Overhead — Embraer E-Jet E2 (E190-E2/E195-E2)

Field marks

Underwing engines and a conventional tail separate any E-Jet from a CRJ or ERJ, which have rear-fuselage engines under a T-tail
The geared-turbofan PW1900G has a 2.01 m fan, 66 cm bigger than the E1's CF34 — the nacelles look closer to narrowbody-jet engines than to a typical regional jet's, distinctly bulkier than any E170/175/190/195
A swept, pointed raked wingtip replaces the E1's upturned winglet — no separate blade bends upward, the tip itself just tapers back sharply
If you see one at a US airport in regional-jet livery, it is almost certainly an E190-E2 or E195-E2, not the still-unbuilt E175-E2
Slightly softer, less pronounced "eyebrow" around the cockpit windows than the E1 generation, on a more tapered nose profile

The E195-E2 (41.6 m, up to 146 seats) is the dominant, best-selling variant, with 300+ orders and 200+ delivered to carriers including Azul, KLM Cityhopper, and Air Astana
The E190-E2 (36.24 m, up to 114 seats) shares the same wing and engines on a shorter fuselage and sells in smaller numbers
The E175-E2 does not yet fly commercially — Embraer has repeatedly paused the program (most recently pushed to 2029) because its higher weight breaks US regional-airline scope-clause limits; every E175-E2 order on the books is still unfulfilled