| Honda E engine | |
| Manufacturer: | Honda |
| Configuration: | Inline-2, Inline-4 |
| Valvetrain: | SOHC 2 or 3 valves x cyl. |
| Fueltype: | Gasoline |
| Fuelsystem: | Keihin carburetor or PGM-FI |
| Coolingsystem: | Water-cooled |
| Turbocharger: | IHI with intercooler (on some versions) |
| Compression: | 7.4:1-10.2:1 |
| Displacement: | NaNcc |
| Bore: | 66mm 67mm 70mm 72mm 74mm 77mm |
| Stroke: | 50.6mm 67mm 69mm 76mm 82mm 86mm 86.5mm 90mm 93mm 94mm |
| Power: | NaN0NaN0 |
| Torque: | NaN0NaN0 |
The E-series was a line of inline four-cylinder automobile engines designed and built by Honda for use in their cars in the 1970s and 1980s. These engines were notable for the use of CVCC technology, introduced in the ED1 engine in the 1975 Civic, which met 1970s emissions standards without using a catalytic converter.
The CVCC ED1 was on the Ward's 10 Best Engines of the 20th century list.
Also see the Japanese Wikipedia entry
The EA-series is a water-cooled 356cc inline two-cylinder engine replacing the N360's air-cooled 354cc engine. An SOHC design with a timing belt (replacing the chain used in the N360 engine), the EA was first seen in the 1971 Honda Life. This engine was derived from the air-cooled engine in the Honda CB450 and was adapted for water-cooled application. The displacement was reduced to be in compliance with Japanese kei car legislation that stipulated maximum engine displacement. Bore and stroke were NaNmm. A version producing 300NaN0 at 8,000 rpm was installed in the Honda Life, while the Honda Z and the Honda Life Touring (introduced in May 1972) received a twin-carb model with 360NaN0 at a heady 9,000 rpm.[1]
The EB series was fitted to the first generation Honda Civic.
Applications:
5,500 rpm (1979 Civic Van)
at 3,500 rpm (1979 Civic Van)
The ED series introduced the CVCC technology; it is otherwise the same as the contemporary EC engine. It displaced 1488cc and used an SOHC 12-valve design. Output with a 3 barrel carburetor was 530NaN0 at 5000 rpm and 9.40NaN0 at 3000 rpm.
The EE series applied the CVCC technology to the and used an SOHC 12-valve design. It was replaced by the 1.3-liter EJ engine in 1978. The EE engine produces at 5500 rpm and at 3500 rpm.
USAGE: 1976-1978 Honda Accord CVCC, US market automobiles.[2]
The EG displaced 1598cc and was an SOHC 8-valve engine with a 2 barrel carburetor. Output was 690NaN0 @ 5000 rpm and 11.70NaN0 @ 3000 rpm.
EG
1976-1978 Honda Accord Non USDM
The water-cooled SOHC two-cylinder EH was first seen installed in the first generation Honda Acty truck introduced in July 1977, and later in the 1985 Honda Today. It was based on one bank of cylinders from the horizontally opposed four used on the Honda Gold Wing GL1000 motorcycle, with which it shared the 72mm bore. The horsepower rating of the 545cc NaNmm engine was 280NaN0 at 5,500 rpm, and 4.20NaN0 at 4,000 rpm. When installed in the Today, max power was raised to 310NaN0 at the same revs, and torque at 4.40NaN0, with a compression ratio of 9.5:1.[3]
Applications:
The EK[4] was an SOHC 12-valve (CVCC) engine, displacing 1751cc. Output varied (see below) as the engine itself was refined. This was the last CVCC configuration engine manufactured by Honda.
USAGE:
1979-1983 Honda Accord CVCC (US market)
1979-1982 Honda Prelude CVCC (US market)
1981-1983 Honda Accord/Vigor (JDM)[2]
EK9 is not related to the EK engine; EK is also the chassis code for several versions of the sixth generation Honda Civic. EK9 is the chassis code for 1997-2000 Honda Civic Type R.
The EL displaced 1602cc and was an SOHC eight-valve engine with a two-barrel carburetor. Output in North American configuration is 790NaN0 at 5,000 rpm and 12.80NaN0 at 3,000 rpm.
The EN displaced 1335cc. It had a single overhead cam and eight-valve head, and was fitted to Civics in all markets aside from the United States domestic market. In Europe it also found a home in the Honda Ballade-based Triumph Acclaim. Both block and head are from aluminium.
The EP was an SOHC 12-valve (CVCC) engine, displacing 1601cc. It was essentially an EL 1.6 L block with an EK 1.8 L cylinder head.
