Cambridge Institute of Technology, Bangalore

K R Puram, Bangalore - 36

Department of Mechanical Engineering

Certificate
This is to certify that Mr KARTHIK KUMAR. H of VIII semester
Mechanical Engineering, USN 1CD12ME038 has presented a
technical seminar on the topic i-VTEC on 16/03/2016 as prescribed
by VTU for BE course.
The detailed original report of the technical seminar is submitted
to the department for evaluation.

Signature of candidate with date

Signature of Internal guide with date

Coordinator with date

Signature of
Marks awarded

50

Signature of HOD with date

Visvesvaraya Technological University, Belgaum

Technical Seminar
On

i-VTEC
Presented
By
KARTHIK KUMAR. H
(1CD12ME038)
Under the Guidance of
SUHAS. U
Assistant Professor

(2014-15)
Department of Mechanical Engineering
Cambridge Institute of Technology
K R Puram, Bangalore-36
2015-16

I-VTEC REPORT
ABSTRACT
The most important challenge facing car manufacturers today is to offer vehicles that deliver
excellent fuel efficiency and superb performance while maintaining cleaner emissions and
driving comfort. This paper deals with i- VTEC (intelligent-Variable valve Timing and lift
Electronic Control) engine technology which is one of the advanced technology in the IC engine.
i- VTEC is the new trend in Hondas latest large capacity four cylinder petrol engine family. The
name is derived from intelligent combustion control technologies that match outstanding fuel
economy, cleaner emissions and reduced weight with high output and greatly improved torque
characteristics in all speed range. The design cleverly combines the highly renowned VTEC
system - which varies the timing and amount of lift of the valves - with Variable Timing Control.
VTC is able to advance and retard inlet valve opening by altering the phasing of the inlet
camshaft to best match the engine load at any given moment. The two systems work in concern
under the close control of the engine management system delivering improved cylinder charging
and combustion efficiency, reduced intake resistance, and improved exhaust gas recirculation
among the benefits. i- VTEC technology offers tremendous flexibility since it is able to fully
maximize engine potential over its complete range of operation. In short Honda's i-VTEC
technology gives us the best in vehicle performance.

TABLE OF CONTENTS

 INTRODUCTION
NEED OF i-VTEC TECHNOLOGY
HISTORY
i-VTEC MECHANISM
i-VTEC SYSTEM LAYOUT
FUTURE OF i-VTEC
INTELLIGENT-VTEC THE NEXT GENERATION
CURRENT STATE OF i-VTEC
TYPES OF i-VTEC ENGINES
i-VTEC IMPLEMENTATION
APPLICATION
FUTURE TRENDS
ADVANTAGES
DISADVANTAGES
CONCLUSION
REFERENCES

1. INTRODUCTION

1.1 i- VTEC
Honda i-VTEC (intelligent-VTEC) has VTC continuously variable timing of camshaft phasing
on the intake camshaft of DOHC VTEC engines. The technology first appeared on Honda's Kseries four-cylinder engine family in 2001 (2002 in the U.S.). In the United States, the
technology debuted on the 2002 Honda CR-V.
VTC controls of valve lift and valve duration are still limited to distinct low- and high-RPM
profiles, but the intake camshaft is now capable of advancing between 25 and 50 degrees,
depending upon engine configuration. Phasing is implemented by a computer-controlled, oildriven adjustable cam gear. Both engine load and RPM affect VTC. The intake phase varies from
fully retarded at idle to somewhat advanced at full throttle and low RPM. The effect is further
optimization of torque output, especially at low and midrange RPM. There are two types of iVTEC K series engines which are explained in the next paragraph.

