You’re not imagining it—yes, that was a targa-topped '90s Honda outpacing a tuned GTI through an alpine switchback. If it had pop-ups, a VTEC scream, and a driver grinning ear-to-ear, you probably just witnessed one of Japan’s most misunderstood machines: the Honda CR-X del Sol SiR. Forget every dismissive whisper you’ve heard about the del Sol being a poseur’s convertible. The Japanese SiR-spec EG2 is the real deal—a lightweight, low-slung, double-wishbone rocket powered by the legendary B16A. Buyers searching for a **Honda CR-X del Sol for sale** today aren’t just chasing nostalgia. They’re chasing value, thrills, and a piece of JDM history that just woke up from a long nap. And the clock is ticking.
The SiR That Brought the VTEC Thunder
When the CR-X del Sol launched in 1992, it sparkled more than it roared—at least at first glance. Its compact footprint, power retractable targa roof (a world-first), and quirky two-seater layout suggested boulevard cruiser more than backroad bruiser. But tucked away in Japanese showrooms was the EG2-coded SiR trim, powered by the same 170 PS B16A DOHC VTEC screamer later immortalized in the Civic Type R. Paired with a close-ratio 5-speed, limited-slip differential, and double-wishbone suspension at all four corners, the del Sol SiR had track-worthy reflexes and the soul of a streetfighter. This wasn’t a rebadged Civic for sunny days. This was Honda engineering flexing under 1100 kg of precision-balanced metal. And the SiR’s legacy? It’s only now getting the love it always deserved—especially from collectors and JDM fiends outside Japan.
Small but Mighty: Powertrain & Driving Feel
Crack the throttle past 5500 rpm and the B16A’s VTEC crossover hits like a caffeine punch. It howls to an 8200 rpm redline, throwing torque down with surprising urgency in a featherweight shell. Peak torque comes in late—7500 rpm to be exact—but that just makes it more addictive. The steering feel is sharp to the point of startling. Every light tug is rewarded with immediate rotation. Add in the factory LSD and this front-wheel drive machine can lift-throttle rotate through tight bends without a hint of understeer. It’s that wild-card JDM energy you’d expect more from a Civic race build than a two-seat targa. Yet it’s raw. Suspension is firm enough to bruise egos (and tailbones) over potholes. Road noise seeps through like wind in a canyon. But committed drivers will love it. This isn’t a GT cruiser—it’s a scalpel engineered for mountain touge and Sunday autocross dominance.
Importing from Japan: What You Need to Know
The smart money isn’t wasting time on rusty U.S. del Sols with sun-beaten roof seals and swapped motors. The real gems are direct from Japan—where clean EG2 SiRs are still turning up in auction houses and specialist dealers. ZervTek sources directly from across Japan, accessing both dealer inventory and weekly auctions. Right now, we're still seeing high-grade, rust-free examples pop up—though competition is heating up. The good news? These are now fully eligible under the 25-year import rule for the U.S., UK, and most of Europe. Want to get ahead of the curve? Start by studying our
guide to reading auction sheets. It’ll help you spot a real SiR from a tarted-up VXi. Or better yet, let ZervTek handle pre-inspection, inland logistics, export prep, and shipping all the way to your port—whether you’re in the States, UK, Germany, or even New Zealand.
Ownership Quirks: What to Love, What to Watch
There’s joy in the little things: the metallic click of the targa roof disengaging. The way the engine note rises clean and pure toward redline. That millisecond of lift-off oversteer when you enter a corner just a little too hot. But it’s not without issues. B16A engines are known to weep from the rear main seal past 150,000 km. The power roof cables? Delicate as your grandma’s pearls—expect stretching or snapping if abused. High-mileage manuals will often have a lazy 3rd gear synchro, and rust loves to bloom around the rear wheel arches and subframe. Inside, the dashboard cracks under prolonged UV. It’s less refined than a Civic SiR, but that rawness is part of the charm. If you want soft-touch luxury, look elsewhere. If you want visceral, right-now driving satisfaction, welcome home.
Future JDM Classic Status
If you’re thinking this is still an under-the-radar buy—you’re late. But not too late. Prices are climbing, especially for original EG2 SiRs in Grade 4+ condition. Compared to the Civic Type R and Integra Type R, the SiR still flies slightly below the radar... for now. But the VTEC faithful are waking up. They’re realizing this isn’t just a quirky convertible. It’s a lightweight, dual-cam, rev-hungry weapon with one of the greatest Honda powertrains ever built. This is the spirit of the NA S2000—just a little earlier and a lot cheaper. And yes, we said cheaper. Just don’t expect that to stay true much longer. Looking to buy before values jump again? Check out our
latest stock of CR-X del Sol models or request sourcing from recent auctions. Don’t snooze on the SiR.
How to Import a Used Honda CR-X del Sol with ZervTek Importing a CR-X del Sol SiR from Japan isn’t complicated—if you’ve got the right partner. That’s where ZervTek steps in. We handle full end-to-end sourcing: from deep auction searches to physically verifying cars at inland Japanese dealers. Every vehicle gets a multi-point condition inspection before shipping. We manage all domestic transport, export paperwork, customs clearance, and schedule sea freight straight to your chosen port—whether you're in the U.S., UK, Australia, New Zealand, Poland, Kenya or beyond. Need help understanding import costs? See our breakdown here: Cost of Importing a JDM Car. ZervTek is known for speed, transparency, and attention to detail—and we won’t waste your time with cars that don’t pass the grade. Ready to find the right EG2? Get a quote and timeline from ZervTek today. Let’s get your VTEC screaming before the next bidding war begins.