28 respuestas en este tema

[mugen-boy]

Creeis q valdrán la estabilizadoras del CRX SiR en nuestro CRX, creo q la delantera es de más mm y q será mejor q la q llevo. Q opinais?

[Dañino]

Variando la estabilizadora puedes variar completamente el comportamiento del coche, ten en cuenta que el Sir pesa 100kg más que el nuestro y creo que van sobretodo en la parte delantera. Hay unos ingenieros que calculan el diámetro exacto de la estabilizadora para que el coche esté equilibrado.
Si la cambias ya te digo que varías la dinamica del coche, puede ser bueno o malo, según para lo que lo quieras, pero para el uso diario, si no repartes tofú por las noches a toda ostia......no te hace falta cambiar nada.....jejejejjeje

[Driver]

mmm.... No, creo que no reparte tofu a toda hostia, no......

[antrax]

Bueno, lo del peso de los SiR es relativo, el coche solo pesa 71 kilos mas que el nuestro, depende del techo que pese mas o menos

SiR
Normal - 88-89 ----> 970
Glass Top - 88-89 -> 980
Sunroof - 88-89 ---> 990
Normal - 90-91 ----> 1000
Glass Top - 90-91 -> 1010
Sunroof - 90-91 ---> 1020

[mugen-boy]

Entonces q me aconsejais, me arriesgo y le meto las del SiR .

[WhiteWidow]

Al atakeeerrrr!!!!

luego si eso kuenta komo te van

[Huevo]

Yo si haria el swap jejejeje, puedes volver atras si no te convence no???

[Er4sEr]

Juasss Tofu xDDD

[Dañino]

Meteselas, si no van bien se las cambias y punto...por cuanto te salen?

[mugen-boy]

Solo la delantera 37€

[kassus]

a ese precio desde luego compensa hacer un test ....estaria bien coger un calibre y comprobar las diferencias exactas.......ten en cuenta que con unos 3 mm mas de grosor, por ejemplo (aunque dependiendo mucho de la longitud y de otro monton de parametros) se logra un incremento de la resistencia al balanceo entorno al 15 - 20 % por la transmision de masas al otro eje y esto puede ser hasta contraproducente teniendo en cuenta que el crx es un coche algo nervioso

salu2 cordiales

[DeutschCRX]

se puede saber a que estas esperando

[mugen-boy]

The Suspension of the Civic VTEC changed dramatically.  Not only is the suspension tighter, but a completely different construction was made for the VTEC models.  Besides the obvious sportier valving on the shocks, better spring rates, and thicker sway bars - the construction is different and led to several different parts that must be used together.  The front suspension setup has an 18.5mm sway bar (up 2mm from the Si model), but the increase in tightness comes from the lack of trailing links - this sway bar bolts directly to the lower-arm bar with a ball-joint in between.  It's been said from Grass-Roots Motorsports (GRM) that this is more of a sport configuration rather than a passenger-type setup.  This Sway Bar setup calls for a completely different Lower Arm.  The Steering Knuckle also changed and was beefier altogether.  It's been said the lower arm and steering rod are unique on the VTEC model.  The steering knuckle also displaces the calipers out further for the larger rotors of the VTEC model.  The front struts use a much sturdier and thicker wishbone to attach to the lower arm.  The upper arm didnt seem to change any.  The rear suspension had an increase in 1mm on the sway bar to 14mm.  The suspension on the rear remained fairly similar - rear trailing arms were probably the same as the rotors and calipers stayed same size.  However the arm bars were thicker as far as the compensator, lower and upper arms go.  There was no chassis reinforcement additions to the VTEC model.  No front strut braces like the 92+ Civic SiR models.  It should be noted that the rear lower arm bar had a different construction for the mounting of the Rear Struts on the 88-89 Civic Si and 90-91 Civic VTEC.  The strut mounting construction had a center eyelet and the arm bars had a center opening with when positioned correctly came to either side of the strut for bolting together.  The USDM models were opposite the JDM models in that the Strut had a U-Shape bottom, which the lower arm bar went between and bolted up in this manner.

Después de leer esto me entra la duda de si son compatibles, haber si alguien puede sacar una foto de la d origen y comparamos :ok: .

