In addition, vehicles with the larger 1.6 L SOHC VTEC 125 PS (92 kW; 123 hp) engines such as the Si hatchback and EX coupe models found in the United States, provoked popularity of the (relatively) high-performance 1.6 L inline-four segment.

[2] A left-hand drive version of the Civic Coupé was released as a limited edition in Japan, imported from the United States, to celebrate the tenth anniversary of the Honda Primo dealer network in 1994.

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.

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 92 hp (69 kW) 1.5 L (D15Z1) VTEC-E engine.

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.

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.

The CX and VX models have been lauded as gasoline-powered cars which rival the fuel economy of today's hybrids and diesels.

[9] DX: The standard model was the more powerful DX, with a 102 hp (76 kW) 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.

[citation needed] 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 125 hp (93 kW) 1.6 L 16-valve single-overhead cam D16Z6 VTEC 4-cylinder engine with a 5-speed manual transmission.

In other markets (Australia, Japan, Latin America) the Si received the 1.6 D16A8/9 DOHC non-VTEC engine, with 130 PS (96 kW; 128 hp).

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 170 PS (125 kW; 168 hp).

The hatchback was powered by a 1.2-liter carbureted engine (PH12)[citation needed] with only 5-speed manual transmission while the sedan was offered in 3 trims: the base DX, the mid LX and the top-of-the-line ESi, introduced in 1993.

Additionally added with rear defogger, center console and an optional armrest as a standard for the ESi variant.