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(VVT)
Basic Theory
After multi-valve technology became standard in engine design, Variable Valve Timing becomes the next step to
enhance engine output, no matter power or torque.
As you know, valves activate the breathing of engine. The timing of breathing, that is, the timing of air intake and
exhaust, is controlled by the shape and phase angle of cams. To optimise the breathing, engine requires different
valve timing at different speed. When the rev increases, the duration of intake and exhaust stroke decreases so
that fresh air becomes not fast enough to enter the combustion chamber, while the exhaust becomes not fast
enough to leave the combustion chamber. Therefore, the best solution is to open the inlet valves earlier and close
the exhaust valves later. In other words, the Overlapping between intake period and exhaust period should be
increased as rev increases.
Without Variable Valve Timing technology, engineers used to choose the best compromise timing. For example, a
van may adopt less overlapping for the benefits of low speed output. A racing engine may adopt considerable
overlapping for high speed power. An ordinary sedan may adopt valve timing optimise for mid-rev so that both the
low speed drivability and high speed output will not be sacrificed too much. No matter which one, the result is
just optimised for a particular speed.
With Variable Valve Timing, power and torque can be optimised across a wide rpm band. The most noticeable
results are:
o The engine can rev higher, thus raises peak power. For example, Nissan's 2-litre Neo VVL engine output
25% more peak power than its non-VVT version.
o Low-speed torque increases, thus improves drivability. For example, Fiat Barchetta's 1.8 VVT engine
provides 90% peak torque between 2,000 and 6,000 rpm.
Moreover, all these benefits come without any drawback.
Variable Lift
In some designs, valve lift can also be varied according to engine speed. At high speed, higher lift quickens air
intake and exhaust, thus further optimise the breathing. Of course, at lower speed such lift will generate counter
effects like deteriorating the mixing process of fuel and air, thus decrease output or even leads to misfire. Therefore
the lift should be variable according to engine speed.
1) Cam-Changing VVT
Honda pioneered road car-used VVT in the late 80s by launching its famous VTEC system (Valve Timing Electronic
Control). First appeared in Civic, CRX and NS-X, then became standard in most models.
You can see it as 2 sets of cams having different shapes to enable different timing and lift. One set operates during
normal speed, say, below 4,500 rpm. Another substitutes at higher speed. Obviously, such layout does not allow
continuous change of timing, therefore the engine performs modestly below 4,500 rpm but above that it will
suddenly transform into a wild animal.
This system does improve peak power - it can raise red line to nearly 8,000 rpm (even 9,000 rpm in S2000), just
like an engine with racing camshafts, and increase top end power by as much as 30 hp for a 1.6-litre engine !!
However, to exploit such power gain, you need to keep the engine boiling at above the threshold rpm, therefore
frequent gear change is required. As low-speed torque gains too little (remember, the cams of a normal engine
usually serves across 0-6,000 rpm, while the "slow cams" of VTEC engine still need to serve across 0-4,500 rpm),
drivability won't be too impressive. In short, cam-changing system is best suited to sports cars.
Honda has already improved its 2-stage VTEC into 3 stages for some models. Of course, the more stage it has, the
more refined it becomes. It still offers less broad spread of torque as other continuously variable systems. However,
cam-changing system remains to be the most powerful VVT, since no other system can vary the Lift of valve as it
does.
Advantage:
Disadvantage:
Who use it ?
Honda's latest 3-stage VTEC has been applied in Civic sohc engine in Japan. The mechanism has 3 cams with
different timing and lift profile. Note that their dimensions are also different - the middle cam (fast timing, high lift),
as shown in the above diagram, is the largest; the right hand side cam (slow timing, medium lift) is medium sized ;
the left hand side cam (slow timing, low lift) is the smallest.
This mechanism operate like this :
Stage 1 ( low speed ) : the 3 pieces of rocker arms moves independently. Therefore the left
rocker arm, which actuates the left inlet valve, is driven by the low-lift left cam. The right rocker arm, which actuates
the right inlet valve, is driven by the medium-lift right cam. Both cams' timing is relatively slow compare with the
middle cam, which actuates no valve now.
connects the left and right rocker arms together, leaving the middle rocker arm and cam to run on their own. Since
the right cam is larger than the left cam, those connected rocker arms are actually driven by the right cam. As a
result, both inlet valves obtain slow timing but medium lift.
