Honda VTEC For Sale

VTEC From Wikipedia, the free encyclopedia Jump to: navigation, search VTEC (Variable Valve Timing and Lift Electronic Control) is a valvetrain system developed by Honda to improve the volumetric efficiency of a four-stroke internal combustion engine. This system uses two camshaft profiles and electronically selects between the profiles. This was the first system of its kind. Different types of variable valve timing and lift control systems have also been produced by other manufacturers (MIVEC from Mitsubishi, AVCS from Subaru, VVTL-i from Toyota, VarioCam Plus from Porsche, VVL from Nissan, etc.). It was invented by Honda R&D engineer Ikuo Kajitani. Contents 1 History 2 DOHC VTEC 3 SOHC VTEC 4 VTEC-E 5 3-Stage VTEC 6 i-VTEC 6.1 K-series 6.2 R-series 6.3 i-VTEC VCM 6.4 i-VTEC i 7 AVTEC 8 VTEC in motorcycles 9 References 10 External links [edit] History VTEC, the original Honda variable valve control system, originated from REV (Revolution-modulated valve control) introduced on the CBR400 in 1983 known as HYPER VTEC. In the regular four-stroke automobile engine, the intake and exhaust valves are actuated by lobes on a camshaft. The shape of the lobes determines the timing, lift and duration of each valve. Timing refers to an angle measurement of when a valve is opened or closed with respect to the piston position (BTDC or ATDC). Lift refers to how much the valve is opened. Duration refers to how long the valve is kept open. Due to the behavior of the working fluid (air and fuel mixture) before and after combustion, which have physical limitations on their flow, as well as their interaction with the ignition spark, the optimal valve timing, lift and duration settings under low RPM engine operations are very different from those under high RPM. Optimal low RPM valve timing, lift and duration settings would result in insufficient filling of the cylinder with fuel and air at high RPM, thus greatly limiting engine power output. Conversely, optimal high RPM valve timing, lift and duration settings would result in very rough low RPM operation and difficult idling. The ideal engine would have fully variable valve timing, lift and duration, in which the valves would always open at exactly the right point, lift high enough and stay open just the right amount of time for the engine speed in use. VTEC was initially designed to increase the power output of an engine to 100 PS/liter or more while maintaining practicality for use in mass production vehicles. Some later variations of the system were designed solely to provide improvements in fuel efficiency, or increased power output as well as improved fuel efficiency. In practice, a fully variable valve timing engine is difficult to design and implement. The opposite approach to variable timing is to produce a camshaft which is better suited to high RPM operation. This approach means that the vehicle will run very poorly at low RPM (where most automobiles spend much of their time) and much better at high RPM. VTEC is the result of an effort to marry high RPM performance with low RPM stability. Additionally, Japan has a tax on engine displacement, requiring Japanese auto manufacturers to make higher-performing engines with lower displacement. In cars such as the Toyota Supra and Nissan 300ZX, this was accomplished with a turbocharger. In the case of the Mazda RX-7 and RX-8, a rotary engine was used. VTEC serves as yet another method to derive very high specific output (power/unit displacement) from smaller-displacement engines. [edit] DOHC VTEC The VTEC system is a simple method of endowing the engine with multiple camshaft profiles optimized for low and high RPM operations. Instead of one cam lobe actuating each valve, there are two: one optimized for low-RPM stability & fuel efficiency; the other designed to maximize high-RPM power output. Switching between the two cam lobes is controlled by the ECU which takes account of engine oil pressure, engine temperature, vehicle speed, engine speed and throttle position. Using these inputs, the ECU is programmed to switch from the low lift to the high lift cam lobes when the conditions mean that engine output will be improved. At the switch point a solenoid is actuated which allows oil pressure from a spool valve to operate a locking pin which binds the high RPM cam follower to the low RPM ones. From this point on, the poppet valve opens and closes according to the high-lift profile, which opens the valve further and for a longer time. The switch-over point is variable, between a minimum and maximum point, and is determined by engine load. The switch back from high to low RPM cams is set to occur at a lower engine speed than the up-switch to avoid a situation in which the engine is asked to operate continuously at or around the switch-over point. Introduced as a DOHC system in the 1989 Honda Integra and Civic CRX SiR (Japan) and 1.6i-VT (Europe) models, which used a 160 bhp (120 kW) variant of the B16A engine. The US market saw the first VTEC system with the introduction of the 1991 Acura NSX, which used a 3 liter DOHC VTEC V6 with 280 bhp (210 kW). DOHC VTEC engines soon appeared in other vehicles, such as the 1992 Acura Integra GS-R (B17A1 1.7 liter engine). And later in the 1992 Honda Prelude VTEC (H22A 2.2 liter engine with 195 hp) and Honda Del Sol VTEC (B16A 1.6 liter engine). The Integra Type R (1997–2001) available in the Japanese market produces 200 bhp (149 kW; 203 PS) using a B18C5 1.8 liter engine. Honda has also continued to develop other varieties and today offers several varieties of VTEC, such as i-VTEC and i-VTEC Hybrid. [edit] SOHC VTEC As popularity and marketing value of the VTEC system grew, Honda applied the system to SOHC (Single Over Head Cam) engines, which share a common camshaft for both intake and exhaust valves. The trade-off was that Honda's SOHC engines only benefitted from the VTEC mechanism on the intake valves. This is because VTEC requires a third center rocker arm and cam lobe (for each intake and exhaust side), and in the SOHC engine, the spark plugs are situated between the two exhaust rocker arms, leaving no room for the VTEC rocker arm. Additionally, the center lobe on the camshaft can only be utilized by either the intake or the exhaust, limiting the VTEC feature to one side. However, beginning with the J37A4 3.7L SOHC V6 engine introduced on all 2009 Acura TL SH-AWD models, SOHC