I think that's a problem with my channel haha is that it's still fairly difficult to find, but I'm glad you found it and even more glad you enjoy it. Cheers!
I learnt this at collage over 10 years ago but i wish you where the lecturer you explain it alot better and also you are very easy to understand. Top vid
I love watching your videos, they are all so informative. I learn so much more from being able to visibly see your explanation rather than reading! Thanks for sharing your knowledge!
I don't know how i ended up here, but i saw one video, then another and so on.. your videos are great!!! i've seen all those things about cars and i 've never knew what the heck they mean.. keep doing this i'm learning quite a lot!! greetings!!
They're different. Basically they don't use springs, instead they have a locking mechanism that forces the valve open and closed, instead of relying on a spring to push the valve back open. Wiki has a good illustration to better understand how it works.
It's difficult to say, since engines that incorporate VTEC are much higher revving, taking advantage of the added airflow. Check out my video on hp vs. torque if you haven't yet. With added rpm you have added power, it's basically a multiplier. But if you were to simply add vtec to an engine and not rev higher, the gain would be relatively minimal.
Because even at WOT in lower RPM the cam design allows for plenty of airflow. It's at the higher RPM where it struggles to get enough air, since it has so much less time to do so.
I think you're missing another key feature of vvtec being that by closing the exhaust and intake valves at different points of the combustion cycle to crest vacuum in the cylinder and use the momentum of the cylinder and not combustion of gas to cycle the cylinder allowing you to use less fuel.
It may provide a minimal gain in power, yes. Otherwise it would seem like the system should just use a single, long lift duration cam, rather than a complex variable timing system.
Perhaps there's some code that would allow you to do this, though I'm not sure why you would. It's done for increased efficiency across the entire RPM range.
1, Most systems these days have both analog and digital operating parts, and VTEC is one of them. 2, VTEC systems are controlled by ECU, which is a digital control unit.
I don't see any limitations. The only thing that would actually contact the additional pressure would be the valves, when they're closed during the power stroke.
Sorry, it was late last night when I wrote that, lol! Looking back at it, I can kinda see that I was goin' for a comparison, but at the same time, I was too tired to see that I was over-thinking it, lol! Basically, Honda got the best performance out of their engines in low, mid and higher RPM's. I think I got it now, lol!
You seemed to miss the part about the million unicorns that get crammed inside the engine, and at around 5500 rpm they all fart at the exact same time. As moog would say, its unicorn boost. #Facts #MCM
I finally understand this black magic called VTEC! Good explanation, I finally have a basis for how all these variable valve timing systems work now...By the way, are you a Mechanical Engineering major, assuming you're in college? Seems like you've really got a good handle on most automotive concepts...
hi Engineer Explained. can you explain simply whats the difference between mechanical, hydraulic and ellectronic VVT? Is VTEC hydraulicbecause there runs oil? is that hydraulic VVT where camshafts angle is changed by phaser (ois runs into it)? is BWM's valvetronic electronic? sorry and thanks in advance
Thank you for such a detailed explanation i have one of this 3 stage 2 solenoids SOCH heads installed in a D13B engine an I do not have the 3 stage ECU on it but the regular one for non VTEC, now the question is how the solenoids work, is it that Stage 1(Low range 12 valve mode) is both solenoids off, Stage 2 (normal mid range 16 valve operation mode) only 1 solenoid on and stage 3 (full VTEC mode) All solenoids on? Thanks for the answer! If you guys are wondering why I do not get the proper ECU is because I'm building my ownVTEC controling electronic system that allows me to select the RPM's range in wich the VTEC is going to quick in and out, excelent for turbo VTEC Projects...
