HOW VTEC WORKS (http://www.honda-marine.com/video/VTEC.wmv)

done. and everyone should know that that is for a specific honda marine motor, but the principle is identical. though the rpm thing is off. good find!

thanks sacs! Figured this would come in handy, even tho it is front a marine motor.

great find...i think i finally understand it fully

ORIGINAL: sacicons

done. and everyone should know that that is for a specific honda marine motor, but the principle is identical. though the rpm thing is off. good find!

What is the rpm though. I heard floored it is 3800 and not floored is 5,000 but that was a modded engine so they may of had a timer on it.

no, its the same for each particular engine all the time. but each engine is different from all the others in respect to the changeover point.

Phat. I love how some people don't know what it stands for. . . It stands for Very Truly Excellent & Cool.

Kewl...my Element is i-VTEC.......I understand it better now!

Very Good Video...

Thanks
WheelBroker

Original: 2000ex


What is the rpm though. I heard floored it is 3800 and not floored is 5,000 but that was a modded engine so they may of had a timer on it.




Original: Sacicons


no, its the same for each particular engine all the time. but each engine is different from all the others in respect to the changeover point.





my bad. i just found out that the K series do have different changeovers points for WOT and part throttle.

the most annoying thing is when you get kids that say "v-tech" or "v-teck", good post

VTEC stands for Valve Timing Electric Control

actually... it stands for Variable Valve Timing and Electronic Lift Control... but close enough;)

That
ORIGINAL: Forty04

HOW V-TEC WORKS (http://www.honda-marine.com/video/VTEC.wmv)




That is for motors with VVTL not VTEC I was saying what VTEC stood for not VVTL like the new celica motors have.

ORIGINAL: Redcivicowner12

That
ORIGINAL: Forty04

HOW V-TEC WORKS (http://www.honda-marine.com/video/VTEC.wmv)




That is for motors with VVTL not VTEC I was saying what VTEC stood for not VVTL like the new celica motors have.



vtec is a shortened acronym for what i said above

new celicas have vvt-i

i like the vid.:)

a picture is worth a 1000 words.

very easy to understand explanation.

hi:)

some ppl type V-Tec, and some type Vtec, it is both the same(i think)

[sm=icon_rofl.gif] lol, that is the best hting i have heard all day
your a ****in retarted dude.

EVERYONE NEEDS TO STAY ON TOPIC, END OF STORY!

ORIGINAL: Forty04

^Unnecessary, Lets try and act like adults here, mmmmmkay?


yes mr macky.

"mara-juwanna is bad mmmmmmmbien"

tiiiiiiiight

Good video.

Here's some more info from http://auto.howstuffworks.com/framed.htm?parent=question229.htm&url=http://www.leecao.com/honda/vtec/index.html

VTEC is an acronym for Variable valve Timing and lift Electronic Control. It is a mechanism for optimizing air/fuel mixture flow through the engine.

An internal combustion engine converts the chemical energy stored in fuel into thermal energy. The increased thermal energy within a cylinder causes the pressure to build. This pressure acts on the pistons and the result is a mechanical force rotating the crankshaft. This mechanical force is measured as crank torque. The ability for the engine to sustain a certain level of crank torque at a certain RPM is measured as Power. Power is the rate at which the engine can do work. This conversion process is not 100% efficient. In fact, only about 30% of the energy stored in the fuel is actually converted into mechanical energy.

Physics says that for a given efficiency level, a higher rate of fuel consumption is needed for the engine to generate power. So it becomes obvious that if you want more power, you need to increase the rate of fuel combustion. One way to achive this goal is to have a bigger engine. A bigger engine with larger cylinders will be able to combust more fuel per rotation than a smaller engine. Another method is to pre-presurize the fuel/air mixture and cram it into an existing engine size. Thus even though the cylinder size stays the same, more fuel is combusted per rotation. This second method is referred to as forced induction.