VTEC was incorporated for use with intake and exhaust valves. The intake and exhaust rocker shafts contain primary and secondary intake and exhaust rocker arms, respectively. The primary rocker arm contains the VTEC switching piston, while the secondary rocker arm contains the return spring. The term "primary" does not refer to which rocker arm forces the valve down during low-RPM engine operation. Rather, it refers to the rocker arm which contains the VTEC switching piston and receives oil from the rocker shaft. The primary exhaust rocker arm contacts a low-profile camshaft lobe during low-RPM engine operation. Once VTEC engagement occurs, the oil pressure flowing from the exhaust rocker shaft into the primary exhaust rocker arm forces the VTEC switching piston into the secondary exhaust rocker arm, thus locking both exhaust rocker arms together. The high-profile camshaft lobe which normally contacts the secondary exhaust rocker arm alone during low-RPM engine operation is able to move both exhaust rocker arms together which are locked as a unit. The secondary intake rocker arm contacts a low-profile camshaft lobe during low-RPM engine operation. Once VTEC engagement occurs, the oil pressure flowing from the intake rocker shaft into the primary intake rocker arm forces the VTEC switching piston into the secondary intake rocker arm, thus locking both intake rocker arms together. The high-profile camshaft lobe which normally contacts the primary intake rocker alone during low-RPM engine operation is able to move both intake rocker arms together which are locked as a unit. The difficulty of incorporating VTEC for both the intake and exhaust valves in a SOHC engine has been removed on the J37A4 by a novel design of the intake rocker arm. Each exhaust valve on the J37A4 corresponds to one primary and one secondary exhaust rocker arm. Therefore, there are a total of twelve primary exhaust rocker arms and twelve secondary exhaust rocker arms. However, each secondary intake rocker arm is shaped similar to a "Y" which allows it to contact two intake valves at once. One primary intake rocker arm corresponds to each secondary intake rocker arm. As a result of this design, there are only six primary intake rocker arms and six secondary intake rocker arms. [edit] VTEC-E See also: :ja:VTEC-E It is a version of SOHC VTEC, which was used to increase efficiency at low RPM. At low RPM, one of the two intake valves is only allowed to open a very small amount, increasing the fuel/air atomization in the cylinder and thus allowing a leaner mixture to be used. As the engine's speed increases, both valves are needed to supply sufficient mixture. A sliding pin, which is pressured by oil, as in the regular VTEC, is used to connect both valves together and allows the full opening of the second valve. [edit] 3-Stage VTEC Main article: 3-stage VTEC It is a version using 3 different cam profiles to control valve timing and lift. At about 1000-3000 RPM's, only one intake valve and both exhaust valves are used for fuel economy; at 3000-5400 RPM's, two intake valves and two exhaust valves are used; at 5500-7000 RPM's, the VTEC cam profile is used to increase power. [edit] i-VTEC See also: :ja:i-VTEC (intelligent-VTEC)[1] introduced continuously variable camshaft phasing on the intake cam 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, Honda first debuted the technology on the 2003 Honda Civic Si EP3 with the economy version. Valve lift and 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) during operation. Phase changes are implemented by a computer controlled, oil driven adjustable cam gear. Phasing is determined by a combination of engine load and rpm, ranging 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. [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 (150 kW) or more in stock form and the economy motors do not make much more than 160 hp (120 kW) from the factory. [edit] R-series Main article: Honda R engine The new SOHC i-VTEC implementation is an entirely new implementation that was first introduced on the 2006 Honda Civic's R-series four cylinder SOHC engines. This implementation uses the so-called "fuel economy cam" and "high output cam" on one of the two intake valves of each cylinder (another intake valve is fixed). The "fuel economy cams" are designed to retard the closure of one intake valve and are activated between 1000-3500 RPM and under low load conditions. When "fuel economy cams" are activated, the intake valve closes well after the piston has started moving upwards in the compression stroke. During this time, the drive-by-wire throttle valve is open wider than normal. Due to the delayed closing of intake valve, a part of the intake mixture that has entered the combustion chamber is forced out again into the intake manifold. That way, the engine "emulates" a lower displacement than its actual one (its operation is also similar to an Atkinson cycle engine, with uneven compression and combustion strokes), which reduces pumping losses thus reducing fuel consumption and increases its efficiency. VTEC-off on the R18A means it can be considered to be running "high output cams". When the right conditions are achieved for fuel economy, VTEC engages the 2nd set, the 'low' or 'economy' cams. Thus VTEC-on on the R18A means it is running low cams. According to Honda, this measure alone can reduce pumping losses by 16%. Under heavier loads, the engine switches back into its "high output cams", and it operates like a regular 4 stroke Otto cycle engine. This implementation of i-VTEC was initially introduced in the R18A1 engine found under the hood of the 8th generation Civic, with a displacement of 1.8 L and an output of 140 PS (100 kW; 140 hp). Recently, another variant was released, the 2.0 L R20A2 with an output of 150 PS (110 kW; 150 hp), which powers the EUDM version of the all-new CRV. SOHC i-VTEC With the continued introduction of vastly different i-VTEC systems, one may assume that the term is now a catch-all for creative valve control technologies from Honda. [edit] i-VTEC VCM In 2003, Honda introduced an i-VTEC V6 (an update of the J-series) that includes Honda's cylinder deactivation technology which closes the valves on one bank of (3) cylinders during light load and low speed (below 80 km/h (50 mph)) operation. The technology was originally introduced to the US on the Honda Odyssey minivan, and can now be found on the Honda Accord Hybrid, the 2006 Honda Pilot, and the 2008 Honda Accord. i-VTEC VCM was also used in 1.3L 4-cylinder engines used in Honda Civic Hybrid.