Salu2 chavales

[mugen-boy]

Os pongo la info completa donde lo he sacao:

JDM Civic SiR

JDM CIVIC EF9 VTEC OVERVIEW

The Civic EF9 VTEC, also dubbed as the Civic SiR, was produced only between the years of 90 and 91. It was also exclusive only to Japan - although similar models were made in Malaysia, Hong Kong, All of Europe, well to sum it up, that entire continent. The EF9 is the next step up from the EF_ DOHC ZC model of the previous two years. However the EF9 shares very little in common with the EF_. Basically like the CRX VTEC EF8 sister-car, the EF8 has undergone a totally re-engineered body, improving handling, power, driveability, a more aestetically comfortable interior and exterior, as well as subframe modifications for the newer line of VTEC B-series engine, the B16A. The EF9 is overall a "Teg'd" Civic - receiving an Integra Engine and all the trimmings that the JDM DA6/DA8 Integra's had received. This was possible because in Japan, the Integra had both SOHC ZC and B16A engines. The Integra having been produced a year earlier with both engines gave Honda insight on how to modify the already tight Civic/CRX subframe chassis for fitment of a B-series engine. Japan even produced 200 Limited Edition "Race" configured Civic EF9 VTEC models. They can be identified with a white coat, red pinstripe running down the side trim, "Limited Edition" print on the side doors, and the lack of Radio, and possibly a couple of other accessories. The EF9 Civic came in a few colors: Silver, Black, Blue with Red Pinstripe in earlier models, White, and Red. Interiors were always the typical Black with either clotch black and red-pinstriped interiors or vinyl seats with the same red pinstripping. The EF9 also came in sunroof and solid-roof.

TECHNICAL SPECIFICATIONS

The Civic EF9 VTEC, also dubbed as the Civic SiR, was produced only between the years of 90 and 91.

REVIEW

The Review Section of the EF9 gives the utmost details on this Year-Model from the Powerplant to the Japanese-only Accessories.

Powerplant

The engine of the EF9 Civic was none other than the B16A. Used previously on the 89 Integra XSi DA6 and DA8. This engine, despite it's small stroke, makes up in ways of a larger bore piston and the abilities of handling 8500 rpm on the stock valvetrain. The B16A performance allows the engine to have one of the longest pulling torque bands of any Honda during this time period - and with the light chassis, the combination was perfecto. In terms of acceleration, the engine is a bit static below 2500 rpm, picks up, and becomes alive at about 3500 rpm, pullling into the hi-cam crossover point, and pulling hard thereafter until just short of redline at about 7600rpm in stock configuration. The combination of this engine, and the Y1 geared transaxle, allow the engine to turn up to redline extremely fast, and with each suceeding tightly-spaced gear, the shift-points fall just at the VTEC crossover point - this is only seen however if you take the engine to fuel cutoff (8200rpm).

The Block construction is very well engineered. With the better block webbing and the combination of the transaxle webbing, and bottom end construction - this engine is well within abilities of 9000 rpm on the stock bottom end. Oil passage ways well support this engine and have room to sustain the higher rpm's. Water passage inlet and outlet and passageways are somewhat larger also to efficienty assist in cooling the engine. The Clutch Diameter is larger, with the Mating Engine and Transaxle Bell Housings larger than similarly equipped 1.6l Honda models to incorporate the larger clutch kit and flywheel.

The Head is a unique build alltogether. Suporting a unique, Honda Engineered, Variable Timing System, the VTEC system is electromechanically actuated vía computer control electronic, switching on the VTEC solenoid which diverts an oil pressure valve, in turn hydraulically actuating the secondary/hi-lobe cams. This secondary Cam is not only taller, letting in more mixture to the combustion chamber, but also stays open longer in duration allowing the flow through the engine to reach even faster flow-through speeds for higher rpm performance. This ability for the B16A to breathe better and ingest more mixture at higher rpms is what gives the B16A it's incredible power.

