E-Series Engines

Daihatsu Wiki Engines
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Daihatsu E-Series Engines

Please note that on a mobile device you will not see the entire tables listed in this thread

The Daihatsu E-series engine is a range of compact three-cylinder, internal combustion piston engines, designed by Daihatsu, which is a subsidiary of Toyota. The petrol-driven series has cast iron engine blocks and aluminum cylinder heads, and are of either SOHC or DOHC design, with belt driven heads.

The E series engine was first presented in the summer of 1985, as the EB, a replacement for the two-cylinder AB engine used in Daihatsu’s Kei cars until then. The engine was Daihatsu’s second three-cylinder design Originally with two valves per cylinder, four-valve versions later appeared as did turbocharged versions. The engine is quite light, with the original EB-10 weighing in at 60–63 kg (132–139 lb) depending on

image.jpg1024Ă—768 264 KB

(ED10 Engine)

(EF-JL Engine)

(EJ-DE Engine, Photo courtesy of @601to602 )

(EF-RL Engine)

EB-series (550 cc)

The EB-series is a 547 cc (0.55 L) version built in Daihatsu’s Osaka plant in Japan, meant for their domestic market range of Kei cars. Bore is 62 mm and stroke is 60.5 mm, with a firing order of 1—2—3. Outputs range between 32 PS (24 kW) to 64 PS (47 kW), the maximum allowed for a Kei car. Power claims for the very earliest Mira/Cuore models are in gross rather than net, which explains slight differences in power ratings for the first few years. This engine has not been exported to any great extent, with Daihatsu’s export models usually receiving the larger ED and C-series engines.

The EB-series was only ever available with an SOHC valvetrain and two valves per cylinder, as Daihatsu were late to adopt multi-valve technology for their kei car range. However, the EB was available with an IHI turbocharger and intercooler, originally carburetted but later with fuel injection. This is still the only Kei engine to have reached the 64 PS threshold with only two valves per cylinder. There is also a rare supercharged version developed for the Hijet Pickup, to provide extra low-down torque and allow for an air conditioning unit to be fitted and used even when heavily loaded. This engine was also used for an economy version of the Italian Innocenti Mini, until replaced by the later 660 cc EF engine.

Applications:

Daihatsu Mira/Cuore (L70/71)
Daihatsu Leeza (L100)
Daihatsu Hijet/Atrai (S80/81)
1987-1990 Innocenti 500 L/LS

Engine Varients(EB)

Varient Induction KW @RPM NM @RPM Comp Fuel System Chassis
EB-10 NA 24 6000 43 3500 10 Carb Mira/Cuore
EB-20 Turbo 50 6500 69 4000 8.3 Carb,IC Mira TR (EB-20 1985)
EB-21 Turbo 50 6000 69 3500 8.3 Carb,IC Lezza Van
EB-25 Turbo 43 6500 73 4000 ? EFI,IC Mira TR-XX (1987-1988)
EB-26 Turbo 47 6500 76 4000 8 EFI,IC Mira TR-XX (1988-1990)
EB-40 NA 24 6000 43 3500 10 Carb Lezza
EB-45 NA 24 6000 43 3500 10 Carb Lezza
EB-50 Turbo 50 6500 69 4000 8.3 Carb,IC Cure CR (EB-50 1985)
EB-60 NA 22 5500 44 3500 10 Carb Hijet Atari (1986)
EB-70 Turbo 34 6000 64 3500 8.6 Carb,IC Atari (1986)
EB-71 Turbo 38 6000 71 4000 8.6 Carb,IC Atari (1988)
EB-80 S/C 32 6000 59 3500 ? Carb Hitjet Pickup (1987)

ECU Models

Varient ECU Number Chassis
EB-10 ? ?
EB-20 ? ?
EB-21 ? ?
EB-25 ? ?
EB-26 ? ?
EB-40 ? ?
EB-45 ? ?
EB-50 ? ?
EB-60 ? ?
EB-70 ? ?
EB-71 ? ?
EB-80 ? ?