[2] [edit] i-VTEC i It is a version of i-VTEC with direct injection. It was first used in 2003 Honda Stream. [edit] AVTEC The AVTEC (Advanced VTEC) engine was first announced in 2006.[3] It combines continuously variable valve lift and timing control with continuously variable phase control. Honda originally planned to produce vehicles with AVTEC engines within next 3 years. Although it was speculated that it would first be used in 2008 Honda Accord, the vehicle instead utilizes the existing i-VTEC system. A related US patent (6,968,819) was filed in 2005-01-05.[4][5] [edit] VTEC in motorcycles Apart from the Japanese market-only Honda CBR400F Super Four HYPER VTEC,[6] introduced in 1983, the first worldwide implementation of VTEC technology in a motorcycle occurred with the introduction of Honda's VFR800 sportbike in 2002. Similar to the SOHC VTEC-E style, one intake valve remains closed until a threshold of 7000 rpm is reached, then the second valve is opened by an oil-pressure actuated pin. The dwell of the valves remains unchanged, as in the automobile VTEC-E, and little extra power is produced but with a smoothing-out of the torque curve. Critics maintain that VTEC adds little to the VFR experience while increasing the engine's complexity. Honda seem to agree: their VFR1200, a model announced in October 2009 to replace the VFR800, abandons the V-TEC concept in favour of a large capacity narrow-vee "unicam" (i.e. sohc) motor. [edit] References ^ "acura.com". acura.com. http://www.acura.com/index.aspx?initPath=TSX_Learn_FeaturesOptions_Performance_Engine_iVTEC. Retrieved 2010-12-04.  ^ "Honda Civic Hybrid Technology". Autospeed.com. http://autospeed.com/cms/title_Honda-Civic-Hybrid-Technology/A_3067/article.html. Retrieved 2010-12-04.  ^ Nunez, Alex (2006-09-25). "Honda reveals the Advanced VTEC engine". Autoblog.com. http://www.autoblog.com/2006/09/25/honda-reveals-the-advanced-vtec-engine/. Retrieved 2010-12-04.  ^ Tan, Paul. "Honda Files Advanced VTEC Patent". Paultan.org. http://paultan.org/2007/04/17/honda-files-advanced-vtec-patent/. Retrieved 2010-12-04.  ^ "A-VTEC Details Break Cover at USPTO; TOV Analyzes". Vtec.net. http://www.vtec.net/news/news-item?news_item_id=659664. Retrieved 2010-12-04.  ^ "Honda Worldwide | Technology Close-up". World.honda.com. http://world.honda.com/motorcycle-technology/vtec/p3.html. Retrieved 2010-12-04.  "Technology Close-up". Honda Motor Co., Ltd.. 2004. http://world.honda.com/motorcycle-technology/vtec/. Retrieved 2006-07-25.  "The VTEC Engine". Honda Motor Co., Ltd.. 2006. http://world.honda.com/history/challenge/1989vtecengine/index.html. Retrieved 2004-11-16.  "Honda Worldwide Technology Closeup". Honda Motor Co., Ltd.. 2004. http://world.honda.com/motorcycle-technology/vtec/p3.html. Retrieved 2007-07-12.  "Honda Worldwide IVTEC Video". Honda Motor Co., Ltd.. 2009. http://world.honda.com/HDTV/news/2003-4031127a/. Retrieved 2009-05-17.  [edit] External links Honda tech pages: VTEC, i-VTEC DOHC, S2000 2.0L DOHC VTEC, Type-R 2.0L DOHC i-VTEC, 2.0L DOHC i-VTEC I, V6 3.0L i-VTEC, V6 3.5L VTEC Honda Technology Picture Book, VTEC Honda's i-VTEC I Direct Injection Engine-virus on this site Temple of VTEC Asia Special Feature : The Basic VTEC Mechanism What is VTEC? Basic questions answered incl. 3D Colour Diagrams of VTEC System Animation of how VTEC works on YouTube World Honda: New i-VTEC Technology v â€¢ d â€¢ e Honda Motor Company Current Automobiles Accord â€¢ Acty â€¢ Airwave/Partner â€¢ City â€¢ Civic â€¢ Civic GX â€¢ Civic Hybrid â€¢ Civic Si â€¢ Civic Type R â€¢ CR-Z â€¢ Crossroad â€¢ CR-V â€¢ Element â€¢ Elysion â€¢ FCX Clarity â€¢ Fit â€¢ Freed â€¢ Insight â€¢ Inspire â€¢ Jazz â€¢ Legend â€¢ Life â€¢ Odyssey â€¢ Pilot/MR-V â€¢ Ridgeline â€¢ Saber â€¢ Stepwgn â€¢ Stream â€¢ Vamos â€¢ Zest Past Automobiles 1300 â€¢ Accord Hybrid â€¢ Ascot â€¢ Avancier â€¢ Ballade â€¢ Beat â€¢ Capa â€¢ City/Jazz â€¢ CR-X â€¢ CR-X del Sol â€¢ Concerto â€¢ Domani â€¢ EV Plus â€¢ FR-V â€¢ HR-V â€¢ Integra â€¢ Life Dunk â€¢ Logo â€¢ Mobilio â€¢ Mobilio Spike â€¢ N360 â€¢ N600 â€¢ NSX â€¢ Orthia/Partner â€¢ Passport â€¢ Prelude â€¢ Quint â€¢ Rafaga â€¢ S500 â€¢ S600 â€¢ S800 â€¢ S2000 â€¢ That's â€¢ Today â€¢ Torneo â€¢ Z â€¢ Acura automobiles CL â€¢ CSX â€¢ EL â€¢ Integra â€¢ Legend â€¢ MDX â€¢ NSX â€¢ RDX â€¢ RL â€¢ RSX â€¢ SLX â€¢ TL â€¢ TSX â€¢ Vigor â€¢ ZDX Concept automobiles Dualnote â€¢ HSC â€¢ J-VX â€¢ Remix â€¢ Sprocket â€¢ WOW â€¢ New Small Concept Race automobiles HSV-010 GT â€¢ R800 â€¢ R1300 â€¢ RA270 â€¢ RA271 â€¢ RA272 â€¢ RA273 â€¢ RA300 â€¢ RA301 â€¢ RA302 â€¢ RA100 â€¢ RA099 â€¢ RA106 â€¢ RA107 â€¢ RA108 Acura race automobiles ARX-01 â€¢ ARX-02a Motorcycles CB series â€¢ CBF series â€¢ CBR series â€¢ CJ series â€¢ CM/CMX series â€¢ CR series â€¢ CRF series â€¢ CX series â€¢ DN-01 â€¢ Fury â€¢ GL series â€¢ NR series â€¢ NSR series â€¢ RC series â€¢ ST series â€¢ VF/VFR series â€¢ VT series â€¢ VTX series â€¢ XR/XL series â€¢ XRE300 â€¢ Transalp â€¢ Africa Twin â€¢ Deauville â€¢ Bros/HawkGT â€¢ NX250 â€¢ Pacific Coast â€¢ TL Series (Reflex) â€¢ Valkyrie â€¢ X4 Mopeds and light motorcycles Ape â€¢ CT series â€¢ Cub F â€¢ Cub series â€¢ Gyro â€¢ Motra â€¢ P50 â€¢ PC50 â€¢ ST series/Dax â€¢ Wave series â€¢ Z series Scooters Aero â€¢ Big Ruckus â€¢ Dio â€¢ Elite S â€¢ Elite E â€¢ Express â€¢ Helix â€¢ Juno â€¢ Metropolitan â€¢ Metropolitan II â€¢ Motocompo â€¢ NH series â€¢ Reflex â€¢ Spree â€¢ Ruckus/Zoomer â€¢ Silver Wing Aircraft MH02 â€¢ HA-420 Engines A-series â€¢ B-series â€¢ B20A â€¢ C-series â€¢ D-series â€¢ E-series â€¢ E07A â€¢ F-series â€¢ F20C â€¢ G-series â€¢ H-series â€¢ J-series â€¢ K-series â€¢ L-series â€¢ Circle L Diesel â€¢ N-series Diesel â€¢ P-engine â€¢ R-series â€¢ HF120 Turbofan â€¢ VTEC â€¢ I-DSi â€¢ I-CDTi Robots Honda E series â€¢ Honda P series â€¢ ASIMO Subsidiaries Acura â€¢ Hero Honda â€¢ Honda Motorcycle & Scooter India â€¢ Honda Siel Cars India â€¢ Honda Racing â€¢ Honda F1 â€¢ Honda Aircraft Company â€¢ Team G Cross Honda â€¢ Honda Performance Development â€¢ American Honda Motor Company â€¢ Honda of Canada Manufacturing â€¢ Honda Manufacturing of Alabama â€¢ Honda Automobile (China) Company â€¢ Honda Canada â€¢ Honda Taiwan â€¢ Dongfeng Honda Automobile â€¢ Guangqi Honda Automobile â€¢ Honda