Stage 3 ( high speed ) : hydraulic pressure connects all 3 rocker arms together. Since the
middle cam is the largest, both inlet valves are actually driven by that fast cam. Therefore, fast timing and high lift
are obtained in both valves.
2) Cam-Phasing VVT
Cam-phasing VVT is the simplest, cheapest and most commonly used mechanism at this moment. However, its
performance gain is also the least, very fair indeed.
Basically, it varies the valve timing by shifting the phase angle of camshafts. For example, at high speed, the inlet
camshaft will be rotated in advance by 30 so to enable earlier intake. This movement is controlled by engine
management system according to need, and actuated by hydraulic valve gears.
Note that cam-phasing VVT cannot vary the duration of valve opening. It just allows earlier or later valve opening.
Earlier open results in earlier close, of course. It also cannot vary the valve lift, unlike cam-changing VVT. However,
cam-phasing VVT is the simplest and cheapest form of VVT because each camshaft needs only one hydraulic
phasing actuator, unlike other systems that employ individual mechanism for every cylinder.
Continuous or Discrete
Simpler cam-phasing VVT has just 2 or 3 fixed shift angle settings to choose from, such as either 0 or 30. Better
system has continuous variable shifting, say, any arbitary value between 0 and 30, depends on rpm. Obviously
this provide the most suitable valve timing at any speed, thus greatly enhance engine flexiblility. Moreover, the
transition is so smooth that hardly noticeable.
Intake and Exhaust
Some design, such as BMW's Double Vanos system, has cam-phasing VVT at both intake and exhaust camshafts,
this enable more overlapping, hence higher efficiency. This explain why BMW M3 3.2 (100hp/litre) is more efficient
than its predecessor, M3 3.0 (95hp/litre) whose VVT is bounded at the inlet valves.
In the E46 3-series, the Double Vanos shift the intake camshaft within a maximum range of 40 .The exhaust
camshaft is 25.
Advantage:
Cheap and simple, continuous VVT improves torque delivery across the whole rev range.
Disadvantage:
Lack of variable lift and variable valve opening duration, thus less top end power than camchanging VVT.
Who use it ?
Toyota's VVT-i (Variable Valve Timing - Intelligent) has been spreading to more and more of its models, from the
tiny Yaris (Vitz) to the Supra. Its mechanism is more or less the same as BMWs Vanos, it is also a continuously
variable design.
However, the word "Integillent" emphasis the clever control program. Not only varies timing according to engine
speed, it also consider other conditions such as acceleration, going up hill or down hill.
Toyotas VVTL-i is the most sophisticated VVT design yet. Its powerful functions
include:
Like VVT-i, the variable valve timing is implemented by shifting the phase angle of the whole camshaft forward or
reverse by means of a hydraulic actuator attached to the end of the camshaft. The timing is calculated by the
engine management system with engine speed, acceleration, going up hill or down hill etc. taking into
consideration. Moreover, the variation is continuous across a wide range of up to 60, therefore the variable timing
alone is perhaps the most perfect design up to now.
What makes the VVTL-i superior to the ordinary VVT-i is the "L", which stands for Lift (valve lift) as everybody
knows. Lets see the following illustration :
Like VTEC, Toyotas system uses a single rocker arm follower to actuate both intake valves (or exhaust valves). It
also has 2 cam lobes acting on that rocker arm follower, the lobes have different profile - one with longer valveopening duration profile (for high speed), another with shorter valve-opening duration profile (for low speed). At low
speed, the slow cam actuates the rocker arm follower via a roller bearing (to reduce friction). The high speed cam
does not have any effect to the rocker follower because there is sufficient spacing underneath its hydraulic tappet.
< A flat torque output (blue curve)
When speed has increased to the threshold point, the sliding pin is pushed by hydraulic pressure to fill the spacing.
The high speed cam becomes effective. Note that the fast cam provides a longer valve-opening duration while the
sliding pin adds valve lift. (for Honda VTEC, both the duration and lift are implemented by the cam lobes)
Obviously, the variable valve-opening duration is a 2-stage design, unlike Rover VVCs continuous design.
However, VVTL-i offers variable lift, which lifts its high speed power output a lot. Compare with Honda VTEC and
similar designs for Mitsubishi and Nissan, Toyotas system has continuously variable valve timing which helps it to
achieve far better low to medium speed flexibility. Therefore it is undoubtedly the best VVT today. However, it is
also more complex and probably more expensive to build.
Advantage:
Continuous VVT improves torque delivery across the whole rev range; Variable lift and
duration lift high rev power.
