I-VTEC: INTELLIGENT-VARIABLE VALVE

TIMING and LIFT ELECTRONIC CONTROL

Priya Verma, Aditya Sharma
Department of Mechanical Engineering, Dayalbagh Educational Institute, Agra-282005
priyaverma290296@gmail.com, aditya.me02@gmail.com


Abstract—the automotive industry is continuously developing engine family, in 2001. In the United States, the technology
technologies and strategies for increasing the efficiency in fuel
debuted on the 2002 Honda CR-V.
consumption and reducing the emission of pollutants. This paper
deals with Intelligence variable timing and lift electronic control The I-VTEC system utilizes Honda's proprietary VTEC system
(I-VTEC) which is one of the advanced technologies in the IC and adds VTC (Variable Timing Control), which allows for
engines that can be used to solve these problems. I-VTEC is the dynamic/continuous intake valve timing and overlap control
new trend in Honda’s latest heavy petrol engines, mainly equipped
in four cylinder family. The design cleverly combines the highly between the intake and exhaust valves to be continuously
renowned Variable valve timing and lift electronic control (VTEC) varied during engine operation [2].
system - which varies the timing and amount of lift of the valves
along with Variable timing control (VTC). VTC is able to optimize
valve overlap at all rpm ranges. Both of these system working
under the close control of engine management system reduces the
intake resistance, improves cylinder charging, combustion
efficiency and exhaust gas recirculation among the benefits.
Researches in this area are mainly devoted to investigate how I-
VTEC technology work and comparison analysis of engine
performance using I-VTEC system and an engine without I-VTEC
system. Figure 1: I-VTEC Constituents [3]

Index Terms—Petrol engine, Variable valve timing, Lift, Valves, The demanding aspects of fuel economy, ample torque, and
Valve timing control, Power, Torque. clean emissions can all be controlled and provided at a higher
level with VTEC (intake valve timing and lift control) and VTC
I. INTRODUCTION (valve overlap control) combined as shown in figure 1.