1.2 K-series
The K-Series motors have two different types of i-VTEC systems implemented. The first is for
the performance motors like in the RSX Type S or the Civic Si and the other is for economy
motors found in the CR-V or Accord. The performance i-VTEC system is basically the same as
the DOHC VTEC system of the B16A's; both intake and exhaust have 3 cam lobes per cylinder.
However the valve train has the added benefit of roller rockers and continuously variable intake
cam timing. Performance i-VTEC is a combination of conventional DOHC VTEC with VTC.
The economy i-VTEC is more like the SOHC VTEC-E in that the intake cam has only two lobes,
one very small and one larger, as well as no VTEC on the exhaust cam. The two types of motor
are easily distinguishable by the factory rated power output: the performance motors make
around 200 hp (150 kW) or more in stock form and the economy motors do not make much more
than 160 hp (120 kW) from the factory.

2. NEED OF i-VTEC TECHNOLOGY

In this modern world of car, everybody wants great mileage in his/her car, so to produce such a
car which has mileage and great power the i-VTEC technology is used in engines.
As we know the price of fuel is increasing day by day, hence the proper fuel utilization in engine
is very important. As in other cars, power with mileage is not possible but due to this technology
it is possible to get both in one car.

3. HISTORY

VTEC, the original Honda variable valve control system, originated from REV (Revolutionmodulated valve control) introduced on the CBR400 in 1983 known as HYPER VTEC. In the
regular four-stroke automobile engine, the intake and exhaust valves are actuated by lobes on a
camshaft. The shape of the lobes determines the timing, lift and duration of each valve. Timing
refers to an angle measurement of when a valve is opened or closed with respect to the piston
position (BTDC or ATDC). Lift refers to how much the valve is opened. Duration refers to how
long the valve is kept open. Due to the behaviour of the working fluid (air and fuel mixture)
before and after combustion, which have physical limitations on their flow, as well as their
interaction with the ignition spark, the optimal valve timing, lift and duration settings under low
RPM engine operations are very different from those under high RPM. Optimal low RPM valve
timing, lift and duration settings would result in insufficient filling of the cylinder with fuel and
air at high RPM, thus greatly limiting engine power output. Conversely, optimal high RPM valve
timing, lift and duration settings would result in very rough low RPM operation and difficult
idling. The ideal engine would have fully variable valve timing, lift and duration, in which the
valves would always open at exactly the right point, lift high enough and stay open just the right
amount of time for the engine speed in use.

4. i-VTEC MECHANISM
4.1 i-VTEC
The latest and most sophisticated VTEC development is i-VTEC ("intelligent" VTEC), which
combines features of all the various previous VTEC systems for even greater power band width
and cleaner emissions. With the latest i-VTEC setup, at low rpm the timing of the intake valves
is now staggered and their lift is asymmetric, which creates a swirl effect within the combustion
chambers. At high rpm, the VTEC transitions as previously into a high-lift, long-duration cam
profile. The i-VTEC system utilizes Honda's proprietary VTEC system and adds VTC (Variable
Timing Control), which allows for dynamic/continuous intake valve timing and overlap control.
The demanding aspects of fuel economy, ample torque, and clean emissions can all be controlled
and provided at a higher level with VTEC (intake valve timing and lift control) and VTC (valve
overlap control) combined. Fig.4.1
The i stands for intelligent: i-VTEC is intelligent-VTEC. Honda introduced many new
innovations in i-VTEC, but the most significant one is the addition of a variable valve opening
overlap mechanism to the VTEC system. Named VTC for Variable Timing Control, the current
(initial) implementation is on the intake camshaft and allows the valve opening overlap between
the intake and exhaust valves to be continuously varied during engine operation. This allows for
a further refinement to the power delivery characteristics of VTEC, permitting fine-tuning of the
mid-band power delivery of the engine.

Fig. 4.1

4.2 VTEC ENGINE:

VTEC (standing for Variable valve Timing and lift Electronic Control) does Honda Motor Co.,
Ltd. develop a system. The principle of the VTEC system is to optimize the amount of air-fuel
charge entering, and the amount of exhaust gas leaving, the cylinders over the complete range of
engine speed to provide good top-end output together with low and mid-range flexibility. VTEC
system is a simple and fairly elegant method of endowing the engine with multiple camshaft
profiles optimized for low and high RPM operations. Instead of only one cam lobe actuating
each valve, there are two - one optimized for low RPM smoothness and one to maximize high
RPM power output. Switching between the two cam lobes is controlled by the engine's
management computer. 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. As engine RPM increases, a locking pin is pushed
by oil pressure to bind the high RPM cam follower for operation. From this point on, the valve
opens and closes according to the high-speed profile, which opens the valve further and for a
longer time.
4.3 BASIC V-TEC MECHANISM
The basic mechanism used by the VTEC technology is a simple hydraulically actuated pin. This
pin is hydraulically pushed horizontally to link up adjacent rocker arms. A spring mechanism is
used to return the pin back to its original position.