Honda chose to explore another method: keep the engine size the same, but turn the engine faster to consume more fuel. Here is an analogy: You want to move foam peanuts from one bucket to another with a cup. You can increase the size of your cup, compress/cram as much peanuts as possible into the cup each time, or you can just move the cup faster. All three methods moves more peanuts. Honda uses the last method. And again, more fuel combusted equals more power generated by the engine.

As the engine speed is increased, more air/fuel mixture needs to be "inhaled" and "exhaled" by the engine. Thus to sustain high engine speeds, the intake and exhaust valves needs to open nice and wide. Otherwise you have what is akin to athsma: can't get enough air/fuel due to restrictions.

If high speed operation is all we have to worry about, Honda wouldn't need to implement VTEC. Indeed, race engines that operate mostly at high rpms do not utilize any mechanism like VTEC. But street cars used for daily driving spend most of their time with the engine at low RPMs. Valves that open wide for high RPM operation contributes to rough operation and poor fuel economy at low RPMs. These undesirable traits are directly against Honda's design goals.

The solution that Honda came up with is the VTEC mechanism: open the valves nice and wide at high RPMs, but open them not as much at low RPMs. So now you have a engine with smooth operation at low RPMs, and high power output at high RPMs.

And that is basically what VTEC is. It's nothing magical. The idea has been around for a long time. Honda's VTEC is just a very simple, elegant and efficient implementation that is extremely effective at achiving its design goal. Honda automobiles are the first among modern automobiles to utilize this mechanism in such a large scale of distribution.

VTEC, like most things in life, is not for everyone. To decide whether VTEC is for you or not, here are the pros and cons.

Pros

The main benefit of VTEC is that the resulting engine is very versatile. The torque curve is very flat: among the flatest of all the engines on the market. Thus where other engines are running out of breath, a VTEC engine maintains a nice and steady output of torque, making the whole RPM range usable for acceleration. So when you are just driving around at a reasonable pace, the car is very smooth and fuel consumption is similar to other engines of the same displacement. When you need more power for passing, all you have to do is down shift and take advantage of the extra power available at the higher RPMs. So you get the smoothness and fuel efficiency of a small economical engine when you drive a low RPMs, and the power output of a much larger engine at high RPMs.

Due to the greater range of usable RPMs, shorter gears can be used. Thus for any given speed or engine RPM, a VTEC engine will allow for a larger ratio multiplier, resulting in more wheel torque. Thus the benefit of the VTEC technology in terms of acceleration improvement also affects low RPM operation.

Since VTEC creates more power without increasing displacement, the engine is likely to be smaller and lighter.

Cons

A vehicle achives its greatest acceleration by keeping the engine RPM as close to the HP peak as possible. And for DOHC VTEC engines, this means keeping the needle at some rather lofty RPMs, and more frequent shifts to keep the RPMs up. To some people, including yours truely, this is a desirable trait: lots of driver involvement in the process of extracting excellent performance. To others, especially those accustomed to the Kansas-flat HP curves of muscle cars, the high RPM and frequent shifts become bothersome.

For a good launch off the line, such as at the start of a drag race, a certain amount of tire spin is desired. Muscle cars have torque peaks at low RPMs, and then taper off as the RPM builds. This is perfect for drag racing as the initial torque peak generates the desired tire spin, and then the lower torque at higher RPMs allow the tire to find and maintain grip. But DOHC VTEC's torque curve is very flat, so the initial tire slip is much harder to generate. And once the tire looses traction, the flat torque curve makes it hard for the spinning wheels to find traction. So to properly launch a DOHC VTEC car, the driver must slip the clutch at high RPMs to generate the initial tire spin, and then carefully modulate the clutch and gas to regain drive wheel traction while maintaining maximum acceleration.

Even though Honda's VTEC engines has lived up to the legendary reliability of Honda products, the fact remains that having the VTEC mechanism adds complexity and cost.

US-spec Honda automobiles that have VTEC engines:

Preliminary list, not yet accurate.

