The Daihatsu E-series engine is a range of compact three-cylinder, internal combustion piston engines, designed by Daihatsu, which is a subsidiary of Toyota. The petrol-driven series has cast iron engine blocks and aluminum cylinder heads, and are of either SOHC or DOHC design, with belt driven heads.
The E series engine was first presented in the summer of 1985, as the EB, a replacement for the two-cylinder AB engine used in Daihatsu's Kei cars until then.[1] The engine was Daihatsu's second three-cylinder design. Originally with two valves per cylinder, four-valve versions later appeared as did turbocharged versions. The engine is quite light, with the original EB-10 weighing in at 60- depending on transmission fitment.[2]
The EB-series is a 5472NaN2 version built in Daihatsu's Osaka plant in Japan from mid-1985, meant for their domestic market range of Kei cars. Bore is 62 mm and stroke is 60.5 mm, with a firing order of 1 - 2 - 3.[2] Outputs range between 320NaN0 to 640NaN0, which at the time was the most a manufacturer could have as per stated by the Gentlemen's Agreement between car manufacturers. Power claims for the very earliest Mira/Cuore models are in gross rather than net, which explains slight differences in power ratings for the first few years. This engine has not been exported to any great extent, with Daihatsu's export models usually receiving the larger ED and C-series engines.
The EB-series was only ever available with an SOHC valvetrain and two valves per cylinder, as Daihatsu were late to adopt multi-valve technology for their kei car range. However, the EB was available with an IHI turbocharger and intercooler, originally carburetted but later with fuel injection. This is still the only Kei engine to have reached the 64 PS threshold with only two valves per cylinder. There is also a rare supercharged version developed for the Hijet Pickup, to provide extra low-down torque and allow for an air conditioning unit to be fitted and used even when heavily loaded.[3] This engine was also used for an economy version of the Italian Innocenti Mini, until replaced by the later 660 cc EF engine.
Applications:
| Power (JIS net) | Torque | Comp. | Fuel system | Fitment | Notes | |||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| PS | kW | at rpm | kgm | Nm | lbft | at rpm | ||||||
| N/A | EB-10 EB-40 EB-45 | 320NaN0 | 6,000 | 4.40NaN0 | 3,500 | 10.0 | carb | Mira (EB-10), Cuore (EB-40/45), Leeza (EB-40), Leeza Van (EB-10) | 34 PS (gross) | |||
| EB-60 | 300NaN0 | 5,500 | 4.50NaN0 | 3,500 | Hijet, Atrai (86.05-90.03) | |||||||
| EB-10 | 310NaN0 | 6,400 | 4.30NaN0 | 3,000 | Innocenti 500 L/LS | No cat, outputs in ECE | ||||||
| Turbo | EB-20 EB-50 | 500NaN0 | 6,500 | 7kgm | 4,000 | 8.3 | carb, IC | Mira TR (EB-20, 1985.08-90.02) Cuore CR (EB-50, 1985.08-90.02), Leeza TR-ZZ (EB-20, 1989.01-90.07) | 52 PS (gross) IHI RHB51 | |||
| EB-21 | 500NaN0 | 6,000 | 7kgm | 3,500 | Leeza Van (1986.11-90.07) | |||||||
| EB-70 | 460NaN0 | 6,000 | 6.5kgm | 3,500 | 8.6 | Atrai (1986.05-88.10) | IHI RHB51 | |||||
| EB-71 | 520NaN0 | 6,000 | 7.2kgm | 4,000 | Atrai (1988.10-90.03) | |||||||
| EB-25 | 580NaN0 | 6,500 | 7.4kgm | 4,000 | EFI, IC | Mira TR-XX EFI (87.10-88.10) | IHI RHB31AW | |||||
| EB-26 | 640NaN0 | 6,500 | 7.7kgm | 4,000 | 8.0 | Mira TR-XX EFI (88.10-90.02), Leeza TR-ZZ EFI (89.01-90.08)[4] | IHI RHB31AW | |||||
| S/C | EB-80 | 440NaN0 | 6,000 | 6kgm | 3,500 | carb | Hijet Pickup (87.05-90.02) | |||||
The ED-series is a 8472NaN2 version originally intended for the export versions of the Cuore/Mira. The ED-series had undergone several changes from being carbureted 'ED-10' to 'ED-DE' where the introduction of fuel injected DOHC had been introduced, reviving this newly redesigned engine. This engine has never been available in the domestic Japanese market. In 1994 Daihatsu equipped the ED series with indirect multipoint fuel injection, called the ED-20. Daihatsu fitted this 847 cc displacement ED-20 engine to the L500 series 1994.09 - 1998.05 Daihatsu Cuore/Domino/Handi export model and in early export versions of the Daihatsu Move. Bore is 66.6 mm and stroke is 81 mm.