If you are building your own VTEC Controller, then I believe it would be you who decides how the Stages are activated and when. Why are you asking this question here? Here is my best shot at your question, based on the video description, both solenoids off would be stage1 (economy mode 12valve operation). 2 solenoid on, is likely to be stage 2 (standard mode 16v operation) and 3 solenoids on is stage 3 (high lift cam profile). I think it is possible that stage 3 works with only 2 solenoids on but I doubt it. I guess using tach signal and a digital counter and perhaps a timer, or maybe a microcontroller that will count the engine rpm and then use 3 digital outputs to energize the solenoids. The logic for basic enable I believe would be something like Solenoid 1 Output is True when RPM is > Stage 2 Lo Limit Solenoid 2 Output is True when RPM is > Stage 2 Lo Limit && RPM is < Stage 3 Lo Limit Solenoid 3 Output is True when RPM is > Stage 3 Lo Limit I am sure there is more elegant way but its been a while. Good luck with your project.
Another suggestion, I know you e a bunch of suggestions. But since your a partner know, I guess you can't have enough ideas. Congrats. Can you do video on vtec controllers
Very nice explanation. You managed to dumb it down enough for a functional moron, like me, to understand. I always wondered what that meant. Jeez, a lot of extra parts to go wrong and be expensive to fix. Great job !!
My 3 stage VTEC mode is :1) 1 Valve (/cylinder) open at normal high. 2) 1 Valve open at normal high, 1 valve open higher (with VTEC cam lobe). 3) Both open with VTEC cam lobe. So I kill (remove) the second normal cam lobe, and only open with the VTEC cam lobe. But I don' know it will work or not (all my design just at my book now).
Jason you explain things WELL! When did they start making a three stage? I drove newer Honda, it seemed to have a much smoother transition compared to the earlier V TECH engines.
Great videos, if you could add some computer images instead of drawing the components will be great, not that your drawing is wrong but sometimes it is hard to read the leyends on the drawing. Great Explanition.
Very cool system, I would imagine those pins would be under some serious shear force when they get deployed and catch the slot at 5000+ RPM. What prevents those pins and slots from getting ripped apart considering the forces they are under? Exceptional material engineering?
Its simple. The pins are pretty short and the distance between the two attack points, where the force is applied is also short. So lets say the the pins have to take 400Nm. The distance is 0.0001m. So the force is just 0.04N. I hope i could explain it to you well enough and that you know the laws of physic.
...I sat and I listened, but I wanna make sure I understand...when the VTEC engine reaches it's 3rd and finale stage, a larger set of cams take over? If so, would it be too far of a stretch to say that the 3rd stage is like instantly swapping the camshaft of a 5.0 V-8 for an oversized cam?
When I first bought my Civic with the V Tech, I race a n/a v six Accord, just to see how close I would come,he cleaned my clock. I guess that extra eighty horse power or so made a difference.
Could you do a video on Cargine free-valve system. Think it would be a good supplementary video in your collection. Koenigsegg mentioned they're trying to apply it to their engines so its not exactly vapour-ware.
Well it's a Honda so... wouldn't happen. Kidding aside, some cylinders would simply get more air, it may cause a minor vibration but I don't think it'd be detrimental.
Love your videos man!!! But I have a question, why don't manufacturers try and work with electronically operated valves (like may be with some sort of a electronically controlled linear actuator) rather than the camshaft system. Then they can just get rid of all these mechanical parts that have so much weight, wear down and increase the complexity of the system. And to reconfigure the valve timings you just reprogram the controls rather than redesign the whole system.
Thanks Denny! What I had in mind was that the engine doesn't care about what drives the valve, so what if we put an electronically driven hydraulic/pneumatic/electromagnetic type actuator to drive the valve. First, there might be some sensors to sense the crankshaft angle/speed, engine temperature/pressure etc. Then there might be a computer/ecu that uses the sensor data to calculate the best time to open the valve or may be how much the valve should be opened. This computation can be hard coded into the ecu or can be adaptive. With this system you dont need to redesign the whole system when you want to reconfigure the valve timings or durations. Having said that I am pretty sure some big company is sure to have tried it out by now.
