Every manufacturer has VVT . As far as reliability is concerned is concerned , are they created equal? Always wondered. TY WarDawg
Are all vvt created equal.
- Thread starter Gawardawg
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BMW VANOS is fun and expensive VVT.
Honda VTEC is fun and reliable VVT.
Toyota VVTi is meh and reliable VVT.
Honda VTEC is fun and reliable VVT.
Toyota VVTi is meh and reliable VVT.
That is the trouble with reliability. It is boring
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Cant speak for vvt on higher end German vehicles. I Never had any issues on a Toyota and only issue I heard of on a Honda is the vtec solenoid being troublesome. However the newer vvt's are not as hard hitting as the past they're more civilly tuned. I remember vtec from the late 90s early 2000s and you knew about it when vtec engaged. Even the old celica gt-s and Corolla xrs had a bang when vvt hit.
What about the Fiat Multi-Air?
Without cheating and using internet...can anyone say the first car that had VTEC in it?
I'm going to GUESS Acura NSX
I can only speak about the 2.4 Multi-Air vs 2.0 VVT . The 2.4 has proven to be more problematic and more expensive to repair valve train wise.
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If not the NSX then the prelude
VTEC is lift via multiple camshaft profiles
VVT is cam phasing.
Which car was the first to have both?
VVT is cam phasing.
Which car was the first to have both?
Lots of different terms and systems being thrown around in here.
VVT is variable valve timing. It changes the relationship of the camshaft(s) to the crankshaft (called phasing), allowing camshaft timing to change based on engine operating conditions. VVT is largely an emissions control strategy. There is some performance benefit in retarding and advancing camshaft timing at various points in the engine operating range but the biggest benefit is controlling emissions. You will rarely (if ever) have a dual-VVT engine with an EGR valve. Being able to control camshaft timing allows the introduction of exhaust gas to the intake stream through reversion. Again, small performance benefit, large emissions benefit.
VVT is pretty much the standard on all engines now. Every manufacturer uses vane-type actuators with oil control solenoids. Pretty standard stuff across the board. You'll see it called many things: VCT (Ford), VANOS (BMW), VVT-i (Toyota), AVCS (Subaru). They're all pretty much the same technology.
There is a different set of acronyms and names though: VTEC and iVTEC (Honda), VVTL-i (Toyota), i-AVLS (Subaru), MultiAir (Fiat), Valvetronic (BMW), etc. There are more advanced systems that typically also change camshaft lift and/or duration during engine operation. They all include VVT but go way beyond in terms of complexity and vary wildly in function, capability, mechanization, and reliability.
VVT is variable valve timing. It changes the relationship of the camshaft(s) to the crankshaft (called phasing), allowing camshaft timing to change based on engine operating conditions. VVT is largely an emissions control strategy. There is some performance benefit in retarding and advancing camshaft timing at various points in the engine operating range but the biggest benefit is controlling emissions. You will rarely (if ever) have a dual-VVT engine with an EGR valve. Being able to control camshaft timing allows the introduction of exhaust gas to the intake stream through reversion. Again, small performance benefit, large emissions benefit.
VVT is pretty much the standard on all engines now. Every manufacturer uses vane-type actuators with oil control solenoids. Pretty standard stuff across the board. You'll see it called many things: VCT (Ford), VANOS (BMW), VVT-i (Toyota), AVCS (Subaru). They're all pretty much the same technology.
There is a different set of acronyms and names though: VTEC and iVTEC (Honda), VVTL-i (Toyota), i-AVLS (Subaru), MultiAir (Fiat), Valvetronic (BMW), etc. There are more advanced systems that typically also change camshaft lift and/or duration during engine operation. They all include VVT but go way beyond in terms of complexity and vary wildly in function, capability, mechanization, and reliability.
The Toyota A25A-FKS is a mainstream engine with Dual VVT-i (electric cam phasing on the intake cam) with a EGR valve.
https://parts.toyota.com/a/Toyota_2...UST-GAS-RECIRCULATION-SYSTEM/526430-2501.html
That's not VVT that you felt. It's the Toyota VTEC you felt on the VVTL-i system
My Forester had dual AVCS or whatever Subaru calls it and it had an EGR valve. And cooler, apparently
first engine with double vvt + cvvl was the bmw n42
ls1mike
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My L96 (6.0 gasser) in my 1 ton has VVT. The previous generation LY6 had it as well. As far as I can tell it has been trouble free. People will sometimes eliminate it they are doing a cam swap. I don't plan on swapping the cam in my truck.
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