Honda created the VTEC (Variable Valve Timing & Lift Electronic Control) technology to increase a four-stroke internal combustion engine’s volumetric efficiency, which leads to better performance at high RPM and less fuel usage at low RPM. The VTEC system alternates between two (or three) camshaft profiles using hydraulic pressure. Ikuo Kajitani, a Honda engineer, created it. [1][2] It differs significantly from conventional VVT (variable valve timing) systems, which just alter the valve timings and make no adjustments to the camshaft profile or valve lift.
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What makes Honda VTEC unique?
In essence, the VTEC system blends high-RPM performance with low-RPM fuel efficiency and stability. Additionally, the changeover happens smoothly, enabling consistent performance across the entire powerband. The engine computer manages the switching process between the two cam lobes.
Does VTEC increase a car’s speed?
Honda created the Variable Valve Timing & Lift Electronic Control (VTEC) technology to improve the overall performance, efficiency, and fun factor of their vehicles. The technology has become a well-known meme as a result of its frequent use in Fast and Furious movies. Few people are aware of the mechanics behind the expression “VTEC just kicked in, yo!” What you need to know about the system is provided here.
Honda VTEC—is it a turbo?
Through the use of three essential technologies—Dual VTC for Intake and Exhaust, Direct Injection System and Exceptional Tumble Intake Port, and Highly Responsive Turbocharger with Electronic Wastegate—VTEC Honda’s TURBO achieves high fuel efficiency and exciting power.
VTEC: Does it use more fuel?
When Honda’s R&D team reached the first milestone with the REV (Revolution-modulated valve control) valve stopping mechanism, the enormous effort of creating a smarter engine officially began. The system was designed to be able to shut down several valves at once in order to maximize airflow, provide stable idling, and improve smoothness for low- to medium-powered engine operation. The Honda CBR400F motorcycle used this brand-new advancement for the first time in 1983. Honda then set out to innovate the four-wheel drive after greatly improving the 2-wheelers.
Honda created the DOHC (Double Overhead Camshaft) VTEC system for autos from the REV used in motorcycle engines. A four-stroke internal combustion engine’s volumetric efficiency was increased by the DOHC VTEC, leading to stronger performance at high RPM and decreased fuel consumption at low RPM. The VTEC technology has completely altered the way the world views engines since it was originally introduced in 1989.
The VTEC engine made its debut in India in 2000 and has since established a legacy. The VTEC system had numerous upgrades over the years, with i-VTEC being the most significant (where “i stood for intelligent). The VTC (Variable Timing Control) and VTEC processes were combined in this technology to offer a very effective and excellent performance.
Honda stopped utilizing VTEC when?
The 2017 Honda Civic Si will include a turbocharged engine, which is a first for the trim, and will go on sale next month for around $20,000. The 1.5-liter engine has the same 205 horsepower as the old 2.4-liter four with naturally aspirated gas. However, compared to the normally aspirated engine, torque is up 18 lb-ft to 192. The Civic Si should be enjoyable to drive because it has more power accessible lower in the rpm range and a standard six-speed manual transmission.
A sport-tuned suspension with firmer springs and antiroll bars helps to improve car control. Honda claims the new Si is substantially lighter than the previous version (without providing details). A two-mode adaptive damper system (sport and normal), a limited-slip differential, and larger 12.3-inch front brake rotors are all included as standard equipment.
The coupe and sedan both feature subdued design (at least compared to the Type R). The Si gets wider side vents at the back, black trim on the front fascia, 18-inch, 10-spoke wheels, and center-exit exhaust. No flashy body kits or extraneous wings are present.
It will be interesting to see how the 2017 Civic Si stacks up against rivals like the Ford Focus ST, Subaru Impreza WRX, and Volkswagen Golf GTI. With starting costs in the mid-$20,000 range and greater power than the Si, the competition may damage Honda’s new Si. Alternately, the Si could triumph despite lacking VTEC. As soon as we can get behind the wheel, we’ll let you know.
The best VTEC engine: which one?
The B18C6 is one of the best-rated Honda VTEC engines. This 1.8L 4-cylinder engine was installed in Honda Integra and Acura Integra Type R models sold worldwide from 1999 to 2001. For a car that was so light, its 195 horsepower and 130 pound-feet of torque were excellent. Additionally, it had a redline of 8400 RPM, while VTEC began to operate at 5700 RPM.
Because it was simple to alter and had that distinctive DOHC VTEC sound when you approached the VTEC engagement point, the B18C platform rose to great popularity. This results in a lot of power in the higher RPM ranges, making the cars they are in feel sportier and more enjoyable.
The B18C is still recognized as one of the best VTEC motors ever made, and it continues to be in high demand all over the world. If you’re looking for an excellent, low-mileage B18C, be prepared to pay more.
VTEC vs i-VTEC: Which is superior?
Honda added i-VTEC, which effectively stands for Intelligent VTEC, for you if variable valve timing wasn’t hard enough before. Since its introduction in Honda vehicles in 2001, almost all of their performance engines have utilised it.
The above-mentioned architecture is used in conventional VTEC engines. Only the lift and duration offered by the two distinct camshaft lobes or profiles can be controlled by this technique. In order to have better control over valve timing, Honda created and combined what is known as i-VTEC, or VTC with VTEC.
