Outside of North America, this generation 2 CR-X was available with a 1495 cc sohc or an updated version of the 1590 cc DOHC ZC engine. The B16A produced 150 bhp (112 kW; 152 PS) in the European 1.6i-VT model (where the engine bore the designation B16A1) and 157 bhp (117 kW; 159 PS) in the JDM SiR model. The CR-X was the second car to receive a VTEC engine, shortly after the Integra, although the CR-X was more popular and common.
Additionally, some of these design changes were added to the concurrent non-VTEC models.
Relatively common in Japan, these are sought-after models in other markets.
Second-generation CR-Xs in the US could choose between three different trim levels: The standard (unlabeled, sometimes called the "DX") with the 16-valve 1495 cc "D15B2" engine and Dual-Point Fuel Injection (DPFI), the HF ("High Fuel efficiency") model with the 8-valve 1495 cc "D15B6" engine and Multi-Point Fuel Injection (MPFI), or the Si ("Sports injected") model with the 16-valve 1590 cc "D16A6" engine and MPFI. The Si models all came with a power sliding moonroof.
In 1992, Honda replaced the CR-X with a new, Targa topped, Civic-based model called the Honda Civic del Sol, otherwise known as simply the Honda del Sol. The del Sol was also badged as the CR-X del Sol in some markets, and known as simply the CR-X in others. In the United States, the del Sol came in three trim lines: S (VXi in Japan, later VGi), Si (ESi in Europe), and VTEC (SiR in Japan and VTi in Europe) ; the 1994-1997 models featured a 160 hp (120 kW) DOHC VTEC-engine.
source: http://en.wikipedia.org/wiki/Honda_CR-X
