K.L.E.

INSTITUTE OF
TECHNOLOGY
DEPT. OF MECHANICAL ENGINEERING

NAME : DARSHAN MURDESHWAR

USN : 2KE19ME017
R.NO : 16
DIV. : 7 ‘A’

GUIDE : MR. SUCHEET GOGERI

 I-VTEC
INTELLIGENT VARIABLE VALVE TIMING AND LIFT ELECTRONIC CONTROL
THINGS WE NEED TO KNOW BEFORE
GOING TO VTEC
 Valves are used to control the flow of the intake and
exhaust gases into and out of the combustion chamber.
 The timing, duration and lift of these valve events has a
significant impact on engine performance.
 Without variable valve timing or variable valve lift, the
valve timing is the same for all engine speeds and
conditions.
 If these parameters could be manipulated then it would
result in more powerful, more efficient engine.
 WHAT NOW?

It was finally in 1965 when Corliss Orville Burandt an American engineer invented a
system of variable valve timing in automobile engines for Chevrolet Corvair. He
designed a system of putting a sensor into the cylinder to optimize the fuel-air
mixture during combustion.

But he was ajiIkuo Ktani recognised as father of VTEC, who finally used these
advancement to develop what we call as VTEC.
 VARIABLE VALVE TIMING(VVT)
In internal combustion engines, variable valve timing (VVT) is the process of altering
the timing of a valve lift event, and is often used to improve performance, fuel
economy or emissions. There are many ways in which this can be achieved, ranging
from mechanical devices to Cam Phasing, Cam Switching, electro-hydraulic and
camless systems.
CAM SWITCHING

 Uses two cam profiles, with an actuator to swap

between the profiles (usually at a specific engine
speed).
 Cam switching can also provide variable valve lift
and variable duration, however the adjustment is
discrete rather than continuous.
 Different companies have different methods of
switching between cam profiles.
 The first production use of this system was Honda's
VTEC system that will be discussed in later slides.
VALVE PHASING

 The simplest and cheapest form of VVT.

 Phase angle of the camshaft is rotated forwards or
backwards relative to the crankshaft. For example, at
high speed, the inlet camshaft will be rotated in
advance by 30°.
 This movement is controlled by engine management
system • The valves open and close earlier or later.
 The camshaft lift and duration cannot be altered with
a cam-phasing system
EFFECTS OF TIMING ADJUSTMENTS

 Late intake valve closing

 Early intake valve closing

 Early intake valve opening

 Early/late exhaust valve closing

 Late intake valve closing

 The piston pushes air out of the cylinder and back into the intake manifold during
the compression stroke.
 The air which is expelled fills the manifold with higher pressure, and on
subsequent intake strokes the air which is taken in is at a higher pressure.
 Reduce pumping losses by 40% during partial load conditions, and to decrease
nitric oxide (NOx) emissions by 24%.
 Peak engine torque showed only a 1% decline, and hydrocarbon emissions were
unchanged.
 Early intake valve closing

 Closing the intake valve midway through the intake stroke.

 Air/fuel demands are so low at low-load conditions and the work required to fill
the cylinder is relatively high, so Early intake valve closing greatly reduces
pumping losses.
 Studies have shown early intake valve closing reduces pumping losses by 40%,
and increases fuel economy by 7%. It also reduced nitric oxide emissions by 24%
at partial load conditions.
 A possible downside to early intake valve closing is that it significantly lowers the
temperature of the combustion chamber, which can increase hydrocarbon
emissions.
 Early intake valve opening

 In a traditional engine, a process called valve overlap is used to aid in controlling

the cylinder temperature.
 By opening the intake valve early, some of the inert/combusted exhaust gas will
back flow out of the cylinder, via the intake valve, where it cools momentarily in
the intake manifold. This inert gas then fills the cylinder in the subsequent intake
stroke, which aids in controlling the temperature of the cylinder and nitric oxide
emissions.
 It improves volumetric efficiency, because there is less exhaust gas to be expelled
on the exhaust stroke.
 Early/late exhaust valve closing

 Traditionally, the exhaust valve opens, and exhaust gas is pushed out of the
cylinder and into the exhaust manifold by the piston as it travels upward. By
manipulating the timing of the exhaust valve, engineers can control how much
exhaust gas is left in the cylinder.
 By holding the exhaust valve open slightly longer, the cylinder is emptied more
and ready to be filled with a bigger air/fuel charge on the intake stroke. This
results in more power.
 By closing the valve slightly early, more exhaust gas remains in the cylinder
which increases fuel efficiency and reduces NOx emissions. This allows for more
efficient operation under all conditions.
VARIABLE VALVE LIFT (VVL)

 VVL is mainly used to enhance performance.

A VVL engine has two cam profiles: low-lift
and high-lift.
 Under regular conditions, the engine will use
the low-lift cam to operate the valves
 Under higher load, a solenoid switches the
engine over to the to the high-lift cam (or
cams), increasing valve travel and therefore,
performance.
VARIABLE VALVE TIMING & LIFT
ELECTRONIC CONTROL(VTEC)
 Developed by Honda to improve the volumetric
efficiency of a four-stroke internal combustion
engine.
 The VTEC system uses two (or occasionally
three) camshaft profiles and hydraulically selects
between profiles.
 It is distinctly different from standard VVT
systems which change only the valve timings and
do not change the camshaft profile or valve lift in
any way.
HONDA I-VTEC

 i-VTEC is a system that combines VTEC and

VTC into one unit.
 Results in an incredibly efficient and powerful
engine.
 The VTEC part of the system has two different
camshaft profiles, one for low rpms, and one for
high rpm.
 The VTC part of the system allows valve overlap
to be adjusted at any moment, resulting in much
greater efficiency and slightly better
performance.
 HONDA I-VTEC TYPES
K20A2
 The K20A2 i-VTEC system engages at 5,800 RPM, whilst the VTC system is
always active.
 These two systems combined (iVTEC) produce about ten horsepower more than
just VTEC alone

K20A3
 The K20A3 is a VTEC-E with VTC, and really shouldn’t even be classified as
iVTEC.
 At low RPM only one intake valve opens, which decreases fuel consumption, then
at 2,200 rpm, it engages the second intake valve, allowing it to operate like a
normal 16 valve engine.
 How Does it Increase Horsepower?

 Horsepower is just a measure of Torque X RPM. To increase torque, you must let more air
and fuel into the engine.
 If the valves must open further and for longer, the amount of air being sucked into the
cylinder can be increased. Since the camshaft spins half as fast as the crankshaft, it cannot
be optimized for all RPM ranges. Having multiple camshaft lobes allows you to maximize
lift and duration for various RPM ranges.
 Since the camshaft is optimized for both high and low rpm ranges, it makes more torque
in those ranges. More torque, especially at high RPMs, equals more horsepower.
 ADVANTAGES

 Better fuel efficiency

 High intial torque with relevant high power

 Strong performance

 Lower emissions
 LIMITATIONS

 High cost of engine,more complex mechanism

 Wear and tear problems,thus decreased engine life

 Failed to overcome turbocharging

 FUTURE OF i-VTEC

 Implementation on performance engines.

 Consideration on its disadvantages gives improvement in it.

 Economy and satisfaction to be estimated.

 THANK YOU
FOR YOUR PATIENCE

I hope the presentation helped you all to understand

the basic working as well as the development of the
i-VTEC engines.