Best Honda CRX Model Years (Ranked) in 2027

1. 1988-1991 CRX Si

The second-generation Si ranks first because it delivers the most complete package of performance, handling, and collectibility in the CRX lineup. Its fuel-injected 1.6L D16A6 engine produces 105-108 hp in a roughly 2,100-pound body, with the double-wishbone suspension providing superior grip and ride. The standard power pop-up moonroof adds a layer of everyday enjoyment that earlier cars lack. This combination makes it the definitive CRX driving experience.

This car is for the enthusiast who wants the best factory CRX without modifications, and it trades affordability for that status. Compared to the 1988-1991 DX below, the Si commands a significant price premium, often double or more for clean examples. Rust in the floors and rear hatch remains the primary concern, and many were modified. A documented, unmolested Si is the most rewarding and valuable CRX to own.

2. 1988-1991 CRX DX

The DX ranks second for offering the same brilliant second-generation chassis as the Si at a fraction of the price, making it the smartest value in the CRX market. Its 1.5L D15B2 engine produces around 92 hp, which is less thrilling but perfectly adequate for daily driving while returning excellent fuel economy. The double-wishbone suspension is identical to the Si, so the handling character is preserved. This makes it a fantastic entry point into CRX ownership.

This car is for budget-conscious buyers who want the iconic CRX experience without the Si premium, and it trades outright power for that savings. Compared to the Si above, it is slower in a straight line but nearly as rewarding on a back road. The DX is also the ideal base for an engine swap, as the chassis readily accepts later VTEC powerplants. An unmolested DX offers the best balance of cost and fun.

3. 1988-1991 CRX HF

The HF ranks third for its legendary fuel economy, achieving EPA highway ratings around 50 mpg, figures that still embarrass modern hybrids. Its lean-burn 1.5L D15B6 engine and tall gearing prioritize efficiency above all, while the lightweight body keeps it surprisingly nimble. This makes it a unique and fascinating piece of Honda engineering history. The HF's cult status among efficiency enthusiasts is well earned.

This car is for the hypermiler or the collector seeking a rare, unmodified example of Honda's efficiency engineering, and it trades performance for its remarkable economy. Compared to the DX above, it is significantly slower, with its modest horsepower making it no rocket. Intact HF engines with functional lean-burn systems are increasingly scarce, adding to their appeal. A clean, unmodified HF is a frugal classic that still turns heads.

4. 1985-1987 CRX Si

The first-generation Si ranks fourth for being the original sporty CRX, introducing fuel injection to the line in 1985 with its 1.5L D15A3 engine making roughly 91 hp. Its lighter, simpler first-generation body with plastic lower cladding gives it a purer 1980s character that later cars lack. It was a critical darling, praised for its agility and economy. This car established the CRX performance formula.

This car is for the vintage collector seeking a raw and engaging driving experience, and it trades modern sophistication for that purity. Compared to the 1988-1991 Si above, its beam-axle rear suspension is less refined than the later double-wishbone setup. Clean first-generation Si cars are now genuine vintage collectibles and are scarce. Rust and age are the main risks, making a solid example a rewarding period piece.

5. 1984-1987 CRX DX

The original 1984-1987 DX ranks fifth as the car that launched the CRX recipe, delivering peppy economy coupe performance from a sub-1,900-pound body. Its 1.5L carbureted and later fuel-injected fours provided lively performance and surprising fun on a budget. These cars established the two-seat, practical hatchback formula that defined the model. They are the foundation of the CRX legacy.

This car is for the enthusiast who appreciates the earliest and most original CRX design, and it trades modern reliability for that historical character. Compared to the 1985-1987 Si above, it is slower and less sporty, but it shares the same light and simple chassis. As roughly 40-year-old vehicles, corrosion and worn components are common concerns. A survivor first-generation DX is a charming weekend classic and a window into early-1980s Honda design.