Fig 4.2
To start on the basic principle, examine the simple diagram below. It comprises a camshaft with
two cam- lobes side-by-side. These lobes drive two side-by-side valve rocker arms.

The two cam/rocker pairs operate independently of each other. One of the two cam-lobes are
intentionally drawn to be different. The one on the left has a "wilder" profile, it will open its
valve earlier, open it more, and close it later, compared to the one on the right. Under normal
operation, each pair of cam- lobe/rocker-arm assembly will work independently of each other.
VTEC uses the pin actuation mechanism to link the mild-cam rocker arm to the wild-cam rocker
arm. This effectively makes the two rocker arms operate as one. This "composite" rocker arm(s)
now clearly follows the wild-cam profile of the left rocker arm. This in essence is the basic
working principle of all of Honda's VTEC engines.

4.4 DIFFERENT VARIANTS OF V-TEC

Fig. 4.3

5. VARIABLE TIMING CONTROL (VTC)

VTC operating principle is basically that of the generic variable valve timing implementation
(this generic implementation is also used by Toyota in their VVT-i and BMW in their
VANOS/double-VANOS system). The generic variable valve timing implementation makes use
of a mechanism attached between the cam sprocket and the camshaft. This mechanism has a
helical gear link to the sprocket and can be moved relative the sprocket via hydraulic means.
When moved, the helical gearing effectively rotates the gear in relation to the sprocket and thus
the camshaft as well.

Fig 5.1

5.1 VTC principle

The drawing above serves to illustrate the basic operating principle of VTC (and generic variable
valve timing). A labels the cam sprocket (or cam gear) which the timing belt drives. Normally the
camshaft is bolted directly to the sprocket. However in VTC, an intermediate gear is used to
connect the sprocket to the camshaft. This gear, labelled B has helical gears on its outside. As
shown in the drawing, this gear links to the main sprocket which has matching helical gears on
the inside. The camshaft, labelled C attaches to the intermediate gear. The supplementary
diagram on the right shows what happens when we move the intermediate gear along its holder
in the cam sprocket. Because of the interlinking helical gears, the intermediate gear will rotate
along its axis if moved. Now, since the camshaft is attached to this gear, the camshaft will rotate
on its axis too. What we have achieved now is that we have moved the relative alignment
between the camshaft and the driving cam-sprocket - we have changed the cam timing!

Fig. 5.2

5.2. i- VTEC DOHC (Double Overhead Cam)

The last evolution of Hondas VTEC system was back in 1995 where they introduced the nowfamous 3- stage VTEC system. The 3-stage VTEC was then designed for an optimum balance of
super fuel economy and high power with drivability. For the next 5 years, Honda still used the
regular DOHC VTEC system for their top power models, from the B16B right up to the F20C in
the S2000. Now Honda has announced the next evolution of their legendary VTEC system, the iVTEC.
The I stands for intelligent: i-VTEC is intelligent-VTEC. Honda introduced many new
innovations in i- VTEC, but the most significant one is the addition of a variable valve opening
overlap mechanism to the VTEC system. Named VTC for Variable Timing Control, the current
(initial) implementation is on the intake camshaft and allows the valve opening overlap between
the intake and exhaust valves to be continuously varied during engine operation. This allows for
a further refinement to the power delivery characteristics of VTEC, permitting fine-tuning of the
mid-band power delivery of the engine.

