VTEC vs VVT

VVTi is just variable valve timing like almost all other engines nowadays.

VVTLi is variable valve timing with lift which is the most similar to VTEC.

I've driven both and found VTEC to be far better imo, saying that the only VVTLi car i've driven is a celica tsport. I found it underwhelming as it felt hard to keep on cam as the rev limit was too low compared to the change over and there wasn't enough of a surge in performance after it got on cam.

Compared to my modded DC5 it was rubbish, but thats to be expected. But even compared to a standard EP3 i found it to be quite lacking.

I am a massive honda fanboi though ;)
 
Having had a Celica with a 1.8 VVTI and a civic with a 1.8 v-tec one

I prefer the civic, although that might only be because it is a newer engine.

Not really a huge difference mind as a lot of cars use similar systems in their petrol engines these days. ( unless we are talking about the v-tec in the type R models)
 
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Think of VVTL-i (if that is what you meant) as a tame version of V-Tec. I had a GT Celica which is just a tarted up T-Sport and while I loved it it was a chore to drive fast and was hard to keep in lift.
 
Dad owned a Corolla T-Sport which were equipped with the same VVTL-I lump (the 2zz) as the Celica T-sport. From what the general feeling was on the owners forums was that the Corolla was quicker than the Celica due to its lower weight, but Toyota favoured the Ceoica in the official performance stats, because well, lets face it, it's better to sell the more expensive car.
K
Dad has had it out with some stock EP3(?)s and he felt that the Corolla had the edge in corners when it was damp etc, as the Civic was squirming about all over the place while he was able to put the power down, admittidly due to the electronic aids.

While you do have to rev the 2ZZ hard to keep it in lift, Dad always enjoyed it, but he knows some people who hated the amount of effort. Different strokes for different folks, I can imagine the VTEC engines having similar detractions, but I'm not too clued up on them.

Anyway, dad drives a Corolla Compressor now, so the supercharger solved the problem of the 2zz lacking the power further down the rev range :p
 
Link for the celica Nathan? I thought it could only be done with a cam swap but if its a remap.. I may be interested.

Owned a modded Corolla Tsport, it is hard work to keep it on cam and during my ownership I tired of it and went for big engines for four years afterwards. It is definitely more work to drive the engine quickly but strangely enough I have gone back to a Celica 190 as you can really rag it and dont end up doing 100+ quite as easily. Lift kicks in in a very similar fashion to VTEC in the type R, the Celica feels a lot more nimble and lighter than the Corolla, you can see where the weight saving comes from though as all the interior panels are old school Jap hard plastics.
 
Many Lotus specialists do the remaps for the 2ZZ-GE, such as Essex Autosport, Hangar 111 and Christopher Neils.

The stock map has lots of dips in the torque curve because it is too biased towards emissions compliance.

A revised map with the lower cam change point of 5700rpm (from 6200rpm) can make it behave like a different car. And although many people put the TRD "Cup" airbox on at the same time, this is by no means a requirement.
 
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Dogbreath said:
You can also change the point at which Honda's VTEC activates, but neither is a good idea unless you have made changes to the engine that warrant it.
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NathanE said:
Rubbish.
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Actually he's correct, as standard the VTEC crossover is in the right place if you lower it without doing any supporting mods that require it to be lowered all you will do is **** up your power curve by having it come on too early.

This used to be something of a problem with noobs buying H22 cars and then getting a cheap VTEC controller off the bay then dropping the crossover and then asking on forums what was sup.

Its not like just raising the boost on a turbo the engagement has to be in the right place. Ideally where the curves cross.
 
Except I was talking about the Toyota 2ZZ-GE. Sigh. It's a very common modification in the Lotus circles. Thousands of people are driving 2ZZ-GE's around with the lower cam change point, without any physical modifications at all.
 
Lowering VTEC on a VTEC engine does not require other mods, it requires a remap, plain and simple.

Lower it all you want, with intake, exhaust and what not, it'll still be rubbish and lose power unless the map is altered.
 
NathanE said:
Agreed. I didn't even know lowering the cam change point without a remap was possible. Shrug.
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There are various kits that work on older VTEC engines, Apexi VTEC controllers or something like that. They are all rubbish. I don't think they work on K series engines though.
 
ubersonic said:
Actually he's correct, as standard the VTEC crossover is in the right place if you lower it without doing any supporting mods that require it to be lowered all you will do is **** up your power curve by having it come on too early.
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With an ECU reflash, at 5200rpm there are noticeable gains over the standard crossover of 5800rpm. You would be right below 5200rpm, as the high cam would not be suited to such low revs.

Speaking from experience who owns a standard EP3 with a KPRO, there is a huge difference between my car now remapped and the stock map without any other additional mods.

VTEC changed from 5800rpm to 5200rpm
Rev limit raised from 8200rpm to 8500rpm

Comparing all mods, the remap brings the best power improvement over any other mods ( bar turbos and superchargers ).

The difference is night and day. The extra midrange power you get is huge.

kpro.jpg
 
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Johnnytoxic, read the thread again.

VTEC controllers lower VTEC and nothing else.

KPro is a fully customisable ECU upgrade. There is a massive difference between an ECU that can be tuned, and a device that simply forces VTEC to engage earlier.
 
VVL > VTEC. I don't know whether you can do it on VTEC engines but VE engines change their cam independently for a smoother powerband. I have mine set up this way as per OEM spec and it's fantastic. Shame Nissan only used the engines on a handful of JDM only cars.
 
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