Disadvantage:
Who use it ?
Porsches Variocam Plus was said to be developed from the Variocam which serves the Carrera and Boxster.
However, I found their mechanisms virtually share nothing. The Variocam was first introduced to the 968 in 1991. It
used timing chain to vary the phase angle of camshaft, thus provided 3-stage variable valve timing.
996 Carrera and Boxster also use the same system. This design is unique and patented, but it is actually inferior to
the hydraulic actuator favoured by other car makers, especially it doesnt allow as much variation to phase angle.
Therefore, the Variocam Plus used in the new 911 Turbo finally follow uses the popular hydraulic actuator instead
of chain. One well-known Porsche expert described the variable valve timing as continuous, but it seems conflicting
with the official statement made earlier, which revealed the system has 2-stage valve timing.
However, the most influential changes of the "Plus" is the addition of variable valve lift. It is implemented by using
variable hydraulic tappets. As shown in the picture, each valve is served by 3 cam lobes - the center one has
obviously less lift (3 mm only) and shorter duration for valve opening. In other words, it is the "slow" cam. The outer
two cam lobes are exactly the same, with fast timing and high lift (10 mm). Selection of cam lobes is made by the
variable tappet, which actually consists of an inner tappet and an outer (ring-shape) tappet. They could by locked
together by a hydraulic-operated pin passing through them. In this way, the "fast" cam lobes actuate the valve,
providing high lift and long duration opening. If the tappets are not locked together, the valve will be actuated by the
"slow" cam lobe via the inner tappet. The outer tappet will move independent of the valve lifter.
As seen, the variable lift mechanism is unusually simple and space-saving. The variable tappets are just marginally
heavier than ordinary tappets and engage nearly no more space.
Nevertheless, at the moment the Variocam Plus is just offered for the intake valves.
Advantage:
VVT improves torque delivery at low / medium speed; Variable lift and duration lift high rev
power.
Disadvantage:
Who use it ?
Advantage:
Continuously variable timing and duration of opening achieve both drivability and high speed
power.
Disadvantage:
Not ultimately as powerful as cam-changing VVT, because of the lack of variable lift;
Expensive for V6 and V8; impossible for V12.
Who use it ?
Rover 1.8 VVC engine serving MGF, Caterham and Lotus Elise 111S.
AUGUST 2010
BY MICHAEL AUSTIN
7 SHARES
TWEET
Most modern variable valve-timing (VVT) systems use a cam phaser that rotates the position of each camshaft relative to the timing
chain. Think of making a record turntable go faster or slower by spinning it with your hands. The cam phaser has two basic components:
an outer sprocket connected to the timing chain and an inner rotor (connected to the camshaft) that varies the valve timing by adjusting
the rotation angle of the cam.
This inner rotor consists of a set of lobes, and oil fills the space between the outer housing and the lobes. Left alone, the rotor will simply
spin at the same rate as the outer housing. If you add oil to one side of the lobe and remove it from the other, the rotor moves, and
voil!theres your variable valve timing.
The majority of these VVT systems use oil pressure to push the rotor back and forth, but BorgWarner thinks its cam-torque-actuated
(CTA) system marks an important step forward. Oil-pressure-actuated (OPA) systems require an upsize oil pump to produce the extra
pressure thats required to work the cam phasers, which saps some of the fuel-economy gains of VVT. With a mechanical oil pump, OPA
systems dont work well at low engine speeds because the pump doesnt build pressure and volume until the revs get higher.
The CTA system avoids those pitfalls by using Newtons Third Law of Motionfor every action there is an equal and opposite reactionto
move the oil in the cam phasers. When a cam lobe pushes a valve open, the valve spring resists that force and pushes back. Similarly,
when the valve spring pushes a valve closed, it also pushes on the cam lobe in the opposite direction from the valve opening. When
multiplied over an entire camshaft, there is enough energy from these back-and-forth forces to make cam phasing work.
