The chassis was fundamentally changed in 1988, from its unique torsion bar front and semi-free back, to completely autonomous wishbones in front with a twofold wishbone semi trailing arm back, in accordance with its sister Civic/Ballade models. Outside of North America, this second era CRX was accessible with a 1493 cc SOHC or an upgraded variant of the 1590 cc DOHC ZC motor. A significant number of these were fitted with fuel infusion as standard.
In September 1989, Honda additionally included the 1595 cc B16A VTEC motor to the lineup outside of America. The VTEC motor utilized Variable Valve Timing to give expanded force in the high rev range, while as yet permitting low fuel utilization and better sitting out of gear at low RPMs. The B16A delivered 150 PS (110 kW; 148 hp) in the European 1.6i-VT model (where the motor bore the assignment B16A1) and 160 PS (118 kW; 158 hp) in the JDM SiR model. The CRX was the second auto to get a VTEC motor, not long after the Integra, in spite of the fact that the CRX was more famous and regular.
The VTEC-prepared models additionally got a makeover, with overhauled guards, lights, hat/hood, brakes, suspension and dashboard outline amongst different things. Furthermore, some of these outline changes were added to the simultaneous non-VTEC models.
In the event that the CR-X was furnished with the 1.6 DOHC motor (ZC motor) or the 1.6 DOHC VTEC motor (B16A), the CR-X accompanied an alternate hood. The B16A and ZC motors were taller and required extra hood leeway in contrast with the 1.6 SOHC motors. The ZC motor was just somewhat taller than the 1.6 SOHC motor and required extra hood leeway to clear the cam gear spread. A CR-X outfitted with the ZC motor had a hood with a knock on one side which offered the extra important freedom. Autos furnished with a B16A motor accompanied a hood that was raised crosswise over most the motor cove to offer extra general freedom for the taller motor.
Honda CR-X SiR 1989 Design Interior Exterior