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33-612: The TTC-V was a licensed copy of Honda's CVCC system and was introduced in February 1975. It was only available in the Carina and Corona lines, and only on the 19R engine, a modified 18R. From March 1976, the TTC-V system was upgraded to meet the stricter 1976 emissions standards. The TTC-V engine was discontinued in 1977. The "Vortex" approach was also used with Mitsubishi's MCA-Jet technology, with Mitsubishi installing an extra valve in

66-658: 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. USAGE: 1976-1978 Honda Accord CVCC , US market automobiles. The EG displaced 1.6 L; 97.5 cu in (1,598 cc) and

99-1818: A CVCC-II engine called the ER . Its use of CVCC was also known as COMBAX (COMpact Blazing-combustion AXiom). 1975- Honda Civic Wagon (ED2) 1976-1979 Honda Civic CVCC (ED3) 1976-1979 Honda Civic Wagon (ED4) 1980- Honda Ballade (EJ1) 1980- Triumph Acclaim (EJ1) 1981-1983 Honda Civic CVCC (EJ1) 75 hp (56 kW) @ 4,500 rpm (eight-port cylinder head, 1980-1981) 96 lb⋅ft (130 N⋅m) @ 3,000 rpm (eight-port cylinder head, 1980-1981) 1979-1982 USDM Honda Prelude CVCC 1981-1985 JDM Honda Vigor 63 hp (47 kW) @ 5,000 rpm (1981-1983) 77 lb⋅ft (104 N⋅m) @ 3,000 rpm (1981-1983) 1980-1981 Honda Accord 2-barrel carburetor 55 hp (41 kW) @ 5,000 rpm (1-barrel carb, EU, super fuel) 60 hp (45 kW) @ 5,000 rpm (2-barrel carb, JDM, Pro versions) 62 hp (46 kW) @ 5,000 rpm (2-barrel carb, JDM) 66 hp (49 kW) @ 5,000 rpm (2-barrel carb, JDM, manual R and Cabriolet) 69 lb⋅ft (93 N⋅m) @ 3,500 rpm (1-barrel carb, EU, super fuel) 71 lb⋅ft (96 N⋅m) @ 3,000 rpm (2-barrel carb, JDM, Pro versions) 72 lb⋅ft (98 N⋅m) @ 3,000 rpm (2-barrel carb, JDM) 72 lb⋅ft (98 N⋅m) @ 3,000 rpm (2-barrel carb, JDM, manual R and Cabriolet) 3-barrel carburetor (ES2) 86 hp (64 kW) @ 5,800 rpm (ES2) 99 lb⋅ft (134 N⋅m) @ 3,500 rpm (ES2) 1984-1985 Honda Accord (ES2) 79 hp (59 kW) @ 6,000 rpm (JDM) 70 hp (52 kW) @ 6,000 rpm (Rover 213) 82 lb⋅ft (111 N⋅m) @ 3,500 rpm (JDM) 1983-1986 Honda CR-X (EV1) 1984-1990 Rover 213 (EV2) 1984-1986 Honda Civic (EW1) 1984-1986 Honda Shuttle (EW1) Honda E engine#ED The E-series

132-502: A heady 9,000 rpm. The EB series was fitted to the first generation Honda Civic. Applications:   76 PS (56 kW; 75 hp) 5,500 rpm (1979 Civic Van)   11.1 kg⋅m (109 N⋅m; 80 lb⋅ft) at 3,500 rpm (1979 Civic Van) 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

165-493: A secondary, smaller auxiliary inlet valve to feed a richer air-fuel mixture to the combustion chamber around the spark plug, while the standard inlet valve fed a leaner air-fuel mixture to the remainder of the chamber, creating a more efficient and complete combustion . Following the establishment of an " Air Pollution Research Group" by Honda in 1965, its collection of emissions data from American automakers , and subsequent research into emissions control and prechambers ,

198-628: 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

231-634: 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. The EV displaced 1.3 L; 81.9 cu in (1,342 cc) 74mm bore, 78mm stroke and

264-469: 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

297-580: 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

330-511: Is an internal combustion engine technology developed and trademarked by the Honda Motor Company . The technology's name refers to its primary features: Compound refers to the use of two combustion chambers; Vortex refers to the vortex generated in the main combustion chamber, increasing combustion speed, and Controlled Combustion refers to combustion occurring in a timely, controlled manner. The engine innovatively used

363-686: 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

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396-487: The valvetrain into the prechamber, causing a sudden loss of power and large amounts of smoke to flow from the exhaust pipe. These symptoms usually indicated the failure of critical oil seals in the motor that would result in costly repairs. However, the solution was quite simple; Honda corrected the problem with metal retaining rings that slipped over the valves' retaining collars and prevented them from backing out of their threads. The 1983 Honda Prelude (the first year of

