Can you tell me about my I-VTEC Engine?

I just purchasd a 2010 Honda accord coupe (i love it!) its a 2.4 DOHC I-VTEC engine. Is this a good engine? What makes it different from Chevys ECOTEC engine? I just traded it in for the accord. Its pretty quick for a four cylinder too!!





Thanks!Can you tell me about my I-VTEC Engine?
To sum it up, vtec in general is made to allow good fuel economy, smooth power band and while still have power throughout the rpms. I-vtec is Honda's answer to a smoother powerband, better fuel economy and low emissions. The I-vtec also incorperates a different set of cam lobes that effect the height at which the valves lift for a more accurate combustion depending on rpms



Below is the H-T post that i've always used to help people understand the vtec questions.

-Originally posted by honda tech user Targa250R-



The K20A3 does not have a standard DOHC VTEC valvetrain as we know it from the B-series engines - the K20A3 should actually be called a "DOHC i-VTEC-E" engine, because it uses a VTEC-E cam setup. The K20A2 is the "real" DOHC i-VTEC engine, utilizing the standard DOHC VTEC cam setup we're all familiar with. To help you understand the differences between the K20A2 and K20A3 engines, I've included the following information from a post I made elsewhere:



Allow me to evaluate. Let's start out by defining some terms:



VTEC - Variable valve Timing and lift Electronic Control. At low RPM, a VTEC engine uses a normal cam profile to retain a smooth idle, good fuel economy, and good low-end power delivery. The VTEC mechanism engages a high-lift, long-duration "race" cam profile at a set RPM value (i.e., ~5500RPM on the B16A) to increase high-end power delivery.



VTEC-E - Variable valve Timing and lift Electronic Control for Efficiency. This system isn't really VTEC as we know it. At low RPM, the VTEC-E mechanism effectively forces the engine to operate as a 12-valve engine - one of the intake valves does not open fully, thus decreasing fuel consumption. At a set RPM value (i.e., ~2500RPM in the D16Y5), the VTEC-E mechanism engages the 2nd intake valve, effectively resuming operation as a normal 16-valve engine. Note: in a VTEC-E engine, there are no high-RPM performance cam profiles; this engine is supposed to be tuned for fuel economy, right?



VTC - Variable Timing Control. This is a mechanism attached to the end of the intake camshaft only which acts as a continuously variable cam gear - it automatically adjusts the overlap between the intake and exhaust cams, effectively allowing the engine to have the most ideal amount of valve overlap in all RPM ranges. VTC is active at all RPMs.



i-VTEC - intelligent Variable valve Timing and lift Electronic Control. This is a combination of both the VTEC and the VTC technologies - in other words, i-VTEC = VTEC + VTC. Currently, the only engines that use the i-VTEC system are the DOHC K-series engines.



Now this is where things get tricky - Honda uses the term "DOHC i-VTEC" for two different systems: The first system is used in the K20A2 engine of the RSX Type-S. The second system is used in the K20A3 engine of the Civic Si.



The First System (K20A2):



This system is pretty close to the older DOHC VTEC engines. At low RPM, the K20A2 uses a normal cam profile to retain a smooth idle, good fuel economy, and good low-end power delivery. At 5800RPM, its VTEC mechanism engages a high-lift, long-duration "race" cam profile to increase high-end power delivery. The only difference between this i-VTEC engine and the older VTEC engines is the addition of the VTC system. The intake camshaft has the automatic self-adjusting cam gear which continuously optimizes valve overlap for all RPM ranges.



Here we see an image of the intake cam lobes of the K20A2. Notice there are 3 lobes; the two side lobes are the low-RPM profiles, and the center lobe is the high-lift, long-duration profile which engages at 5800RPM. Basically the same setup as the old VTEC engines we are familiar with.



Now here we see the VTC mechanism - the gear on the end of the intake cam that adjusts valve timing (overlap) automatically on the fly.



This system is used in engines powering the JDM Honda Integra Type-R, Civic Type-R, Accord Euro-R, and the USDM Acura RSX Type-S and TSX.



The Second System (K20A3):



This system does not really conform to the "DOHC i-VTEC" nomenclature, as Honda would like us to believe. As I mentioned in my previous post, it actually should be called "i-VTEC-E," because it uses a VTEC-E mechanism rather than a standard VTEC mechanism. At low RPM, the VTEC-E system effectively forces the engine to operate as a 12-valve engine - one of the intake valves does not open fully, thus decreasing fuel consumption. At 2200RPM, the VTEC-E system engages the 2nd intake valve, effectively resuming operation as a normal 16-valve engine. There are no high-RPM performance cam profiles; this engine is tuned to balance fuel economy and power, rather than provide pure performance. On the intake cam, there is the VTC mechanism which basically is an automatic self-adjusting cam gear used to continuously optimize the valve overlap for all RPM ranges. This being a VTEC-E system - and not a true DOHC VTEC system - is the reason the K20A3 redlines at a measly 6800RPM, while the K20ACan you tell me about my I-VTEC Engine?
Well im not to big on chevys but i can tell you about the honda vtec.i dont want to write an essay but the vtec is a not always on,when you hit 6000 rpms thats when it kicks in and the pistons start firing about twice as fast in the car. when you hit 6000 rpms you will certainly know when that vtec kicks in,youll think that you just swapped for a lambo(well not quite but you can pretend)Can you tell me about my I-VTEC Engine?
Well yeah, its a vtec, of course its quick for a 4 cyl. Don't know the difference between chevy's double overhead camshaft and honda overhead camshaft, But I do know that that car will last you a very long time. Just take good care of it. And enjoy!!