of the UK Manufacturing Keiretsu affiliates Keihin â€¢ Showa Corporation â€¢ Nippon Seiki Influential people Soichiro Honda â€¢ Nobuhiko Kawamoto â€¢ Takeo Fukui â€¢ Tadao Baba || HowStuffWorks Search HowStuffWorks and the web Video Podcasts Blogs Quizzes Games RSS Adventure Animals Auto Culture Entertainment Health Home & Garden Lifestyle Money Science Tech Auto Basics Auto Parts & Systems Auto Racing Buying & Selling Car Models Driving & Safety Fuel Efficiency Motorcycles Trucks Under the Hood Home > Auto > Under the Hood > Engines > Engine Performance Next Page What does the VTEC system in a Honda engine do? Print Cite Feedback E-mail This Facebook Digg This Yahoo! Buzz StumbleUpon TwitThis Reddit Share Recommend Cite This! Close Please copy/paste the following text to properly cite this HowStuffWorks article: "What does the VTEC system in a Honda engine do?" 01 April 2000. HowStuffWorks.com. <http://auto.howstuffworks.com/question229.htm> 12 December 2010. Inside this Article What does the VTEC system in a Honda engine do? Lots More Information See all Engine Performance articles Massive Engines Videos More Auto Videos » Image Gallery: EnginesThe VTEC system in Honda engines allows the engine to have multiple camshafts. See more car engine pictures. If you have read How Car Engines Work, you know about the valves that let air into the engine and let exhaust out of the engine. You also know about the camshaft that controls the valves. The camshaft uses rotating lobes that push against the valves to open and close them. Check out How Camshafts Work for more information. It turns out that there is significant relationship between the way the lobes areground on the camshaft and the way the engine performs in different rpm(rotations per minute) ranges. To understand why this is the case, imagine that we are running an engine extremely slowly -- at just 10 or 20 rpm, so it takes the piston seconds to complete a cycle. It would be impossible to actually run a normal engine this slowly, but imagine that we could. We would want to grind the camshaft so that, just as the piston starts moving downward in the intake stroke, the intake valve would open. The intake valve would close right as the piston bottoms out. Then the exhaust valve would open right as the piston bottoms out at the end of the combustion stroke and would close as the piston completes the exhaust stroke. That would work great for the engine as long as it ran at this very slow speed. ­W­hen you increase the rpm, however, this configuration for the camshaft does not work well. If the engine is running at 4,000 rpm, the valves are opening and closing 2,000 times every minute, or thirty to fourty times every second. When the intake valve opens right at the top of the intake stroke, it turns out that the piston has a lot of trouble getting the air moving into the cylinder in the short time available (a fraction of a second). Therefore, at higher rpm ranges you want the intake valve to open prior to the intake stroke -- actually back in the exhaust stroke -- so that by the time the piston starts moving downward in the intake stroke, the valve is open and air moves freely into the cylinder during the entire intake stroke. This is something of a simplification, but you get the idea. For maximum engine performance at low engine speeds, the valves need to open and close differently than they do at higher engine speeds. If you put in a good low-speed camshaft, it hurts the engine's performance at high speeds, and if you put in a good high-speed camshaft it hurts the engine's performance at low speeds (and in extreme cases can make it very hard to start the engine!). VTEC (which stands for Variable Valve Timing and Lift Electronic Control) is an electronic and mechanical system in some Honda engines that allows the engine to effectively have multiple camshafts. As the engine moves into different rpm ranges, the engine's computer can activate alternate lobes on the camshaft and change the cam's timing. In this way, the engine gets the best features of low-speed and high-speed camshafts in the same engine. Several of the links below go into the actual mechanics of the VTEC system if you are interested. Next UpCar Engine QuizWhat are dual overhead cams?TreeHugger.com: Top 5 Engine Technologies Several engine manufacturers are experimenting with systems that would allow infinite variability in valve timing. For example, imagine that each valve had a solenoid on it that could open and close the valve under computer control rather than relying on a camshaft. With this type of system, you would get maximum engine performance at every rpm range. Something to look forward to in the future... VIDEO: Check out in-depth videos on pistons and 10 ingenious car parts videos.>> Next Page Inside this Article What does the VTEC system in a Honda engine do? Lots More Information See all Engine Performance articles Related Ad Categories Search HowStuffWorks and the web Adventure Animals Auto Culture Entertainment Health Home & Garden Lifestyle Money Science Tech HOWSTUFFWORKS Adventure Animals Auto Culture Entertainment Health Home & Garden Lifestyle Money Science Tech MORE STUFF Blogs Games HSW Tools RSS Maps Podcasts Quizzes Newsletters Video OUR WEBSITES Animal Planet Consumer Guide Auto Consumer Guide Products Discovery Channel Discovery Health HSW Brazil HSW China Investigation Discovery Planet Green Science Channel TLC Discovery Education CUSTOMER SERVICE Advertising Contact Us Help CORPORATE About Us Careers @ Discovery Privacy Policy Visitor Agreement ©1998-2010 HowStuffWorks, Inc. HowStuffWorks.com CONTENT HowStuffWorks Web Slice 15 || HOME NEWS ROAD TESTS LONG-TERM TESTS LAUNCHES FEATURES VIDEOS MOTOR SHOWS BUYING GUIDES GALLERY COLUMNS TRAFFIC MAP ABOUT US CONTACT US name email address CAR SEARCH Search for information on your favourite model of car, including road tests and news. Audi Bentley BMW Cadillac Chevrolet Chrysler Citroen Daewoo Daihatsu Dodge FBS Ferrari Fiat Ford Honda Hyundai Jaguar Jeep Kia Land Rover Lexus Lotus Maserati Mazda Mercedes-Benz MG MINI Mitsubishi Nissan Peugeot Porsche Proton Range Rover Renault Rover Saab Seat Skoda smart SsangYong Subaru Suzuki Toyota Vauxhall Volkswagen Volvo LATEST NEWS Infiniti M35h Details Special Alfa Romeo MiTo SEAT September Offers Warranty Advertising Nissan 370Z Contract Hire Small Luxury Lexus Nissan Qashqai Improvements