TheDaihatsu E-series engine is a range of compactthree-cylinder, internal combustionpiston engines, designed byDaihatsu, which is a subsidiary of Toyota. The petrol-driven series has cast iron engine blocks and aluminum cylinder heads, and are of eitherSOHC orDOHC design, with belt driven heads.

The E series engine was first presented in the summer of 1985, as theEB, a replacement for the two-cylinderAB engine used in Daihatsu'sKei cars until then.^[1] 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 transmission fitment.^[2]

TheEB-series is a 547 cc (0.55 L) version built in Daihatsu's Osaka plant in Japan from mid-1985, meant for their domestic market range ofKei cars. Bore is 62 mm and stroke is 60.5 mm, with afiring order of 1—2—3.^[2] Outputs range between 32 PS (24 kW) to 64 PS (47 kW), which at the time was the most a manufacturer could have as per stated by the Gentlemen's Agreement between car manufacturers. 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 largerED andC-series engines.

The EB-series was only ever available with anSOHC 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 anIHI 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.^[3] This engine was also used for an economy version of the ItalianInnocenti Mini, until replaced by the later 660 cc EF engine.

Applications:

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

TheED-series is a 847 cc (0.85 L) version originally intended for the export versions of theCuore/Mira. TheED-series had undergone several changes from being carbureted 'ED-10' to 'ED-DE' where the introduction of fuel injected DOHC had been introduced, reviving this newly redesigned engine. This engine has never been available in the domestic Japanese market. 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 1994.09–1998.05Daihatsu Cuore/Domino/Handi export model and in early export versions of the Daihatsu Move. 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'sPerodua. In its latestDVVT form, called 'ED-VE', it was kept in production until 2014 for the Perodua Viva. There was also a short-lived special version for the Swiss markets, where severalcantons had tax systems which favoured cars of less than 800 cc. This, theED-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.^[1]

Applications:

• 1986.10–1990.05Daihatsu Cuore/Domino/Handi (L80)
• 1999–19??Daihatsu Charade (G100, New Zealand)^[5]
• 1994.09–1998.05Daihatsu Cuore/Domino/Handi (L500 series)
• 1996.10-1999.10Daihatsu Move (L601)
• 2001.07–2006Daihatsu Ceria (Indonesia)
• 1994–2007Perodua Kancil
• 2001–2007Perodua Kelisa
• 2007–2014Perodua Viva

Versions

TheEF-series is a 659 cc (0.66 L) version designed to replace theEB series engine when kei car regulations changed for 1990. It was first seen in the Daihatsu Mira when it was facelifted in March 1990.^[12] 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 newKF 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.^[13]

Versions

TheEJ-series appeared in February 1998, its first generation is known as 'EJ-DE' was used in the generation ofDaihatsu Mira L700 (Exported out of Japan Models)/Perodua Kelisa &Daihatsu Move L900 (Exported out of Japan Models)/Perodua Kenari. 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. An upgrade of this engine was made after the introduction ofDaihatsu Mira Avy L250 series (Exported out of Japan Models)/Perodua Viva &Perodua Myvi's First Generation in 2007, where the new engine was known as 'EJ-VE' which was included with aDVVT system for fuel efficiency and meeting new Euro standards. ThePerodua Myvi's First Generation stopped using this engine after a while due to lacking of demand from the public. After thePerodua Viva was discontinued in 2014 andDaihatsu Xenia in Indonesia stopped offering the 'EJ-VE' series of 1.0 litre variant since August 2016, it is no longer used in any automotive applications and is succeeded byToyota KR engine built by Daihatsu forDaihatsu Sigra 1.0.^[18] Production of the EJ-VE engine (for upright placement) is continued for industrial use.^[19]

Applications:

• Perodua Kenari
• Perodua Viva
• Daihatsu Xenia (2004-2016)

Versions

• List of Toyota engines

• Daihatsu engines
• Straight-three engines

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