###Service Details

Varient Oil Filter Spark Plug Air Filter Fuel Filter Spark Gap Timing
EB-10 ? ? ? ? ? ?
EB-20 ? ? ? ? ? ?
EB-21 ? ? ? ? ? ?
EB-25 ? ? ? ? ? ?
EB-26 ? ? ? ? ? ?
EB-40 ? ? ? ? ? ?
EB-45 ? ? ? ? ? ?
EB-50 ? ? ? ? ? ?
EB-60 ? ? ? ? ? ?
EB-70 ? ? ? ? ? ?
EB-71 ? ? ? ? ? ?
EB-80 ? ? ? ? ? ?

ED-Series Engines (850cc)

The ED-series is a 847 cc (0.85 L) version originally intended for the export versions of the Cuore/Mira. This engine has never been available in the domestic Japanese market. Bore is 66.6 mm and stroke is 81 mm. The ED engine was to undergo a long development as production was later taken over by Malaysia’s Perodua, who still produce it in its latest, DVVT form. There was also a short-lived special version for the Swiss markets, where several cantons had tax systems which favoured cars of less than 800 cc. This, the ED-10A, had a two millimeter narrower bore (64.6 x 81 mm) for a displacement of 796 cc, and had also been license-made by the now-defunct Asia Motors to be fitted in the Towner, which was a licensed copy of the Daihatsu Hijet. In 1994 Daihatsu equipped the ED series with indirect multipoint fuel injection, called the ED-20. Daihatsu fitted this 847 cc displacement ED-20 engine to the L500 series 1994.09–1998.05 Daihatsu Cuore/Domino/Handi export model and in early export versions of the Daihatsu Move.

ED10 combustion chamber. Note the head has been faced and some work has been performed to the combustion chamber either for running low quality fuel or to allow an increase in compression that allows “pump gas”. Regardless the valve configuration and valve size shown is “as per std”.

ed10 head
ed10 head.jpg3840Ă—2160 2.05 MB

Applications:

1986.10–1990.05 Daihatsu Cuore/Domino/Handi (L80)
1994.09–1998.05 Daihatsu Cuore/Domino/Handi (L500 series)
1996.10-1999.10 Daihatsu Move (L601)
2001.07–2006 Daihatsu Ceria (Indonesia)
1994–2007 Perodua Kancil
2007–2014 Perodua Viva

Engine Varients (ED)

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Varient Layout KW @RPM NM @RPM Comp Fuel System Chassis
ED-10 6V SOHC 32 5500 67 3200 9.5 Carb L70, L200??
ED-20 6V SOHC 32 5600 67 3800 9.5 EFI L500(1994-1998), L600 Move (1996-1999)
ED-DE 12V DOHC 37 5200 74.4 4000 10.1 EFI L500, JP-L700
ED-VE 12V DOHC 39 6000 76 4000 10 EFI Perodua Viva 850

ECU Models

Varient ECU Number Chassis
ED-10 ? ?
ED-20 ? ?
ED-DE ? ?
ED-VE ? ?

Service Details

Varient Oil Filter Spark Plug Air Filter Fuel Filter Spark Gap Timing
ED-10 Z386 Denso - W20EXR-U (Standard Plug) ? ? ? ?
ED-20 ? Denso - W20EXR-U11 (Standard Plug) ? ? ? ?
ED-DE ? ? ? ? ? ?
ED-VE ? ? ? ? ? ?

Gearbox

(this should be moved to the Gearbox wiki section once enough information is available)

Gearbox Ratio 1st 2nd 3rd 4th 5th
EF-EL 3.5 2.11 1.392 0.971 0.794

ED10 should be the same save for the fact that the use of the taller 3.9 final drive has allowed the ommision of fifth gear. Most comon for the 5speed is a final drive of about 4.8. There is also a 4.4 and ? Crownwheels are replaceable as single items, however, the “pinion” is integral to the mainshaft so damaging any of the gears means the another mainshaft with the same pinion needs to be found unless machining off the gears and welding on new ones.