Lexus Celebration Suzuki SX4 SZ5 Now On Sale The Slow Return Of CARkeys LATEST ROAD TESTS Citroen DS3 1.6 THP DSport Mercedes-Benz E 350 CGI BlueEfficiency Sport Estat Land Rover Discovery 3.0 TDV6 HSE Kia Sorento 2.2 CRDi KX-3 Jaguar XJ 3.0 V6 Diesel Portfolio LWB Subaru Legacy Tourer 2.0D SE NavPlus Hyundai ix35 2.0 CRDi Premium Fiat Punto Evo 1.4 MultiAir GP Five-Door Porsche Panamera 4S Chevrolet Cruze 2.0 VCDi LS LATEST GALLERY FRANKFURT 2009 CARS FRANKFURT 2009 GIRLS PEUGEOT 308 KIA CEED MASERATI CELEBRITIES CITROEN C5 ALFA ROMEO 8C AUDI Q5 LAND ROVER DISCOVERY FIAT 500 LATEST VIDEOS Ford Focus Coupé-Cabriolet Honda Civic Type R Audi A6 allroad 2.7 TDI Jaguar XK Coupé Audi TT Coupé Volvo C70 T5 SE Lux Peugeot 207 GT HDi 110 Ford Fiesta 1.6 TDCi Zetec Toyota Yaris 1.4 D-4D T3 Five-Door Skoda Roomster LATEST LAUNCHES Kia Sportage Volvo S60 Abarth 500C Skoda Fabia vRS (2010) SEAT León Cupra R Mitsubishi ASX Alfa Romeo Giulietta SEAT León And Altea Ecomotive Honda CR-Z Toyota Auris Hybrid LATEST FEATURES Abarth 500 Hillclimb Dacia Duster How MultiAir Works Williams Ten Years Of CARkeys The Complete Bentley Mitsubishi's Electric City Car SEAT Ibiza Cupra On Track A World With Road Tolls Hillclimbing With Abarth i-VTEC: Cam Trickery As Standard by David Finlay (06 Jun 01) Honda's VTEC engine system is now so familiar as to be barely worth mentioning, but it remains one of the most ingenious pieces of work in the motor industry. In its original form, it attended to one of the fundamental problems created by the camshaft. What a camshaft does is relatively simple. It spins in time with the rest of the engine, and its lobes, which are connected more or less directly to the valves according to the way the engine has been designed, first push open those valves and then release them, allowing them to close again by means of springs. There are one or more valves per cylinder to allow air and fuel into the combustion chamber to be compressed and ignited, and another one or more to allow the exhaust gases to be removed before the next batch of air and fuel is let in. The size and shape of these lobes determine when, how quickly and how far the valves open and close. The position of each lobe relative to the others determines to what extent the valves are open at the same time, which at first sight seems like a bad idea but is in fact a major factor in the way the engine behaves. It is the job of the camshaft designer to come up with a lobe shape (usually known as "profile") which provides engine characteristics appropriate to the way the car will be used. Broadly speaking, if the lobes are relatively small and with gentle sloping sides (as in the case of a "mild" cam), the engine will not produce much power, though the car it is fitted to will be easy to drive slowly. A racing car does not need to be driven slowly but it does need power, so the lobes will tend to be larger and with more steeply sloping sides, and the cam is more likely to be described as "hot". There are, of course, many other variables. For example, larger and/or supercharged engines will produce more power for the same cam profile than smaller and/or naturally aspirated engines, or will produce the same power as them with a milder profile. Now For The Basic Snag The problem is that once you have designed and fitted a cam, you are stuck with its characteristics unless you take it out and fit another cam with different characteristics. This is very common in motorsport, but unheard of among ordinary motorists, except those who want to modify their cars for extra performance. And if you do fit a hotter cam, then the more performance you get, the less suitable the engine will become for normal road use. Honda's VTEC system got round this brilliantly by giving each cam far more lobes than it had valves. The "spare" lobes on a VTEC cam have much hotter profiles than the ones which operate the valves normally. But they do not themselves come into play until the engine has reached a given speed, which in the case of, for example, the current 2.2-litre Accord Type-R is just under 6000rpm. If you have ever accelerated hard in this car, or any other VTEC Honda, you'll have experienced a dramatic effect. Up until the critical speed, the engine accelerates pretty well. When the hot lobes are brought into play, the engine note changes to a snarl and the performance increases tremendously. What you are now driving, in effect, is a racing car. But when you drop below the critical speed again, the mild lobes take over, and you are once more driving a car which can be driven to the shops with no fuss whatever. Since VTEC was introduced, Honda has made the point that at lower speeds the performance is still very good. To some extent this is true - it is certainly better than it would be if the engine used the hot profile at normal running speeds in, say, the 2000-4000rpm range. But to get the best out of a VTEC engine you still need to rev it hard; much harder, in fact, than you can in most situations on the public road. The New Technology To combat this, Honda has now, with the Stream mini-MPV, introduced a development of the technology which it calls i-VTEC (the "i" standing for "intelligent"). This introduces another piece of cam trickery familiar to engine tuners over the years. Although the design of an individual lobe cannot be changed once the cam is made (a lobe being just a bump on a solid piece of metal), it is possible to make a cam behave differently according to its phase. A change in phase is a change in the position of the cam relative to the rest of the engine. For example, a cam might be arranged so that one of its lobes was pushing an inlet valve down as far as it would go while the piston was right at the bottom of its travel. The phase could then be changed in either of two directions. The cam position might be altered so that it pushed the valve right down shortly before the piston had reached its lowest point. This would mean that the cam had been "advanced" from the position we started with. If the cam were "retarded" it would mean that the valve had not yet been fully opened until the piston had started coming back up the cylinder from its lowest point. Changes in phase do not generally make much difference to the maximum power output of the engine, but they can alter its characteristics quite significantly. Broadly speaking, an advanced cam will make the