The ED engine was to undergo a long development as production was later taken over by Malaysia's Perodua. In its latest DVVT form, called 'ED-VE', it was kept in production until 2014 for the Perodua Viva. There was also a short-lived special version for the Swiss markets, where several cantons had tax systems which favoured cars of less than 800 cc. This, the ED-10A, had a two millimeter narrower bore (64.6 x 81 mm) for a displacement of 796 cc, and had also been license-made by the now-defunct Asia Motors to be fitted in the Towner, which was a licensed copy of the Daihatsu Hijet.[1]
Applications:
Versions
| Power | Torque | Norm | Comp. | Fuel system | Cat | Fitment | Notes | ||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| PS | kW | at rpm | Nm | lbft | at rpm | ||||||||
| ED-10 | 6V SOHC | 440NaN0 | 5,500 | 670NaN0 | 3,200 | DIN | 9.5 | Carburetor | - | Cuore/Domino/Handi, Charade | |||
| 400NaN0 | 5,600 | 630NaN0 | 3,250 | ● | Cuore/Handi[5] | ||||||||
| 370NaN0 | 5,500 | 630NaN0 | 3,200 | Perodua Kancil EX 850 / EZ 850[6] /Daihatsu Ceria[7] | |||||||||
| ED-?? | 35.50NaN0 | 4,800 | 650NaN0 | 2,800 | ? | - | Industrial engine for slanted installations | Can also be run on CNG[8] | |||||
| ED-10A | 410NaN0 | 5,500 | 620NaN0 | 3,200 | DIN | 9.0 | - | Cuore (87.09-90.05) | 796 cc, CH only | ||||
| ED-20 | 440NaN0 | 5,600 | 670NaN0 | 3,800 | DIN | 9.5 | Multipoint Fuel Injection | Lambda sond | Cuore / Mira L500-series (94.09-98.05), Daihatsu Move L601 (96.10-99.10) | ||||
| ED-DE | 12V DOHC | 500NaN0 | 5,200 | 74.40NaN0 | 4,000 | DIN | 10.1 | Cuore / Mira L500 & L700-series, Perodua Kancil EZi 850,[9] Perodua Kelisa EX 850 | |||||
| ED-VE | 6,000 | 760NaN0 | 4,000 | DIN | 10 | Perodua Viva 850[10] | |||||||
The EF-series is a 6592NaN2 version designed to replace the EB series engine when kei car regulations changed for 1990. It was first seen in the Daihatsu Mira when it was facelifted in March 1990.[11] The bore is 68 mm (expanded from 62) and stroke is 60.5 mm. Having undergone a long development, a myriad versions of this engine have been developed, and fitted to a multitude of Daihatsu products. Production ended in December 2007, by which time the new KF engine had replaced the EF across the board. The EF was nearly as light as its predecessor, with a 2004 EF-SE clocking in at 680NaN0 - this with the added weight of modern emissions equipment and fuel injection.[12]
Versions
| Power (JIS net) | Torque | Comp. | Fuel system | Fitment | Notes | |||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| PS | kW | at rpm | kgm | Nm | lbft | at rpm | ||||||