Intelligent Variable Valve Timing and Lift Electronic Control
(I-VTEC) is a valve train system developed by Honda engineer
Ikuo Kajitani. Though an undisputed expert in Turbo-charging
as evidenced by years of Formula-1 domination while Honda
was active in the sport, Honda's engineers feels that turbo
charging has disadvantages, primarily bad fuel economy that
has made it not totally suitable for street use. At the same time,
the advantages of working with smaller engines meant that
smaller capacity engines with as high power output as possible
(i.e. very high specific-output engines) are desirable for street
engines. Thus Honda invented I-VTEC which allows it to
extract turbo level specific output from its engines without
having to suffer from the disadvantages of turbo charging [1].
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
technology first appeared on Honda's K-series four-cylinder
II. BACKGROUND
A. Definition
An internal combustion is defined as an “engine in which the
chemical energy of the fuel is released inside the engine and
used directly for mechanical work”. The internal combustion
engine was first conceived and developed in the late 1800„s.
The man who is considered the inventor of the modern IC
engine and the founder of the industry is Nikolaus Otto (1832-
1891) [2].
B. Discovery
Over a century has elapsed since the discovery of IC engines.
Excluding a few development of rotary combustion engine the
IC engines has still retained its basic anatomy [2]. In
conventional engines a mixture of fuel and air, or just air in a
diesel engine, is forced by atmospheric pressure into the
cylinder through the Intake port than the intake valve is closed
The volume of air/ fuel mixture that is drawn into the cylinder
compared to the volume of the cylinder is called the volumetric
efficiency of the engine. Basically the previous system on
automobile combustion is complex. To generate the maximum
power at low rpm required a different setting than if we want to
generate maximum power at high rpm because the engine
setting for low rpm will reduce the engine‟s power and torque
while running at high rpm and the engine setting for high rpm
will cause poor engine performance and difficult idling while
running at low rpm.
As our knowledge of engine processes has increased, these
engines have continued to develop on a scientific basis. The
present day engines have advances to satisfy the strict
environmental constraints and fuel economy standards in
addition to meeting in competitiveness of the world market.
From the past few decades, automobile industry has
implemented many advance technologies to improve the
efficiency and fuel economy of the vehicle and I-VTEC engine
is a valve train system introduced by Honda in its 2002 Acura
RSX Type S is one of such recent trend in automobile industry
[2]. I-VTEC systems provide the engine with multiple cam lob
profiles optimized for both low and high rpm operation.
Based on this background, it is necessary to understand the
effect of active I-VTEC and non-active I-VTEC system to the
engine performances.
III. LITERATURE REVIEW
To investigate the research that has been conducted on I-VTEC
technology, a review of the relevant literature was adopted.
While I-VTEC engines offers more efficient and
environmentally friendly option compared to the conventional
non I-VTEC engines, efforts have been directed to improving
this technique. This paper reviews published works of
researchers whose research efforts was aimed at increasing the
applicability of I-VTEC technology in engines.
Hosaka T and Hamazaki.M [4], 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. 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.
Sanjaya, Danil [5], his research about the comparison analysis
performance of Honda Jazz using active I-VTEC and non-
active I-VTEC system engine. His research concluded data
from analysis torque and power. The highest engine torque can
be reached when the engine use active VTEC system.
Maximum torque from engine use active I-VTEC is 99.8 FtLb
at 4990 rpm and the highest engine power can be reached when
the engine use active I-VTEC system is 111 HP at 6020 rpm.
Paolo Lino, Guido Maione and Fabrizio Saponaro [6], electro-
hydraulic actuated variable valve timing (VVT) system is a new
powertrain technology that allows a fully flexible control of the
opening/closing transient phases of the intake valves in a diesel
engine. In the conventional engine, the in-cylinder air flow is
controlled by the rotation of the camshaft through a mechanical
actuation and a throttle. This mode results in waste of energy
and a non-optimal metering of the air mass trapped in the
cylinders according to the rapid changes of the driving
conditions, then to the power requests.
Heywood (1988) [7], stated that to develop a high performance
engine it is necessary to increase the volumetric efficiency and
reduce friction. A racing engine requires wider valve overlap
and increased valve lift to obtain optimum performance at high
engine speed. However in a conventional engine, the valve
timing and degree of valve lift is set for optimum performance
at low and medium engine speeds.
IV. I-VTEC SYSTEM
VTEC system is a simple and fairly elegant method of
endowing the engine with multiple camshaft profiles optimized
for low and high rpm operations. 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 along with VTC (Variable timing control) into one
unit [8]. VTC allows the valve opening overlap between the
intake and exhaust valves to be continuously varied during
engine operation.
Figure 2: Multiple cam profiles in I-VTEC engine [9]
The principle of the I-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.
A. Basic Mechanism
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. Lift
refers to how much the valve is opened. Duration refers to how
long the valve is kept open. Due to the behavior 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 [10]. I-VTEC system is a
simple and fairly elegant method of endowing the engine with
multiple camshaft profiles optimized for low and high rpm
operations.
Figure 3: Basic I-VTEC principle [11]
To start on the basic principle, examine the figure 3 above:
Instead of only one cam lobe actuating each valve, it comprises
of three cam lobes for each set of two valves (two intake or
exhaust for each cylinder)- Small profile cams optimized for
low rpm smoothness and one with the wilder profile to
maximize for high rpm power output. When using the low
speed camshaft, the outer two cam lobes press on the rockers
and open the valves while the third cam lobe (which is in the
middle) just follows the cam lobe profile without doing
anything else there by improving the fuel consumption and
leaner fuel burning. On the other hand when the engine needs
more power a higher output is achieved through the I-VTEC
system by speeding up the valve timing and switching to the
larger cam profile by pushing horizontally the hydraulically
actuated pin to link the high rpm cam follower for operation.
During normal driving the blue low lift lobes engage valve
lifters and during high speed ECU actuates the solenoid which
allows oil pressure from a spool valve to operate a locking pin
which binds the high rpm cam follower to the low rpm ones.
All three rockers are then locked together and operate as one.
From this point, the valve opens and closes according to the
orange lobe cam profile, which opens the valve further and for
a longer time. Once engine speed is reduced and the VTEC
signal is terminated, the pins retract, disengaging the middle
rocker arm, allowing the engine to operate normally.
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
[8]. High swirl intake and better combustion allows more
precise air-fuel ratio control. This results in substantially
reduced emissions, particularly NOx. At high rpm, the VTEC
transitions as previously into a high-lift, long-duration cam
profile as shown in figure 4.
Figure 4: Valve opening varies between high and low
engine speeds [12]
This 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.
B. Variable Timing Control (VTC)
The camshaft Variable timing control system adds to the I-
VTEC engine is attached to the end of camshaft only which act
as continuously variable cam gear for continuously varying
camshaft phasing across the engine‟s entire power band. As
engine rpm builds, a VTC actuator controlled by Engine
control unit (ECU) that monitors the cam position, ignition
timing, exhaust emissions and throttle positions- advances or
retard intake cam throughout a range, optimizing engine output
and reducing emissions. During typical operation, intake
camshaft timing is almost fully retarded at idle to help provide
more stable idling while reducing exhaust emission. As rpm
increases the intake camshaft advances, optimize the intake
valve sooner and provides additional valve overlap [13]. This
result in increase in fuel economy (by decreasing pumping
losses) and further reduction in exhaust emissions (by
increasing exhaust gas recirculation effect). 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!
Figure 4: Variable Timing Control actuator [14]
 C. Variable Valve Timing (VVT)
Variable valve timing, often abbreviated to VVT, is a generic
term for an automobile piston engine technology. VVT allows
the lift, duration or timing (some or all) of the intake and
exhaust valves to be changed while the engine is in operation
[15]. The profile, or position and shape of the cam lobes on the
shaft, is optimized for a certain engine rpm, and this tradeoff
normally limits low-end torque, or high-end power.
which resulting to increasing torque. The highest torque
generated by active I-VTEC system is 211.7 Nm at 4900 rpm
and the highest torque generated by non-active I-VTEC is
202.8 Nm at 5350 rpm [17, 18] as shown in figure 6. On low
rotation and high rotation, torques has generated by active I-
VTEC c system are higher than torques generated by non-active
I-VTEC system. As the result, the mean average value of torque
that resulted from engine using active i-VTEC is 200.03 Nm.
On other hand, the mean average value of torque that resulted
from engine non-active I-VTEC is 192.69 Nm [17]. The engine
torque using active I-VTEC is 3.67% higher than non-active I-
VTEC engine.

