Description
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 kgâ‹…m (108 to 114 Nâ‹…m; 80 to 84 lbâ‹…ft). The fuel injected EW3 and EW4 produced 92 PS (68 kW; 91 hp) at 5,500 rpm and 12.8 kgâ‹…m (126 Nâ‹…m; 93 lbâ‹…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+).
- EW1
- 1983-1985Â Honda Civic/CRXÂ DX (unlabeled)
- 1983-1986 Honda Civic
- 1983-1986Â Honda Shuttle
- 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 100Â PS (74Â kW; 99Â hp) at 5800Â rpm and 13.2Â kgâ‹…m (129Â Nâ‹…m; 95Â lbâ‹…ft) torque at 4000Â rpm, the CR-X made 110Â PS (81Â kW; 108Â hp) at 5800Â rpm and 13.8Â kgâ‹…m (135Â Nâ‹…m; 100Â lbâ‹…ft) torque at 4500Â 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.