5.3 Variable Timing Control Operating Principle

Hondas VTC operating principle is basically that of the generic variable valve timing
implementation (this generic implementation is also used by Toyota in their VVT-i and BMW in
their VANOS/double-VANOS system). The generic variable valve timing implementation makes
use of a mechanism attached between the cam sprocket and the camshaft. This mechanism has a
helical gear link to the sprocket and can be moved relative the sprocket via hydraulic means.
When moved, the helical gearing effectively rotates the gear in relation to the sprocket and thus
the camshaft as well.

Fig 5.3
The drawing above serves to illustrate the basic operating principle of VTC (and generic variable
valve timing). A labels the cam sprocket (or cam gear) which the timing belt drives. Normally the
camshaft is bolted directly to the sprocket. However in VTC, an intermediate gear is used to
connect the sprocket to the camshaft. This gear, labelled B has helical gears on its outside. As
shown in the drawing, this gear links to the main sprocket which has matching helical gears on
the inside. The camshaft, labelled C attaches to the intermediate gear.
The supplementary diagram on the right shows what happens when we move the intermediate
gear along its holder in the cam sprocket. Because of the interlinking helical gears, the
intermediate gear will rotate along its axis if moved. Now, since the camshaft is attached to this
gear, the camshaft will rotate on its axis too. What we have achieved now is that we have moved
the relative alignment between the camshaft and the driving cam-sprocket - we have changed the
cam timing!

VTC and other implementations of generic variable valve timing can only change the relative
alignment between the camshaft and its driving sprocket. What this effectively does is to change
the relative timing between the intakes and exhaust cams and thus their valve opening cycles or
the intake and exhaust valve opening overlaps. Note that no other valve timing parameters, e.g.
amount of valve lift or absolute valve opening duration can be varied. The only thing that VTC
varies is the valve opening overlaps. VTEC is able to vary all valve timing parameters but
current implementations do so in two or three distinct stages (or profiles). Adding VTC allows
the valve opening overlaps to be continuously varied and thus enables the power delivery from
the standard VTEC system to be further fine-tuned. The greatest impact will be to the mid-band
power delivery of the engine. Most importantly, VTC (and generic valve timing systems) will not
replace VTEC but enhance its effectiveness.

5.4 i-VTEC SYSTEM LAYOUT

Fig 5.3

5.5 i-VTEC SYSTEM

Diagram explains the layout of the various components implementing i-VTEC. I have
intentionally edited the original diagram very slightly - the lines identifying the VTC
components are rather faint and their orientation confusing. I have overlaid them with red
lines. They identify the VTC actuator as well as the oil pressure solenoid valve, both attached
to the intake camshaft's sprocket. The VTC cam sensor is required by the ECU to determine
the current timing of the intake camshaft. The VTEC mechanism on the intake cam remains
essentially the same as those in the current DOHC VTEC engines except for an
implementation of VTEC-E for the 'mild' cam.

Fig 5.4
The diagrams show that VTEC is implemented only on the intake cam. Now, note that
there is an annotation indicating a 'mostly resting (intake) cam' in variations 1 to 3. This is the
'approximately 1-valve' operating principle of VTEC-E. I.e. one intake valve is hardly driven
while the other opens in its full glory. This installs a swirl effect on the air-flow which helps in
air-fuel mixture and allows the use of the crazy 20+ to 1 air-to-fuel ratio in lean-burn or economy
mode during idle running conditions. On first acquaintance, variations 1 and 3 seem identical.
However, in reality they represent two different engine configurations - electronic-wise.
Variation 1 is lean burn mode,