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###EF-Series Engines (660cc)
The EF-series is a 659 cc (0.66 L) version designed to replace the EB series engine when kei car regulations changed for 1990. It was first seen in the Daihatsu Mira when it was facelifted in March 1990. The bore is 68 mm (expanded from 62) and stroke is 60.5 mm. Having undergone a long development, a myriad versions of this engine have been developed, and fitted to a multitude of Daihatsu products. Production ended in December 2007, by which time the new KF engine had replaced the EF across the board. The EF was nearly as light as its predecessor, with a 2004 EF-SE clocking in at 68 kg (150 lb) - this with the added weight of modern emissions equipment and fuel injection.

###Engine Varients (EF)

Varient Layout Induction KW @RPM NM @RPM Comp Fuel System Chassis
EF-CL 6V SOHC NA 29 6500 52 3500 9.5 Carb L200/210 (Mira) L500V/510
EF-CL 6V SOHC NA 23 6400 49 3200 9.5 Carb Kancil 660EX
EF-CS 6V SOHC NA 29 5700 54 4500 9.5 Carb S82/83 (Hitjet/Atari)
EF-VS 6V SOHC NA 31 5700 55 4500 9.5 Carb S82/83 (Hitjet/Atari)
EF-ES 6V SOHC NA 31 6000 56 3500 10 EFI S82/83 (Hitjet/Atari)
EF-ES 6V SOHC NA 32 6100 58 3600 9.8 EFI S100/110 (Hijet), S120/130 (Atari)
EF-KL 6V SOHC NA 31 6800 53 4400 9.5 Carb L200/210 (Mira), L500 (Mira)
EF-NS 6V SOHC NA 31 5700 55 4500 9.5 Carb S100/110 (Hijet), S120/130 (Atari)
EF-FL 6V SOHC NA 29 6300 52 3500 9.5 Carb L500S/510S (Mira)
EF-CK 6V SOHC NA 23 4900 50 3200 9.5 Carb K100 (Midget II 96.04-99.08)
EF-SE 6V SOHC NA 33 6400 55 3600 9.5 EFI L700/710, L900/910 (Move), L800/810 (Opti)
EF-SE 6V SOHC NA 35 6400 56 4800 9.5 EFI L250/260 (Mira, From 2002.12)
EF-SE 6V SOHC NA 25 5900 63 4000 10.5 EFI S200/210 (Hijet until 2002.01)
EF-SE 6V SOHC NA 33 5900 57 3600 9.5 EFI S200/210 (Hijet until 2007.12)
EF-SE 6V SOHC NA 24 4900 51 4000 9.5 K100 (Midget II)
EF-XL 6V SOHC Turbo 45 7000 84 4000 8.3 Carb L200v (1990-1992, TRXX)
EF-XS 6V SOHC Turbo 45 6000 85 4000 8.5 Carb S82/83 (Hitjet/Atari)
EF-TS 6V SOHC Turbo 47 6000 86 4000 8.3 EFI S82/83 (Hitjet/Atari), S120/130 (Atari)
EF-HL 12V SOHC NA 37 7500 52 4500 10 Carb L200/L210 (1990-1995)
EF-EL 12V SOHC NA 40 7000 57 4000 10 EFI L200/210 (1990-1994), L500/510 (1994-1995)
EF-JL 12V SOHC Turbo 47 7500 92 4000 8 EFI,IC L200/L210/220 (1990-994, TRXX)
EF-GS 12V DOHC NA 32 5900 59 4400 10 Carb S100/110 (Hijet), S120/130 (Atari)
EF-VE 12V DOHC NA 43 7600 64 4000 10.5 EFI Mira,Move,S100/110 (Hijet), S120/130 (Atarti)
EF-VE 12V DOHC NA 35 5900 63 4000 10.5 EFI S220/230 (Atarti)
EF-VE2 12V DOHC NA 38 6800 62 4000 11.3 EFI L700 (Mira "TV", 1998-2002)
EF-ZS 12V DOHC NA 34 6100 61 4000 10 EFI S100/110 (Hijet), S120/130 (Atari)
EF-VD 12V DOHC NA 44 7600 65 4000 11 EFI, DI L250 (Mira 2002-2006)
EF-RS 12V DOHC Turbo 47 5900 98 3500 8.5 EFI S120/130 (Atarti 1997-1999)
EF-DET 12V DOHC Turbo 47 6400 107 3600 8.5 EFI L900/910 (Move 1998-2002), L750/760 (Naked), L800/810 (Opti)
EF-DET 12V DOHC Turbo 47 6400 103 3200 8.5 EFI L150/160 (Move 2002-2006), L550.560 (Move Latte), L750,760 (Naked 2003-2004)
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ECU Models