maximum output occur at a lower engine speed, which makes the engine more driveable, while a retarded cam will push maximum power further up the rev range, which is what generally happens in competition cars. Sans Spanners Normally you can only change a cam's phase by stopping the engine, getting the spanners out and making the necessary adjustments (if they have been allowed for by the design of the engine). But it is also possible for the engine to make these adjustments itself, and that is what happens with the Honda i-VTEC. When good power is required at low engine speeds, the inlet cam is advanced to improve driveability. That would normally harm performance as the revs rose, but while that is happening the i-VTEC retards the inlet cam so that the characteristics of the engine follow what the driver requires from it. As speeds continue to rise, the hot cam profile takes over, and the engine continues to produce appropriate performance. Does it work? The only i-VTEC engine available for test so far is the one in the Stream. While that is not really intended to be a performance car (despite rather suspect marketing assertions that it is), it certainly behaves very well in all conditions from gentle pottering around quiet back streets at 15mph to full-chat acceleration while overtaking. There are no holes in the performance, because i-VTEC fills in the holes which a normal engine with no flexibility in cam behaviour would normally create. All of this begs the question of whether it would be better to do away with cams altogether and find a more inherently flexible way of opening and closing the valves. It would mean overtaking the assumption that cams are necessary which has dominated piston-engine design for at least a century, but we reckon it's possible. However, that's another story for another day. Back to Technical Features index Back to main Features index | SITE MAP PARIS SHOW 2006 BRITISH SHOW 2006 GENEVA SHOW 2006 DETROIT SHOW 2007 GENEVA SHOW 2007 FRANKFURT SHOW 2007 DETROIT SHOW 2008 GENEVA SHOW 2008 PARIS SHOW 2008 BUYING FINANCE NEW CAR BUYING GUIDE USED CAR BUYING GUIDE INSURANCE BUYING GUIDE GLOSSARY DRIVING TIPS MAINTENANCE PERFORMANCE AND STYLING || if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['Ny3NN1f4eEY-']='&U=12c1tsvmr%2fN%3dNy3NN1f4eEY-%2fC%3d-1%2fD%3dHEAD%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['OC3NN1f4eEY-']='&U=13libmvvl%2fN%3dOC3NN1f4eEY-%2fC%3d200127573.202028670.203299358.200000042%2fD%3dN%2fB%3d201134204%2fV%3d1'; HomeNews/ReviewsFeaturesPhotosBuySellForumVideosGreen CentreDetroit 2008 if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['OS3NN1f4eEY-']='&U=12agbfldq%2fN%3dOS3NN1f4eEY-%2fC%3d-1%2fD%3dMH%2fB%3d-1%2fV%3d0'; ADVERTISEMENT if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['Oi3NN1f4eEY-']='&U=13ocoenjo%2fN%3dOi3NN1f4eEY-%2fC%3d200127573.202028669.203299357.200493719%2fD%3dLREC%2fB%3d201134203%2fV%3d1'; Cars > News and Reviews > Honda Honda Civic 1.8 i-VTEC : REV HEAD Expert Rating: The 1.8-litre i-VTEC petrol engine is well suited to Honda's high-tech Civic. Steve Walker reports…Historically, Honda have never been too keen on diesel. Forget the fact that their 2.2-litre i-CTDi engine is available in models from across their range and has been widely hailed as a triumph by commentators. It was, after all, only a couple of decades ago that the top brass from the big `H' were resolute in their opinion that diesel had nothing to offer over good-old unleaded. Such a conviction might seem misguided with hindsight and in context of a modern European car market increasingly besotted with diesel cars but to be fair, Honda were in possession of some of the world's finest petrol engine technology at the time these views were prevalent. They still are and in the 1.8-litre Honda Civic, i-VTEC petrol power continues to make a strong case for itself.How could Honda have known of the huge leaps forward that diesel engine technology would make over such a short period? It took almost everyone by surprise when diesel cars transmogrified, over the space of just a few years, from fume-belching clatter wagons into highly efficient technological showcases oozing with mid-range torque. In the end, any lack of foresight that there was didn't matter much. Honda eventually turned their renowned engineering expertise to the problem of diesel and came up with the 2.2-litre i-CTDi engine which went straight to the head of its class. Today's Civic benefits from that unit as well as the 1.8-litre i-VTEC petrol we feature here. Despite the diesel's capacity to grab the headlines, the petrol option has undeniable charm that dates back to old-school Honda. Honda VTEC petrol engines are characterised by their high-revving performance and the i-VTEC 1.8 in the Civic is the latest incarnation of that line. It produces its maximum output of 138bhp at a lofty 6,300rpm, inviting the driver to hold each gear and explore the upper reaches of the rev range to achieve the quickest progress. The reward for flirting with the red line is a charismatic high-pitched growl and an 8.9s 0-60mph time but the beauty of the i-VTEC technology is that for the 90% of the time when most drivers don't feel like putting the hammer down, it remains relatively subdued and economical."It's a highly advanced free-revving petrol engine in the best Honda traditions"The 1.8-litre engine pours its power on smoothly and you can still make good progress without letting the revs rise up towards 6,000rpm. There's 174Nm of torque being generated at 4,300rpm and combined fuel economy of 42.2mpg is very good for a 1.8-litre family hatchback (Vauxhall's Astra 1.8 manages a 10.1s 0-60mph time and returns 36mpg). The i-VTEC system achieves its impressive results through the art of variable valve timing and lift. The engine incorporates twin sets of cams to intelligently adjust the valves which control the volume of air entering the engine. During acceleration or other high engine loads, the high-output cams work to boost performance but when you're just pottering around, the fuel economy cams take over to maximise efficiency. This also has benefits in terms of emissions, with the 1.8-litre engine's 155g/km CO2 output being lower than some smaller cars with smaller engines. The Civic 1.8 i-VTEC is available across most of the entire trim level range, which means SE, ES, ES-GT, EX and EX-GT versions of the car in five-door