| SOHC 6V | EF-CL | 400NaN0 | 6,500 | 5.30NaN0 | 3,500 | 9.5 | carb | Mira L200/210, Mira L500V/510V | ||||
| 310NaN0 | 6,400 | 50NaN0 | 3,200 | Perodua Kancil 660 EX | ||||||||
| EF-CS | 400NaN0 | 5,700 | 5.50NaN0 | 4,500 | Hijet/Atrai S82/83 | |||||||
| EF-VS | 420NaN0 | 5.6kgm | from 91.09 | |||||||||
| EF-ES | 420NaN0 | 6,000 | 5.7kgm | 3,500 | 10.0 | EFI | Hijet/Atrai S82/83 | from 92.08 | ||||
| 440NaN0 | 6,100 | 5.9kgm | 3,600 | 9.8 | Hijet S100/110, Atrai S120/130 | |||||||
| EF-KL | 420NaN0 | 6,800 | 5.4kgm | 4,400 | 9.5 | Mira L200/210, Mira L500 (until 95.09), Opti L300/310 (until 98.10) | from 92.08 | |||||
| EF-NS | 420NaN0 | 5,700 | 5.6kgm | 4,500 | carb | Hijet S100/110, Atrai S120/130 | from 94.01 | |||||
| EF-FL | 400NaN0 | 6,300 | 5.3kgm | 3,500 | Mira L500S/510S (passenger car version of EF-CL) | |||||||
| EF-CK[13] | 310NaN0 | 4,900 | 5.1kgm | 3,200 | Midget II K100 (96.04-99.08) | manual choke | ||||||
| EF-SE | 450NaN0 | 6,400 | 5.6kgm | 3,600 | 9.5 | EFI | Mira L700/710, Move L900/910, Opti L800/810 | |||||
| 640NaN0 | 5.7kgm | 4,800 | Mira L250/260 (from 2002.12) | |||||||||
| 640NaN0 | 5,900 | 6.4kgm | 4,000 | 10.5 | Hijet S200/210 (until 2002.01) | 43 PS until 02.01 | ||||||
| 450NaN0 | 5.8kgm | 3,600 | 9.5 | Hijet S200/210 (until 2007.12), Hijet Cargo S320/330 | ||||||||
| 330NaN0 | 4,900 | 5.2kgm | 4,000 | Midget II K100 | from 99.08 | |||||||
| SOHC 6V Turbo IC | EF-XL[14] | 610NaN0 | 7,000 | 8.60NaN0 | 4,000 | 8.3 | carb | Mira TR-XX L200V (90.03-92.08) | ||||
| EF-XS[15] | 610NaN0 | 6,000 | 8.70NaN0 | 8.5 | Hijet/Atrai S82/83 | until 91.08 | ||||||
| EF-TS | 640NaN0 | 8.80NaN0 | 8.3 | EFI | Hijet/Atrai S82/83, Atrai S120/130 | from 91.08 | ||||||
| SOHC 12V | EF-HL | 500NaN0 | 7,500 | 5.30NaN0 | 4,500 | 10.0 | carb | Mira L200/210 (90.03-95.01), Leeza L111 (90.08-92.01) | ||||
| EF-EL | 550NaN0 | 7,000 | 5.80NaN0 | 4,000 | EFI | Mira L200/210 aut. (90.03-94.09), Mira L500/510 (94.08-95.09) | ||||||
| SOHC 12V turbo IC | EF-JL | 640NaN0 | 7,500 | 9.40NaN0 | 4,000 | 8.0 | EFI | Mira L200/210/220 (90.03-94.09), Mira L500/510 (94.08-95.09), Leeza L111 (91.01-92.01), Leeza Spider L111SK (91.11-93.08) | ||||
| DOHC 12V | EF-GL | 520NaN0 | 7,200 | 5.80NaN0 | 4,500 | 10.0 | carb | Move L600 (95.08-98.12) | ||||
| EF-GS | 440NaN0 | 5,900 | 60NaN0 | 4,400 | Hijet S100/110, Atrai S120/130 (96.01-99.01) | |||||||
| EF-VE | 580NaN0 | 7,600 | 6.50NaN0 | 4,000 | 10.5 | EFI | Mira, Move, Hijet S100/110, Atrai S120/130, Tanto L350/360 (03.11-07.12) | |||||