6. FUTURES OF i-VTEC
From now onwards, there will no doubt be countless attempts to second-guess at what Honda
will do to i- VTEC. There is all likelihood that Honda will implement i-VTEC on its
performance engines. The most probable benefiaries will be the Integra and the Civic, the two
models which have always been at the forefront to carry Honda's high-performance flag.
At this point, it is important to highlight again that the basic DOHC VTEC system is more than
capable of delivering extremely high specific power outputs. i-VTEC is not needed. Witness the
125ps/liter power delivery of the F20C used on the S2000. Again what i-VTEC does allow is for
Honda to go for the sky in terms of specific power output but yet still maintaining a good level of
mid-range power. Already extremely authoritative reviewers like BEST Motoring have
complained about the lack of a broad mid-range power from for example the F20C engine. In a
tight windy circuit like Tsukuba and Ebisu, the S2000 finds it extremely tough going to overtake
the Integra Type-R in 5-lap battles despite having 50ps or 25% more power. Watching the 'battle'
brings one point painfully clear. There is a dire need of power from the F20C below 6000rpm.
Every time the S2000 sneaks up behind the ITR, it fails to engage in a good overtaking move
because the power from the F20C is surprisingly insufficient. The reason for this is because
DOHC VTEC makes do with merging two distinct power curves. To get the extreme power
levels of the F20C, the wild cams' power curve are so narrow that there is effectively a big hole
in the composite power curve below 6000rpm. What i-VTEC can do to this situation is to allow
fine-tuning of the power curve, to broaden it, by varying valve opening overlap. Thus this will
restore a lot of mid-range power to super-high-output DOHC VTEC engines allowing Honda, if
they so desire, to go for even higher specific outputs without too much of a sacrifice to midrange power.
For the moment the 2.0l DOHC i-VTEC engine on the STREAM delivers 154ps and revs to
around 6500rpm. This is relatively low-tech as far as Honda's DOHC VTEC engines go. There
must be a lot of scary DOHC i-VTEC engines on Honda's design boards at the moment. TOVA
readers who are interested to look at what's in the rumor mills are encouraged to visit TOVA's
main-site, the Temple of VTEC for one of the best source of future Honda models information on
the net.
However, readers who prefers to only read about solid facts can rest assured that once the
expected super- high-powered DOHC i-VTEC engine comes out, TOVA will be the first to
highlight it, just as we are now the first to explain to you what i-VTEC is all about.

7. VTEC intelligent-VTEC- The Next Generation

The last evolution of Honda's VTEC system was back in 1995 where they introduced the nowfamous 3- stage VTEC system. The 3-stage VTEC was then designed for an optimum balance of
super fuel economy and high power with drivability. For the next 5 years, Honda still used the
regular DOHC VTEC system for their top power models, from the B16B right up to the F20C in
the S2000. Now Honda has announced the next evolution of their legendary VTEC system, the iVTEC.
The i stands for intelligent: i-VTEC is intelligent-VTEC. Honda introduced many new
intelligent- VTEC - The Next Generation
The last evolution of Honda's VTEC system was back in 1995 where they introduced the nowfamous 3- stage VTEC system. The 3-stage VTEC was then designed for an optimum balance of
super fuel economy and high power with drivability. For the next 5 years, Honda still used the
regular DOHC VTEC system for their top power models, from the B16B right up to the F20C in
the S2000. Now Honda has announced the next evolution of their legendary VTEC system, the iVTEC.
The i stands for intelligent : i-VTEC is intelligent-VTEC. Honda introduced many new
innovations in i- VTEC, but the most significant one is the addition of a variable valve opening
overlap mechanism to the VTEC system. Named VTC for Variable Timing Control, the current
(initial) implementation is on the intake camshaft and allows the valve opening overlap between
the intake and exhaust valves to be continuously varied during engine operation. This allows for
a further refinement to the power delivery characteristics of VTEC, permitting fine-tuning of the
mid-band power delivery of the engine.

8. CURRENT STATE OF i-VTEC

At the moment, i-VTEC is only implemented in the relatively low specific power output engine
of the new JDM Honda STREAM van. Used in the 2.0l DOHC i-VTEC engine, it allows Honda
to boost low-end and mid-range power of that engine, a characteristic very desirable for that
model. In my opinion, VTC is the most significant innovation that Honda introduced to i-VTEC.
Other important innovations includes the changing of the engine orientation (as well as its
rotation direction). i-VTEC engines are mounted such that the intake valves faces the front of the
vehicle and the exhaust valves the rear, just like the Japanese Grand- Touring Championship
racing cars. Other improvements are in the important areas of fuel economy and emissions.

