunroof, alloy wheels, service maintained, no rust, fast and ready to go. $1,750.

1986 Honda Civic CRX Si. All original, one owner, red with gray interior 111,480 miles, 5-speed, a/c, sunroof, alloy wheels, showroom condition- $3,990.

1986 Honda CRX Si, new paint & int, 55k orig mi, 45mpg, 5-spd, pb, a/c, cc, tilt, snrf, alloys, alarm, $3,995 OBO

1987 Honda CRX Si, blk, 5-spd, snrf, tinted, alloys, CD, recently detailed in/out, everything works, $2,750

1987 Honda CRX Si, 235K mi, Runs, drives great! Sunroof, new tires, 5-spd, clean title, fuel saver. Includes extra set of wheels. $1,600 OBO

hahaha, this is cool.
i actually bought the one fourth in the list (1987 blk,...). I offered $2000 and she took it.
i also checked out the second one in the list prior to my purchase. the red one ($3,990) was piece of crap! dings, scratches peeling paint all over. showroom condition my ass, it wasn't even worth half the asking price...
anyway, nice article.

[roadtripchris]

I received my June 2007 issue of Hemmings Sports & Classic Cars yesterday and they have a nice Buyers Guide article on the 1st Gen CRX. I'm assuming the featured car/owner is a member of this forum and this forum is mentioned as a resource. Nice article, nice car!

Scott

I'm a member now! Been meaning to join after meeting some of you at the first Japanese Classic at the Queen Mary in Long Beach (CA) in 2005.

So yes, that is my black '87 Si in Hemmings Sports & Exotics, and I will have owned it 20 years next week. It was my first new car, though my third Honda at the time. I'll try and post more pix to a gallery sometime soon... Humorous side note: Another one of my cars is on the cover of another Hemmings magazine this month, too. They tell me I'm the first person to snag two covers in one month. But I'm especially happy about the CRX because it falls on its 20th birthday.

Thanks for the kind words on my baby. It's essentially an all-original car, and I'm proud to have been its only owner for its whole life!

Chris in LA

[DarkHand]

I'm a member now! Been meaning to join after meeting some of you at the first Japanese Classic at the Queen Mary in Long Beach (CA) in 2005.

So yes, that is my black '87 Si in Hemmings Sports & Exotics, and I will have owned it 20 years next week. It was my first new car, though my third Honda at the time. I'll try and post more pix to a gallery sometime soon... Humorous side note: Another one of my cars is on the cover of another Hemmings magazine this month, too. They tell me I'm the first person to snag two covers in one month. But I'm especially happy about the CRX because it falls on its 20th birthday.

Thanks for the kind words on my baby. It's essentially an all-original car, and I'm proud to have been its only owner for its whole life!

Chris in LA

Welcome aboard!! I remember your car from the pictures of the '05 show. Absolutely wonderful!

And Scott, I forgot all about that article you'd mentioned... Awesome to see that it's in print now, giving our cars some well deserved classic car spotlight-time.

I've never heard of the CVCC engine having a 'horrible propensity for blowing head gaskets', but all the rest of the info looks good! And it looks like the author was looking for sales figures or production numbers... Does anyone with the actual article see those numbers printed? It would be great if he managed to find them; as far as I know Honda never released that info.