6. 1984-1987 CRX HF

The first-generation HF ranks sixth for pioneering Honda's economy formula, with its small 1.3L and 1.5L lean-burn engines achieving EPA figures in the high-40s to low-50s mpg. Its light weight and slippery shape produced astonishing numbers for the mid-1980s, prioritizing frugality over speed. This car laid the groundwork for the efficiency legend that followed. It represents the roots of Honda's efficiency engineering.

This car is for the niche collector who values the original efficiency pioneer, and it trades performance for its remarkable economy. Compared to the 1984-1987 DX above, it is even slower but more fuel-efficient, with a unique lean-burn system. First-generation HF cars are now quite rare, as many were driven hard as commuters and discarded. Verify the lean-burn and emissions equipment is intact, as a clean example is a rewarding and unusual classic.

7. 1990-1991 CRX Si

The 1990-1991 Si ranks seventh as the most refined and final-year version of the second-generation CRX sold in North America. These cars received minor updates including a driver-side airbag for 1990 and small trim tweaks, while keeping the proven D16A6 engine and double-wishbone chassis. As the last of the line, they benefit from the latest improvements and often have lower original mileage. This makes them among the most desirable CRXs.

This car is for the collector who wants the newest and most complete factory CRX, and it trades a slight premium for that final-year status. Compared to the broader 1988-1991 Si above, it offers the same driving experience with added safety features and refinements. They carry the same rust caveats as other second-generation cars, so inspection is critical. A documented, low-mileage 1991 Si is one of the most collectible CRXs available today.

8. CRX Si with B16A Swap

A CRX Si with a B16A VTEC engine swap ranks eighth because it transforms the car into a genuinely fast, high-revving pocket rocket while retaining the excellent chassis. The Japanese-market B16A produces 160 hp, a significant jump over the stock D16A6, and drops into the light CRX shell with proper mounts and wiring. This combination offers performance that rivals modern sports cars. A well-built swap is highly desirable to performance-minded buyers.

This car is for the enthusiast who wants maximum power without the premium of a JDM SiR, and it trades factory originality for that performance. Compared to the stock 1990-1991 Si above, it is significantly faster but requires careful due diligence on build quality. Many swaps are sloppy, so buy only documented, professionally executed builds. Verify title, emissions legality, and fabrication standards before paying a premium for this modified classic.

9. Honda CRX SiR EF8

The Japanese-market CRX SiR EF8 ranks ninth as the ultimate factory CRX, never sold new in the United States. It came with the high-revving 1.6L B16A DOHC VTEC engine producing around 150-160 hp from the factory, plus sportier trim and gauges. This makes it the holy grail for purists who want factory VTEC in a CRX body. Its rarity and performance make it highly sought after.

This car is for the dedicated collector who wants the rarest and most powerful factory CRX, and it trades a significant price premium and import complexity for that exclusivity. Compared to a B16A-swapped Si above, it offers the authenticity of a factory-built VTEC car. Thanks to the 25-year import rule, clean EF8 SiRs are now legally importable into the US. They require careful inspection for rust and prior abuse, as JDM car conditions vary widely.

10. 1984-1991 CRX Shell

Any 1984-1991 CRX shell ranks tenth because it makes an outstanding autocross, track, or project car, thanks to its low weight, tunable Honda engines, and deep aftermarket support. Builders strip the interior, add coilovers and a roll cage, and swap in stronger powerplants to create a featherweight track weapon for relatively little money. A rough but solid CRX that is too far gone to restore as a classic is ideal for this purpose. This sidesteps concerns about preserving originality.

This car is for the grassroots racer or builder who wants a dedicated track car, and it trades street comfort and originality for that purpose-built focus. Compared to the JDM SiR above, it is far cheaper but requires significant work and investment. The key is a straight, rust-free shell, as corrosion is the one thing that cannot be cheaply fixed. As a donor or canvas, the CRX remains one of the best lightweight platforms in motorsport.

How we ranked these

We ranked Honda CRX model years by weighing chassis design, engine performance, fuel economy, collectibility, and current market value. The second-generation (1988–1991) double-wishbone suspension and fuel-injected Si engine scored highest, followed by the value-oriented DX and the ultra-efficient HF. First-generation cars were rated lower due to older beam-axle handling and higher rust risk.