form or you can also go for the sportier three-door Type-S with this engine. All variants come with power steering, a height adjustable driver's seat, remote keyless entry, central locking, a rear spoiler and twin chrome exhausts. Once you've settled on a trim level, there's a choice of 6-speed manual or i-Shift semi-automatic gearboxes. The Civic offers a really good driving position with firm side bolsters in the seat for support and the headrest hovering just behind your cranium. The pedals feel well weighted underfoot and there's a large foot rest area to give the left peg a break from clutching duties. The power assisted steering is very light and direct, greatly simplifying low speed work. That said, there's little feedback through the wheel and things can get slightly twitchy on the motorway because of this steering sharpness. The gear lever flows around the standard six-speed gearbox with finger-light ease but the action isn't as reassuring or solid as in top rivals. The Civic has plenty of grip and does much to inspire confidence through the corners. Overall, there's no doubt it's up amongst the class best handlers. This is a great-looking car, a real head-turner, but the designers have taken this futuristic high-tech line rather than going for the classically beautiful. The decision does leave question marks about how the ground-breaking look will age but whether or not the years are kind to the Civic, dull rivals like Ford's Focus and Toyota's Auris will never look as good as this Honda does now. Once you get past that swoosh of light and plastic across the car's nose, the plunging bonnet line and the multi-angled rear end, it's the detailing that stays with you. The triangular exhausts, the split rear windscreen, the concealed rear door handles and the recessed front ones: Honda have pulled out the stops to make this car different. Inside, you're confronted with a daunting array of buttons and digital displays that make you instinctively feel like reaching to the owner's manual, but it's not as complex as it looks. The information you need is laid out in two tiers with the digital speedo and optional satellite navigation system located near the base of the windscreen so your eyes needn't divert too far from the road ahead. The rev counter, fuel gauge and trip computer are lower in a more conventional instrument binnacle. Again, it's the detailing that's most eye-catching; the red starter button on the driver's right, the tactile control dials for the air-con and the sat nav. None of it would feel out of place in an executive saloon and the steering wheel is one of the most comfortable designs around. There's a large blind spot created by the thick C pillar and the split rear window also restricts rearward visibility. Overall though, the Civic is riddled with great design. It's practical too: the car is actually shorter and lower than its predecessor but it's wider by 45mm and, crucially, the wheelbase is increased to 2,640mm. General interior space is good and there's a massive 485 litres of capacity in the boot. The 60:40 split rear seat backs can be folded down to increase this space or the seat bases can be simply pulled up, producing a separate load compartment between the front seats and the boot. In a money-no-object buying decision, the i-CTDi diesel will still get the nod from most but at £1,500 less, the 1.8-litre i-VTEC petrol will appeal to cost-conscious customers. It's a highly advanced free-revving petrol engine in the best Honda traditions and it suits the high-tech Civic down to the ground.Facts At A Glance CAR: Honda Civic 1.8 range PRICES: £16,355-£20,310 - on the road INSURANCE GROUPS: 9E-11E CO2 EMISSIONS: 152-165g/km PERFORMANCE: 0-60mph 8.9s / Max Speed 127mph FUEL CONSUMPTION: (combined) 42.2mpg STANDARD SAFETY FEATURES: Twin front, side and curtain airbags, ABS, VSA WILL IT FIT IN YOUR GARAGE?: [5dr] length/width/heightmm 4250/1760/1460mm Send by Messenger Email this article Print More news and reviews from Honda Buying Guide : All models Honda New & Used Car : all offers Honda Picture Gallery Honda More motoring news Message Boards - Talk about it Latest Message Board Threads Re: the carpartswarehouse scam continues ... (henry) Re: Top ten worst cars - the Allegro really? () Re: World's Ugliest Cars (Imani) Re: give your car more power! (Chris B) ADVERTISEMENT if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['Oi3NN1f4eEY-']='&U=13ocoenjo%2fN%3dOi3NN1f4eEY-%2fC%3d200127573.202028669.203299357.200493719%2fD%3dLREC%2fB%3d201134203%2fV%3d1'; Search new and used cars var kk_num_offers=3; RECENT OFFERS FROM YAHOO! CARS£12995.00Land Rover Discovery 2.5 ES Premium 10v 4x4 5 dr(Motors.co.uk)View offer£2200.00Land rover, Land 90 Defender Tdi Red(eBay.co.uk)View offer£14999.00Land Rover Freelander 2 2.2 S 4x4 5 dr(Motors.co.uk)View offer SEARCH NEW & USED CARS SELL YOUR CAR FOR £9.99 £9.99 until sold! Reach over half a million buyers on Yahoo! and Kelkoo for a quick and easy sale.more Video on Yahoo! Cars BMW M3 VW Tiguan Volvo V70 Renault Koleos Discover KoleosRenault Koleos. 4 x 4 Outside. Renault Inside.Take the high road Insurance Bargains Search for the best insurance deal with our MotorWizardSave cash now >> Personalised Plates - Find Yours Today! Enter your initials, name, car, anything! GPS and Sat Nav at Yahoo! Cars Never get lostThey're all the rage and now you can find the best prices at Yahoo! Cars. Search for GPS & Sat Nav Parts & Accessories Search car partsCompare the best online prices for tyres, alloys, car parts, stereos, sat nav and more.Find a part >> Yahoo! Cars Newsletter Sign up for our newsletter Email: Yahoo! Cars brings you all the latest from the Paris Motor Show 2008 (Sites included are property of their respective owners and may be protected by copyrights, trademarks or other proprietary rights and laws.)Copyright © 2010 if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['Oy3NN1f4eEY-']='&U=12ae5e6nm%2fN%3dOy3NN1f4eEY-%2fC%3d-1%2fD%3dPB%2fB%3d-1%2fV%3d0'; Yahoo! Inc. All rights reserved. Updated Privacy Policy - Terms of Service - Help