| 640NaN0 | 5,900 | 6.40NaN0 | Atrai S220/230 (99.01-07.01) | |||||||||
| EF-VE2 | 520NaN0 | 6,800 | 6.30NaN0 | 11.3 | Mira "TV" L700 (98.12-02.12) | economy CVT | ||||||
| EF-ZL | 550NaN0 | 7,500 | 6.20NaN0 | 10.0 | Mira L500/510, Opti L300/310, Move L600/610 (95.08-98.12) | |||||||
| EF-ZS | 460NaN0 | 6,100 | 6.20NaN0 | Hijet S100/110, Atrai S120/130 (96.01-99.01) | ||||||||
| EF-VD | 600NaN0 | 7,600 | 6.60NaN0 | 11.0 | EFI DI | Mira L250 (02.12-06.10) | ||||||
| DOHC 12V Turbo | EF-RL | 640NaN0 | 6,800 | 10.70NaN0 | 4,000 | 8.5 | EFI | Mira L500/510, Move L600/610 (96.05-98.12) | ||||
| EF-RS[16] | 640NaN0 | 5,900 | 100NaN0 | 3,500 | Atrai S120/130 (97.01-99.01) | |||||||
| EF-DET | 640NaN0 | 6,400 | 10.90NaN0 | 3,600 | Move L900/910 (98.10-02.10), Naked L750/760 (to 03.05), Opti L800/810 (98.11-02.07), Terios Kid/Lucia J111/131 | |||||||
| 640NaN0 | 10.50NaN0 | 3,200 | Tanto L350/360, Move L150/160 (02.10-06.01), Move Latte L550/560, Naked L750/760 (03.05-04.04) | |||||||||
The EJ-series appeared in February 1998, its first generation is known as 'EJ-DE' was used in the generation of Daihatsu Mira L700 (Exported out of Japan Models)/Perodua Kelisa & Daihatsu Move L900 (Exported out of Japan Models)/ Perodua Kenari. An 81.0 mm stroke and a 72.0 mm bore makes for a total displacement of 9891NaN1. It is a DOHC, 12-valve inline three-cylinder water-cooled engine. An upgrade of this engine was made after the introduction of Daihatsu Mira Avy L250 series (Exported out of Japan Models)/Perodua Viva & Perodua Myvi's First Generation in 2007, where the new engine was known as 'EJ-VE' which was included with a DVVT system for fuel efficiency and meeting new Euro standards. The Perodua Myvi's First Generation stopped using this engine after a while due to lacking of demand from the public. After the Perodua Viva was discontinued in 2014 and Daihatsu Xenia in Indonesia stopped offering the 'EJ-VE' series of 1.0 litre variant since August 2016, it is no longer used in any automotive applications and is succeeded by Toyota KR engine built by Daihatsu for Daihatsu Sigra 1.0.[17] Production of the EJ-VE engine (for upright placement) is continued for industrial use.[18]
Applications:
Versions
| Power | Torque | Norm | Comp. | Fuel system | Cat | Fitment | Notes | ||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| PS | kW | at rpm | Nm | lbft | at rpm | ||||||||
| 12V DOHC | EJ-DE | 550NaN0 | 5,200 | 880NaN0 | 3,200 | DIN | 9.5 | Fuel Injection | - | Perodua Kenari, Kelisa | |||
| EJ-VE | 610NaN0 | 6,000 | 900NaN0 | 3,600 | 10.0 | - | Perodua Viva | ||||||