1992 Honda CRX Del Sol SiR w/ TransTop (JDM)

Description

This is a Japanese Domestic Market 1992 Honda CRX Del Sol SiR A/T with TransTop, purchased through Gary Duncan Imports in January 2018 and titled, registered, and insured in Florida. It is legal to operate on U.S. roads and the title transfer would function just as any used car purchase would. I bought the car at 11,600 miles and have since put on 2,000, totaling 13,6xx at this time. The car is currently located in Pittsburgh for a road trip & major car show.
To my knowledge (limited to research starting late 2017), this is the lowest-mileage example of a Del Sol SiR available stateside. I've been tracking market comparisons -- including sale price & condition for unimported models still in Japan -- and have provided that information here:https://docs.google.com/spreadsheets/d/1GjzkXQpngpeWsSSh6-MgG5nadMmCImLctZZHtzFGxLc/edit?usp=sharing
See the full photo gallery here:https://photos.google.com/share/AF1QipMIT4PuYTQaoP9whsrF61CV4HdvUu5-CtXTmLcaMHVV-g_6FA5_com3aJNbkSPcTg
See the video covering walkaround, warm & cold start, TransTop operation, and VTEC here:https://www.youtube.com/watch?v=KfMoZ6g6UOM
The EG2 chassis Del Sol SiR first went into production in 1992, a year before Del Sols came to the U.S. market. The SiR signifies the top-of-the-line performance model in Japan, which along with suspension, brake, and aesthetic upgrades, means it houses the legendary B16A engine. This is in fact the first VTEC engine (though not the first JDM model to have it) that started Honda's high-rev 4-cylinder lore. Paired to the automatic transmission, records show that it produces 160hp (manual is 170), said to be the first naturally-aspirated engine to achieve 100hp per liter.
Trim levels across markets are understandably confusing, so for clarity: the SiR existed in Japan starting 1992, while the U.S. received its top-of-the-line brother, the "Si VTEC", starting 1994. The Si VTEC would be the closest domestic alternative on paper, though the USDM engine was a B16A3, a slightly detuned version of the original B16A. The U.S. also received a lower-grade "Si" model, which did not possess a B16 variant and was underpowered by comparison.
This Del Sol also boasts the show-stopping TransTop, a classic example of golden-age over-engineering from Honda in which the targa top can convert automatically via a feat of hydraulics and electronics, stowing it in the trunk with minimal impact on cargo space (see video link above). This was an option on the SiR; it never came to the states. It is far and away the main attraction at any neighborhood car show I've attended.
Surprisingly, the most JDM of all traits on this car might be the 4-speed automatic: apart from a few superficial efforts wearing the "Si" badge without actually possessing a high-revving performance package, no US-market Honda performance model has ever been offered with an automatic transmission. It certainly delivers less driver engagement than a stick shift, but as to the question of rarity, there's no comparison.
When it comes to driving dynamics, the 4-speed will hold any gear, which makes the VTEC rev range easily accessible on many roads and mitigates some of the lost engagement of a manual. For the record:

• When 1st gear is held, the engine will rev past redline
• When 2nd or 3rd are held, the engine will rev to redline and then upshift, kicking back down to the held gear once out of VTEC range
• When 4th is held, the engine will rev past redline (assumedly... I've never reached that point)

For the above reasons, I like to think of this Del Sol as the ultimate JDM sleeper. If you were to remove the (already subtle) exterior decals, it would be indistinguishable from any North American Del Sol... yet, further inspection would reveal:

• It's a 1992, which predates Del Sol sales the U.S.
• It's an SiR, whose original B16A was never plugged into U.S. versions
• It's an automatic trans, which Honda has never paired to a U.S. top flight model
• It has the TransTop, which was not offered in the U.S.
• It's right-hand drive, of course

By the way, for those curious about driving a RHD vehicle: it will take less than a week to get acclimated to. Driving back roads is more fun, since you're on the outside where the scenery and road edges are. A stick shift RHD would make for a pretty difficult 2nd/3rd car, but with the A/T, the only thing I sometimes mix up is the wiper/turn signal stalks. Overall though, I think I now prefer RHD to LHD in the states.
The car is unmodified since purchase, and the only modifications made by its owner in Japan were a stereo upgrade and bigger wheel package. The stereo upgrade was pretty much the rule rather than the exception in these cars if the current market is any indicator -- in this case, the stereo is period correct (cassette player), and is of course tuned to Japanese frequencies which means it tops out at 89.9 FM. The Bluetooth adapter solves for that and will be included with the vehicle. The wheels were also a popular Japanese upgrade coming from the Honda Jazz/Fit Sport.
Apart from a few dings and scratches (as documented in the full photo gallery link), the car's paint is in great shape, which is somewhat notable considering Honda's subpar paintwork of that era.In Captiva Blue Pearl (CBP), it is arguably the Del Sol's signature color behind the uber-90's Samba Green.
This SiR is a magnificently obscure Honda collectible, but if you win the auction, I do hope you'll drive it. There's fun in all forms to be had with this car, and puts everyone on the road in a better mood.
Local pickup is welcome or you can arrange shipping; potentially, I could also drive the vehicle to you anywhere in the PA/NJ/NYC area, contingent upon receipt of the full sale price. Best of luck -- if you have any questions about the Japanese market Del Sol, this link provides a wealth of information:http://www.crxdelsol.fr/Faq/WorkShop/the_del_Sol_guide_full.pdf