+imaderobotsoccerteam the crankshaft is needed for the piston to push out the exhaust gas, so, if they get rid of them, it cost much more since a lot of electronic parts == need a professional to repair if any fault besides, the camshaft doesnt reduce any power of the car since it is small
+Dexaran I totally agree with you we dont need to replace the crankshaft. I pushes exhaust gases out as you said and also transmits all the power of the engine. What I meant to say was instead why not replace the 'camshaft'. The reason for that is that everytime you want to change the valve timing/setting (to get better economy or more power), you basically have to redesign the camshaft/valve assembly just like honda did for vtec. If you replace the camshaft with an actuator, you can change the valve timings with just a software update. Hope it is clear now.
why does the RPM determine this and not the throttle? if you have a wide open throttle at any given rpm shouldn't it be assumed power is more important than saving fuel? this would offer better power at low rpm as well. Is there a reason honda chose the RPM as the deciding factor of which "stage" the engine operates and not the throttle? or did they just not think of it that way? i'm curious thanks
Yeah I've tried to search your videos about VVTI, but I couldn't find it. But I've searched and read on some source that the differences between VTEC and toyota VVTI are that VVTI does not apply Variable Valve Lift, but only Valve opening duration. They (toyota) recently introduce VALVE MATIC, that should be similar to the Variabl Valve Lift. Toyota also boost their Dual VVT-i, if i am not mistaken it's about overlapping intake and exhaust valve opening that I am still confused how could that produce benefit output ? do you have video explaining on that ?
You mention more lift and duration. How about advance (or cam timing). Most variable cams are mainly about advancing the cam, or that is how the technology started. The VTEC incorporated more lift and duration sure, but the cam advance is a big part as well. Great video though. Thanks.
Hypothetical question; if i was to mod VTEC to have valves fully opened all the time, would that make a higher torque engine at low RPM? I know it would defeat the purpose of the vtec to save gas but ...
Heya. Thanks for the insight. These videos are awesome. I have a quick question. From what I understand from watching this, the oil pressure causes the first pin (Pin at the top) to move into place, locking the two top rocker arms together. Is this because as RPM's increase so does the oil pressure ? And secondly, how does the second set of pins go into the centre rocker arm at higher RPM's ? Do the Outside Rocker arms reach the pins regularly, but due to low oil pressure, don't go into the holes, locking the centre arm with the two side ones? I love what you are doing man ! Thanks in advance :)
still new and still learning but if i replace the VTEC silinoid on a Honda s2000 can you get 3 stage vtec or will this change the properties of the engine too much?
in this case, the engine honda d15b have a ecu that control the solenoid, when the RPM is up to 3000 the firsth solenoid activate and pass oil to open 16 valve under 3000 the engine run to 12 valve only, and up to 6,200 rpm the vtec in
Can you please make a video for i-vtec Troubleshooting? i owe a k24a3 i reved it like 20 times to get vtec kick in but i only had it 2-3 times to work... 😐🤔😥😣 i do know how to force it kick in btw but i am sure i do have a problem... thanks in advance!
no I have the D15B 3-stage Vtec (SOHC) and want to know if there's a way to bypass the first stage. So my motor will always run on 16 valves (normal mode and wild cam mode)
I think that's a problem with my channel haha is that it's still fairly difficult to find, but I'm glad you found it and even more glad you enjoy it.
Cheers!
There really are fantastically ingenious people out there.
Your welcome for the videos! Check out my FAQs for a detailed answer to your question, you can find the link on my "about" page.
Yes, I graduated this past May as a mechanical engineer.
I learnt this at collage over 10 years ago but i wish you where the lecturer you explain it alot better and also you are very easy to understand. Top vid
I Just Love the way you explain, I appreciate your efforts. You're a great teacher, Thanks Allot
I love watching your videos, they are all so informative. I learn so much more from being able to visibly see your explanation rather than reading! Thanks for sharing your knowledge!
Yes, it is basically equivalent to using cams (swapping) with larger lobes. Though I don't know where you're going with the 5.0 reference.
