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.

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

EC

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)

August 1975-June 1978 Honda Civic CVCC

EF

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

USAGE: 1976-1978 Honda Accord CVCC, US market automobiles.

EG

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

EH

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

EJ

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)

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.

{| class="wikitable" width="80%"

| Engine type

| colspan="4"| Inline four, SOHC CVCC-II 12-valve

| Displacement

| colspan="4"|

| Bore x stroke

| colspan="4"|

| Fuel type

| colspan="4"| 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)

| 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.

ET
1983-1985 Honda Accord
1983-1987 Honda Prelude

EV

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.

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

EW

The final E-family engine was the EW, presented along with the all new third generation Honda Civic in September 1983. Displacing , the EWs were SOHC 12-valve engines. Early 3 barrel EW1s produced from and . The fuel injected EW3 and EW4 produced at 5,500 rpm and 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+).

EW1
1983-1985 Honda Civic/CRX DX (unlabeled)
1983-1986 Honda Civic
1983-1986 Honda Shuttle
EW2
1983-1987 Honda Civic non-CVCC (CDM)
EW3
1985- Honda Civic/CRX Si non-CVCC
EW4
1985-1986 Honda CRX Si non-CVCC
1986 Honda Civic Si non-CVCC
EW5
similar to the EW1, Fuel injected CVCC 12-Valve 4 Aux valves. A third throttle plate in the throttle body supplied intake air to a 5th injector which powered the CVCC ports, The rated power is different between the Civic and the CR-X: the Civic makes at 5800 rpm and torque at 4000 rpm, the CR-X made at 5800 rpm and torque at 4500 rpm. Differences in power are largely down to a more efficient exhaust system on the CR-X it used a factory cast iron 4-2-1 extractor went through a catalytic converter further down the exhaust system and had twin exit tail pipes. The Civic had a short 4-1 design into a catalytic converter and single pipe exit. There was a revised intake manifold for vehicles produced in 1986 and 1987. The EW5 was only available in Japan. It came in the following models: CR-X 1.5i, Civic 25i Hatchback, Ballade CRi Sedan.

ZA

The ZA1 and ZA2 are anomalously named, but closely related to the 1.3-litre EV. With a shorter stroke but the same bore , this 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 at 6000 rpm and at 4000 rpm. There was also a low-octane model, producing at 6000 rpm.

1984-1987 Honda Civic hatchback (AL)
1984-1987 Honda Civic saloon (AM)

References

ja:ホンダ・E型エンジン

EA

EB

EC

EF

EG

EH

EJ

EK

EV

EW

ZA

See also

References