# 1996-Current Honda Civic EX coupe and sedan: 1.6L SOHC VTEC I4
# 1999-Current Honda Civic Si coupe: 1.6L DOHC VTEC I4
# 1996-Current Honda Civic HX: 1.6L SOHC VTEC-E I4
# 1998-Current Honda Accord LX/EX I4 coupe and sedan: 2.3L SOHC VTEC I4
# 1998-Current Honda Accord LX/EX V6 coupe and sedan: 3.0L SOHC VTEC V6
# 1997-Current Honda Prelude Base/Type-SH: 2.2L DOHC VTEC I4
# 1993-Current Acura Integra GS-R coupe and sedan: 1.8L DOHC VTEC I4
# 1999-Current Acura TL: 3.2L SOHC VTEC V6
# 2001-Current Acura CL: 3.2L SOHC VTEC V6
# 1991-Current Acura NSX: 3.2L DOHC VTEC V6

http://auto.howstuffworks.com/framed.htm?parent=question229.htm&url=http://www.leecao.com/honda/vtec/index.html

All the work Honda has done on the VTEC mechanism are combined to make the 3-Stage VTEC system. It is not a rumor, the engine exists: D15B. The engine is used in Honda Civics in Europe and Japan. In short, it combines VTEC-E and SOHC VTEC to get both extraordinarily good RPM fuel economy, and excellent high RPM power. The D15B is a 1.5L engine that is capable of about 54mpg and is rated for about 128HP. There is no other engine that can boast such combination of good fuel economy and power output. To understand how it works, it is recommended that the reader becomes familiar with the DOHC VTEC, SOHC VTEC, and SOHC VTEC-E mechanisms. This article assumes as such.



Looking at Stage 1 above, we see that both intake valve rockers operate independently. And at this low RPM, only one intake valve opens and closes since the other intake valve follows an almost-round cam profile. The almost-round cam profile is designed to open the valve just tall enough to avoid pooling of fuel above the valve. This mechanism is just like the low-RPM operation of the VTEC-E mechanism, resulting in great low-RPM fuel economy.

Stage 2 in the illustration shows the mid-RPM range operation. Starting at about 2500 RPM, the first oil pressure is applied, pusing a pin to lock the two intake valve rocker arms together. Both valves now follow the same low RPM cam profile in their operation. Thus far the operation has just been like a normal VTEC-E mechanism.

In Stage 2 above, the second oil pressure is applied at about 4500 RPM. The second oil pressure pushes another pin through the valve rocker arms and a cam follower that is between the two valve rocker arms. The cam follower operates from the high RPM cam lobe so now both intake valves follow the high RPM cam profile. This is like the high RPM section of an SOHC VTEC engine.

As seen from the power curve graph, each of the three stages has a distinct curve. And by choosing the switch-over points correctly, the optimal portions for the three stages can be combined into one curve. This level of low and high RPM optimization is unavailable from any other mass produced commercial engine.

It seems that combination of VTEC technologies is where the future lies for Honda engines. Already we are seeing this in mass produced US-spec Hondas: the J30A1 V6 used in Honda Accord V6s has a hybrid VTEC-E and SOHC VTEC system, though not a three-stage system like above. In this system, Stage 2 is not implemented. Only Stage 1 and Stage 3 are used: one intake valves open at low RPM, both intake valves open taller and for longer duration at high RPM.