Variable timing control (VTC) allows the camshaft to be advanced or retracted in order to manage valve overlap. The exhaust valve never opened and closed simultaneously in conventional VTEC engines because the intake valve always opened first. With VTC, the camshaft lobe angles can be adjusted to allow the valves to overlap or open simultaneously. It can be altered at various RPM levels due to its changeable nature.
So, What’s the Difference Between VTEC and i-VTEC?
By allowing for camshaft angle modifications, i-VTEC adds more valve timing control. The valves must open and close differently for each RPM range in order to operate at their peak performance at both low and high RPMs. The main distinction between VTEC and i-VTEC is that the former does this.
In contrast to the conventional VTEC, i-VTEC offers a smoother power band and improved performance at both high and low RPMs.
When does the VTEC start working?
In 3-Stage VTEC, the timing and lift of the intake valves are managed by three separate cam profiles. Since there isn’t much room in this version of VTEC because it was built around a SOHC valve head, it can only change how the intake valves open and close. In this application, conventional VTEC performance and low-end VTEC-E fuel economy advantages are combined. In 12-valve mode, which is used between idle and 2500–3000 RPM depending on the load, one intake valve fully opens while the other very minimally does so to avoid fuel from accumulating behind the valve. This 12 Valve mode causes the intake charge to swirl, improving low end performance and fuel economy by increasing combustion efficiency. Depending on the load, one of the VTEC solenoids engages at 3000–5400 RPM, causing the second valve to lock onto the camshaft lobe of the first valve. This technique, also known as 16-valve mode, mimics a typical engine operating mode and enhances the mid-range power curve. Both VTEC solenoids are now engaged at 5500–7000 RPM, causing both intake valves to use the middle portion of the camshaft. Peak power is produced at the highest end of the RPM range by the third lobe, which is optimized for high performance.
In a more recent version of 3-Stage i-VTEC, VTC and PGM-FI were merged to allow the ECU to regulate the whole spectrum of modes and archive higher performance and fuel economy advantages. The Honda CR-Z can continuously transition between low-end and standard modes between 1000 and 2250 rpm and engage high cam mode from 2250 rpm and above on SOHC.
Does every Honda have VTEC?
If you have any interest in high-performance vehicles, particularly those made in Japan, you’ve probably heard of Honda’s powerful VTEC engine. The primary source of Honda’s renown is this. Although VTEC has continued on turbocharged Honda engines like the current Type R Civic, it is their four (and six) cylinder normally aspirated engines’ ace in the hole. VTEC has the ability to improve performance, boost economy, and cut emissions. Honda has successfully employed it for all three of these objectives over the years. Are all Hondas VTEC, though? You’ll get the solution to that question in this article.
VTEC has also influenced the development of the “VTEC Just Kicked In Yo” meme genre on the Internet:
But what precisely is VTEC? How is better performance achieved? Does every Honda have VTEC, too? These questions and more will be addressed in this installment of Car Facts.
VTEC is almost universally found in modern Honda models, but it wasn’t always this way. Not a single Honda vehicle had it a little over 30 years ago. Honda gradually integrated it across its whole lineup after first keeping it for performance vehicles. To discover more about what VTEC does, which Hondas have it, and why, let’s take a closer look at how it functions.
Which motors feature VTEC?
The 1.8-liter engine in the HR-V, however, uses VTEC to regulate the timing of both intake valves at higher speeds and one intake valve at lower speeds, but not lift.
Although the intake and exhaust valves in Honda’s turbocharged four-cylinder engines have variable valve timing, the lift valves do not. According to Honda, this variation of VTEC controls the intake and exhaust camshafts separately, enabling valve timing to be adjusted for a range of driving circumstances. The Accord, Civic, Civic Si and Type R, and CR-V all employ this technology.
The Odyssey, Passport, Pilot, and Ridgeline’s V-6 engines have variable intake valve lift and timing, and VTEC combines with cylinder deactivation to function in a three-cylinder mode.
VTEC timing changes, though?
Although trademark deterioration may not have an effect on the environment, marketers have observed the lexical transition of some brand names into generic terms. Yes, other businesses that manufacture ice-resurfacing equipment have gone through the same transformation as Kleenex, Band-Aid, Xerox, and Zamboni. Honda’s VTEC, or Variable Timing and Lift Electronic Control, errs dangerously close to name-interchangeability with other variable-valve-timing systems, including some of its own variations on the theme.
Honda’s early 1980s experimentation with VTEC led to an internal-combustion revolution that impacted almost every brand. The most straightforward of the resulting variable-timing systems uses cam phasers, or devices that alter how the crankshaft and camshaft interact (s). Only for valve timing, phasers offer a range of adjustment. VTEC, on the other hand, alters three parameters—valve timing, duration, and lift—in a stair-step manner by switching between two or more distinct cam profiles.
In 2001, Honda combined the two worlds by integrating the relatively straightforward cam phasers into the already intricate VTEC system. Honda has transformed VTEC into a family of distinct systems that include diverse combinations of a core set of technology, beginning a kind of controlled trademark erosion. Here’s how they function:
VTEC
The computer controls oil flow (A) through the rocker shaft as the revs increase. This moves a pin (B) that locks the two intake valves on each cylinder’s low-rpm rocker arms (C) to the high-rpm rocker (D). A modified cam profile used by the third rocker is better suited for faster engine speeds. Early VTEC performed quite similarly to the fundamental mechanism in use today.