I don't know how i ended up here, but i saw one video, then another and so on.. your videos are great!!! i've seen all those things about cars and i 've never knew what the heck they mean.. keep doing this i'm learning quite a lot!! greetings!!
They're different. Basically they don't use springs, instead they have a locking mechanism that forces the valve open and closed, instead of relying on a spring to push the valve back open. Wiki has a good illustration to better understand how it works.
It's difficult to say, since engines that incorporate VTEC are much higher revving, taking advantage of the added airflow. Check out my video on hp vs. torque if you haven't yet. With added rpm you have added power, it's basically a multiplier. But if you were to simply add vtec to an engine and not rev higher, the gain would be relatively minimal.
Because even at WOT in lower RPM the cam design allows for plenty of airflow. It's at the higher RPM where it struggles to get enough air, since it has so much less time to do so.
Hmm, perhaps I can get into some driving at some point. I'm not that impressive of a driver - though I could definitely teach stick.
I still don't understand, but I liked the pretty colors.
oi mysize Something for everyone here.
if you dont know how the engine works and what are camshaft crankshaft and valves then you're not going to understand
@@dheyamika3559 i just watched some of his other vids and i understand mist of the other videos now 😬
check out the previous video on VVTEC
you have come along way in video delivery.. i like you.. even though im a fully trained time served mevhanic your still good and very useful..
So it's all about the engineered play of the camlobs and valves depending on the pedal response.
I'm constantly surprised on how good (clear) your diagrams are
I think you're missing another key feature of vvtec being that by closing the exhaust and intake valves at different points of the combustion cycle to crest vacuum in the cylinder and use the momentum of the cylinder and not combustion of gas to cycle the cylinder allowing you to use less fuel.
Once pressure is applied via a solenoid, and once the rockers are all aligned, the pins will pop into place.
your a beast at your drawings and explanations, keep it up man. ps you should become a auto shop teacher or something
Not necessarily, but it allows for greater tuning so you can have the car more efficient at lower speeds and more powerful at higher speeds.
Most intelligent mechanic engineer
You are really good at daigram.Thank you for your most valuale times for spreading with us,sir.
Thanks, I appreciate it!
It may provide a minimal gain in power, yes. Otherwise it would seem like the system should just use a single, long lift duration cam, rather than a complex variable timing system.
Perhaps there's some code that would allow you to do this, though I'm not sure why you would. It's done for increased efficiency across the entire RPM range.
Would be fairly similar, but with all of the cam lobes on a single cam, exhaust an intake close together (one in front of the other).
Some of the D engines, the D15B in the Japanese market has it - some late 90's early '00 vehicles. Wiki "honda D engine" for a big list.
Could be done at some point. Variable lengths or actually controlled variable manifold, if this exists?
as always an exxelently well explained video. Keep up the exxelent work EE
Possibly some sort of spring mechanism, or negative pressure, I'm actually not sure.
1, Most systems these days have both analog and digital operating parts, and VTEC is one of them.
2, VTEC systems are controlled by ECU, which is a digital control unit.
I don't see any limitations. The only thing that would actually contact the additional pressure would be the valves, when they're closed during the power stroke.
Nice explanation- thanks. I'll test drive the S2000 that's locally available this week with much better understanding.
Awesome! Please do!
Sorry, it was late last night when I wrote that, lol! Looking back at it, I can kinda see that I was goin' for a comparison, but at the same time, I was too tired to see that I was over-thinking it, lol! Basically, Honda got the best performance out of their engines in low, mid and higher RPM's. I think I got it now, lol!
They do!
You seemed to miss the part about the million unicorns that get crammed inside the engine, and at around 5500 rpm they all fart at the exact same time. As moog would say, its unicorn boost. #Facts #MCM
+David Allen one of my unicorns escaped
Try my best, thanks!
I finally understand this black magic called VTEC! Good explanation, I finally have a basis for how all these variable valve timing systems work now...By the way, are you a Mechanical Engineering major, assuming you're in college? Seems like you've really got a good handle on most automotive concepts...