This is agood link to Honda as well... It explains all the specs on the new motors and transmisions

http://hondanews.com/CatID2013?view=t&page=1

Here is more information on HOW V-TEC WORKS (http://auto.howstuffworks.com/question229.htm).

thanks everyone for the info...its alot easier to understand the vtec with the video

LOVE MY VTEC may be the single best invention since gasoline. If you dont have one, you want one :D

Very educational... somewhat... I get it better now... Also if you have any questions you can go to howstuffworks.com under autos and look up Vtec

WHATS, JUST WANNA KNOW CAN VTEC BE ADJUSTED SOME HOW TO KICK ON SOONER, THANKS

gotta love vtec...my 06 SI hauls when vtec kicks in, I love it!

i'm with everybody else. that video made it clear and simple. very easy to understand
thanx

I had a VTEC car, and the VTEC solenoid killed over and cost me whole lot of money!! Even though it's a very good way to get power from smaller engines, I'd much rather stick to a fixed cam. Less complicated, and more reliable!!

variable valve timing electronic lift control, not crappy toyota that is honda toyota vvt i is a ripoff

dude! i love it man!!!

variable valve timing electronic lift control, not crappy toyota that is honda toyota vvt i is a ripoff

Oh ya.;)

It's such a ripoff even though VVT has been around since the late 60's.

VVT-i cylinder head technology ownz VTEC in almost any test you can throw at it.

Toyota, while they have similar goals, had a different approach to making power. It doesn't make as much peak power, but it generates a lot more useable torque and HP across the entire rev range. Plus it's more intelligent; yes, Toyota's and Lexus's VVT-i engines have brains!

http://www.hondacivicforum.com/m_273856/tm.htm

^^Check my thread out for more info.

Have fun hitting VTEC and watching all of your oil go into the solenoids and your gas mileage deteriorate.

You ricers with lead foots could benefit from VVT-i, because the clever control program (ECU) actually senses the acceleration at WOT, and adjusts the timing accordingly.

Everyone always says, "I love the pull when I hit VTEC!!!!111". Okay, how about before it kicks in when your cam tuned for "economy" is used? Bahaha.

It's silly that VTEC is most widely known for their efforts, yet I believe Porsches Variocam Plus has lift which "kicks in" in 1/4 the time.

Is it possible that you have absolutely nothing better to do with your time then search for people talking smack about VVTi? Seriously, go outside and play.

The guy who posted about VVTi being a rip-off is a tool and no longer a member. Don't judge our forum because of one idiot who doesn't know what he's talking about.

What do I need to do to have the Cam lobes swith over sooner? ECU Flash?

What would be the benifits?

Thanks!

how do you know when the VTEC kicks in, and is there some sort of controller out there to make it kick in earlier?

thanks

- John B.

hows does vtec work?

um, did you watch the video?

My friend said VTEC was Virtually Torqueless Economy Car... pretty clever. he was laughing until i beat him by 2 1/2 cars. (he has a 01 focus auto, lol)

again. is there a way to make it kick it sooner.

I want vtec =( I think I'm going the junkyard to get a good vtec head =)

my work hasa manual that shows in picture detail how it engages and works very well. ill try to get a photocopy of it and post it.

hey cool. look im glad you all want vtec. is therea way to make it kick in earlier!!!!!!!

looks like noone wants to answer that one, lol. wish i could help

ORIGINAL: johnb

hey cool. look im glad you all want vtec. is therea way to make it kick in earlier!!!!!!!


yeah, but its pretty pointless to do so

ORIGINAL: Forty04

ORIGINAL: johnb

hey cool. look im glad you all want vtec. is therea way to make it kick in earlier!!!!!!!


yeah, but its pretty pointless to do so


dont mean to sound like an idiot but why wouldnt you want to make it kick in earlier?

really cool im glad i know this now!!!! thank you:D

have a ? could you mod the cam lift to be a lil higher for MORE?

never heard of that but possibly ^

and as for adjusting wehn VTEC kicks in, there are VTEC controllers for those but those are usually recommended against. Honda already set VTEC to kick in at the point where your RPMs are high enouhg that your normal lobes are giving you their most power, so the extra lobe opens up another valve and allows even more air in, which means you get hte most power possible out of the stock lobes (i think :eek:)

How does turbo work then?

ORIGINAL: JohnnyTEAMDSR

How does turbo work then?


What do you mean? How does VTEC work with Turbo? Or how does Trubo work in general?