The performance of the VTEC system gives two distrinct horsepower and torque bands. The ECU monitors internal and external variables to determine the appropriate crossover point. This VTEC engagement cross-over point from the low-cam to the hi-cam or primary lobe to the secondary lobe, is controlled as said earlier, solely by the ECU. It determines this the by factoring many variables of: engine rpm, load, vehicle speed, water temperature and other relevant data, to give the correct desired effect with a smooth transistion while blending the torque curves appropriately.

The valvetrain within the B16A head is an entire redesign of the DOHC valvetrain of the previous 1.6l DOHC ZC engine. Valves are larger, ports more generous, Head and Manifold combinations are designed for high-rpm, high throttle response, and with acceleration in mind. The Head Valve Cover also is given a more pleasing look than the previous D16A1, B18A, and DOHC ZC models; it should be said that Honda adopted this style and carried it over to the B18C, and made a slight redesign to incorporate these features in the newer B18B, H22A, etc...

The Exhuast Manifold is a typical step-header design with the primaries merging into the secondaries and combining just before the exit diameter for much better torque production. The primaries of this manifold are quite large to handle the increased high-rpm output. The Exit Diameter is a typical 2 inches, however, it is mated to a much larger catalytic converter that is designed to be
less restrictive at higher rpm's.

The Engine Mounts are quite large in the EF9. In fact a full 1/2" inch larger than any of our D-series or even the ZC engines. This bit of engineering was done to handle the quicker engine whip from the fast throttle response of the B16A. After all engine mounts are actually termed in the engineering world as engine torque mounts. The Rear Mount bracket is also a far better design over the previous ZC.

Overall the B16A engine in the Civic EF9 are a very potent combination.
This bit of information is from Frank G's page - it also states what advancements and engineering went into the B16A: "The aluminum cylinder block is a closed-deck, deep-skirt design for high rigidity. The transmission side of the block is heavily reinforced to improve total powerplant stiffness. Iron liners are cast in the block. The forged steel crankshaft carries eight counterweights, its journals are finely polished, and it is supported by mirror-finished main bearings. The crankshaft is fitted with a torsional damper within the accessory drive pulley. Lightweight pistons and connecting rods are used in the new engine; the insides of the former are oil-jet cooled. Camshafts are of Honda's new cast steel alloy with high carbon and chromium contents. Valves are also of new heat-resistant alloy with molybdenum and titanium additions."
This bit of information is from another page long forgotten - it states the differences between the advancements of the B16A over the ZC: " The B16A engine and transaxle power unit has gained some 20 kg over the previous ZC DOHC 1.6-liter four; however, the increase in the valvetrain weight is relatively modest at 6.3 kg, despite the increased number of cams, rockers, and actuating mechanisms."

Typical Aftermarket

The Japanese Aftermarket was pretty quick to realize the performance of the B16A and caught on quickly. With the existing aftermarket, HKS, Greddy, Spoon, and Mugen, stepped up and made performance accessories and parts for this model Civic.

Typical upgrades were Spoon Strut Bars, Reprogrammed ECU's, VTEC Controlling (potentiometer) switch, Fields 81X-series VTEC Controllers, HKS Cams, Intake Systems, Fuel/Boost Controllers with premade adapter harnesses, RSR Exhuast systems, headers, straightpipes, FET and NGK Plug wires, NGK performance copper plugs in various cold ranges, Mugen [moo-gehn] performance interior parts and accessories, and eventually other companies caught on like 5-Zigen [go-zee-gehn], Tanabe, FGK (Fujitsubo Giken), with american founded companies stepping in such as K&N, and others.

Most aftermarket products that came from these Japanese manufacturers were aimed at midrange performance for AutoX events as can be seen in the two issues on the Civic/CRX HyperRev Volumes. Therefore at the prime of the Civic EF9, they're were no high-rpm, high-power applications available. Plus it is typical of all Japanese performance vehicles to have very good idle quality as a loping idle is an american tendancy. The Japanese are very meticulous about details and quality and a loping idle isn't acceptable. And to compund this, the typical Honda sports model was never seen as a powerful combination - the larger Nissans and Toyota Models got this attention as they were built better for these purposes in mind.

