In the ethos of Japanese domestic market coolness, Type Rs rule the Honda camp. There are a handful of reasons for this, but the main one is because the special performance editions come in much fewer numbers than their respective model relatives.

As scarce as they are, there are even rarer models navigating the Far East that never made it Stateside in any way, shape or form - your XSi's, your SiRs. Those odd Honda ducks get even more respect in some circles because they are so impossible.

Take, for instance, the J-spec CRX SiR, what some argue is the ultimate race car conclusion the US-market CRX should have become. In the SiR, the Japanese were gifted a DOHC VTEC motor, the legendary 160HP B16A, instead of the watered down single-stick D-series mills that came in American Rexs. The car received updates in brakes and suspension that non-VTEC versions didn't, but perhaps the coolest thing about the EF8 CRX, in particular, was its glass top option - a fixed glass roof that extends from the top of the windshield to the top of the hatch.

Jason and Lisa Powers have always been fans of the second-generation CRX, and about flipped when they first laid eyes on the J-market SiR. As Jason told us recently, the car had more options than he'd ever seen on a JDM vehicle. Since it was nearly impossible to import one, the Powers took matters into their own hands and set about getting as close as possible to SiR spec.

They began by picking up a 1988 Honda CRX Si for $1,100 in 2001, an ungodly mess of a machine complete with faded paint, banged up body panels and a motor on its last legs. Fortunately the insides were clean, but the grim truth was the couple, who planned to do most of the project labor themselves, had their work cut out.

This JDM-styled masterpiece is motivated by a hunk of USDM aluminum, specifically a swapped Integra Type R motor, the much drooled over B18C5. The bullet is secured to the engine compartment with Yonaka mounts and rocks a micro-polished crankshaft, 0.025"-over JDM Integra Type R pistons and a Civic R crank pulley. Other bottom-end bulletproofing came in the form of an Integra Type R oil pump, OEM P72 pan and HAMP Synergy filter.

Deep within the head, two BLOX Racing stage 2 camshafts regulate valve action and get spun by BDL adjustable sprockets. The valves meter air that first came in through TWM Induction 50mm individual throttle bodies and fuel delivered to the manifold via RC Engineering 310cc injectors. Other fuel system tweaks include a TWM regulator and B&M pressure gauge, and the mix is set ablaze with the use of Spoon ignition plug wires and an MSD high-output internal coil.

Crank power travels into a JDM Honda S1 cable gearbox via ACT heavy-duty pressure plate and six-puck clutch disc. The trannie is the same from the aforesaid Integra XSi, sought for its 4.40:1 final drive ratio, and was retrofitted with a J-spec Civic Type R limited-slip differential.

The CRX attributes its low-slung appearance to a set of Tein Basic Damper coilovers tucked up into each wheel well. Working in conjunction with the upgraded suspension are a battery of other chassis improvements, including thicker Suspension Techniques stabilizer bars, lightweight Omni-Power lower control arms, a Race Proven traction bar and a Spoon Sports lower tie bar for some extra rigidity. The husband and wife even did a rear drum-to-disc brake upgrade by swapping in second-gen. Integra rear trailing arm assemblies.

All that corner work is hidden behind special 20th Anniversary-edition Mugen MR5 wheels shod in Kumho AST rubber. The rollers make up part of an exterior visual theme that relies greatly on the JDM EF8, and consists of elements like a J's Racing front lip, Honda Access visors, OEM mudguards and folding mirrors, even little details like the "DOHC VTEC Programmed Fuel Injection" stickers on the doors. Inside the hatchback, it's more of the same EF8-inspired meticulousness, right down to the Kanji on the climate controls.

One might ask, if the couple was willing to go as far as they did, why not do the deed and convert to right-hand drive? The answer is very near and dear to Jason - he chose to leave the CRX LHD to prove that he didn't simply just buy a hot car from abroad. The painstakingly worked over US-sold Honda, in its EF8 trim, was all the evidence they needed to illustrate the fruits of their toil.

Somewhat ironically, Jason has only been able to drive the CRX a couple of times in the seven years the couple's owned it. Most of the time they've had it, the car was out of commission for the build, like it is now. That's right, the Powers are at it again, this time parking the glass top to have the motor refreshed, the engine compartment redone, and the wiring re-tucked. Even rare gems need upkeep.

Shout Outs:
Lisa Powers
Jeremy, Brandon and Wayne at RedZone Performance
Tam's Auto Body

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