Variable Valve Timing (VVT)

Basic Theory
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. It is increasingly being used in combination with variable valve lift systems. There
are many ways in which this can be achieved, ranging from mechanical devices to electro-
hydraulic and camless systems. Increasingly strict emissions regulations are causing many
automotive manufacturers to use VVT systems.
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 optimize 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.
With Variable Valve Timing, power and torque can be optimized across a wide rpm band.

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: Powerful at top end

Disadvantage 2 or 3 stages only, non-continuous; no much improvement
: to torque; complex
Who use it ? Honda VTEC, Mitsubishi MIVEC, Nissan Neo VVL

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.
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.

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 cam-changing VVT.
Who use it ? Most car makers, such as:
 Audi V8 - inlet, 2-stage discrete
 BMW Double Vanos - inlet and exhaust, continuous
 Lamborghini Diablo SV engine - inlet, 2-stage discrete
 Porsche Variocam - inlet, 3-stage discrete
 Renault 2.0-litre - inlet, 2-stage discrete
 Toyota VVT-i - inlet, continuous