Honda E engine

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.

EA Also see the Japanese Wikipedia entry

The EA-series is a water-cooled inline two-cylinder engine replacing the N360's air-cooled 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 . A version producing 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 at a heady 9,000 rpm.

1971.06-1974 Honda Life 1972.11-1974 Honda Z

EB The aluminium-block EB series was fitted to the first generation Honda Civic, although the cast-iron EB5 was installed in the short-lived Honda 145. A 1.3-liter racing version of this engine called the MF318 was developed by Mugen and used successfully in the Japanese racing series. The MF318 was Mugen's first product; while fast and popular with many times it was not particularly reliable.

Displacement Bore & Stroke compression ratio: 8.6:1 Valve Train: SOHC 8-valve design with a 2 barrel carburetor or 1 carburetor Power: at 5,500 rpm Torque: at 4,000 rpm Max Speed: estimated

EB2/EB3 The EB2 and EB3 displace and different diameter valves in the head. A CVCC version was also developed later, called the "EE". Bore & Stroke Valve Train: SOHC 8-valve design with a 2 barrel carburetor or 1 carburetor Power: at 5,000 rpm and Torque: at 3,000 rpm

EB5 Displacement Bore & Stroke compression ratio: 8.6:1 Valve Train: SOHC 8-valve design with a 2 barrel carburetor or fuel injection Power: at 5,500 rpm or at 5,500 rpm Torque: at 4,000 rpm or at 4,000 rpm

Applications: EB1 1973- Honda Civic EB2 1974-1979 Honda Civic EB3 1978-1979 Honda Civic EB5 1972-1974 Honda 145

Displaced Bore & Stroke . compression ratio: 8.1, 8.4 (Van) Valve Train: SOHC 8-valve design with a 2 barrel carburetor. Fel control: electric fuel pump Power: at 5,500 rpm at 5,500 rpm (1979 Civic Van) Torque: at 3,000 rpm at 3,500 rpm (1979 Civic Van) Oil Capacity:

EC 1975-1979 Honda Civic 4 doors 1975-1979 Honda Civic Van (VB)

The ED series introduced the CVCC technology; it is otherwise the same as the contemporary EC engine. It displaced and used an SOHC 12-valve design. Output with a 3 barrel carburetor was at 5000 rpm and at 3000 rpm.

ED1 1975- Honda Civic CVCC ED2 1975- Honda Civic Wagon ED3 1976-1979 Honda Civic CVCC ED4 1976-1979 Honda Civic Wagon

EE 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.

August 1975-June 1978 Honda Civic CVCC

Displaced Bore & Stroke compression ratio: 8.0:1 Valve Train: SOHC 12-valve CVCC design with a 3 barrel carburetor. Fuel control: electric fuel pump Power: at 5,300 rpm Torque: at 3,000 rpm Cast iron block & aluminum cylinder head Six port cylinder head (four intake ports and two exhaust ports) Valve order (IEEIIEEI) Three barrel Keihin carburettor (1976 & 1977 had manual choke, 1978 and up cars received an automatic choke) Point type ignition

The EG displaced and was an SOHC 8-valve engine with a 2 barrel carburetor. Output was at 5000 rpm and at 3000 rpm.

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 bore. The horsepower rating of the engine was at 5,500 rpm, and at 4,000 rpm. When installed in the Today, max power was raised to at the same revs, and torque at , with a compression ratio of 9.5:1.

Applications: 1977.07-1988.05 Honda Acty 1985.09-1988.02 Honda Today

Displaced Bore & Stroke compression ratio: 7.9:1 Valve Train: SOHC 12-valve auxiliary valve CVCC Fuel Control: Electric fuel pump Power: at 5,500 rpm Torque: at 3,500 rpm Max Speed: estimated Oil Capacity: EJ June 1978-July 1979 Honda Civic 1300 (SK/SP) EJ1 July 1979 – 1983 Honda Civic CVCC

EK The EK was an SOHC 12-valve (CVCC) engine, displacing . Output varied (see below) as the engine itself was refined. This was the last CVCC configuration engine manufactured by Honda.

Displaced Bore & Stroke compression ratio: 8.8:1 design with a 3 barrel carburetor. Fuel control: electric fuel pump Power: at 5,500 rpm Torque: at 3,000 rpm Cast iron block & aluminum cylinder head Three barrel Keihin carburetor (all were automatic choke) Electronic ignition (Nippon Denso or Tec Electronics) Oil cooler (or provision for this in the block)

Cylinder head iterations: Six port cylinder head (4 intake port / 2 exhaust ports) & IEEIIEEI valve order for 1979 & 1980 49 state Eight Port cylinder head (4 intake port / 4 exhaust ports) & IEEIIEEI valve order for 1980 (California only) and 1981 (50 states) Eight Port cylinder head (4 intake port / 4 exhaust ports) & EIEIIEIE valve order from 1982 to end of CVCC production (1985) Power: 6-port output was at 4500 rpm and at 3,000 rpm, while the original 8-port head raised this to at 4500 rpm and at 3000 rpm. The revised 4-port (82 & later) had another slight horsepower increase.

USAGE: 1979-1983 Honda Accord CVCC (US market) 1979-1982 Honda Prelude CVCC (US market) 1981-1983 Honda Accord/Vigor (JDM)

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 and was an SOHC eight-valve engine with a two-barrel carburetor. Output in North American configuration is at 5,000 rpm and at 3,000 rpm.

