Vtec is there to remind the neighbor hood you've yet to fix that exhaust leak

@carpartsandexhaustfarts

4 жыл бұрын

Correct

Amazing bit of car knowledge, by a truly amazing guy.

@carpartsandexhaustfarts

4 жыл бұрын

Thanks! :)

@mattycheeze4131

3 жыл бұрын

@@carpartsandexhaustfarts sometimes when I am lonely I will shave one leg so it feels like I’m sleeping with a woman 👩🏼

I have this saved so I don't have to keep typing to explain. Let's use the K series for example. It has performance i-VTEC engines that feature VTEC on both camshafts, economy i-VTEC engines that feature VTEC only on the intake side, and the other economy i-VTEC engines that feature integrated exhaust manifolds. With economy i-VTEC, it doesn't "kick in" like traditional VTEC, its for fuel economy lol. Basically the economy i-VTEC only "kicks in" when driving like a grandma with a steady throttle and not the lead foot like her grandchild lol. It is not like the iconic SI with performance cams that kick in around 5k RPM. And yes I know VTEC kicks in at different RPM then 5k on the SI, but is it performance or economy? VTEC is meant to have high performance at high RPM and low fueI consumption at low RPM period, i-VTEC just made that more intelligent and confusing with its three types of i-VTEC lol. R18 engine for example is a version of an economy oriented i-VTEC that is different (even different then VTEC-e, 3-stage i-VTEC). Under the right engine load and engine speed conditions the eco i-VTEC system switches to a cam that delays the intake cam closure by extending the duration so that the piston pushes out fuel-air mixture back through the intake causing the engine to operate in an Atkinson-Cycle mode. The loss in power from going into the Atkinson cycle is compensated for automatically by the ECU opening up the throttle more (without you having to adjust with your foot on the accelerator). So it improves fuel economy two-fold by (1) reducing pumping loss by opening of the throttle body plate to give less restriction to the intake path and (2) going into the Atkinson-Cycle which uses fuel more efficiently by having a longer combustion stroke than effective intake stroke giving more time for the fuel-air mixture to combust. This also decreases emissions but who cares about that lol. There is no VTEC characteristic torque bump either. VTEC is a tricksy hobbit. All kinds of conditions. Engine RPM, vehicle speed, engine load, throttle position, coolant temperature, oil pressure etc. Can't just think RPM with VTEC kids, so many variables in this equation. Okay Economy i-VTEC explained: Although similar in many ways, the economy i-VTEC version of Honda's variable valve timing is different enough to command its own nickname. Much like Honda's emissions-conscious VTEC-E of the mid-1990s, impressive power figures were not the primary concern when developing these engines. Most notably, their exhaust camshafts are stripped of VTEC and their intake camshafts feature only two lobes and two rocker arms per cylinder instead of three. Prior to VTEC engagement, economy i-VTEC engines make use of only a single intake valve per cylinder, even though they do indeed feature 16-valve cylinder heads. The remaining intake valve cracks open slightly-just enough to prevent unburned fuel from pooling up behind itself. Also known as valve idling, the process allows the engine to operate using a conservative amount of fuel at low engine speeds with improved power at higher engine speeds when both valves open and close normally. Even VTC is tuned differently, with low emissions paramount. As a result, a unique swirl develops inside of the combustion chambers as well as an extremely lean air/fuel mixture, resulting in impressive combustion and fuel efficiency, but not a whole lot of power. At a predetermined engine speed, the secondary intake valve opens, at which time the valvetrain operates, as you'd expect. Unfortunately, overall lift and duration don't increase like with traditional VTEC engines. Unlike performance i-VTEC cylinder heads, economy i-VTEC top-ends also exhibit an awkward groove cut into the walls between each intake valve, which plays a role in their single-valve VTEC operation, but costs in terms of airflow and performance. To the disappointment of Honda fans everywhere, as of the 2012 model year, only economy i-VTEC engines are offered. Underneath, economy i-VTEC engines share some of the same characteristics as the performance-oriented K-series. The blocks are essentially the same, the crankshafts are similar but not as thoroughly counter-weighted, and their connecting rods share similar geometry albeit a generally thinner and weaker design. Their pistons are where most of the differences lie, though. To help with emissions, many economy i-VTEC pistons feature a rounded dish on top that, together with their curious intake valve operation, help further promote the swirling effect. Economy i-VTEC engines are also missing under-piston oil squirters (although provisions for them are still there), which help promote lower temperatures but aren't necessarily needed when upgrading to forged pistons. Underneath, a more conventional stamped-steel oil pan can be found on most economy i-VTEC engines, which is in stark contrast to performance i-VTEC engines' more rigid aluminum versions. NOW Performance i-VTEC explained: Unofficially known as performance i-VTEC, such engines feature Honda's most impressive valvetrain to date. At the heart is something you've heard of: VTEC. Like its predecessors, inside the cylinder head lies Honda's hydraulically operated variable valve timing system. Simple and elegant, VTEC allows the engine to alternate between two different camshaft profiles depending on various conditions. In terms of i-VTEC engines, though, there's more, and it's called Variable Timing Control (VTC). Here, a specialized camshaft gear allows for continuously variable intake camshaft phasing throughout the RPM range. Based upon all sorts of things that the driver needn't worry about, like camshaft position, ignition timing, exhaust oxygen content, and throttle position, a 50-degree range of camshaft phasing can occur (25-degree range on K24A2). Much like VTEC, the camshaft gear is electronically controlled and hydraulically driven, resulting in reduced timing at idle and advanced timing at higher engine speeds, which increases valve overlap and power. Fittingly, the "i" in i-VTEC stands for intelligent and, together, VTEC and VTC offer an unprecedented balance between performance and emissions. The advantages up top span beyond the valvetrain. In terms of airflow, performance i-VTEC cylinder heads shame even the best of B-series top ends. This is, in part, due to oversized valves-2 mm larger than B-series VTEC engines. Performance i-VTEC engines also feature more optimally shaped intake and exhaust ports when compared to the B-series and larger ports when compared to other K-series engines. On the intake side, they form a nearly straight path. On the exhaust side, they're free of the humps typically found within B-series ports. K-series engines also benefit from sophisticated roller rocker arms, which reduce valvetrain friction and allow for all manner of billet camshafts. This is in stark contrast to older Honda engines that feature standard, pad-style rocker arms. Down below, every 2.0L engine features a 86mm bore and 86mm stroke. Also known as a square design, such engine architectures are a good compromise between decent low-end torque and adequate top end power. The 2.4L engine's over-square design, which features a longer stroke and slightly larger bore, results in more torque, but at the expense of any additional top end power. In terms of crankshafts, each is forged from high-quality steel, but only performance i-VTEC versions feature a fully counter-weighted design. Performance i-VTEC engines also feature under-piston oil squirters for increased cooling, stronger connecting rods and, generally, higher-compression pistons. In terms of North American-spec and Japanese-spec K-series engines, the K20A2, K20Z1, K20Z3, K24A2, K20A, and K24A all share a similar i-VTEC architecture. Although engine geometry and ancillaries such as intake manifolds, throttle bodies, and exhaust manifolds may differ between them, they all share more in common than not and make up some of the most desirable K-series engines.