Varient ECU Number Chassis Varient ECU Number Chassis
EF-ES ? ? EF-VE ? ?
EF-ES ? ? EF-VE ? ?
EF-SE ? ? EF-VE2 ? ?
EF-SE ? ? EF-ZS ? ?
EF-SE ? ? EF-VD ? ?
EF-SE ? ? EF-RS ? ?
EF-TS ? ? EF-DET ? ?
EF-EL ? ? EF-DET ? ?
EF-JL ? ?

Service Details

Varient Oil Filter Spark Plug Air Filter Fuel Filter Spark Gap Timing
EF-CL ? ? ? ? ? ?
EF-CL ? ? ? ? ? ?
EF-CS ? ? ? ? ? ?
EF-VS ? ? ? ? ? ?
EF-ES ? ? ? ? ? ?
EF-ES ? ? ? ? ? ?
EF-KL ? ? ? ? ? ?
EF-NS ? ? ? ? ? ?
EF-FL ? ? ? ? ? ?
EF-CK ? ? ? ? ? ?
EF-SE ? ? ? ? ? ?
EF-SE ? ? ? ? ? ?
EF-SE ? ? ? ? ? ?
EF-SE ? ? ? ? ? ?
EF-SE ? ? ? ? ? ?
EF-XL ? ? ? ? ? ?
EF-XS ? ? ? ? ? ?
EF-TS ? ? ? ? ? ?
EF-HL ? ? ? ? ? ?
EF-EL Z386 Denso - QL22TR-S (Standard Plug) ? ? ? ?
EF-JL Z386 NGK - BCPR7EDIX ? ? ? ?
EF-GS ? ? ? ? ? ?
EF-VE ? ? ? ? ? ?
EF-VE ? ? ? ? ? ?
EF-VE2 ? ? ? ? ? ?
EF-ZS ? ? ? ? ? ?
EF-VD ? ? ? ? ? ?
EF-RS ? ? ? ? ? ?
EF-DET ? ? ? ? ? ?
EF-DET ? ? ? ? ? ?
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###EJ-Series Engines (989cc)
The EJ-series appeared in February 1998. An 81.0 mm stroke and a 72.0 mm bore makes for a total displacement of 989 cc (1.0 L). It is a DOHC, 12-valve inline three-cylinder water-cooled engine. The EJ-DE variant was locally delivered to the Australian market in the Daihatsu Sirion (1L) and Daihatsu Cuore. There seems to be two versions which are distinguishable by the presence of lack of an external hard line oil feed from the head to the oil filter block. It seems that those with the external oil feed should be more easily configured for DVVT (if one had the bits). Also with the external oil fed models the block itself comes with different internal configurations where the casting can be more open for high oil flow or just drilled after casting for less oil flow.