ORIGINAL: johnb

ORIGINAL: Forty04

ORIGINAL: johnb

hey cool. look im glad you all want vtec. is therea way to make it kick in earlier!!!!!!!


yeah, but its pretty pointless to do so


dont mean to sound like an idiot but why wouldnt you want to make it kick in earlier?


If you look at the dyno chart, VTEC kicks in at a "notch" where the torque made from the low cam equals the torque made from the high cam. If you set it to turn on earlier, you will lose torque, but if you let it kick in later, you will get a sudden bump of torque. Neither one is good, because that can really screw you over when accelerating in a turn. At the very least an improperly tuned VTEC will make for a rough transition in power between low cam and high cam.

The only reason to change VTEC is 1: It's not tuned right and it engages rough, 2: Your torque curve changed from some kind of strange performance mod and it engages rough.

um, not always

i don't know about all hondas models and years, but some of the cars including the new Acura RSX Type-S has the VTEC kick in a little late after the torque has dropped a little in order to produce the VTEC kick that enthusiasts pine over oh so much.

in other words, using systems to change the vtec kick in point, such as the AEM EMS, will allow a professional tuner to find the correct position to allow the vtec to kick in so the torque curve truly is smooth

this was in an article of import tuner that i read, i'll try to find the issue it was in and post it for evidence as soon as i have time.

Actually, i may have been wrong with the AEM EMS being able to adjust the vtec point, i think you have to do something to it but i can't find out what.

anyways, it wasn't the RSX, but the TSX that was tested on the December 2006 issue #93 of Import Tuner. they sent back the ecu to have hondata reflash it to change it to the best cam profiles where they shifted the vtec point to 4850 instead of 6000 rpms. with this change, the torque line truely was smooth and linear. during the vtec kick in, there was a gain of 38 hp and 34 lb-ft but they mention that the drawback is that the driver can no longer feel nor hear the vtec activate, disapointing many drivers.

there is such a thing as a v-tec controller. On the new type-r civicsbeing importedinto irelandfrom japan there is a built in v-tec controller. honda has stated that the controller was addeddue to the amount of aftermarket vtec controllers sold in japan for the previous type-r. I aint sure if the british or irish versions of the new type-r are fitted with v-tec controllers, but a mate of mine has one ordered so ill let yall know soon eneough.

The most common car to be fitted with aftermarket v-tec controllers are type-r integra's. the integra has a larger and more versitile engine which is also stronger allowing for variations in the switch to the higher cam.

where you find that video?

BEEP BEEP WHO GOT THE KEYS TO MA JEEP !!

I drive a "volkswagen thing" but i'll post some of my civic in a bit. It's a beast, I'm hard like that.

http://th024.k12.sd.us/vwthing.jpg

Whoa Dude that thing is da BOMB!!!... Makes me thing of the song ridin dirty.... " We Be ROLLIN!!!"[8D]

Dude that is the whizzle of the yizzle, tizzle!
I would love to see that in original harlequin(sp?)paint!

nice thing ......i have a 73 squareback ...a/c and automatic ....its a good crusier:D

This type of conversation belongs in off topic. Keep this thread on topic

you know I really like the website HowStuffWorks.com It is the best website to learn things on, that is where I learned how vtec, superchargers, turbos, engines, and much more work. I have been using that site for a long time I think you guy should know about it.

thanks but im pretty sure everyone here already knows about "howstuffworks.com"

I have a little problem with watching the video.A little help will be very usefull, probably software hole... And one more thing..I just bought an old civic 1.6i EL Auto 95 hatchback, rover lookalike...will be delivered in couple of days.So the guy i bought it from told me its not Vtec but as i read, D16y8 must be vtec..can anyone help me with that issue :eek:...thanks

damn that explains alot!! Always wondered.

kool vid

very good video

that was informative. good vid.

wow very good simple video i like that. now explain i-vtec lol

that was helpful

nice find

I just read this entire thread, and there are so many ****ing retarded people saying so much off topic ****, I can't even fathem having to be an admin and get stressed out about what people are saying all day. The guy talking about his VW, and the howstuffworks guy hahahaha omg.