@carpartsandexhaustfarts

3 жыл бұрын

Wow, a very comprehensive and in depth explanation. Thank you for the clarification and expansion. I have another video that you may have seen in which I focus in on just the R18 where I talk about a lot of this is greater detail. Thank you very much for the informative comment.

@mattmag8776

3 жыл бұрын

Damn bro wrote a whole book for a KZread comment

@Mexha36AdBot

3 жыл бұрын

This is very informative! Thanks for this 👍

@Miguelc-do8yx

2 жыл бұрын

@@mattmag8776 lmao

@rexsongodinho5623

2 жыл бұрын

@@mattmag8776 yeaah

Thanks, great explanation. 😎👍

very good video!

@carpartsandexhaustfarts

3 жыл бұрын

Thank you!

Great vid

@carpartsandexhaustfarts

3 жыл бұрын

Thank you!

I love vtec and i-vtec

My TL's 3.2 VTEC is sweet! Mucha fuerza!!

@carpartsandexhaustfarts

7 ай бұрын

Good ol J series knows how to party!

It's not set at 5000revs. I depends on the type of engine. It kicks in at 3850rpm on a Euro R18A2. A Euro Type R doesn't kick in till 5850rpm U.S. K24 is no doubt set at around 4850rpm like you say.

@tvgbrowns2527

9 ай бұрын

mine tuned to kick attt 4500rpme

Hey it's Dom from the podcast

@bananajoeoriginal

4 жыл бұрын

240sx s13 u should make videos

@carpartsandexhaustfarts

4 жыл бұрын

@@bananajoeoriginal That's a fact. Me and Dom will be making more stuff together when this whole shelter in place order ends.

@delorean8757

4 жыл бұрын

@@bananajoeoriginal don't have a KZread channel

I got that econo vtec

Have you had to adjust the valves?

@carpartsandexhaustfarts

4 жыл бұрын

I have not yet, but I believe the previous owner did, although I'm not sure.

what rpm does vtec kick in in my 2008 acura tl?

@TechGamer-yh6mh

2 жыл бұрын

Around 4K or 3500

Question... is it recommendable to put dura lube in honda accord 96model Vtec engine.. i need to know your recommendation... hope u reply..

@carpartsandexhaustfarts

4 жыл бұрын

Thank you for the question, unfortunately I do not have an answer for you. I'd say it should be okay, but I would consult your owner's manual and forums, there are lots of people who are much better suited to answer that question.

I'm still not sure if the R18A1 has vtec or not

@razy7609

2 жыл бұрын

If this is a serious question, it does.

@Noahsanchezfx

2 жыл бұрын

@@razy7609 it has i-vtech

In this type of motor the vtec work in low rpm for fuel economy in this case the vtec is not for horsepower

8th gen si wouldve been slighty better suited for this video lol.

@carpartsandexhaustfarts

3 жыл бұрын

I didn't have access to one until very recently, that vid is coming soon. You're totally correct though, just use your imagination.

Just doesn’t explain this difference economy and performance variant of I-VTEC.

"once you get this point, vtec has kicked in" me: "YO"

3 wheelers r best

@carpartsandexhaustfarts

4 жыл бұрын

Honda do make some banging three wheeler doe

why there is no effect in your video when you push the pedal?