Due to Japanese Law, the japanese were not able to perform engine swaps - the title had to specify the block number on the engine. It was a $1000-dollar requirement if this was to have been changed. Therefore many Honda's kept the stock engine and had many bolt-on's for them, mostly I/H/E, ECU, VTEC controllers, and chassis bracing - typically strut-tie bars. However these engines were not serially controlled, and therefore it did not inhibit the replacement of a failing enigne. This is the reason why these engines have no suffixes like the US B16A3, and why they do not have the serial numbers below the block numbers.
Japanese Law also requires a yearly Inspection and Compulsary Insurance on all vehicle with a yearly Road Tax due in May. The yearly inspections are quite easy, they use sniffers only if it's an obvious failure, they take light hammers to check for arm movements and lose parts, and check for overall vehicle integrity. Compulsary insurance is required jsut as our US insurance protects us in the case of an accident. Road Tax is based upon weight and litre size. The Plates actually will have a larger top number which identified litre size classification - with a set road tax for an under 2-litre vehicle, and increasingly higher for those of the larger litre size.

Japanese typically get rid of their cars after they get around 8 to 10 years of age. Prices drop from 8 thousand to about 3 thousand from 6 years old to 10 years old. The Japanese typically do not sell of old parts, used parts, jsut new - so these performance parts are left in the vehicle. Vehicles in japanese scrap yards and salvage yards come in complete and lay their like this until either parts are needed or the engine/tranny needs to be pulled for scraping. Notice I said nothing about the performance parts - these will be crushed on the vehicle unless they notice it - like an obvious header. They also sell these used parts off extremely cheap. Reasons why - Japanese don't care much for the old, and will spend the money on the new instead.

Typically prices for used parts of a Civic EF9 will run the following:



B16A Engine $300
Tranny, LSD or not $150
ECU, performance or not $30~60
Header $50
Exhuast $80~$100
Shift linkage, misc parts $20~$40


These prices were with a near 1:1 Yen Conversion Rate in the Fall of '99.
As you can see, you could take an engine back with you with all performance parts if you were lucky for less than $600. This content of this page is drawn from personal experience, the author of this page toured Japan in the USAF at this period in time.

Transaxle Construction

The EF9 would not be that fast in a sprint if it was not for the incredible Y1 transaxle. This tranny is very smooth and powerful. The engineering that went into the B16A was hand-in-hand engineered with this transaxle type in mind when the Integra XSi premiered it in '89. The Y1 also came optional with an LSD. This factory equipped Y1 LSD Tranny was very strong. The Limited Slip Differential (LSD) is very strong and Quaife [kwaah-f] was contracted by Honda to make this unit. The LSD provided even better corner handling, instant acceleration and traction, and was a streetable unit that was nearly just as comfortable as the non-equiped LSD Differential models.

The Gearing is what is responsible for the instant acceleration and ability to put down the power, converting it smoothly enough to be well handled. You will find the Y1 gearing to be very long in first gear till redline; much different from the Civic Si of the previous two years. The long first gear is followed by the suceeding 2nd through 5th gears, with the 2nd through 4th gears being quite tightly geared to eachother. This was done purposely to keep the VTEC from not disengaging between shifts. Meaning, with tightening up the gearing, the rpms wouldn't drop down below the VTEC engagement point, thus losing acceleration and the .2 second lag in the engagement process. Therefore each gear from 2nd to 4th falls to around 5300~5600 rpm to where 8200~8300 rpm fuel cutoff would prompt you to suceed to your next highest gear. 5th gear is simply a typical cruising gear and there isn't much pull their until around 4500rpm.

The Civic EF9, like the Civic Si EF3 (the ZC), also has equal-length axles. Though the engine is positioned differently and the axle configuration is not all too similar in lengths, these equal length axles keep the torque transfer to the wheels even and well behaved. The axle thicknesses of the EF9 are also thicker than previous models - even thicker my .5mm over the B18A models for the simple fact that it puts down torque more forcefully with it's transaxle during clutch engagement/disengagement.