Another trick to BorgWarners system is the way it moves oil. A center spool valve, controlled by a solenoid inside the camphasing rotor, directs the flow. With the valve open in one direction, oil flows into only one side of the oil pockets and cant
leave. By sliding the valve back and forth, the system can mete out the precise amount of oil flow on either side of the rotor
.lobes
The key advantages of the CTA system are that it responds quickly even at idle and can operate using a standard engines
oil pump. But there are downsides. As engine speeds increase, the CTA system becomes less effective. This happens
because the valve events occur more frequently, reducing the time available to move the oil. Conversely, OPA systems
work better as oil pressure increases and are better at high rpm. So theres not much of a peak power gain from a CTA
system; it improves performance and efficiency in other areas of the rev range. Also, CTA cam phasing is at the mercy of
the natural oscillations of those forces on the camshaft. Valve openings and closings in an inline-six are spaced too closely
for the system to work well. But a V-6 (or inline-three) is perfectly suited because there isnt as much overlap between each
.valve event. The system also works on V-8 engines
CTA variable valve timing debuted on Fords 3.0-liter Duratec V-6, beginning with the 2009 Escape and the 2010 Fusion.
The 3.7-liter V-6 in the Mustang uses BorgWarners system, too, as do the 2011 Edge and Lincoln MKX. You can also find it
on the Mustangs 5.0-liter V-8 as well as the V-8 engines used in Jaguar and Land Rover vehicles. These engines
efficiencies show the virtues of the CTA system. View Photo Gallery
The Benefits of Variable Valve Timing
February 17, 2012
Learn about the fuel economy and performance benefits to variable valve timing, and the various acronyms used for the
.technology: VTEC, MIVEC, VVL, etc
Comment 1
Many modern engines are now equipped with variable valve timing systems to improve the performance of the engine.
Variable valve timing increases an engine's flexibility under different conditions, which can result in increased fuel economy
or better performance. Many people are familiar with terms like VTEC, VVT-i, VVL and VANOS but most don't know what
.they mean. Here is a quick breakdown of what some of the different terms mean, and which manufacturers use them
VTEC:Variable Valve Timing and Lift Electronic Control (used by Honda)
VVT-i or VVTL-i:Variable Valve Timing and Lift with Intelligence (used by Toyota)
MIVEC:Mitsubishi Innovative Valve timing and lift Electronic Control (used by Mitsubishi)
VVL:Variable Valve Lift (used by Nissan)
VANOS: Variable Onckenwellen Steuerung (German-designed system used by BMW, Ford, Ferrari and Lamborghini)
.There are several other variable valve timing systems available from different manufacturers
?How Is Variable Valve Timing Accomplished
Variable valve timing involves complex mechanical and hydraulic processes inside the vehicle's engine. Each
manufacturer's variable valve timing system differs slightly, but most function on the same basic rules. To get a basic
understanding of the principals at work we can take a look and Honda's VTEC system, which is one of the longest standing
and most common systems. Honda's system operates using three basic steps to regulate the functioning of the vehicle's
.engine
Low RPM Drivability.When running at lower RPM, the VTEC engine uses a camshaft with a profile designed to provide a
smooth idle, good fuel economy and better low end power and torque
Electronic monitoring and switch.The engine's computer monitor's the conditions under which the engine is operating,
including the position of the throttle pedal and the engine's speed or RPM, to decide when to switch to a different camshaft
profile
High RPM performance. If the engine detects a condition under which the high-performance camshaft is necessary, an
electronic switch is activated and hydraulic pressure is used to switch the valve operation to a different camshaft. The highperformance camshaft provides the vehicle with considerably more power at high RPM's. In fact, Honda drivers whose
vehicles are equipped with the VTEC system can often hear and feel when the VTEC system is activated
Variable valve timing systems aren't only used to increase performance. Several manufacturers now offer variable valve
timing systems designed specifically to maximize the fuel economy of engines in vehicles that are less performance.oriented
Other Benefits of Variable Valve Timing
Internal exhaust gas recirculation.By allowing for more direction for internal gases, the variable valve timing system can cut
down on emissions, which is critical for auto makers working to get their cars and trucks in compliance with federal or state
emissions controls
Increased torque.Variable valve timing systems can provide better torque for an engine
Better fuel economy. with more precise handling of engine valves, some auto makers have shown that VVT can produce
better fuel economy for vehicles
?Why Use Variable Valve Timing
Increased Volumetric Efficiency
Reduction of Pumping Losses
Lower Parts Count
More efficient
Variable Valve Timing or VVT is common on most engines and is responsible for the elimination of many EGR valves as
well as increased performance and fuel economy on many engines. Most systems are lube oil activated and use a control