429-827: The DECS-C system was replaced by the DECS-L (lean burn) method, which was also installed in the Daihatsu Fellow , on the Daihatsu A-series engine , the Daihatsu Charade , and the Daihatsu Delta . This article about an automotive technology is a stub . You can help Misplaced Pages by expanding it . CVCC CVCC , or Compound Vortex Controlled Combustion ( Japanese : 複合渦流調整燃焼方式 , Hepburn : Fukugō Uzuryū Chōsei Nenshō Hōshiki ) ,

462-472: The Honda CVCC technology was added to Japan's Mechanical Engineering Heritage list. Honda CVCC engines have normal inlet and exhaust valves, plus a small auxiliary inlet valve. On the intake stroke a large amount of a very lean mixture is drawn into the main combustion chamber; at the same time a very small amount of rich mixture is pulled into the pre-chamber near the spark plug . The pre-chamber near

495-600: 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. Applications: 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) 1981-1983 Honda Accord/Vigor (JDM) EK9

528-478: The Turbo II being equipped with an intercooler and a computer-controlled wastegate. 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

561-465: 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 ,

594-594: The cylinder head, as opposed to Honda's pre-chamber approach. Toyota installed its emission control technology in select Daihatsu vehicles, as Toyota was a part owner. The system was labeled " DECS " ( Daihatsu Economical Cleanup System ). The first version to be installed was the DECS-C (catalyst) in the Daihatsu Charmant and the Consorte . As the Japanese emissions regulations continued to be tightened,

627-561: The first mention of CVCC technology was by Soichiro Honda on February 12, 1971, at the Federation of Economic Organizations Hall in Otemachi, Chiyoda-ku, Tokyo. On the advice of University of Tokyo professor Tsuyoshi Asanuma, then-Honda R&D Director Tasuku Date, Engine-performance Research Block head Shizuo Yagi, and then-Engineering Design Chief Engineer Kazuo Nakagawa began research into lean combustion . After Date suggested

660-565: The mean temperature high enough long enough to give low hydrocarbon emissions. The design allowed the engine to burn less fuel more efficiently without the use of an exhaust gas recirculation valve or a catalytic converter, although those methods were installed subsequently to further improve emission reduction. The most significant advantage with CVCC was that it allowed for carbureted engines that did not rely on intake swirl. Previous stratified charge engines needed costly fuel injection systems. Additionally, previous engines tried to increase

693-506: The rich mixture ignites easily and the flame spreads from there into the main chamber, igniting a mixture so lean it wouldn't have fired satisfactorily with just a sparkplug. The remaining engine cycle is as per a standard four-stroke engine . Formation of carbon monoxide and hydrocarbons are minimized by the overall leanness of the mixture, and the stable and slow burning in the main combustion chamber keeps peak temperature low enough to suppress formation of oxides of nitrogen while keeping

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726-494: The second generation of Preludes) used CVCC in combination with a catalytic converter to reduce emissions, along with two separate side draft carburetors (instead of a single, progressive twin-choke carburetor). This new system was called CVCC-II. The following year, a standard cylinder head design was used, and the center carburetor (providing the rich mixture) was removed. The Honda City AA , introduced in November 1981, also used

759-414: The spark plug is contained by a small perforated metal plate. At the end of the compression stroke, the pre-chamber is rich in fuel, there is a moderately rich mixture in the main chamber near the pre-chamber outlet and the rest of the main chamber is quite lean. On ignition, flame fronts emerge from the perforations and ignite the remainder of the air–fuel charge. When the sparkplug in the pre-chamber fires,

792-723: 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 1.5 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

825-564: The use of a prechamber, which some diesel engines utilized, the first engine to be installed with the CVCC approach for testing was a single-cylinder, 300 cc version of Honda's EA engine installed in a modified Honda N600 hatchback in January 1970. This technology allowed Honda's cars to meet Japanese and American emissions standards in the 1970s without the need for a catalytic converter . A type of stratified charge technology, it

858-429: The velocity and swirl of the intake charge to keep rich and lean mixtures separated; Honda was able to maintain separation via the shape of the combustion chamber. The design of CVCC also allowed it to be adapted to existing engines, since only the cylinder head needed to be modified. Some early CVCC engines had problems with the auxiliary valves' retaining collars vibrating loose. Once unscrewed, oil would leak from

891-514: 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

924-457: 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

957-480: 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

990-517: 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

1023-522: Was publicized on October 11, 1972 and licensed to Toyota (as TTC-V ), Ford , Chrysler , and Isuzu before making its production debut in the 1975 ED1 engine. As emission laws advanced and required more stringent admissible levels, CVCC was abandoned in favour of PGM-FI (Programmed Fuel Injection) on all Honda vehicles. Some Honda vehicles in Japan used electronically controlled "PGM-Carb" carburetors on transitional Honda D, E and ZC engines. In 2007,

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1056-654: 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

1089-589: 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

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