###Engine Varients (EJ)

Varient Layout Induction KW @RPM NM @RPM Comp Fuel System Chassis
EJ-DE 12V DOHC NA 40.5 5200 88 3600 10 EFI L700, M100
EJ-VE 12V DOHC NA ? ? ? ? EFI ?

###ECU Models

Varient ECU Number Chassis
EJ-DE ? ?
EJ-VE ? ?

###Service Details

Varient Oil Filter Spark Plug Air Filter Fuel Filter Spark Gap Timing
EJ-DE ? Denso - K16PR-U11 (Standard Plug) ? ? 0.8 - 0.9mm 5 Degrees BTDC [+/- 2 Degrees] @ Idle
EJ-VE ? Denso - K16TNR-S9 (Standard Plug) ? ? 0.8 - 0.9mm 5 Degrees BTDC [+/- 2 Degrees] @ Idle

FrankEnstein series

@FrankEnstein to complete

Ok since I told @FrankEnstein how to make a frankenstein engine then I should probably do this bit for the basics. (evilhighway)

Why I did this originally. I had a ef/el and it was slow I had heard of it being done but had few details so I did
did it so I could keep efi with a bigger block ( i did not know about ed20 at the time).
The benefits it does lower compression so you can put a bit more boost through it. (I never did this at the time)
What I found was I had alot more torque that an ef/el just doesnt have but I could never get the tune right and after an electrical fault i left the car alone and never played again with that one. One of the reasons i could not get the tune right was the fact i was running 215cc injectors from a toyota camry but I had no fuel pressure reg on it.

A Frankenstein e series engine consists of :

  • ED 10 or ED 20 Block
  • EL/EL Head for efi (the ed10 was a carby head but the ed20 was an efi head but the 2 blocks ED are the same).
  • ED timing belt and timing cover.
  • Alternator may need modifying to line up correctly.
  • In a lot of cases an injector upgrade will be needed or at least a rising rate fuel pressure regulator.
  • If you have a carby powered car it would be advisable to put in an efi fuel pump and upgrade the fuel lines from an ef/ef.

Frankenstein Engines can also be done with ef/el head and ejde blocks but there is a few more modifications needed for these and aI have not done it so I will leave it to other’s to explain if they wish.

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Other than the difference between DVVT in the EJ the next major diff is the oil pipe from filter body to head. As such there is some variation in heads (I really need to look more into this). One engine I have which came from an early M100 had no pipe and no alu filter standoff. Then those that do have the standoff and external oiling connected to the head can have different castings. Of the two versions I’ve seen one is restrictive in every way with tiny drilled porting and not much when it comes to pockets in the casting. By contrast there is one that is a comparable work of art inside with generous smooth cavities and much larger crossectional areas in all oil porting (yes pictures needed to go with this).

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EJ-DE std piston. Pin is 18mm. Center location of pin is 27.75mm below deck height (To all the EF stalwarts this is a good cast piston that has good squish around its edges). Center to center rod is 122mm.

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Some updates added.

Just an FYI for All users the first posts should be editable for everyone, just click the pencil (edit) icon to get going.

:slight_smile:

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An idea for those attempting to turbo ef-el and feel compelled to lower compression. Just remove part or all of the dome. There is plenty of meat. A flat top will mean less timing advance is needed and you’ll waste less flame energy from ignition happening so early on the compression stroke. If I could be bothered or to go back in time when I was playing with these things I’d look at putting a pocket in the dome a bit like the skyactive so what power that had, then mill a slot with a 14 or 16mm ball nose east west on the engine such that the dome is cut in two and the slot flat with the rest of the piston and then finally I’d flat top it and test again. In the early days I got to a point where the engine plateaued no matter what I did nor how hard it was revved. On the way to getting more power it keep needing more advance and at about 45deg it was flat lined from 6000 - 8000rpm. Big dome mean hot pistons and the combustion flame has to far to travel so ignition events need early timing.

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