One short coming that must be addressed with the EF9 however is the problematic syncho failure to the Y1 transaxle in the 2nd-3rd synchro set. It seems that these are prone to accelerated wear. Whether it was a shortcoming from an engineering standpoint or Honda's failure to realize this problem, this same problem is still evident with all B16A production line transaxles! This including the US 99-00 Civic Si. If you ever purchase an EF9 or the engine/transaxle/ECU package, make certain to inspect the synchro's to see if they are rounded off - this will prove that wear is evident. To replace a synchro set will also run you $300-some US dollars. Why does this happen - I have a feeling it is due to the highly geared transaxle and the quick engagement process loading too much on these syncro sets.

Control System

With the Civic being re-enigneered in 90 for the use of the VTEC engine, so were the control systems used on this car. The ECU was similar to previous models, however like all 90-and up models, the logic board changed somewhat. The PROM was given extra features like VTEC and Knock Retard Functions. The Distributor was very similar to previous 88-89 years. The oddity to this engine was the use of a secondary O2 sensor that was placed in the catalytic converter. For performance purposes it was found that this sensor could be grounded. There was also the addition of a Heat Sensor in the upper 4-to-2 section of the Exhuast Manifold next to the O2 sensor. The Knock sensor was placed in the back of the block to detect the sonic detonation pings for automatic ingition retarding by the ECU.

Like the 88-89 models, this ECU was also an OB1, version 2 style ECU. It had Honda PGM-IG, PGM-FI, Knock and VTEC technologies incorporated. All failures codes were displayed teh saem as any of the 88-91 ECU's, and there were jsut the extra failcodes for VTEC and Knock added in addition to what was typical for this timeframe.

To Get a code readout without pulling up the floorboard carpet in the passenger footwell, you had to go into a service mode. This was done by jumpering a connector with a piece of typical wire, and turning on ingition power. The Engine Check Light would then blink just as the ECU red LED would display.








UNDER MAJOR CONSTRUCTION
-------------------------------------------------------------------------------------------------------------



Powerplant... was a B16A DOHC VTEC engine.  Despite it's lesser stroke than the ZC (87mm to the ZC 90mm), the 81mm piston (compared to ZC 75mm), the B16A produces more torque eventually later in the power-band once the VTEC kicks in.  In fact the VTEC engine has two distinct torque peaks; one for each of the low-cam and hi-cam lobes.  The engine really picks up in the late 3000 rpm range, and once the VTEC kicks in around 5100~5500 rpm, this engine really pulls hard till just short of redline.  Shifts keep you just under the VTEC hi-cam, but the gearing is adequately spaced for street racing.

Mugen was early to offer performance upgrades for the VTEC engines as well as Spoon.  Typical things you will find on imported Honda's are Spoon ECU's, Spoon and other various Japanese makes of strut bars, NGK, Super Eights and FET Plug wires, NGK Copper Plugs, RSR Stainless Headers, RSR, FGK, 5-Zigen, and Tanabe Exhuast systems, Test Pipes, and HKS or K&N Intake Systems.

The Japanese aftermarket offered quite a bit early on for the B16A engine.  Most upgrades were made for mid-rpm gains and driveability.  You would have not found many early suppliers offering high-rpm, full-race upgrades.  The Civic was a favorite in Japanese Autocross as you will see in the two available Civic/CRX issues of HyperRev.

This engine uses only one of the US mounting points - and it is the Rear Automatic Mounting point only.  The others are similar to US mounting points except the mounts on the driver's and passenger's sides are fatter by about 3/4" and more stout and able to take the torque unlike ours.  Not only this - but the front mount is positioned differently than ours as the front crossmember was made of a heavier construction to take the additional torque stress as well.

The tranny is far smoother than the ZC or US D-series trannies.  The gearing is tighter and there is a lesser torquey feeling (when the mounts are in good shape).  In addition, there is the option of a high-quality, quaife-made factory LSD from Honda.  In comparision to the previous Civic Si tranny, the Y1 has a larger diff with the larger bearings as well.  The diff splining is larger like the JDM Civic Si, though the axles were made thicker than the Si's by just a bit.  There is one criticism however, and this is the problems with 2nd-3rd gear synchros grinding early on in life.  (This problem has stayed with even the newest of Civic and was only corrected in the Honda Y80 trans of 94+ Integra when they introduced the Double-Cone synchros).  The tranny itself has a different B-series bell housing for 88+ engines and the shift linkage stabilzer bar attaches differently than the ZC engine would.


