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| Honda E engine | |
|---|---|
1751 cc EK1 Engine in a 1983 Honda Accord
| |
| Overview | |
| Manufacturer | Honda |
| Layout | |
| Configuration | Inline-2, Inline-4 |
| Displacement | 0.4–1.8 L (356–1,829 cc) |
| Cylinder bore | 66 mm (2.6 in) 67 mm (2.64 in) 70 mm (2.76 in) 72 mm (2.83 in) 74 mm (2.91 in) 77 mm (3.03 in) |
| Piston stroke | 50.6 mm (1.99 in) 67 mm (2.64 in) 69 mm (2.72 in) 76 mm (2.99 in) 82 mm (3.23 in) 86 mm (3.39 in) 86.5 mm (3.41 in) 90 mm (3.54 in) 93 mm (3.66 in) 94 mm (3.7 in) |
| Valvetrain | SOHC 2 or 3 valves x cyl. |
| Compression ratio | 7.4:1-10.2:1 |
| Combustion | |
| Turbocharger | IHI with intercooler (on some versions) |
| Fuel system | Keihin carburetororPGM-FI |
| Fuel type | Gasoline |
| Cooling system | Water-cooled |
| Output | |
| Power output | 28–130 PS (21–96 kW; 28–128 hp) |
| Torque output | 4.2–16.3 kg⋅m (41–160 N⋅m; 30–118 lb⋅ft) |
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.
The EA-series is a water-cooled 356 cc (21.7 cu in) inline two-cylinder engine replacing the N360's air-cooled 354 cc (21.6 cu in) 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 mm × 50.6 mm (2.64 in × 1.99 in). 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.[1]
The EB series was fitted to the first generation Honda Civic.
Applications:
76 PS (56 kW; 75 hp) 5,500 rpm (1979 Civic Van)[2]
11.1 kg⋅m (109 N⋅m; 80 lb⋅ft) at 3,500 rpm (1979 Civic Van)[2]
The ED series introduced the CVCC technology; it is otherwise the same as the contemporary EC engine. It displaced 1.5 L; 90.8 cu in (1,488 cc) and used an SOHC 12-valve design. Output with a 3 barrel carburetor was 53 PS (39 kW; 52 hp) at 5000 rpm and 9.4 kg⋅m (92 N⋅m; 68 lb⋅ft) at 3000 rpm.
The EE series applied the CVCC technology to the 1.2 L (1,237 cc; 75.5 cu in) and used an SOHC 12-valve design. It was replaced by the 1.3-liter EJ engine in 1978. The EE engine produces 63 PS (46 kW) at 5500 rpm and 9.5 kg⋅m (93 N⋅m; 69 lb⋅ft) at 3500 rpm.[3]
USAGE: 1976-1978 Honda Accord CVCC, US market automobiles.[4]
The EG displaced 1.6 L; 97.5 cu in (1,598 cc) and was an SOHC 8-valve engine with a 2 barrel carburetor. Output was 69 PS (51 kW; 68 hp) @ 5000 rpm and 11.7 kg⋅m (115 N⋅m; 85 lb⋅ft) @ 3000 rpm.
EG
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 72 mm (2.83 in) bore. The horsepower rating of the 545 cc (33.3 cu in) 72 mm × 67 mm (2.83 in × 2.64 in) engine was 28 PS (21 kW) at 5,500 rpm, and 4.2 kg⋅m (41 N⋅m; 30 lb⋅ft) 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 (43 N⋅m; 32 lb⋅ft), with a compression ratio of 9.5:1.[5]
Applications:
The EK[6] 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)
1981-1983 Honda Accord/Vigor (JDM)[4]
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 1.6 L; 97.8 cu in (1,602 cc) and was an SOHC eight-valve engine with a two-barrel carburetor. Output in North American configuration is 79 PS (58 kW; 78 hp) at 5,000 rpm and 12.8 kg⋅m (126 N⋅m; 93 lb⋅ft) at 3,000 rpm.
The EN displaced 1.3 L; 81.5 cu in (1,335 cc). 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.
The EP was an SOHC 12-valve (CVCC) engine, displacing 1.6 L (1,601 cc). It was essentially an EL 1.6 L block with an EK 1.8 L cylinder head.