Great! I am waiting for i-Vtec explaining! also Mivec is great! thank you!
I honestly believe that im gonna watch all your videos and become a car master and then drive in fast and furious or something!!!
you videos rock man! can you do one on the cam phasing or VTC found on k series honda motors, toyota celica 2zz engines, etc?
All of your videos are very helpful. Good job :)
Because airflow at low rpm isn't that restricted. It gets difficult to have proper airflow at higher rpm.
hi Engineer Explained. can you explain simply whats the difference between mechanical, hydraulic and ellectronic VVT? Is VTEC hydraulicbecause there runs oil? is that hydraulic VVT where camshafts angle is changed by phaser (ois runs into it)? is BWM's valvetronic electronic? sorry and thanks in advance
Thank you for such a detailed explanation i have one of this 3 stage 2 solenoids SOCH heads installed in a D13B engine an I do not have the 3 stage ECU on it but the regular one for non VTEC, now the question is how the solenoids work, is it that Stage 1(Low range 12 valve mode) is both solenoids off, Stage 2 (normal mid range 16 valve operation mode) only 1 solenoid on and stage 3 (full VTEC mode) All solenoids on? Thanks for the answer!
If you guys are wondering why I do not get the proper ECU is because I'm building my ownVTEC controling electronic system that allows me to select the RPM's range in wich the VTEC is going to quick in and out, excelent for turbo VTEC Projects...
Argeny Sandoval *SOHC
If you are building your own VTEC Controller, then I believe it would be you who decides how the Stages are activated and when. Why are you asking this question here? Here is my best shot at your question, based on the video description, both solenoids off would be stage1 (economy mode 12valve operation). 2 solenoid on, is likely to be stage 2 (standard mode 16v operation) and 3 solenoids on is stage 3 (high lift cam profile). I think it is possible that stage 3 works with only 2 solenoids on but I doubt it.
I guess using tach signal and a digital counter and perhaps a timer, or maybe a microcontroller that will count the engine rpm and then use 3 digital outputs to energize the solenoids. The logic for basic enable I believe would be something like Solenoid 1 Output is True when RPM is > Stage 2 Lo Limit
Solenoid 2 Output is True when RPM is > Stage 2 Lo Limit && RPM is < Stage 3 Lo Limit
Solenoid 3 Output is True when RPM is > Stage 3 Lo Limit
I am sure there is more elegant way but its been a while. Good luck with your project.
Thanks!
Excellent explanation and drawing. Thanks!
I would love to watch a video for i-VTEC. I imagine it works quite a bit differently that the old VTEC.
Another suggestion, I know you e a bunch of suggestions. But since your a partner know, I guess you can't have enough ideas. Congrats. Can you do video on vtec controllers
Appreciate all the vids bro really help-full, keep em' coming and how'd you learn all this stuff? Books, Vids, Websites, School? Thanks in advance!
How the hell are the timing the deployment of those pins so precisely, and how are those pins moving so fast to lock on the rocker arms?!
Amazing explanation bro!
Very nice explanation. You managed to dumb it down enough for a functional moron, like me, to understand. I always wondered what that meant. Jeez, a lot of extra parts to go wrong and be expensive to fix. Great job !!
Hondas never (rarely) go wrong.
I've had 2 Accords. One had 315,000 miles and the other 280,000 miles on it. Really liked them.
Yeah make sure you have oil in your car
really good explained thanks
My 3 stage VTEC mode is :1) 1 Valve (/cylinder) open at normal high. 2) 1 Valve open at normal high, 1 valve open higher (with VTEC cam lobe). 3) Both open with VTEC cam lobe. So I kill (remove) the second normal cam lobe, and only open with the VTEC cam lobe. But I don' know it will work or not (all my design just at my book now).