Displaced Bore & Stroke compression ratio: 8.4:1 Valve Train: SOHC 8-valve design with a 2 barrel carburetor. Fuel control: electric fuel pump Power: SAE at 5,000 rpm Torque: at 3,000 rpm Oil Capacity:

EL1 1979-1983 Honda Accord Non USDM 1979-1982 Honda Prelude (Australian and Canadian models) Non USDM

Displaced Bore & Stroke compression ratio: 8.8:1 Valve Train: SOHC 12-valve auxiliar valve CVCC design with a 2 barrel carburetor or 3 barrel carburetor. Fuel control: electric fuel pump Power: at 5,500 rpm Torque: at 3,500 rpm Oil Capacity:

EM1 1980 Honda Civic, 1981-1983 Honda Civic,

The EN displaced . 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.

EN1 1980-1983 Honda Civic, single carb, EN4 1981-1984 Honda Civic S and Triumph Acclaim, twin carb,

EP The EP was an SOHC 12-valve (CVCC) engine, displacing . It was essentially an EL 1.6 L block with an EK 1.8 L cylinder head.

Displaced Bore & Stroke compression ratio: 8.8:1 Valve Train: SOHC 12-valve design with a 3 barrel carburetor. Fel control: electric fuel pump Power: at 5,300 rpm Torque: at 3,000 rpm Oil Capacity: EP 1980-1985 Honda Quintet/Quint (Japan) 1980-1982 Honda Accord/Vigor

The long-stroke ER four-cylinder engine has five crankshaft bearings and an overhead camshaft, driven by a cogged belt. It was sold as a 12-valve CVCC-II in Japan and as a simple eight-valve unit in Europe and Asia, It was only used in the AA/VF/FA series City/Jazz, from 1981 until 1986. It was available as a normally aspirated carburated version or with Honda's own PGM-FI fuel injection as one of a very few turbocharged engines built by Honda until the 21st century. The Japanese market CVCC engine was also known as COMBAX, an acronym of COMpact Blazing-combustion AXiom. The E-series were tuned for economy, with higher gearing and later on with computer-controlled variable lean burn. As of March 1985, the naturally aspirated ER engines gained composite conrods (a world first in a production car), lighter and stronger these helped further reduce fuel consumption.

The lower powered engines in the commercial "City Pro" series had a lower compression, a distributor rather than the distributorless coil pack setup found in the passenger cars, and a manual choke. JIS outputs below are gross figures, while DIN outputs are net.

Engine type Inline four, SOHC CVCC-II 12-valve Displacement Bore x stroke Fuel type Leaded (export) or unleaded (domestic) power torque fuel feed compression notes DIN at 4500 rpm at 2500 rpm 1 bbl carburetor 10.2:1 (normal) European market DIN at 5000 rpm at 3500 rpm 2 bbl carburetor, manual choke 10.2:1 (super) European market (ER1 & ER4 engine) JIS at 5000 rpm at 3000 rpm 2 bbl carburetor 9.0:1 (unleaded) Pro T, Pro F JIS at 5000 rpm at 3000 rpm 2 bbl carburetor 10.0:1 (unleaded) E-series, U, R (AT), Cabriolet (AT) JIS at 5000 rpm at 3500 rpm 2 bbl carburetor 10.0:1 (unleaded) R and Cabriolet with MT JIS at 5500 rpm at 3000 rpm FI, turbo 7.5:1 (unleaded) City Turbo JIS at 5500 rpm at 3000 rpm FI, turbo + intercooler 7.6:1 (unleaded)According to "Honda City Turbo II" page in the Honda Auto Archive and Auto Katalog 1985, p 232. World Class Cars #2: Honda (p 121) lists compression as 7,4:1. 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.

ER1-4 Honda City

The ES displaced . All ES engines were SOHC 12-valve engines. The ES1 used dual sidedraft carburetors to produce at 5500 rpm and at 4000 rpm. The ES2 replaced this with a standard 3 barrel carburetor for at 5800 rpm and at 3500 rpm. Finally, the ES3 used PGM-FI for at 5800 rpm and at 2500 rpm.

ES1 1983-1984 Honda Prelude ES2 1984-1985 Honda Accord ES3 1985- Honda Accord SE-i 1981-1985 Honda Vigor VTL-i, VT-i, TT-i (Japan)

The ET displaced 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 at 5,500 rpm and at 4,000 rpm. JDM versions included a triple-barrel carburetted version for the Accord ( at 5,800 rpm) and one with Honda PGM-FI which produced at 5,800 rpm.World Cars 1985, pp. 349–350

ET 1983-1985 Honda Accord 1983-1987 Honda Prelude

The EV displaced 74mm bore, 78mm stroke and was an SOHC 12-valve design. 3 barrel carburetors produced at 5,500 rpm and at 3,500 rpm for the US market. The JDM version, featuring 12 valves and auxiliary CVCC valves, produced at 6,000 rpm and at 3,500 rpm. It was available in all bodystyles of the third generation Honda Civic.World Cars 1985, pp. 346–348

EV1 1983-1986 Honda Civic 1983-1986 Honda CRX EV2 1984-1990 Rover 213 1983-1986 Honda Civic

Honda E engine

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