The Civic VTEC, also dubbed as the Civic SiR and SiRII, was produced only between the years of 89 and 91 and had two model grades the EF9-100(SiR) and the EF9-110(SiRII). It was also exclusive only to Japan - although similar models were made in Malaysia, Hong Kong, all of Europe, well to sum it up, that entire continent.

The standard and option less EF9 SiR weighs 990kg and the SiR II weighs 1010~1070kg depending on options fitted.
The EF9 is the next step up from the EF_ DOHC ZC model of the previous two years. However the EF9 shares very little in common with the EF_.
Basically like the CRX VTEC EF8 sister-car, the EF8 has undergone a totally re-engineered body, improving handling, power, drive ability, a more aesthetically comfortable interior and exterior, as well as sub frame modifications for the newer line of VTEC B-series engine, the B16A. The EF9 is overall a "Teg'd" Civic - receiving an Integra Engine and all the trimmings that the JDM DA6/DA8 Integra's had received. This was possible because in Japan, the Integra had both SOHC ZC and B16A engines.

The Integra having been produced a year earlier with both engines gave Honda insight on how to modify the already tight Civic/CRX sub frame chassis for fitment of a B-series engine.

Japan even produced 200 Limited Edition "Race" configured Civic EF9 VTEC models.
They can be identified with a white coat, red pinstripe running down the side trim, "Limited Edition" print on the side doors a "Limited edition" rear center garnish plate and the lack of Radio and antenna, and possibly a couple of other accessories.

The EF9 Civic came in a few colors: Pewter gray metallic, Flint black metallic, Barcelona green pearl, Florence Blue with Red Pinstripe in earlier models, Frost White, and Rio Red. Interiors were always the typical Black with either cloth black and red-pinstriped interiors or vinyl seats with the same red pin stripping.

Due to Japanese Law, the japanese were not able to perform engine swaps - the owner had to specify the block number on the engine. It was a $1000-dollar requirement if this was to have been changed. Therefore many Honda's kept the stock engine and had many bolt-on's for them, mostly I/H/E, ECU, VTEC controllers, and chassis bracing - typically strut-tie bars. However these engines were not serially controlled, and therefore it did not inhibit the replacement of a failing engine. This is the reason why these engines have no suffixes like the EU B16A1, and why they do not have the serial numbers below the block numbers.
Japanese Law also requires a yearly Inspection and Compulsory Insurance on all vehicle with a yearly Road Tax due in May. The yearly inspections are quite easy, they use sniffers only if it's an obvious failure, they take light hammers to check for arm movements and lose parts, and check for overall vehicle integrity. Road Tax is based upon weight and litre size. The Plates actually will have a larger top number which identified litre size classification - with a set road tax for an under 2-litre vehicle, and increasingly higher for those of the larger litre size.

Japanese typically get rid of their cars after they get around 8 to 10 years of age. Prices drop from 8 thousand to about 3 thousand from 6 years old to 10 years old. The Japanese typically do not sell of old parts, used parts, just new - so these performance parts are left in the vehicle. Vehicles in japanese scrap yards and salvage yards come in complete and lay their like this until either parts are needed or the engine/tranny needs to be pulled for scraping. Notice I said nothing about the performance parts - these will be crushed on the vehicle unless they notice it - like an obvious header. They also sell these used parts off extremely cheap. Reasons why - Japanese don't care much for the old, and will spend the money on the new instead.