Jason you explain things WELL! When did they start making a three stage? I drove newer Honda, it seemed to have a much smoother transition compared to the earlier V TECH engines.
ok thank you so much for the reply..! Am your big fan and want you to explain how paddle shift works :)
Great videos, if you could add some computer images instead of drawing the components will be great, not that your drawing is wrong but sometimes it is hard to read the leyends on the drawing. Great Explanition.
Probably size, they're small and can be placed in tough locations.
Hi, can you explain the hyper-vtec that honda uses in some of their motorcycles such as the cb400?
.
Honda's tricky trick. Genius!!
I would assume they would be used exclusively with DOHC, does your car have it?
no
Very cool system, I would imagine those pins would be under some serious shear force when they get deployed and catch the slot at 5000+ RPM. What prevents those pins and slots from getting ripped apart considering the forces they are under? Exceptional material engineering?
Its simple.
The pins are pretty short and the distance between the two attack points, where the force is applied is also short.
So lets say the the pins have to take 400Nm. The distance is 0.0001m. So the force is just 0.04N.
I hope i could explain it to you well enough and that you know the laws of physic.
That's really cool, I did not know that. Thank you.
Great explanation. Thanks.
In the "vtec" video as well as in this one you talked about the valves opening wider at higher rpms but do they also open sooner for timing issues?
User manual, companies are sure to brag about technology that costs them a lot of money.
clear & concise - thanks!
I-VTEC stands for intelligent variable valve timing and electronic lift control.
...I sat and I listened, but I wanna make sure I understand...when the VTEC engine reaches it's 3rd and finale stage, a larger set of cams take over? If so, would it be too far of a stretch to say that the 3rd stage is like instantly swapping the camshaft of a 5.0 V-8 for an oversized cam?
When I first bought my Civic with the V Tech, I race a n/a v six Accord, just to see how close I would come,he cleaned my clock. I guess that extra eighty horse power or so made a difference.
f430 koenigturbo What model civic do you have and whats the engine? with slight modification you can outrun the accord easily.
Could you do a video on Cargine free-valve system. Think it would be a good supplementary video in your collection. Koenigsegg mentioned they're trying to apply it to their engines so its not exactly vapour-ware.
Well it's a Honda so... wouldn't happen. Kidding aside, some cylinders would simply get more air, it may cause a minor vibration but I don't think it'd be detrimental.
why are solinoids used in controlling the oil lines? what is the advantage?
Love your videos man!!! But I have a question, why don't manufacturers try and work with electronically operated valves (like may be with some sort of a electronically controlled linear actuator) rather than the camshaft system. Then they can just get rid of all these mechanical parts that have so much weight, wear down and increase the complexity of the system. And to reconfigure the valve timings you just reprogram the controls rather than redesign the whole system.
that's a good idea, less weight of the engine and so on. tho i still don't understand how the electronics control the valve sistem...
+Denny Rachmansyah *system
Thanks Denny! What I had in mind was that the engine doesn't care about what drives the valve, so what if we put an electronically driven hydraulic/pneumatic/electromagnetic type actuator to drive the valve. First, there might be some sensors to sense the crankshaft angle/speed, engine temperature/pressure etc. Then there might be a computer/ecu that uses the sensor data to calculate the best time to open the valve or may be how much the valve should be opened. This computation can be hard coded into the ecu or can be adaptive. With this system you dont need to redesign the whole system when you want to reconfigure the valve timings or durations. Having said that I am pretty sure some big company is sure to have tried it out by now.
+imaderobotsoccerteam the crankshaft is needed for the piston to push out the exhaust gas, so, if they get rid of them, it cost much more since a lot of electronic parts == need a professional to repair if any fault
besides, the camshaft doesnt reduce any power of the car since it is small
+Dexaran I totally agree with you we dont need to replace the crankshaft. I pushes exhaust gases out as you said and also transmits all the power of the engine.
