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Honda E engine

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Template:Short description Template:For Template:More citations needed Template:Infobox automobile 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.

EAEdit

Also see the Japanese Wikipedia entry

The EA-series is a water-cooled Template:Convert inline two-cylinder engine replacing the N360's air-cooled Template:Convert 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 Template:Convert. A version producing Template:Convert 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 Template:Convert at a heady 9,000 rpm.<ref name=nippon>Template:Cite book</ref>

EBEdit

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.

EB2/EB3
  • The EB2 and EB3 displace Template:Convert and different diameter valves in the head. A CVCC version was also developed later, called the "EE".
  • Bore & Stroke Template:Convert
  • Valve Train: SOHC 8-valve
  • design with a 2 barrel carburetor or 1 carburetor
  • Power: Template:Convert at 5,000 rpm and
  • Torque: Template:Convert at 3,000 rpm
EB5


Applications:

EB1
EB2
EB3
EB5

ECEdit

Template:Pad Template:Cvt 5,500 rpm (1979 Civic Van)<ref name=Catvol25>Template:Citation</ref>

Template:Pad Template:Cvt at 3,500 rpm (1979 Civic Van)<ref name=Catvol25/>


  • EC
    • 1975-1979 Honda Civic 4 doors
    • 1975-1979 Honda Civic Van (VB)

EDEdit

File:Honda CIVIC CVCC engine.JPG
The ED engine in Honda's museum

The ED series introduced the CVCC technology; it is otherwise the same as the contemporary EC engine. It displaced Template:Convert and used an SOHC 12-valve design. Output with a 3 barrel carburetor was Template:Convert at 5000 rpm and Template:Convert at 3000 rpm.

Template:Anchor EEEdit

The EE series applied the CVCC technology to the Template:Cvt and used an SOHC 12-valve design. It was replaced by the 1.3-liter EJ engine in 1978. The EE engine produces Template:Cvt at 5500 rpm and Template:Cvt at 3500 rpm.<ref name=Catvol23>Template:Citation</ref>

EFEdit

  • Displaced Template:Convert
  • Bore & Stroke Template:Convert
  • compression ratio: 8.0:1
  • Valve Train: SOHC 12-valve CVCC
  • design with a 3 barrel carburetor.
  • Fuel control: electric fuel pump
  • Power: Template:Convert 5,300 rpm
  • Torque: Template:Convert 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.<ref name="Tom Wilson 1985">How to Rebuild Your Honda Car Engine by Tom Wilson, copyright 1985, HP Books, Template:ISBN</ref>

EGEdit

The EG displaced Template:Convert and was an SOHC 8-valve engine with a 2 barrel carburetor. Output was Template:Convert @ 5000 rpm and Template:Convert @ 3000 rpm.

EG

1976-1978 Honda Accord Non USDM

EHEdit

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 Template:Convert bore. The horsepower rating of the Template:Convert Template:Convert engine was Template:Convert at 5,500 rpm, and Template:Convert at 4,000 rpm. When installed in the Today, max power was raised to Template:Convert at the same revs, and torque at Template:Convert, with a compression ratio of 9.5:1.<ref>Template:Cite book</ref>

Applications:

EJEdit

EKEdit

The EK<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> was an SOHC 12-valve (CVCC) engine, displacing Template:Convert. Output varied (see below) as the engine itself was refined. This was the last CVCC configuration engine manufactured by Honda.

    • Displaced Template:Convert
    • Bore & Stroke Template:Convert
    • compression ratio: 8.8:1
    • design with a 3 barrel carburetor.
    • Fuel control: electric fuel pump
    • Power: Template:Convert 5,500 rpm
    • Torque: Template:Convert at 3,000 rpm
    • Cast iron block & aluminum cylinder head
    • Three barrel Keihin carburetor (all were automatic choke)
    • Electronic ignition (Nippon Denso or Tek 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 Template:Convert at 4500 rpm and Template:Convert at 3,000 rpm, while the original 8-port head raised this to Template:Convert at 4500 rpm and Template:Convert 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)<ref name="Tom Wilson 1985"/>

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.

ELEdit

The EL displaced Template:Convert and was an SOHC eight-valve engine with a two-barrel carburetor. Output in North American configuration is Template:Convert at 5,000 rpm and Template:Convert at 3,000 rpm.



EMEdit


ENEdit

The EN displaced Template:Convert. 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.

EPEdit

The EP was an SOHC 12-valve (CVCC) engine, displacing Template:Convert. It was essentially an EL 1.6 L block with an EK 1.8 L cylinder head.

