Here that way no1 else makes the same mistake i did lol
i-VTEC
Honda i-VTEC (intelligent-VTEC)
[3] has VTC continuously variable timing of camshaft phasing on the intake camshaft of DOHC VTEC engines. The technology first appeared on Honda's
K-series four-cylinder engine family in 2001 (2002 in the U.S.). In the United States, the technology debuted on the 2002 Honda CR-V.
VTC controls of valve lift and valve duration are still limited to distinct low- and high-RPM profiles, but the intake camshaft is now capable of advancing between 25 and 50 degrees, depending upon engine configuration. Phasing is implemented by a computer-controlled, (oil-driven) adjustable cam sprocket. Both engine load and RPM affect VTEC. The intake phase varies from fully retarded at idle to somewhat advanced at full throttle and low RPM. The effect is further optimization of torque output, especially at low and midrange RPM. There are two types of i-VTEC K series engines which are explained in the next paragraph.
[edit] K-series
Main article:
Honda K engine
The K-Series motors have two different types of i-VTEC systems implemented. The first is for the performance motors like in the
RSX Type S or the
Civic Si and the other is for economy motors found in the
CR-V or
Accord. The performance i-VTEC system is basically the same as the DOHC VTEC system of the
B16A's; both intake and exhaust have 3 cam lobes per cylinder. However the valvetrain has the added benefit of roller rockers and continuously variable intake cam timing. Performance i-VTEC is a combination of conventional DOHC VTEC with VTC.
The economy i-VTEC is more like the SOHC VTEC-E in that the intake cam has only two lobes, one very small and one larger, as well as no VTEC on the exhaust cam. The two types of motor are easily distinguishable by the factory rated power output: the performance motors make around 200 hp (K20-k24z7) (150 kW) or more in stock form and the economy motors do not make much more than 160 hp (r18) (120 kW) from the factory.