The long-stroke ER four-cylinder engine,
The lower powered engines in the commercial "Pro" series had a lower compression, a found in the passenger cars, and a manual choke. The ER had five crankshaft bearings and the overhead camshaft was driven by a cogged belt.
| Engine type | Inline four, SOHC CVCC-II 12-valve[7] [8] | |||
| Displacement | 1231cc | |||
| Bore x stroke | NaNmm | |||
| Fuel type | Leaded (export) or unleaded (domestic) | |||
| power | torque | fuel feed | compression | notes |
|---|---|---|---|---|
| 450NaN0 DIN at 4500 rpm | 8.4kgm at 2500 rpm | 1 bbl carburetor | 10.2:1 (normal) | European market |
| 560NaN0 DIN at 5000 rpm | 9.50NaN0 at 3500 rpm | 2 bbl carburetor, manual choke | 10.2:1 (super) | European market (ER1 & ER4 engine) |
| 610NaN0 JIS at 5000 rpm | 9.80NaN0 at 3000 rpm | 2 bbl carburetor | 9.0:1 (unleaded) | Pro T, Pro F |
| 630NaN0 JIS at 5000 rpm | 100NaN0 at 3000 rpm | 2 bbl carburetor | 10.0:1 (unleaded) | E-series, U, R (AT), Cabriolet (AT) |
| 670NaN0 JIS at 5000 rpm | 100NaN0 at 3500 rpm | 2 bbl carburetor | 10.0:1 (unleaded) | R and Cabriolet with MT |
| 1000NaN0 JIS at 5500 rpm | 150NaN0 at 3000 rpm | FI, turbo | 7.5:1 (unleaded) | City Turbo |
| 1100NaN0 JIS at 5500 rpm | 16.30NaN0 at 3000 rpm | FI, turbo + intercooler | 7.6:1 (unleaded)[9] | Turbo II "Bulldog" |
Carburetor versions used either a single or 2bbl downdraft Keihin. The turbocharger in the Turbo and Turbo II was developed together with IHI, the Turbo II being equipped with an intercooler and a computer-controlled wastegate.[5]
ER1-4 Honda City
The ES displaced 1829cc. All ES engines were SOHC 12-valve engines. The ES1 used dual sidedraft carburetors to produce 1020NaN0 @ 5500 rpm and 14.40NaN0 @ 4000 rpm. The ES2 replaced this with a standard 3 barrel carburetor for 870NaN0 @ 5800 rpm and 13.70NaN0 @ 3500 rpm. Finally, the ES3 used PGM-FI for 1020NaN0 @ 5800 rpm and 14.90NaN0 @ 2500 rpm.
The ET displaced 1829cc and was an SOHC 12-valve engine. ET1 had a single, downdraft carb with 4-1 exhaust manifold. The ET2 with dual sidedraft carburetors and 4-2-1 exhaust manifold produced 1000NaN0 at 5,500 rpm and 14.40NaN0 at 4,000 rpm. JDM versions included a triple-barrel carburetted version for the Accord (110PS at 5,800 rpm) and one with Honda PGM-FI which produced 1300NaN0 at 5,800 rpm.[10]
The EV displaced 1342cc 74mm bore, 78mm stroke and was an SOHC 12-valve design. 3 barrel carburetors produced 610NaN0 at 5,500 rpm and 10.10NaN0 at 3,500 rpm for the US market. The JDM version, featuring 12 valves and auxiliary CVCC valves, produced 800NaN0 at 6,000 rpm and 11.30NaN0 at 3,500 rpm. It was available in all bodystyles of the third generation Honda Civic.[11]
The final E-family engine was the EW, presented along with the all new third generation Honda Civic in September 1983. Displacing 1488cc, the EWs were SOHC 12-valve engines. Early 3 barrel EW1s produced from 58to and 11to. The fuel injected EW3 and EW4 produced 920NaN0 at 5,500 rpm and 12.80NaN0 at 4,500 rpm. The "EW" name was replaced by the Honda D15 series, with the EW (1, 2, 3, 4, and 5) renamed to D15A (1, 2, 3, 4, and 5) in 1987. It also received a new engine stamp placement on the front of the engine like the "modern D series" (1988+).
The ZA1 and ZA2 are anomalously named, but closely related to the 1.3-litre EV. With a shorter stroke but the same bore NaNmm, this 1187cc shared most of the EV's characteristics. It was only sold in the third generation Civic in European and various smaller markets where the taxation structure suited this version. The high octane version produces 620NaN0 at 6000 rpm and 90NaN0 at 4000 rpm.[12] There was also a low-octane model, producing 550NaN0 at 6000 rpm.