The variants offer maximum take-off weights from 44.6 to 62.5 t (98,000 to 138,000 lb), and cover a range of 2,000–3,000 nmi (3,700–5,600 km; 2,300–3,500 mi).

Regional airlines in the United States were a major customer of the first-generation of E-Jets, however scope clause agreements have prevented them from purchasing the heavier E175-E2.

[4] In 2010, Embraer was reportedly considering directly challenging the Bombardier CSeries (now A220) by developing a clean-sheet five-abreast airliner for 100 to 150 passengers.

[4] In November 2011, Embraer announced at the Dubai Air Show that it had committed to developing new generation of its E-Jet family.

[7] Embraer commercial aircraft president Paulo Cesar de Souza e Silva noted that the PW1000G was the best suited engine for the performance sought by customers.

[8] The selection of the PW1000G is likely to have been eased by the parallel development of the smaller PW1200G engine for the Mitsubishi Regional Jet as well as the larger and more mature PW1500G for the Airbus A220.

[4] The E2 family made various improvements in its performance, such as a reduced specific fuel consumption, lower emissions and noise output, minimised maintenance costs, along with the use of a new aluminum or carbon fiber-based wing.

[9] It flew for three hours and twenty minutes to Mach 0.82, climbed to 12,000 metres (41,000 ft), retracted the landing gear and flaps, and engaged the fly-by-wire in normal mode.

The first E-Jet E2 flew from Brazil to Farnborough Airshow just 45 days after its maiden flight, demonstrating maturity and confidence in the design.

[14] By June 2017, half of the flight testing had been completed; the aerodynamics were reportedly better than predicted and the E190-E2 hot and high performance was also better than anticipated.

[22] Inspired by the automotive industry's production of multiple models on the same line, Embraer proposed building the E190/195-E2 alongside the original E175/190/195 at a steady rate of eight aircraft per month by the end of 2018.

[23] As Embraer transitioned from its previous E-jets to the upgraded E2, it was expecting to deliver 85-95 airliners in 2018 with a negative $150 million free cash flow, less than in 2017 with 78 deliveries in the first nine months with a cash outflow of $700 million: return to profitability will take at least three years once the program investment is reduced and the production ramp up is complete.

[25] Elements such as the cabin were examined from a production standpoint relatively early in the design process, which included the involvement of external suppliers as well.

[27][28] Embraer thought Airbus would not be able to lower the A220 supply chain costs enough to make it profitable and viewed the A220 as a heavy, expensive and long-range aircraft.

[29] After type certification, the first E190-E2 was delivered to launch operator Widerøe in April 2018, configured with 114-seat in single-class, followed by deliveries for Air Astana and Chinese GX Airlines.

Before the aircraft were delivered, Embraer announced that some of the initial E-Jet E2s will need to be retrofitted due to the shorter life of the combustor in their Pratt & Whitney PW1900G engines.

[42] The E2 is exclusively powered by the Pratt & Whitney PW1000G Geared Turbofan engine; in comparison to traditional powerplants, the PW1000G offers double-digit improvements in fuel burn, pollutant and noise emissions, and operating costs via its lower fan pressure ratios and greater bypass ratios, achieved via the uncoupling of the fan from the low-pressure compressor and the low-pressure turbine.

[45] The wing remains broadly similar to that of the E1, the main difference being the use of single-slotted flaps instead of the more complex and drag-generating double-slotted arrangement while the engine pylon is also shorter.

[47] In the E190-E2, of the 17.3% better fuel burn, 11% comes from the geared turbofan, 4.8% from the improved aerodynamics of the new high aspect ratio wing and 1.5% from the fly-by-wire's 15% smaller tail surfaces.

The interior features modular provisions that enable the future installation of new equipment and whole systems relatively easily and quickly either while in the original production process or mid-life retrofitting.

[53] The Primary Flight Control System is supplied by Moog Inc.[54] The Honeywell Primus Epic 2 avionics suite is used across the family, which aids in maintaining commonality with the E1.

The airliner, configured in a two-class layout with 92 seats (12 business and 80 economy class), is to serve destinations throughout the vast expanse of Kiribati, including nonstop from Tarawa to Kiritimati (Christmas) Island (the current domestic flight from Tarawa to Kiritimati requires an international stopover in Fiji).

[67] At that time, Embraer said it believed there would be strong demand for the jet from outside North America,[67] but as of 2023[update] the company has received no orders for the variant.

[66] It has been repeatedly delayed and in February 2022, Embraer announced that it will be halting development of the E175-E2 for three years, with deliveries expected to begin between 2027 and 2028.

It was moved forward to shift the center of gravity envelope aft to reduce the horizontal stabilizer downforce, lowering fuel burn by 1.5%.

The trailing link main landing gear has wheel doors to reduce fuel consumption by 1% and is 51 cm (20 in) taller to provide enough engine ground clearance.

For E1-rated pilots, the transition to the new type need 2.5 days with no full flight simulator, having similar Honeywell Primus Epic 2 avionics.

[85] The variant received EASA certification in November 2023[86] making it the largest aircraft cleared to operate from the small airport.

[citation needed] Source: Embraer.com as of 18 October 2024[update][90] The Embraer E-Jet E2 program was officially launched during the 50th International Paris Air Show held in June 2013, with SkyWest Airlines, a North American regional airline, and ILFC, a leasing company placing the first firm orders for the aircraft.

Analysts attribute sluggish orders to the weight of the E175-E2 and the positioning of the E190-E2 “in-between” other models, and Pratt & Whitney's issues with the engine.