solenoid as well as the camshaft sensor, crankshaft sensor, and PCM for control. Newer systems operate off rotational
torque from the engine. Some DTCs set by these systems can be confusing to a technician and the OE diagnostics often
.leave much to be desired. This article will focus on the different type of VVT systems and there operation
The MAF sensor was removed and noted to be covered in dirt/oil. Subsequent cleaning did not bring
.much of an improvement at only 2.9V at snap-throttle; the MAF sensor was condemned and replaced
.The new MAF sensor tested correctly going up past 4.1V at snap-throttle and eliminating the ping
The car now ran well enough that it could be taken for a road-test (it still ran extremely rough and had
an intermittent no-start). Fuel trims revealed that under load, oxygen sensors pegged lean on both banks
.and fuel trims trended high
Since increasing fuel trims, lack of power, and oxygen sensor pegging lean under load are usually
,indicative of fuel starvation, we checked fuel pressure. Fuel pressure was found to be 42 psi (deadhead
at idle, and under load). Lexus specifies that fuel pressure should be 44-50 psi but at 42 psi we felt this
.was not a low enough fuel pressure to explain the random misfire, lean cylinders, and lack of power
One of the things an automotive technician is concerned about, when seeing random misfires and lack
of power under load, is the engine being out of time, especially on a vehicle with an uncertain
.maintenance history. The timing cover was removed and the timing marks were found to be lined up
However, visual identification of timing marks is not the most precise way to check timing (the gears
-only have to be off slightly to create driveability problems). I pulled out my Picoscope 4423 (a 4
channel high resolution labscope) and backpinned camshaft position and crankshaft position signals at
.the ECU
:This is what I found
A normal good crank/cam timing relationship. The red graph is the camshaft position signal; the blue is
.the crankshaft position signal. This is what I like to see as the vehicle was idling well
I then brought the vehicle up to fast idle and, since we had the VVT code, I activated the VVT solenoid
:manually. The waveform capture below was obtained
Notice the difference between the cam/crank relationship with VVT engaged versus the previous
.waveform with VVT not engaged
Now the interesting part is that as I was manually triggering the VVT solenoid, I noticed that it did not
always release and remained stuck (you can feel/hear the solenoid engage/release as you activate it). I
.brought the car back down to idle and it immediately started to idle rough and die as it normally would
:Now look at the cam/crank waveform at idle as it was acting up
?Notice the similarity between this waveform and the one above it
The relationship is identical! This means that the VVT is in fact stuck in the engaged position! The
VVT is NEVER supposed to be activated while at idle because it forces the vehicle to behave exactly
!as this one was in the shop. This explains our P1349 as well as our P0300 random misfires
Figure 1: Camshaft phasers on a 2.4L Chrysler engine. The phasers use directed oil pressure to manipulate camshaft position relative to
the sprocket and therefore vary valve timing. Notice there is a spring on the exhaust cam phaser.
Vehicles with variable valve timing (VVT) have become commonplace over the last decade.
Different versions of VVT technology exist, including the ability to switch camshaft lobes within the rpm
band to offer valve lift, duration and timing numbers to suit varying operational needs.
Even more commonplace are engines that use a phaser to manipulate camshaft position and, hence, valve
timing.
(See Figure 1.)
The phaser style of VVT is the focus of this article.
Figure 2: The oil control valve is the traffic control device of oil pressure. In this hold position, neither chamber receives pressure nor is
drained.
Phasers commonly can be found on just the exhaust cam or on both the intake and exhaust cams.
Alteration of camshaft position changes the cam centerline and the lobe separation angle between intake
and exhaust cams.
This gives engineers flexibility in improving fuel economy and power while continuing to meet emissions
standards.
VVT presents additional diagnostic challenges and repair opportunities to the service industry including
new trouble codes.
If you are not familiar with these units, its time to advance your diagnostic readiness by examining the VVT
system, its controls and operation.
Mechanical, hydraulic and electrical controls have been
added to VVT engines.
Motor oil is the hydraulic medium that makes VVT
work.
That means it is imperative that engines are filled to the
correct level with clean motor oil of the proper viscosity.
Low oil level or the wrong viscosity can result in system
slow response codes such as P000A or P000B and
possible drive complaints including an illuminated MIL.
Oil pressure is critical, and as bearings wear and
develop clearance, pressure will be affected.
Engines are machined with additional oil galleys for VVT and are equipped with one or more fine mesh
screens to prevent debris from entering components.
At the nose of the camshaft, oil enters ports of the camshaft phaser. The phaser is a mechanism with two
major pieces, the rotor and the phaser body.
The phaser body is physically bolted to the camshaft
sprocket. The rotor is connected to the camshaft using
a dowel pin.