The control systems didn't change much.  The most obvious difference is the integration of the Exhuast Cam CYL sensor into the distributor at the intake cam.  Another difference was the addition of a heat sensor in the 4-2 section of the exhuast manifold.  Honda also placed a second O2 sensor in the Catalyst - which is much larger in cross-section size than the previous Si Cat to handle more CC's of combustion exhuast.  Stock exhaust pipe diameter didn't increase much - but is slightly larger.  A Knock Sensor was added to the back of the block to reduce detonation and allow for ignition dialback - it's been said Honda provided this mostly for poor octane or to reduce engine damage during poor running conditions.  This was the first Honda engine to use an integrated knock sensor.  The VTEC solenoid was also placed near the exhuast cam on the forward corner of the head for VTEC actuation of the hi-cam.  The VSS mechanical to electrical pickup was relocated from the previous Si speedo in the Instrument Cluster (which was fed by a cable), now onto the top of the tranny casing where the previous mechanical speedo pickup was.  This also was the first engine to use this scheming as all 92+ engines use this now.  Everything else stayed basically the same.  The ECU didn't change much, and the ECU casing stayed of the same construction; with the same typical Code readout.  Even the wiring is basically the same between the Si (JDM ZC) and the B16A - all sensors on the B16A are in the basic same locations with the same sensor are used from previous engines.

The Suspension of the Civic VTEC changed dramatically.  Not only is the suspension tighter, but a completely different construction was made for the VTEC models.  Besides the obvious sportier valving on the shocks, better spring rates, and thicker sway bars - the construction is different and led to several different parts that must be used together.  The front suspension setup has an 18.5mm sway bar (up 2mm from the Si model), but the increase in tightness comes from the lack of trailing links - this sway bar bolts directly to the lower-arm bar with a ball-joint in between.  It's been said from Grass-Roots Motorsports (GRM) that this is more of a sport configuration rather than a passenger-type setup.  This Sway Bar setup calls for a completely different Lower Arm.  The Steering Knuckle also changed and was beefier altogether.  It's been said the lower arm and steering rod are unique on the VTEC model.  The steering knuckle also displaces the calipers out further for the larger rotors of the VTEC model.  The front struts use a much sturdier and thicker wishbone to attach to the lower arm.  The upper arm didnt seem to change any.  The rear suspension had an increase in 1mm on the sway bar to 14mm.  The suspension on the rear remained fairly similar - rear trailing arms were probably the same as the rotors and calipers stayed same size.  However the arm bars were thicker as far as the compensator, lower and upper arms go.  There was no chassis reinforcement additions to the VTEC model.  No front strut braces like the 92+ Civic SiR models.  It should be noted that the rear lower arm bar had a different construction for the mounting of the Rear Struts on the 88-89 Civic Si and 90-91 Civic VTEC.  The strut mounting construction had a center eyelet and the arm bars had a center opening with when positioned correctly came to either side of the strut for bolting together.  The USDM models were opposite the JDM models in that the Strut had a U-Shape bottom, which the lower arm bar went between and bolted up in this manner.

The braking system went for a turn.  Honda introduced its version of ABS this year across all B16A models (CRX, Civic and Integra).  It was offered as an option.  And of course with it's use, the steel lines were in a different arrangement.  This ABS was said to be not that good, and there was no way of disabling it (like holding up the ebrake while in gear for so many seconds like the newer models).  The ABS computer was located in the rear of the Civic compartment to the left side of the spare tire below the trunk cover.  The increase in braking power came from a firmer yet larger master cylinder and booster assembly.  previous Si models used a 13/16" MC and corresponding sized booster.  While the larger VTEC brakes had a 15/16" MC and corresponding booster.  The larger master cylinder was used for the much larger from disc brakes.  The rear discs stayed the same.