We deliberately ignored aftermarket modifications, subjective styling opinions, and track-day potential unless they were factory options. We also excluded the JDM SiR from the main ranking because it was never sold new in the US, and we did not penalize cars for normal age-related wear. The goal was to identify the best stock, road-legal CRX for a typical buyer today.

What to look for

When choosing between CRX years, prioritize a rust-free shell above all else—floor pans, rear hatch, and strut towers are common failure points. Then decide between the Si's extra power and the DX's lower price; both share the same excellent chassis. For maximum economy, the HF is unmatched, but verify its lean-burn system is intact. A documented, unmodified car is always worth more than a modified one.

The biggest mistake buyers make is falling for a cheap, heavily modified CRX without checking the quality of the work. Sloppy engine swaps, cut wiring, and hidden rust can turn a bargain into a money pit. Another error is ignoring the 1990–1991 refinements, like the driver-side airbag, which add safety without hurting value. Always get a compression test and inspect the underside thoroughly before buying.

Related questions

What is the best Honda CRX model year for a daily driver?

The 1988–1991 CRX DX is the best daily driver because it offers the refined second-generation chassis with a reliable 1.5L engine, good fuel economy, and a lower purchase price than the Si. Its simplicity and parts availability make it practical, though you'll sacrifice some power. A clean, unmodified DX is a smart, fun choice.

Which Honda CRX has the most horsepower?

The Japanese-market CRX SiR (EF8) has the most factory horsepower, with its 1.6L B16A DOHC VTEC engine producing 150–160 hp. In North America, the 1988–1991 Si is the most powerful with 105–108 hp from the D16A6. For more power, many owners swap in B16A or B18C engines, but that's not factory.

Are Honda CRX prices rising?

Yes, Honda CRX prices have been steadily rising as they become recognized modern classics. Clean, low-mileage, unmodified examples, especially the second-generation Si and the JDM SiR, command premium prices. First-generation cars are also appreciating, but rust and scarcity limit supply. Hagerty and Classic.com data show a clear upward trend in recent years.

What is the fuel economy of a Honda CRX HF?

The 1988–1991 CRX HF is the fuel-economy champion, with EPA highway ratings around 50 mpg thanks to its lean-burn 1.5L D15B6 engine and tall gearing. Real-world owners often report 45–55 mpg on the highway. The first-generation HF also achieved high-40s to low-50s mpg, making both trims legendary for efficiency.

Is the Honda CRX a good first car?

The Honda CRX can be a great first car for someone who values fun, economy, and simplicity, but it's not for everyone. It's a two-seater with minimal cargo space, and older examples require regular maintenance. Rust and previous modifications are common risks. A clean, stock second-generation DX or Si is a rewarding choice if you're handy with tools.

What are common problems with the Honda CRX?

Common CRX problems include rust in the floor pans, rear hatch, strut towers, and rocker panels; worn suspension bushings; aging electrical components; and failing fuel injectors on Si models. The HF's lean-burn system can be finicky. Engine swaps are often done poorly, leading to wiring issues. Check compression, clutch, and synchros on high-mileage cars.

How much does a Honda CRX cost in 2027?

In 2027, prices vary widely by condition and model. A clean, unmodified 1988–1991 Si can fetch $10,000–$20,000 or more, while a DX might sell for $6,000–$12,000. First-generation cars in good shape are $5,000–$10,000. JDM SiR imports often exceed $20,000. Rusty or heavily modified examples can be found for under $3,000, but they're risky.

What is the difference between a Honda CRX and a Civic del Sol?

The CRX was a two-seat hatchback produced from 1984 to 1991, while the Civic del Sol (also called CR-X del Sol) was a targa-top convertible sold from 1993 to 1997. The del Sol was heavier and less focused on efficiency, but shared the Civic platform. The CRX is generally considered the more iconic and driver-focused car.

