Coupe Trims available in the two-door
coupé body style, introduced for the 1993 model year, were the DX (EJ2), EX, and EX-S (EJ1), for the United States Domestic Market (
USDM), and the DX, DX "Special Edition" (EJ2), and Si (EJ1) for the
Canadian Domestic Market (CDM). The coupé, built in both Canada and the United States, was also exported to European and Japanese markets.] or 40/47 mpg (city/hwy) [
revised to 2008 EPA rating: 33/42 mpg city/hwy], the CX was the second most fuel-efficient Civic model of the fifth generation, after the VX. CX models in Canada came with the same 16-valve 102 hp 1.5L D15B7 engine as in the DX -model, but could also be ordered with a 4-speed
automatic transmission which also came with power steering. The 1995 CDM CX models (sometimes colloquially referred to as the "CX-Plus") added the rear wiper/washer as a standard feature, and could be ordered with side mouldings and manual passenger-side mirror.
VX: During the late 1980s and the early 1990s, as a result of high gasoline prices and the consumer demand for relief, automobile companies, particularly Toyota and Honda competed to see who could field the most fuel efficient production automobile. The Civic VX was Honda's entry for 1992. Fitted with the same manual transmission as the USDM CX, the VX was identical to the base model CX except that it gained improved fuel efficiency from various weight reduction methods such as reduced trim and molding, VX model-specific lightweight 13-inch aluminum alloy wheels, 165/70/R13 tires, and through a 1.5 L (D15Z1)
VTEC-E engine. These features on the VX yielded 48/55 mpg (city/hwy) [
revised to 2008 EPA rating: 39/49 mpg city/hwy] or 44/51 mpg (city/hwy) [
revised to 2008 EPA rating: 36/46 mpg city/hwy] The VX remains a favorite of
Hypermilers. The D15Z1 engine's efficiency was enhanced by placing cam followers at every cam lobe and the use of only two piston rings per cylinder, and the ability to burn an ultra-lean air fuel mixture at and below 2,500 RPM at low load. This was achieved by only opening one valve during the intake stroke, rather than both, placing the multiport fuel injectors very near the intake valves, and by using an ultra sensitive
oxygen sensor. The sensor has two O2 measurement electrochemical cells, rather than the single cell that at the time was universal. This same model sensor has been adopted by racing teams to monitor the combustion in each cylinder of racing engines during the tuning process, one per cylinder, because of its sensitivity. The opening of only one intake valve below 2,500 rpm results in much more of the pressure drop between atmospheric pressure, and the inside of the cylinder to be across the valve than would otherwise be the case. This results in an exceptionally turbulent flow, very good mixing of the charge, very high speed flame propagation at ignition, high resistance to pre-ignition (knock), and very low amounts of unburned hydrocarbons, and carbon monoxide, and increased engine torque, and power in both lean burn mode, and at more normal fuel-air mixtures, below 2,500 rpm. As a result of the increased torque and power at low rpm, the engine's torque and power curves are between those of normally-aspirated gasoline and diesel engines. Combined with the decent aerodynamics of the Civic VX, the car could operate at highway speeds in lean burn mode. One of the few rocks Honda left unturned in search of better fuel economy was increasing the final drive ratio of the VX, usually expressed as the number of engine revolutions per mile in the transmission's top gear. Since the ratio of the VX is identical to the CX, despite the engine's greater power, low end torque, and the car's lower coefficient of drag the use of a higher final drive ratio would have resulted in a drivable car, with even higher fuel economy. The lower than necessary final drive ratio results in a vehicle that is remarkably quick off the line, for one that can get 50 MPG on the highway. A higher ratio could have been accomplished by transmission modifications, such as an overdrive top gear, a dual-range transmission, or simply by using larger-diameter wheels, in conjunction with a wide-ratio transmission, so there would be sufficient torque on the driving wheels in first gear. In Canada, the VX was rated by Transport Canada fuel consumption estimate: 4.7L/100 km city and 4.3L/100 km hwy. Other added features were an 8,000 rpm tachometer with redline at 6,000 rpm, lightweight aluminum alloy wheels, as well as additional front & rear under-body trim additions to improve aerodynamic flow. The VX was also equipped with an aluminum
alternator bracket, an aluminum front driver's side engine mount, and a lightweight crank pulley. In addition, the instrument cluster of the CX and VX featured a shift indicator light that would notify the driver when to shift upward in order to achieve optimum fuel economy. The CX and VX models have been lauded as gasoline-powered cars which rival the
fuel economy of today's hybrids and diesels.
DX: The standard model was the more powerful DX, with a 1.5 L D15B7 engine, manual passenger side mirror (after 1992), tilt steering, intermittent wipers, side mouldings, rear wiper/washer, and rear cargo shelf as standard equipment. Despite the higher horsepower powerplant, the DX returns real-world mileage of 38 city / 45 hwy.
Si: The Si model replaced rear drum brakes with discs, added a power moonroof with tilt, cruise control, a dashboard clock, a 9,000 rpm tachometer with a 7,200 rpm redline, plastic wheel covers on 14-inch wheels,
power side mirrors (body coloured, beginning in 1993), body-coloured door handles, and a 1.6 L 16-valve single-overhead cam D16Z6
VTEC 4-cylinder engine with a 5-speed manual transmission. It enabled the car to hit 0–60 mph (97 km/h) in 7.5 seconds and a quarter-mile time of 16.3 seconds at . VTEC activated on the intake side and not the exhaust side, which was the result of the spark plug blocking the area where the cam follower would be. In 1994, rear speakers and optional ABS were added. In other markets (Australia, Japan, Latin America) the Si received the 1.6 D16A8/9 DOHC non-VTEC engine, with . At this time, however, the Si was not the most powerful variant of the Civic sold elsewhere: In Europe, Honda also offered the Civic VTi, which featured a 160 PS (118 kW; 160 hp) B16A2 engine, and the JDM SiR, SiR-II, and SiR-S carried an even more powerful B16A engine, which made . Japan also received a VTi model with a 1.5 litre engine similar to the D16Z6, with . In European markets the trims available were the DX (EG3/1.3 L; 75 PS Engine code:D13B2), LSi (EG4/1.5 L 90 PS Engine code:D15B2), VEi (EG4/1.5 L SOHC VTEC-E 92 PS Engine code:D15Z1), ESi (EG5/1.6 L SOHC VTEC 125 PS Engine code:D16Z6), and VTi (EG6/1.6 L DOHC VTEC 160 PS Engine code:B16A2)
Sedan Trims available in the USDM sedan body style were the DX, LX (EG8) and EX (EH9), while the CDM models were branded slightly differently as the LX, LX "Special Edition" (1994–95), EX (EG8) and the EX-V (1992–93) (EH9). In Japan, the standard four-door Civic sedan was called Civic Ferio and sold at
Honda Primo dealerships, while a more upscale version was called the
Honda Domani and sold at
Honda Clio dealers. In Japan, the Ferio name was used from 1992 until 2006 on all sedans, regardless of trim packages installed. The five-door wagon was not updated for this generation platform, and continued to use the previous generation internationally until February 21, 1996, when it was replaced by the
Honda Orthia and
Honda Partner which were only available in Japan. Automatic:
S24A | Power tilt/slide moon roof | Body-coloured mirrors (beginning 1993) | Rear stabilizer bar |AM/FM cassette player (CDM only: with 2-speaker sound system, USDM and CDM: with 4-speaker system beginning 1993) | Air Conditioning }} ==Markets==