Honda E engine


The E-series was a line of inline 4-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

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, 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 received a twin-carb model with at a heady 9,000 rpm.
The EB series was fitted to the first generation Honda Civic.
;EB2/EB3
Applications:
;EB1
;EB2
The ED series introduced the CVCC technology. This group displaced and used an SOHC 12-valve design. Output with a 3 barrel carburetor was @ 5000 rpm and @ 3000 rpm.
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 @ 5000 rpm and @ 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 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:
The EK was an SOHC 12-valve engine, displacing. Output varied as the engine itself was refined. This was the last CVCC configuration engine manufactured by Honda.
USAGE:
1979-1983 Honda Accord CVCC
1979-1982 Honda Prelude CVCC
1981-1983 Honda Accord/Vigor
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.

EL

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.
The EN displaced. 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.
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. All ES engines were SOHC 12-valve engines. The ES1 used dual sidedraft carburetors to produce @ 5500 rpm and @ 4000 rpm. The ES2 replaced this with a standard 3 barrel carburetor for @ 5800 rpm and @ 3500 rpm. Finally, the ES3 used PGM-FI for @ 5800 rpm and @ 2500 rpm.
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 and one with Honda PGM-FI which produced at 5,800 rpm.
The EV displaced 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.
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 renamed to D15A in 1987. It also received a new engine stamp placement on the front of the engine like the "modern D series".
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.