The instrument cluster did change quite a bit in the 90-91 models to a more domed shape which helped keep down glare on the gages at high noon.  The VTEC models had a completely different gauge arrangement in the same typical enclosure.  The Tach went to the left side, speedometer in the middle, and gas and water temp to the right with a door-ajar display and fuel-low warning light.  The door ajar told you if the hatch, passenger and drivers doors were open.  It read much like a US preludes would.  And the fuel-low level warning light was the same as a US 90-93 integra.  The Tach went to 9500 rpm with 8-grand in the red.  The speedometer went to 185 km, with the speed-limiter in the VTEC Cluster kicking in at approximately 180 km (112 mph), knocking it down 10km with teh rev limiter before re-engaging engine control.

The 90-91 Civic also came with a rear wing as well which was different only by the Red LED lense that replaced the older style with the typical bulbs that we have in the US.

The Corner Parking Lenses went to a different anchoring scheme in 90-91.  Rather than being affixed to the fenders with two screws, you now have a single screw that is accessible with the hood open at the top and screws into the headlight assembly - the lense also has tabs that slide into the fender eyelets to secure it.

The Hood is taller in 90-91 models.  They went to an all-model same hood scheme for all Civic and CRX's for these years (exact same hood between models).  With the change in the hood came a change in the front bumper metal trim piece and headlights as well.  Headlights sloped towards the middle more gradually and gave a much longer look to them.  The hood sort of beaked outward a bit as it met the bumper - which also called for a new position of the hood release latch, and therefore they made a different radiator T-bar support for the VTEC model.  The lenses were still made of plastic however, with the same general design.  The front bumper changed only in appearance, but mounting points stayed the same.  The bumper trim piece in between the bumper and hood did change in shape however.  They raised upwards to meet the hood halfway, whereas previous hoods on the Si came all the way down to the bumper (which those bumpers were flat - new VTECs are raised in the center).  90-91 models went to a wrap-around clear style - whereas previous were flat, small and orange.  There were no clear lenses on 88-89 Civics.  Your only option for clear lenses from factory for an 88-89 model Civic was to find a 90-91 Civic RTi Wagon or 94+ Honda City models.  These lenses also had the reflective materials like the 90-91 Civic lenses on the inner reflector - not the silvered, less-effective paint.

The interior on the 90-91 Civic changed somewhat.  I can't really remember much for detail - but I believe it was more in the door panels and seat pin striping for the Civic models.


The Japanese Civic Interior had a different scheme then ours in the the center console had a hood, like the CRX, that met the floor e-brake cover. 

All japanese honda's had floor mats in the front that had eyelets.  These eyelets were anchored to the rear just below the edge of the seat so they would not move around - a unique floor mat scheme that seems to only be used in Japan by Honda in many different year-models.

Mirrors in Japan on 4g Civic were powered.  They also were flip-in that weren't spring loaded at the folded-in state.

ABS was available - increase in 1/8" piston - larger rotors

US 4g suspension is different from JDM in that rear struts have center eyelet.

[DeutschCRX]

al que sea to eso le doy un beso en la punta,peazo tochazo
si me lo traduces igual me lo leo

[Driver]

Idem!!! la verdad es que no hay problema con el inglés, pero leerselo todo da un palo que te cagas......

[antrax]

no tengo huevos a leer todo eso, me quedo frito pero te advierto que las suspensiones no son compatibles entre el crx 1.6 16v y el vt, por eso es mas que probable que tampoco lo sean las estabilizadoras.

[DeutschCRX]

como que no son compatibles..............dañinooooooooo aclaranos esto
creo que dañino monto las de jbh en en su bala roja

[Dañino]

Las suspensiones tienen los mismo anclajes y encajan perfectamente, al menos en los crx con brazos traseros de suspensión "normales", en el mio tuve que cambiarlos...
De serie no sé si irán tarados más duros o si el muelle será mas corto, pero desde luego los amortiguadores encajan perfectamente...

[antrax]

En las suspensiones que he estado mirando (tb barras de torretas) las hay especificas para EF7 y EF8 (1.6 16 y vt) y hay marcas que tienen para vt pero no para el 1.6 16v. Tambien he leido en crx uk que no eran compatibles y hay un grupo de compra de suspensiones y especifican el modelo de crx que tienen etc.

Si no me equivoco son incompatibles o solo compatiobles con el modelo 90-91 como mucho.

A mi me sorprendió en su dia, incluso vi un crx vt en desguace con suspension koni y no me atreví a comprarla