The E-series was a line of inline 4-cylinder automobile engines from Honda. These engines were used in the popular Honda Civic, Accord, and Prelude cars in the 1970s and 1980s. One notable technology was CVCC, introduced with this family, which allowed the company to meet strict emissions standards without using a catalytic converter.
Contents
The CVCC ED1 was on the Ward's 10 Best Engines of the 20th century list.
EA
Also see the Japanese Wikipedia entryThe EA-series is a water-cooled 356 cc inline two-cylinder engine replacing the N360's air-cooled 354 cc 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 67.0 x 50.6 mm. A version producing 30 PS (22 kW) 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 36 PS (26 kW) at a heady 9,000 rpm.
EB
The EB series
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EC
ED
The ED series introduced the CVCC technology. This group displaced 1,487 cc (1.487 L; 90.7 cu in) and used an SOHC 12-valve design. Output with a 3 barrel carburetor was 52 hp (39 kW) @ 5000 rpm and 68 lb·ft (92 N·m) @ 3000 rpm.
EF
USAGE: 1976-1978 Honda Accord CVCC, US market automobiles.
EG
The EG displaced 1,598 cc (1.598 L; 97.5 cu in) and was an SOHC 8-valve engine with a 2 barrel carburetor. Output was 68 hp (51 kW) @ 5000 rpm and 85 lb·ft (115 N·m) @ 3000 rpm.
EG
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 72.0 mm bore. The horsepower rating of the 545 cc (72.0 x 67.0 mm) engine was 28 PS at 5,500 rpm, and 4.2 kg-m at 4,000 rpm. When installed in the Today, max power was raised to 31 PS (23 kW) at the same revs, and torque at 4.4 kg-m, with a compression ratio of 9.5.
Applications:
EJ
EK
The EK was an SOHC 12-valve (CVCC) engine, displacing 1.8 L (1,751 cc). 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)
1981-1985 Honda Vigor (JDM)
EK9 is not related to the EK engine - EK9 is simply the chassis code for 1996-2000 Honda Civic Hatchbacks.
EL
The EL displaced 1,602 cc (1.602 L; 97.8 cu in) and was an SOHC eight-valve engine with a two-barrel carburetor. Output in North American configuration is 78 hp (55 kW) at 5,000 rpm and 97 lb·ft (125 N·m) at 3,000 rpm.
EM
EN
The EN displaced 1,335 cc (1.335 L; 81.5 cu in). It had a single overhead cam and eight-valve head, and was fitted to Civics in all markets aside from North America. In Europe it also found a home in the Honda Ballade-based Triumph Acclaim. Both block and head are from aluminium.
EP
ER
The long-stroke ER four-cylinder engine,
The lower powered engines in the commercial "Pro" series had a lower compression, a mechanically timed ignition rather than the breakerless setup 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.
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
ES
The ES displaced 1,829 cc (1.829 L; 111.6 cu in). All ES engines were SOHC 12-valve engines. The ES1 used dual sidedraft carburetors to produce 100 hp (75 kW) @ 5500 rpm and 104 lb·ft (141 N·m) @ 4000 rpm. The ES2 replaced this with a standard 3 barrel carburetor for 86 hp (64 kW) @ 5800 rpm and 99 lb·ft (134 N·m) @ 3500 rpm. Finally, the ES3 used PGM-FI for 101 hp (75 kW) @ 5800 rpm and 108 lb·ft (146 N·m) @ 2500 rpm.
ET
The ET displaced 1,829 cc (1.829 L; 111.6 cu in) 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 100 PS (74 kW) at 5,500 rpm and 104 lb·ft (141 N·m) at 4,000 rpm. JDM versions included a triple-barrel carburetted version for the Accord (110 PS or 81 kW at 5,800 rpm) and one with Honda PGM-FI which produced 130 PS (96 kW) at 5,800 rpm.
EV
The EV displaced 1,342 cc (1.342 L; 81.9 cu in) and was an SOHC 12-valve design. 3 barrel carburetors produced 60 hp (45 kW) at 5,500 rpm and 73 lb·ft (99 N·m) at 3,500 rpm for the US market. The JDM version, featuring 12 valves and auxiliary CVCC valves, produced 80 PS (59 kW) at 6,000 rpm and 11.3 kg·m (111 N·m) at 3,500 rpm. It was available in all bodystyles of the third generation 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 1,488 cc (1.5 L; 90.8 cu in), the EWs were SOHC 12-valve engines. Early 3 barrel EW1s produced from 58 to 76 hp (43 to 57 kW) and 108 to 114 N·m (79.7 to 84.1 lb·ft). The fuel injected EW3 and EW4 produced 91 hp (68 kW) at 5,500 rpm and 126 N·m (92.9 lb·ft) 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+).
ZA
The ZA1 and ZA2 are anomalously named, but closely related to the 1.3 liter EV. With a shorter stroke but the same bore (74 x 69 mm), this 1,187 cc (72.4 cu in) 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.