The Honda ER2 is a 1,488 cc, inline‑four petrol engine produced between 1985 and 1988. It features a SOHC 8‑valve design, prioritizing simplicity and robust low-end torque for Honda's compact executive sedans. Output is rated at 63 kW (86 PS) and 127 Nm, making it suitable for comfortable cruising.
Fitted primarily to the second-generation Honda Accord (CA/CF) for the European and Japanese markets, the ER2 was engineered for drivers prioritizing refinement and dependable daily transportation. Emissions compliance was achieved through PGM-FI (Programmed Fuel Injection) or carburetion depending on market, meeting Japanese Showa 60 and equivalent European emissions standards.
One documented service concern is wear in the distributor drive gear, which can lead to ignition timing inaccuracies. This issue, referenced in Honda Service Bulletin 87-021, is often linked to lubrication issues or prolonged high-RPM operation. Regular inspection of the distributor assembly is recommended for preventative maintenance.
Production years 1985–1988 meet Japanese Showa 60 and equivalent European emissions standards (VCA UK Type Approval #VCA/HON/2233).
The Honda ER2 is a 1,488 cc inline‑four petrol engine engineered for compact executive sedans (1985-1988). It combines SOHC architecture with PGM-FI or carburetion to deliver smooth, predictable performance. Designed to meet 1980s emissions standards, it prioritizes reliability and low-cost ownership in mid-size applications.
| Parameter | Value | Source |
|---|---|---|
| Displacement | 1,488 cc | |
| Fuel type | Petrol | |
| Configuration | Inline‑4, SOHC, 8‑valve | |
| Aspiration | Naturally aspirated | |
| Bore × stroke | 75.0 mm × 84.5 mm | |
| Power output | 63 kW (86 PS) @ 5,500 rpm | |
| Torque | 127 Nm @ 3,500 rpm | |
| Fuel system | Honda PGM-FI or Carburetor (market dependent) | |
| Emissions standard | Japanese Showa 60 / European 1980s | |
| Compression ratio | 9.0:1 | |
| Cooling system | Water‑cooled | |
| Turbocharger | None | |
| Timing system | Belt-driven | |
| Oil type | API SF/SG 10W-30 or 10W-40 | |
| Dry weight | 132 kg |
The SOHC 8-valve design provides smooth, linear power delivery ideal for highway cruising but lacks high-RPM performance. The timing belt requires strict replacement every 80,000 km to prevent catastrophic engine failure, as it is an interference engine. The distributor drive gear (per Honda SIB 87-021) is susceptible to wear under high loads; regular distributor inspection is advised. Fuel system type (PGM-FI vs. carburetor) varies by market and affects service procedures.
Oil Specs: Requires API SF/SG specification oil (Honda Service Manual). Viscosity (10W-30 or 10W-40) should be selected based on ambient climate.
Emissions: Certification applies to 1985–1988 models (VCA Type Approval #VCA/HON/2233). Emissions standards varied significantly by market.
Power Ratings: Measured under SAE J1349 standards. Power output is consistent across all model applications (Honda Group PT-1987).
Honda Technical Service Bulletin: 87-021
Honda Electronic Parts Catalogue (EPC): Doc. H-1488-ER
VCA Type Approval Database (VCA/HON/2233)
The Honda ER2 was used across Honda's CA/CF platform with longitudinal mounting and was not licensed to other manufacturers. This engine received minor platform-specific adaptations-revised engine mounts for the Accord-creating no significant service part differences. All specifications are documented in OEM technical bulletins.
Locate the engine code stamped on the front of the engine block, near the timing belt cover (Honda Service Manual 85-88 Accord). Visually, the ER2 can be identified by its SOHC 8-valve configuration and single camshaft. Critical differentiation from other E-series engines: The ER2 is the only 1.5L 8-valve engine in this family for the Accord CA/CF. Service parts like the cylinder head and distributor are specific to the ER2 and not interchangeable with 12-valve or 16-valve E-series engines.
The ER2's primary reliability risk is distributor drive gear wear, with elevated incidence in high-mileage or performance-driven vehicles. Honda service data indicates this is a common cause for ignition timing drift, while owner reports frequently cite timing belt tensioner failure. Infrequent timing belt changes can lead to catastrophic engine damage, making adherence to the specified maintenance schedule critical.
Analysis derived from Honda technical bulletins (1985-1988) and aggregated owner club failure reports (1988-2023). Repair procedures should follow manufacturer guidelines.
Find answers to most commonly asked questions about HONDA ER2.
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Regulation (EC) No 715/2007
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