The Best 1988-’91 Honda CRX Si’s Can Be Seriously Valuable Sports Cars

By Mark J. McCourt

—
February 11, 2026
As a rule, new Honda automobiles in the 1980s, 1990s, and 2000s were affordably priced and held high residual values for some time. Their build quality and engineering made them favorites of youthful buyers who enjoyed personalizing them with performance modifications; this was especially true of Honda’s sporty two-doors, including the Prelude and CRX. Most of those modern classics have been lost to attrition, making good survivors keenly sought. Last year, the CRX Si hit the collectible big-time.

1991 CRX Si. Images courtesy of Mecum AuctionsThis Tahitian Green Pearl 1991 Si—a final-year example driven just 326 miles from new—sold at Mecum’s Kissimmee auction last year at no reserve for $65,000. With fees the total was $71,500. Regardless of your opinion on the collectability of modern Japanese automobiles, that’s an impressive result for a Honda that, 34 years ago, cost $11,130.

While that car was an outlier in terms of condition and value, it signified where the second generation CRX Si has been going over the last five years. Note, it’s that top variant, along with more powerful Japanese Domestic Market imports, that brings big dollars; the base CRX and fuel-economy champ HF have rarely broken the $15,000 mark in stock, U.S.-spec form. Today’s consumer price guides still treat the 1988-’91 CRX Si like an old, used car, with low to-high retail values between $1,250 and $3,275, but that doesn’t reflect what’s been happening with the best in the public-sale market.


What makes this little Honda such a hot commodity? Following the market success of the thrifty/sporty front-drive commuter 1984-’87 Civic CRX, the redesigned 1988 Si achieved new levels of sophistication. Its 0.30 Cd-sleek body offered a low cowl and clever second rear window in the hatch. It grew in wheelbase from 86.6 to 90.6 inches, traded its MacPherson strut front/trailing arm Panhard rod rear suspensions for double wishbones at each corner, and the Si’s alloy wheels were up one inch to 14 x 5. A five-speed manual remained the sole transmission, but the fuel injected SOHC four-cylinder gained 102 cc (now 1.6 liters), a four-valve valve head (previously three), and made 105 hp and 98 lb-ft of torque—up 14 and 5, respectively—while the curb weight rose 275 pounds to 2,115. The 1989 model gained door-mounted passive seatbelts, while a 1990 refresh brought updated wheels, bumpers, taillights, new rear disc brakes, and 108 hp/100 lb-ft of torque. These hatchbacks weren’t fast with circa 8-second 0-60 times
and 125 max mph, but they were accomplished autocrossers and SCCA racecars with an eager character and point-and-squirt maneuverability that many found endearing.

The first Si to publicly crack $30,000 was an unmodified, 32,277-mile, Frost White 1991 that brought $33,600 via an online auction in August 2019; the first to reach $40,000 was a Rio Red 1990 indicating 12,302 miles, and this happened in June 2022. The next highest sale, before 2025’s unexpected Mecum result, was a Rio Red 1991 that had 22,578 miles on the odometer when it got $41,277 in August 2024, then fell short of that in January 2025 when it crossed the virtual block again with 23,118 miles for $39,250.


1990 Honda CRX Si. Illustration courtesy of Honda NewsroomHonda would replace the 1991 CRX with the very different open-top del Sol, but referenced it with the two-seat, available-three-pedal, hybrid powered Insight (2000-’06) and CR-Z (2011-’16). There’s little chance of a CRX Si-style car being offered again, so those rare surviving originals will continue to appreciate.