Honda E engine
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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 high 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 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.
The EB series displaced 1,170 cc (1.17 L; 71 cu in) and was an SOHC 8-valve design with a 2 barrel carburetor. The EB2 and EB3 displaced 1,238 cc (1.238 L; 75.5 cu in). Output for the EB1 was 50 bhp (37 kW) at 5,000 rpm and 59 lb·ft (80 N·m) at 3,000 rpm, and this was up to 63 bhp (47 kW) at 5,000 rpm and 77 lb·ft (104 N·m) at 3,000 rpm for the EB2 and EB3.
The EC Series engine is used in the late 70's Honda Civic's. This 4 Cylinder engine is a SOHC 8-Valve, with a capacity of 1500cc~.
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.
- 1975- Honda Civic CVCC
- 1975- Honda Civic Wagon
- 1976-1979 Honda Civic CVCC
- 1976-1979 Honda Civic Wagon
The EF was an SOHC 12-valve (CVCC) engine, displacing 1.6 L (1,598 cc). Output is 68 hp (51 kW) at 5,000 rpm and 85 lb·ft (115 N·m) at 3,000 rpm.
- 74 mm bore x 93 mm stroke
- 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 had manual choke, 1977 & 1978 cars received an automatic choke)
- Point type ignition
1976-1978 Honda Accord Non USDM
The water-cooled SOHC two-cylinder EH was first seen installed in the second 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 crept up to 31 PS (23 kW) at the same revs.
The EJ displaced 1,335 cc (1.335 L; 81.5 cu in) and was an SOHC 12-valve CVCC engine with a 3 barrel carburetor. 4 intake valves, 4 exhaust valves, and 4 auxiliary valves. Output was 68 hp (51 kW) @ 5000 rpm and 77 lb·ft (104 N·m) @ 3000 rpm.
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.
- 77 mm bore x 94 mm stroke
- Cast iron block & aluminum cylinder head
- Three barrel Keihin carburettor (all were automatic choke)
- Electronic ignition
- 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 72 hp (54 kW) at 4,500 rpm and 94 lb·ft (127 N·m) at 3,000 rpm, while the original 8-port head raised this to 75 hp (56 kW) at 4,500 rpm and 96 lb·ft (130 N·m) at 3,000 rpm. The revised 4-port (82 & later) had another slight horsepower increase.
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.
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.
The EM displaced 1,487 cc (1.487 L; 90.7 cu in) and was an SOHC 12-valve CVCC engine. Early versions produced 52 hp (39 kW) @ 5000 rpm and 68 lb·ft (92 Nm) @ 3000 rpm, while later ones upped the output to 63 hp (47 kW) @ 5000 rpm and 77 lb·ft (104 N·m) @ 3000 rpm. All used a 3 barrel carburetor.
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.
EN1 1980-1983 Honda Civic, single carb, 60 bhp (45 kW)
1980-1985 Honda Quintet / Quint (Japan)
1980-1981 Honda Accord
The long-stroke ER four-cylinder engine, sold as a 12-valve CVCC-II in Japan and as a simple eight-valve unit in Europe and Asia, 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. 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 "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.
|Engine type||Inline four, SOHC CVCC-II 12-valve|
|Displacement||1,231 cc (75.1 cu in)|
|Bore x stroke||66.0 x 90.0 mm|
|Fuel type||Leaded (export) or unleaded (domestic)|
|33 kW (45 PS) DIN at 4500 rpm||82 N·m (60 ft·lb) at 2500 rpm||1 bbl carburetor||10,2:1 (normal)||European market|
|41 kW (56 PS) DIN at 5000 rpm||93 N·m (69 ft·lb) at 3500 rpm||2 bbl carburetor, manual choke||10,2:1 (super)||European market (ER1 & ER4 engine)|
|61 PS (45 kW) JIS at 5000 rpm||9.8 kg·m (96 N·m; 71 lb·ft) at 3000 rpm||2 bbl carburetor||9,0:1 (unleaded)||Pro T, Pro F|
|63 PS (46 kW) JIS at 5000 rpm||10.0 kg·m (98 N·m; 72 lb·ft) at 3000 rpm||2 bbl carburetor||10,0:1 (unleaded)||E-series, U, R (AT), Cabriolet (AT)|
|67 PS (49 kW) JIS at 5000 rpm||10.0 kg·m (98 N·m; 72 lb·ft) at 3500 rpm||2 bbl carburetor||10,0:1 (unleaded)||R and Cabriolet with MT|
|100 PS (74 kW) JIS at 5500 rpm||15.0 kg·m (147 N·m; 108 lb·ft) at 3000 rpm||FI, turbo||7,5:1 (unleaded)||City Turbo|
|110 PS (81 kW) JIS at 5500 rpm||16.3 kg·m (160 N·m; 118 lb·ft) 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.
ER1-4 Honda City
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.
- 1983-1984 Honda Prelude
- 1984-1985 Honda Accord
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.
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.
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+).
- 1983-1987 Honda Civic non-CVCC EFI (CDM)
- 1985- Honda Civic/CRX Si non-CVCC
- 1985-1986 Honda CRX Si non-CVCC
- 1986 Honda Civic Si non-CVCC
- similar to the EW1, Fuel injected CVCC 12Valve 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 100 PS (74 kW) at 5,800 rpm and 13.2 kg·m (95.5 lb·ft) torque at 4,000 rpm, the CR-X made 110 PS (108 hp) at 5,800 rpm and 13.8 kg·m (99.8 lb·ft) torque at 4,500 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.
- 360cc: Nippon 軽自動車 Memorial 1950→1975 [Nippon Kei Car Memorial 1950-1975] (in Japanese). Tokyo: Yaesu Publishing. 2007. pp. 128–129. ISBN 978-4-86144-083-0.
- How to Rebuild Your Honda Car Engine by Tom Wilson, copyright 1985, HP Books, ISBN 0-89586-256-5
- Car Graphic: Car Archives Vol. 11, '80s Japanese Cars (in Japanese). Tokyo: Nigensha. 2007. p. 144. ISBN 978-4-544-91018-6.
- World Cars 1985. Pelham, NY: The Automobile Club of Italy/Herald Books. 1985. pp. 345–346. ISBN 0-910714-17-7.
- Koichi Inouye (1985). World Class Cars Volume 2: Honda, from S600 to City. Tokyo: Hoikusha. pp. 120–125. ISBN 4-586-53302-1.
- "Honda: Auto Lineup Archive". Honda Motor Co., Ltd. Archived from the original on 2010-07-08.
- Auto Katalog 1985. Stuttgart: Vereinigte Motor-Verlage GmbH & Co. KG. 1984. pp. 236–237.
- 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.
- World Cars 1985, pp. 349–350
- World Cars 1985, pp. 346–348