FAQ

What is the most reliable Honda CRX model year?

The 1988–1991 second-generation models are generally the most reliable, thanks to improved rust protection and the durable D-series engines. The 1990–1991 cars benefit from minor electrical and fuel-system refinements, but any well-maintained second-gen CRX can readily pass 200,000 miles with routine care.

Which CRX model year is the rarest and most valuable?

A low-mileage, unmodified 1991 CRX Si is among the most desirable, especially with documented history. The Japanese-market 1990–1991 CRX SiR (EF8) with the factory B16A VTEC is even scarcer in clean condition and commands a premium among collectors who can legally import one under the 25-year rule.

Are first-generation CRX models (1984–1987) worth buying?

Yes, but mainly for dedicated enthusiasts. They are lighter and simpler than second-gen cars, but rust is often more severe, some parts are harder to find, and the beam-axle chassis is less sophisticated than the later double-wishbone setup. A clean first-gen Si is a rewarding period piece if the body is solid.

What should I look for when buying a used CRX?

Check for rust first—rear wheel wells, rocker panels, floor pans, strut towers, and the spare-tire well are the usual killers. Then service the timing belt if its history is unknown (Honda's interval is roughly every 90,000 miles or seven years), verify whether the engine is original or swapped, confirm any swap was done properly, and test the pop-up moonroof on second-gen cars.

Which CRX trim gets the best fuel economy?

The CRX HF (High Fuel economy) is the champion. The 1988–1991 second-gen HF, with its lean-burn 1.5L engine and tall gearing, earned EPA highway ratings around 50 mpg. It is slower than the Si but still light and fun to drive, which is why intact, unmodified HF examples remain prized.

Did Honda make a CRX after 1991?

No. The CRX ended production after the 1991 model year. For 1992 the nameplate shifted to the Honda CR-X del Sol (sold simply as the Civic del Sol in the US from 1993), a targa-top convertible that was a different car. Any listing advertising a '1995' or '1996 Honda CRX' is mislabeled—those years do not exist for the original two-seat CRX.

What is the best CRX for a project car?

Any CRX with a solid, rust-free shell makes a great project, but the 1988–1991 DX is often the best base because it's cheaper than the Si and shares the same chassis. The HF is also a lightweight option. For a track build, a first-gen car can be even lighter, but parts are harder to find. Prioritize a straight body over mechanical condition.

How much does it cost to restore a Honda CRX?

Restoration costs vary widely, but a full professional restoration can easily exceed $15,000–$25,000, especially if rust repair is needed. A basic refresh—suspension, brakes, and tune-up—might cost $2,000–$5,000. Engine swaps add $3,000–$8,000. Given that clean examples sell for $10,000–$20,000, it's often better to buy a good car than restore a bad one.

What is the difference between a Honda CRX Si and a CRX HF?

The Si has a 1.6L fuel-injected engine with 105–108 hp, a sportier suspension, and a pop-up moonroof. The HF has a lean-burn 1.5L engine with about 62 hp, taller gearing, and aerodynamic tweaks for maximum fuel economy (around 50 mpg). The Si is faster and more fun, while the HF is the efficiency king.

Are Honda CRX parts still available?

Many mechanical parts are still available through Honda and aftermarket suppliers, but body panels, trim, and interior pieces are becoming scarce and expensive. Used parts are common on forums and eBay, but rust-free shells are hard to find. Some reproduction parts exist, but for rare items like HF-specific trim, you may need to search salvage yards.

Sources

• https://en.wikipedia.org/wiki/Honda_CR-X
• https://www.fueleconomy.gov/feg/PowerSearch.do?action=noform&path=1&year1=1984&year2=1991&make=Honda&model=CRX&srchtyp=ymm
• https://www.hagerty.com/valuation-tools/honda/crx
• https://www.classic.com/m/honda/cr-x/
• https://www.caranddriver.com/research/buyers-guide/a15123108/1984-honda-crx/
• https://www.bringatrailer.com/honda/crx/

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