Miguel Sánchez
If historical motorsport has a virtue over contemporary motorsport, it is based on the delivery of sensations. This is logical, then, beyond the fashion for SUVs or the transition towards electric vehicles with their heavy batteries, the truth is that in recent decades even the most compact models have necessarily gained in size and weight, not out of whim but due to the rigors of safety.
So, as much as we like everything made decades ago, it is impossible to deny how even the simplest car today It is much more appropriate for everyday needs than the most desired classic.
However, since collecting cars is nothing more than a hobby, an unnecessary vice like many others, the most obvious thing is to consider it from the sphere of leisure; that in which we carry out all kinds of actions that are a priori absurd - and even highly unsafe - motivated only by the need to obtain a pleasure based on emotion, adrenaline or boasting over moderation.
With all this, the choice of a historic vehicle can - and almost should - be detached from any logical exercise, since, in itself, buying something objectively outdated already lacks any rationality. A good starting point to put the personal tastes Above all, we feel free to buy whatever we want, according to our preferences. Predilections that, if linked to the handling of a simple and direct sports car, could well be satisfied with the Honda CR-X Si.
SPORTS BY CHANCE
Normally a sports car is thought of as such from the very design board. Something especially noticeable as we move up the performance scale, requiring chassis that are effective enough to absorb all the power of engines designed by and for racing.
However, to tell the truth this began to change at the beginning of the seventies, when vehicles such as the 128 Rallye, the Ford Escort Mexico or the different powered versions of the Renault 5 were laying the foundations for the segment of utility and compact sports cars so well defined after the application of direct injection, turbocharger or cylinder heads with four valves per cylinder.
A segment where adjustments to suspensions and mechanics allowed the creation of authentic sports cars, even based on the chassis of popular compact cars created to cover sober family needs. Starting point for the first Honda CR-X, which appeared in 1983 in order to provide urban mobility solutions to childless young people living in congested Japanese cities.
HONDA CR-X, USA MARKS A KEY DECISION
Designed under the premise of housing two passengers - its rear seats are not testimonial but quite sparse - the Honda CR-X was presented as a small and light vehicle with which to cover daily needs in the most economical way possible.
Furthermore, examining its first engine offering on the local market, it is interesting to note how small its displacements are, clearly intended to enter the most advantageous ranges. a tax system responsible for rewarding the most modest vehicles in its spending and pollution.
However, the arrival of the Honda CR-X to the American market was going to radically change its destiny. And despite the lack of performance capacity of its mechanics, those responsible for Honda in the United States They saw in this new model the perfect base for a youth sports car focused on more spartan and direct driving.
One in which a good chassis combined with the appropriate suspensions - as well as communicative steering - guarantees sensations at the wheel even when not passing the psychological barrier of the 100 HP.
HONDA CR-X YES, INJECTION IS MAKING THE MOVEMENT
By the mid-eighties, direct injection was becoming established as one of the best ways to boost performance in any compact. Also, the abandonment of carburettor became much more necessary in the American market, where environmental measures - more restrictive than in Europe - forced the development of more efficient engines as we explained in Our article on Alfa Romeo's CEM system.
At this point, when in 1985 the Honda CR-X If direct injection was introduced to the Japanese model range, the power of the 1.5-litre block increased from 76 hp to 91 hp. If various Reinforcements to the chassis and suspensions -with a total weight of just 865 kilos- what we have is an excellent lightweight sports car.
In fact, reviewing the British specialized press - undoubtedly the reference for the field of classics, not by chance but because of having a fan base at the level, eager for diverse and quality information knowing that to do so they have to pay just a few pounds; something at the antipodes of the meanness shown by our local community - we see how each and every one of the driving tests relating to the Honda CR-X Si highlight the same thing: it is incredible the amount of sensations given with its less than 100 HP.
And leaving aside the magnificent option represented by the Honda MX-5, the CR-X Si is a real show of simple and sporty handling. What's more, from this side of the keyboard we would go a step further by even looking for a unit of the Honda beat: the Kei Car sports car with a three-cylinder 656 cc mid-engine. What do you think?