What I meant to say was instead why not replace the 'camshaft'. The reason for that is that everytime you want to change the valve timing/setting (to get better economy or more power), you basically have to redesign the camshaft/valve assembly just like honda did for vtec. If you replace the camshaft with an actuator, you can change the valve timings with just a software update. Hope it is clear now.
why does the RPM determine this and not the throttle? if you have a wide open throttle at any given rpm shouldn't it be assumed power is more important than saving fuel? this would offer better power at low rpm as well. Is there a reason honda chose the RPM as the deciding factor of which "stage" the engine operates and not the throttle? or did they just not think of it that way? i'm curious thanks
Yeah I've tried to search your videos about VVTI, but I couldn't find it. But I've searched and read on some source that the differences between VTEC and toyota VVTI are that VVTI does not apply Variable Valve Lift, but only Valve opening duration. They (toyota) recently introduce VALVE MATIC, that should be similar to the Variabl Valve Lift. Toyota also boost their Dual VVT-i, if i am not mistaken it's about overlapping intake and exhaust valve opening that I am still confused how could that produce benefit output ? do you have video explaining on that ?
You mention more lift and duration. How about advance (or cam timing). Most variable cams are mainly about advancing the cam, or that is how the technology started. The VTEC incorporated more lift and duration sure, but the cam advance is a big part as well. Great video though. Thanks.
Hey, do you think you can explain how a Variable intake manifold works?
sir can you do an explanation about the mivec by misubishi and what is the difference of vtec and mivec.
excellent video
Hypothetical question; if i was to mod VTEC to have valves fully opened all the time, would that make a higher torque engine at low RPM? I know it would defeat the purpose of the vtec to save gas but ...
the question of Russia. on the engine with VANOS system, intake shaft at high rpm, mixed in advance or any delay? and the exhaust shaft?
Heya. Thanks for the insight. These videos are awesome. I have a quick question. From what I understand from watching this, the oil pressure causes the first pin (Pin at the top) to move into place, locking the two top rocker arms together. Is this because as RPM's increase so does the oil pressure ? And secondly, how does the second set of pins go into the centre rocker arm at higher RPM's ? Do the Outside Rocker arms reach the pins regularly, but due to low oil pressure, don't go into the holes, locking the centre arm with the two side ones?
I love what you are doing man ! Thanks in advance :)
Thank you again. Can't wait for the KERS video though especially I'm an F1 fan. As you can tell from my username :P
So, would a modified engine with a variable valve timing system always outperform a modified engine without the feature?
thank you very much very nice and interesting video
still new and still learning but if i replace the VTEC silinoid on a Honda s2000 can you get 3 stage vtec or will this change the properties of the engine too much?
Great vid Man! just had a question, In Low RPMs why doesnt the bigger cam lobe rotates? It is still attached to the camshaft....
in this case, the engine honda d15b have a ecu that control the solenoid, when the RPM is up to 3000 the firsth solenoid activate and pass oil to open 16 valve under 3000 the engine run to 12 valve only, and up to 6,200 rpm the vtec in
My question is. Whats the difference between V-Tech and Variable Valve Timing?
Where do you source all this information. Do you do your own research or do you shadow somebody that works with vehicle engineering?
He's probably an engineering student...
+OPlegends yes as an engineering student you have your textbooks and brain to work with
Is says that there are only 12 valves working on the Low Range Rpm on the 3 Stage Vtec, my question is is it the same on a regular Vtec too?
Can you please make a video for i-vtec Troubleshooting? i owe a k24a3 i reved it like 20 times to get vtec kick in but i only had it 2-3 times to work... 😐🤔😥😣
i do know how to force it kick in btw but i am sure i do have a problem... thanks in advance!
how does Desmodromic valve's work? do they have a vvti or vtec like setup or
are they just something totally different?
I saw three stage VTEC and I was like OMG?!!! 3 STAGE?!!
Can I take advantage of the 3 stage vtec if i use hondata s300? Or would I need the original ecu?
no I have the D15B 3-stage Vtec (SOHC) and want to know if there's a way to bypass the first stage. So my motor will always run on 16 valves (normal mode and wild cam mode)