9. TYPES OF i-VTEC ENGINES

The new 1.3L i-VTEC engine is agile and intelligent: at low engine speeds one of the two intake
valves is idled. The engine sips gasoline, using a lean fuel mix at low engine speeds for further
improved combustion efficiency.
The two intake valves of the new 1.5L i-VTEC engine switch modes in accordance with engine
speed, opening a small amount at low engine speeds and fully opening at high engines speeds,
achieving both high power and low fuel consumption.

Fig 9.1

10. i-VTEC IMPLEMENTATION

The i-VTEC system was implemented into more modern K series engine, as opposed to the
VTEC system of the older B series engines. There is a performance i-VTEC system, and an
economy i-VTEC system. The performance variant allowed three cam lobes per cylinder for both
intake and exhaust, whereas the economy i-VTEC system only possesses two lobes on the intake
cam, and no VTEC control on the exhaust cam. The performance version resulted in an
additional 40 horsepower in the K series engines.
AT LOW ENGINE SPEED- Valves are opened only a small amount for lower fuel consumption.
AT HIGH ENGINE SPEED- Valves are wide open for maximum power

Fig 10.1

Fig 10.2

11. APPLICATIONS
Currently i-VTEC technology is available on three Honda products;
a) 2002 Honda CRV
b) 2002 Acura RSX
c) Honda Civic 2006
d) 2010 Honda City i-VTEC

12. FUTURE TRENDS

From now onwards, there is all likelihood that Honda will implement i-VTEC on its
performance engines. Again what i-VTEC does allow is for Honda to go for the sky in terms of
specific power output but yet still maintaining a good level of mid-range power. Already
extremely authoritative reviewers like BEST motoring have complained about the lack of a broad
mid-range power from for e.g. the F20C engine. In a tight windy circuit like Tsukuba and Ebisu,
the S2000 finds it extremely tough going to overtake the Integra Type-R in 5-lap battles despite
having 50ps or 25% more power. To get the extreme power levels of the F20C, the wild cams'
power curve are so narrow that there is effectively a big hole in the composite power curve
below 6000rpm. What i-VTEC can do to this situation is to allow fine-tuning of the power curve,
to broaden it, by varying valve opening overlap. Thus this will restore a lot of mid-range power
to super-high- output DOHC VTEC engines allowing Honda, if they so desire, to go for even
higher specific outputs without too much of a sacrifice to mid-range power.

13. ADVANTAGES OF i-VTEC ENGINES

1) Class-leading power and fuel efficiency High performance and low fuel consumption in a
single engine.
2) i-VTEC: high power + low fuel consumption
3) i-VTEC regulates the opening of air-fuel intake valves and exhaust valves in accordance with
engine speeds
By regulating valve opening to match engine speed, the agile i-VTEC engine adjusts its
characteristics to realize both superior power and low fuel consumption.

Honda has refined the basic VTEC formula to improve power and efficiency.

14. DISADVANTAGES OF i-VTEC ENGINES

1) i-VTEC engines are very expensive.
2) The mechanism of i-VTEC engine is very complicated.
3) It decreases the life of the engine because the power of the engine is increased but the torque
which is produced is not sufficient.

15.CONCLUSION
i-VTEC system is more sophisticated than earlier variable-valve-timing systems, which could
only change the time both valves are open during the intake/exhaust overlap period on the
transition between the exhaust and induction strokes. By contrast, the i-VTEC setup can alter
both camshaft duration and valve lift. i- VTEC Technology gives us the best in vehicle
performance. Fuel economy is increased, emissions are reduced, derivability is enhanced and
power is improved.

16.REFERENCE JOURNALS

 Honda Jazz 1.3 I-VTEC HX Hybrid CVT from The Journal(Newcastle, England)
Honda Civic Tourer 1.8 i-VTEC from Leigh Journal by Catherine Lawler
I-VTEC engines by /john G. Newman Published by ESFA Journal