EREdit

The long-stroke ER four-cylinder engine has five crankshaft bearings and an overhead camshaft, driven by a cogged belt.

  • It was sold as a 12-valve CVCC-II in Japan and as a simple eight-valve unit in Europe and Asia,
  • It was only used in the AA/VF/FA series City/Jazz, from 1981 until 1986.<ref name=WorldCars1985>Template:Cite book</ref><ref name=hoikusha>Template:Cite book</ref>
  • 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.

Engine type Inline four, SOHC CVCC-II 12-valve<ref name=HALA>{{#invoke:citation/CS1|citation CitationClass=web

}}</ref><ref name=AK85>Template:Cite book</ref>

Displacement Template:Convert
Bore x stroke Template:Convert
Fuel type Leaded (export) or unleaded (domestic)
power torque fuel feed compression notes
Template:Convert DIN at 4500 rpm Template:Convert at 2500 rpm 1 bbl carburetor 10.2:1 (normal) European market
Template:Convert DIN at 5000 rpm Template:Convert at 3500 rpm 2 bbl carburetor, manual choke 10.2:1 (super) European market (ER1 & ER4 engine)
Template:Convert JIS at 5000 rpm Template:Convert at 3000 rpm 2 bbl carburetor 9.0:1 (unleaded) Pro T, Pro F
Template:Convert JIS at 5000 rpm Template:Convert at 3000 rpm 2 bbl carburetor 10.0:1 (unleaded) E-series, U, R (AT), Cabriolet (AT)
Template:Convert JIS at 5000 rpm Template:Convert at 3500 rpm 2 bbl carburetor 10.0:1 (unleaded) R and Cabriolet with MT
Template:Convert JIS at 5500 rpm Template:Convert at 3000 rpm FI, turbo 7.5:1 (unleaded) City Turbo
Template:Convert JIS at 5500 rpm Template:Convert at 3000 rpm FI, turbo + intercooler 7.6:1 (unleaded)<ref>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.</ref> 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.<ref name=WorldCars1985/>

ER1-4 Honda City

ESEdit

The ES displaced Template:Convert. All ES engines were SOHC 12-valve engines. The ES1 used dual sidedraft carburetors to produce Template:Convert @ 5500 rpm and Template:Convert @ 4000 rpm. The ES2 replaced this with a standard 3 barrel carburetor for Template:Convert @ 5800 rpm and Template:Convert @ 3500 rpm. Finally, the ES3 used PGM-FI for Template:Convert @ 5800 rpm and Template:Convert @ 2500 rpm.

ETEdit

The ET displaced Template:Convert 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 Template:Convert at 5,500 rpm and Template:Convert at 4,000 rpm. JDM versions included a triple-barrel carburetted version for the Accord (Template:Convert at 5,800 rpm) and one with Honda PGM-FI which produced Template:Convert at 5,800 rpm.<ref>World Cars 1985, pp. 349–350</ref>

EVEdit

The EV displaced Template:Convert 74mm bore, 78mm stroke and was an SOHC 12-valve design. 3 barrel carburetors produced Template:Convert at 5,500 rpm and Template:Convert at 3,500 rpm for the US market. The JDM version, featuring 12 valves and auxiliary CVCC valves, produced Template:Convert at 6,000 rpm and Template:Convert at 3,500 rpm. It was available in all bodystyles of the third generation Honda Civic.<ref>World Cars 1985, pp. 346–348</ref>

EWEdit

The final E-family engine was the EW, presented along with the all new third generation Honda Civic in September 1983. Displacing Template:Convert, the EWs were SOHC 12-valve engines. Early 3 barrel EW1s produced from Template:Convert and Template:Convert. The fuel injected EW3 and EW4 produced Template:Convert at 5,500 rpm and Template:Convert 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
  • 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 Template:Convert at 5800 rpm and Template:Convert torque at 4000 rpm, the CR-X made Template:Convert at 5800 rpm and Template:Convert 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.

Template:AnchorZAEdit

The ZA1 and ZA2 are anomalously named, but closely related to the 1.3-litre EV. With a shorter stroke but the same bore Template:Convert, this Template:Convert 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 Template:Convert at 6000 rpm and Template:Convert at 4000 rpm.<ref name=TM585>Template:Cite magazine</ref> There was also a low-octane model, producing Template:Convert at 6000 rpm.

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

See alsoEdit

ReferencesEdit

Template:Reflist

{{#invoke:Navbox|navbox}}Template:Honda automotive engine timeline (1971-1999)

ja:ホンダ・E型エンジン

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