MikeATL wrote:can someone explain how vvt-i actually works?
VVT-i has oil pressure sensors, cam position sensors and various other sensors to monitor engine load, performance and efficiency. The ECU then calculates the best timing retardation to produce better gas mile, torque, emissions and fuel efficiency.
VVT-i CAN be supercharged and turbo charged on LOW BOOST APPLICATIONS if the ECU is reset properly. VVT-i is adaptive to the driver's habits... so if you're a feather foot and usually only hit 2500 RPM, you'll have a grip of torque... if you have a dead-weight foot, then you'll have a little more peak but less torque due to the way it's distributed. (Not a MAJOR difference, but different enough once you have F/I)
VVT-i adjusts the valve timing on the INTAKE camshaft only. Dual VVT-i (seem in the Avalon and GS 300, upcoming on the IS 250/350) has VVT-i functioning on the INTAKE and EXHAUST cams... creating a BMW-like torque curve (BMW has used Double VANOS in their 330, 5-series, etc... definately a good thing!)
VTEC, however, is not variable. It's an ON or OFF situation when the cam shafts open the valves more at high RPMs... letting the engine breathe properly, therefore, creating higher peak numbers. VVT-i was named (i for intelligence) to mock VTEC, as legend has it. LOL... i-VTEC was created but is still not variable... it simply has 2 or 3 levels instead of the previous 1... so Hondas will still have no torque... but save a little more gas =]
VVT-i should promote better gas milage, but most people still drive w/ a dead-weight foot... that's why you usually see grannys in their Camry V6 going somewhat fast if they don't know how to feather it =P Drive by wire makes it hard to feather foot it!