Figure 5: Valve opening varies between high and low

engine speeds [15]

VVT allows the cam profile to change, which results in greater

efficiency and power, over wider revolution-ranges [15].

D. Engine Control Unit (ECU)

The switching operation between the two cam lobes is
controlled by the Engine control unit (ECU) which takes
account of engine oil pressure, engine temperature, vehicle
speed, engine speed and throttle position. Using these inputs,
the ECU is programmed to switch from the low lift to the high
lift cam lobes when the conditions mean that engine output
will not be improved. At the switch point a solenoid is
actuated which allows oil pressure from a spool valve to
operate a locking pin which binds the high rpm cam follower
to the low rpm ones. From this point on, the valves open and
close according to the high-lift profile, which opens the valve
further and for a longer time. The switch-over point is
variable, between a minimum and maximum point, and is
determined by engine load [16]. The switch-down back from
high to low rpm cams is set to occur at a lower engine speed
than the switch-up to avoid a situation in which the engine is
asked to operate continuously at or around the switch-over
point.
E. I-VTEC Diagnostics
 The 2 cams must have same base circle (the round backside
of the cams where the valve is closed) otherwise the locking
pin will not be aligned properly and may fail to lock up.
Figure 6: Graphic comparison analysis of Torque between active
I-VTEC system and non-active I-VTEC system [18]
2) Engine Power
The highest power generated by active I-VTEC system is 181.5
HP at 6910 rpm and the highest power generated by non-active
I-VTEC is 167.7 HP at 7020 rpm [17, 18]. From the graph 7, it
shows at low and high rotation, active I-VTEC system will
resulting higher power than non-active I-VTEC system. As the
result, the mean average value of power that resulted from
engine using active I-VTEC is 118.85 Hp. On other hand, the
mean average value of power that resulted from engine non-
active I-VTEC is 107.75 HP [17, 18]. The engine power using
active I-VTEC is 9.33% higher than non-active I-VTEC engine.
This occurs because the active I-VTEC is advancing the intake
valves closing time and opened the intake valves for longer
duration based on engine loads. The volumetric efficiency is
improved by increasing amount of air that inhaled to
combustion chamber which resulting to increasing power.