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.
| Engine type | Inline four, SOHC CVCC-II 12-valve[9][10] | |||
| Displacement | 1.2 L; 75.1 cu in (1,231 cc) | |||
| Bore x stroke | 66 mm × 90 mm (2.60 in × 3.54 in) | |||
| Fuel type | Leaded (export) or unleaded (domestic) | |||
| power | torque | fuel feed | compression | notes |
|---|---|---|---|---|
| 45 PS (33 kW; 44 hp) DIN at 4500 rpm | 82 N⋅m; 61 lb⋅ft (8.4 kg⋅m) at 2500 rpm | 1 bbl carburetor | 10.2:1 (normal) | European market |
| 56 PS (41 kW; 55 hp) DIN at 5000 rpm | 9.5 kg⋅m (93 N⋅m; 69 lb⋅ft) at 3500 rpm | 2 bbl carburetor, manual choke | 10.2:1 (super) | European market (ER1 & ER4 engine) |
| 61 PS (45 kW; 60 hp) 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; 62 hp) JIS at 5000 rpm | 10 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; 66 hp) JIS at 5000 rpm | 10 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; 99 hp) JIS at 5500 rpm | 15 kg⋅m (147 N⋅m; 108 lb⋅ft) at 3000 rpm | FI, turbo | 7.5:1 (unleaded) | City Turbo |
| 110 PS (81 kW; 108 hp) JIS at 5500 rpm | 16.3 kg⋅m (160 N⋅m; 118 lb⋅ft) at 3000 rpm | FI, turbo + intercooler | 7.6:1 (unleaded)[11] | 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.[7]
ER1-4 Honda City
The ES displaced 1.8 L; 111.6 cu in (1,829 cc). All ES engines were SOHC 12-valve engines. The ES1 used dual sidedraft carburetors to produce 102 PS (75 kW; 101 hp) @ 5500 rpm and 14.4 kg⋅m (141 N⋅m; 104 lb⋅ft) @ 4000 rpm. The ES2 replaced this with a standard 3 barrel carburetor for 87 PS (64 kW; 86 hp) @ 5800 rpm and 13.7 kg⋅m (134 N⋅m; 99 lb⋅ft) @ 3500 rpm. Finally, the ES3 used PGM-FI for 102 PS (75 kW; 101 hp) @ 5800 rpm and 14.9 kg⋅m (146 N⋅m; 108 lb⋅ft) @ 2500 rpm.
The ET displaced 1.8 L; 111.6 cu in (1,829 cc) 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; 99 hp) at 5,500 rpm and 14.4 kg⋅m (141 N⋅m; 104 lb⋅ft) at 4,000 rpm. JDM versions included a triple-barrel carburetted version for the Accord (110 PS or 81 kW or 108 hp at 5,800 rpm) and one with Honda PGM-FI which produced 130 PS (96 kW; 128 hp) at 5,800 rpm.[12]
The EV displaced 1.3 L; 81.9 cu in (1,342 cc) 74mm bore, 78mm stroke and was an SOHC 12-valve design. 3 barrel carburetors produced 61 PS (45 kW; 60 hp) at 5,500 rpm and 10.1 kg⋅m (99 N⋅m; 73 lb⋅ft) at 3,500 rpm for the US market. The JDM version, featuring 12 valves and auxiliary CVCC valves, produced 80 PS (59 kW; 79 hp) at 6,000 rpm and 11.3 kg⋅m (111 N⋅m; 82 lb⋅ft) at 3,500 rpm. It was available in all bodystyles of the third generation Honda Civic.[13]
The final E-family engine was the EW, presented along with the all new third generation Honda Civic in September 1983. Displacing 1.5 L; 90.8 cu in (1,488 cc), the EWs were SOHC 12-valve engines. Early 3 barrel EW1s produced from 58 to 76 hp (43 to 57 kW) and 11 to 11.6 kg⋅m (108 to 114 N⋅m; 80 to 84 lb⋅ft). The fuel injected EW3 and EW4 produced 92 PS (68 kW; 91 hp) at 5,500 rpm and 12.8 kg⋅m (126 N⋅m; 93 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+).
The ZA1 and ZA2 are anomalously named, but closely related to the 1.3-litre EV. With a shorter stroke but the same bore 74 mm × 69 mm (2.91 in × 2.72 in), this 1.2 L; 72.4 cu in (1,187 cc) 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 62 PS (46 kW; 61 hp) at 6000 rpm and 9.0 kg⋅m (88 N⋅m; 65 lb⋅ft) at 4000 rpm.[14] There was also a low-octane model, producing 55 PS (40 kW; 54 hp) at 6000 rpm.