Yea this is called volume matic frequency .....

Wow that helped a lot. Thats interesting

Im brand new to honda's and V-tec. Just bought an 06 civic EX 1.8L 5 spd Manual.

Question about the V-Tec... Because it has the V-tec technology does that mean you can drive it around at higher RPM's without doing any abnormal damage to the engine? I guess my thinking is that because it has that sort of technology, it should be able to handle the extra work, not?

I ask because I was driving a sunfire GT beforeI got the Civ, and if I woulda drove that thing around at 4500 RPM's on a regular basis it wouldnt have crapped out a lot sooner than it did.

Driving around at higher RPM's is going to cause wear on any motor, no matter what technology it has. Why would you even want to drive around at 4500+? I mean, running up through the gears getting on the highway is one thing, but just coasting at 5krpm is, well, silly.

yes, i know that...... I wasnt talking about coasting at high RPM's, my question wasmoreso directed to when to shift. Is it significantly worse to shift at around 4-4500 Rpms than it would be to shift around say3-3500?

I mean this is probably a dumb question, but seriously I dont know anything about V-Tec (other than what I just learned from watching that video). And I was led to believe that these engines are designed to operate at higher RPM's if need be. Take it easy on me, Im new to Honda!! haha

Yeah, vtec doesn't really protect the motor, so the effects of shifting at higher rpms are definitely going to wear more, just like with any engine.

Anyone please.Ineed to know what parts i should buy first.Imjust starting to sup up 99 civic d16 y8. I alreddy have coldair intake and muffler. just need to know a some what ofa 123 setup guide.. i rely dont want to buy parts that need more parts to make a difference.do u juys know what i mean?lol Thanks to all to how reply, TIM

sorry people i posted in wrong area above. ,thanks tim

great vid...man..

ORIGINAL: manbearpig

yes, i know that...... I wasnt talking about coasting at high RPM's, my question wasmoreso directed to when to shift. Is it significantly worse to shift at around 4-4500 Rpms than it would be to shift around say3-3500?

I mean this is probably a dumb question, but seriously I dont know anything about V-Tec (other than what I just learned from watching that video). And I was led to believe that these engines are designed to operate at higher RPM's if need be. Take it easy on me, Im new to Honda!! haha


Check your book for the recommended shifting points (rpms & mph)

Awesome info! Does the mitsubishi mitec work in a similar way?

Not how Vteck works on all cars thow. Heck Ford has Vtec that retartds the exhaust cam for economy only not preformance. And its accomplished with a variable cam gear hydronicly controlled

I know this video is long, but incredibly interesting. It includes a section about the i-vtec system. I may be wrong but for some engines like this is the variable valve timing only just retarding the intake values closer? That's what it makes it seem with this engine.

http://world.honda.com/HDTV/news/2005-4050705a/

If you don't care about anything else, the i-vtec explanation is around the 2 minute mark

Pretty good video. Kinda confusing at some points but it worked pretty well to get the gist of how VTEC works.

Actually, i may have been wrong with the AEM EMS being able to adjust the vtec point, i think you have to do something to it but i can't find out what.

anyways, it wasn't the RSX, but the TSX that was tested on the December 2006 issue #93 of Import Tuner. they sent back the ecu to have hondata reflash it to change it to the best cam profiles where they shifted the vtec point to 4850 instead of 6000 rpms. with this change, the torque line truely was smooth and linear. during the vtec kick in, there was a gain of 38 hp and 34 lb-ft but they mention that the drawback is that the driver can no longer feel nor hear the vtec activate, disapointing many drivers.

Put an aftermarket short ram intake, and you WILL hear the VTEC switchover... it's like night and day once you get rid of the pesky sensory-depraving resonator.

Awesome!!!!! Good work!!!!:D

Cool, nice video.