 Low oil pressure can cause a failure to switch to high

performance engine but this is not a problem unless engine has
very high wear or develops an oil pump.

F. Analysis of engine performance using I-VTEC system

and non I-VTEC system
1) Engine Torque
As the active I-VTEC system advances the intake valves
closing time and opened the intake valves for longer duration
based on engine loads. The volumetric efficiency is improved Figure 7: Graphic comparison analysis of Power between active
by increasing amount of air that inhaled to combustion chamber I-VTEC system and non-active I-VTEC system [18]
 V. ADVANTAGES This is definitely the most advanced design which is used in
very special situations. The most common setup of camless
1) Better Fuel Efficiency. installations uses either electromagnetic or pneumatic springs
to open the valves [20]. The valve spring sprocket is replaced
2) High initial torque and relevant high power. with a chamber pressurized with a gas (usually nitrogen
3) Lower emission. because it is less temperature-sensitive than O2) to
continuously vary camshaft phasing and for switching
4) Performance is improved over entire range of operations. operation between cam lobes. Allows higher rpms – valve
5) System is extremely reliable. springs have to be very stiff to allow high rpms which create
6) Eliminates pumping losses. more engines drag and slower valve timing.
7) I-VTEC regulates the opening of air-fuel intake valves and
exhaust valves in accordance with engine speeds .By regulating 2) VTEC Turbo
The VTEC TURBO engine series included gasoline direct-
valve opening to match engine speed, the agile I-VTEC engine
injection, turbocharger, variable valve motion technology such
adjusts its characteristics to realize both superior power and as VTEC.
low fuel consumption. The engines were introduced in 19-Nov-2013 as part of the
Earth Dreams Technology range, which included 3
VI. APPLICATIONS displacement capacities (1 liter 3-cylinder, 1.5 litre4-cylinders,
2 liter 4-cylinder).
Currently i-VTEC technology is available In Honda products: Initial implementation for European vehicles included 2-litre
4-cylinder engine used in Honda Civic Type R, which included
1) Honda CRV Euro 6 emissions compliance. [19]

2) Honda CITY
3) VTEC in Motorcycle
3) Honda Civic Apart from the Japanese market-only Honda CB400SF Super
4) Honda Amaze Four HYPER VTEC, introduced in 1999, the first worldwide
implementation of VTEC technology in a motorcycle occurred
5) Honda Mobilio with the introduction of Honda's VFR800 sport bike in 2002.
6) Honda Accord Similar to the SOHC VTEC-E style, one intake valve remains
closed until a threshold of 7000 RPM is reached, and then the
VII. FUTURE TRENDS second valve is opened by an oil-pressure actuated pin. The
dwell of the valves remains unchanged, as in the automobile
1) Cam less Engine VTEC-E, and little extra power is produced, but with a
smoothing-out of the torque curve. Critics maintain that VTEC
adds little to the VFR experience, while increasing the engine's
complexity. Honda seemed to agree, as their VFR1200, a
model announced in October 2009, came to replace the
VFR800, which abandons the V-TEC concept in favor of a
large capacity narrow-vee "uni cam", i.e., SOHC, engine.
However, the 2015 VFR800 will again sport the same VTEC
system of the 2002-2009 VFR motorcycle [19].
Honda incorporated the technology into the NC700 series,
including the NC700D Integra, released in 2012, using a single
camshaft to provide two timing routines for the intake valves.

VIII. CONCLUSION
1) With evolving modern technology in IC engines, I-VTEC
has made a good impression on long distance drivers and
speed loving peoples.
2) There is no mechanical device in using this technology, the
application of electronic control and multiple injections
reduced noise and vibrations to the great extent.
3) Though being expensive than normal engines, I-VTEC
technology gives us the best vehicle performance, better fuel
Figure 8: Pneumatic valve regulator [19]
economy, emissions are reduced, derivability is enhanced and
hence, power of the system is improved.
4) Undoubtedly Honda will continue to evolve their variable
valve timing technologies to the new heights, meeting the needs
of consumer and retaining its position as the premier developer
of this technology.

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