if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['Oy3NN1f4eEY-']='&U=12ae5e6nm%2fN%3dOy3NN1f4eEY-%2fC%3d-1%2fD%3dPB%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['RC3NN1f4eEY-']='&U=13oj3lr92%2fN%3dRC3NN1f4eEY-%2fC%3d200071361.201868164.203117308.201371868%2fD%3dBLAP%2fB%3d200814485%2fV%3d1'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['Qi3NN1f4eEY-']='&U=12c5s3h52%2fN%3dQi3NN1f4eEY-%2fC%3d-1%2fD%3dRTG1%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['PS3NN1f4eEY-']='&U=12dtbpqu5%2fN%3dPS3NN1f4eEY-%2fC%3d-1%2fD%3dFSRVY%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['RC3NN1f4eEY-']='&U=13oj3lr92%2fN%3dRC3NN1f4eEY-%2fC%3d200071361.201868164.203117308.201371868%2fD%3dBLAP%2fB%3d200814485%2fV%3d1'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['RS3NN1f4eEY-']='&U=12d2v2jrl%2fN%3dRS3NN1f4eEY-%2fC%3d-1%2fD%3dYMPIX%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['Qi3NN1f4eEY-']='&U=12c5s3h52%2fN%3dQi3NN1f4eEY-%2fC%3d-1%2fD%3dRTG1%2fB%3d-1%2fV%3d0'; if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['QS3NN1f4eEY-']='&U=13pc7hj9m%2fN%3dQS3NN1f4eEY-%2fC%3d200059816.201632878.202868799.201153647%2fD%3dADBCN%2fB%3d200780185%2fV%3d1'; if(window.yzq_p==null)document.write(""); if(window.yzq_p)yzq_p('P=pT20xlf4ec9uHpqWTQID7wBgUd_.BU0Eq8wAB1rB&T=14fj3v272%2fX%3d1292151756%2fE%3d97583880%2fR%3dukie_cars%2fK%3d5%2fV%3d1.1%2fW%3dJR%2fY%3dUKIE%2fF%3d99027263%2fG%3dCnVraWVkYXRhCgo-%2fS%3d1%2fJ%3dCD79F857'); if(window.yzq_s)yzq_s(); || BrowseUpload Create AccountSign In Search Honda VTEC vs American V8 (Fastest Civic) MMATSdreadnautLOVER 20 videos Subscribe Subscribed Sign In or Sign Up now! Loading... Upgrade to Flash Player 10 for improved playback performance. Upgrade Now or More Info. close 384,245 Like Add to Share Embed Short URL Email MySpace orkut hi5 Blogger Live Spaces Bebo StumbleUpon Loading... This feature is not available right now. Please try again later. Sign In or Sign Up now! MMATSdreadnautLOVER | March 05, 2009 | 888 likes, 152 dislikes Video showing the power of a 4 piston Honda near stock k20a VTEC Engine, one ... MMATSdreadnautLOVER | March 05, 2009 | 888 likes, 152 dislikes Video showing the power of a 4 piston Honda near stock k20a VTEC Engine, one of the most powerful 4 cylinder engines in the world.This civic has more boost than American muscle cars. Category: Autos & Vehicles Tags: Honda Civic VTEC k20a VTEC fastest civic American Muscle Toyota Supra Honda Link to this comment: Share to: Highest Rated Comments LocDaBoSS1 5 days ago 4 @brazii69 HAHAHA FAGGOT ASS UR GAY ASS HONDA SOUNS LIKE A GOAT GETTING FUCK IN THE ASS JUST LIKE UR DAD AND MOM HAHAHA LocDaBoSS1 5 days ago 4 thepenny1986 6 days ago 2 half the cylinders of a V8 and not too expensive of a build. sikk!! thepenny1986 6 days ago 2 see all All Comments (4,725) Respond to this video... Sign In or Sign Up now to post a comment! fifteenYear 6 hours ago i'll race you . pound you and who gives a shit about gas mileage i have 2 cars one that has 450 rwhp and gets 7 mpg and one that has 100 rwhp and gets 33 mpg haha you were creaming those cars but they arn't american muscle at all sorry thats like calling a Toyota Camry rice fifteenYear 6 hours ago BigSloan413 7 hours ago Your still driving a civic. BigSloan413 7 hours ago 29ryan49 14 hours ago @ruthlessone3k The light went green and the dude trying to race didn't even react in time. The firebird wasn't even catching up by the end of the clip/ 29ryan49 14 hours ago ruthlessone3k 20 hours ago I like how the honda jumped the gun on the firebird then shut the video off before the firebird had a chance to smoke him. ruthlessone3k 20 hours ago g25a1vigor 23 hours ago hahahahahaha the people in the fire bird were prolly like wtf haha...nice car man g25a1vigor 23 hours ago crisv626 1 day ago Dam man, nice ride and its smahes!! It must feel good to have all these douchebag haters hatin on a car thats will beat all theirs for alot less than what they spend on their cars lol. My pops is a die hard chevy man, he hates imports. but even he gives props to hondas after drivin 1 (my ls-vtec ej1 lol). SO GROW UP ALL YOU HATERS!! Dont be mad cuz he rips on v8's lol. crisv626 1 day ago camaroman87 1 day ago fuck rice.. regarless you look like a fag in the end driving rice camaroman87 1 day ago pinga350 1 day ago @thepenny1986 AND HALF THE WEIGHT pinga350 1 day ago DeadlyOne647 1 day ago Supra(*Thinking*Ah a lil pussy)= YOu wanna race Civic(why not)=iight man up to where? Supra=beep beep beep GO Civic= Beat the shit out of the other car stop at the light and u see a girl get up from his lap...LOL Got to love dem hondas DeadlyOne647 1 day ago joescivic 1 day ago @RUZTY1311 i posted videos of me accelerating before, and people were hating too much. so i just took it down. but stock evos, or 350Z's will lose. never raced the EVO from a dig though. that may be a different story. took some 05-09 GT stangs and 2010 GT. i beat my friends 07 GT by about 3-4 car lengths once i hit 150MPH. beat a full bolt-on 05-09 GT. the guy talked alot of shit, but the look on his face was funny. haha. yeah, i want to record videos, but i need a camera mount for better view joescivic 1 day ago View all Comments » 1 2 3 4 5 6 7 Next Reply Block UserUnblock User Loading... Suggestions 3:36 Add to Added to queueNyce1s.com - World's Fastest Outlaw FWD Street ...by nyce1sFeatured Video161,141 views 0:27 Add to Added to queuehonda civic V8 Killerby JohnOath14178,920 views 0:31 Add to Added to queueCivic Vtec B16 eg Jdm vs Mustang V8 Awsome Soundby brackers86110,717 views 6:27 Add to Added to queueHONDA POWER......V-TECby ELECTRICMADNESS163,609 views 9:20 Add to Added to queueEpisode 194: Fastest Civic Type-R EVER!by VODcars1,409,962 views 2:14 Add to Added to queueWorlds fastest 1999 Honda Civic SOHCby joham22262,152 views 3:58 Add to Added to queueTURBO VTECby PHASE1,741,391 views 0:51 Add to Added to queue82 Civic with VTEC Motor swapby huzur79360,433 views 1:18 Add to Added to queuek20a vs m3 evoby shimik2059,914 views 0:39 Add to Added to queue9 second honda civic worlds quickest d16by maxwellsohc160,536 views 1:28 Add to Added to queueHonda V10 on the testbenchby scruffyonion300,588 views 0:16 Add to Added to queuehonda civic whit engine v8!by Enziloo125,568 views 1:20 Add to Added to queueEG HONDA CIVIC HATCH SINGLE CAM VTEC 14 PSIby dubstackz73,530 views 5:04 Add to Added to queueIMPORT TUNERS RICERS SUCK VS AMERICAN MUSCLE CL...by 5090836,156 views 0:51 Add to Added to queueHonda civic VTECby alper1001245,204 views 1:57 Add to Added to queuemonster civicby tai44200162,886 views 4:13 Add to Added to queue2L Honda V-tec Challengeby pupu66686,922 views 1:55 Add to Added to queue550HP "4 cylinder" 1.6 Liter Honda VTEC (A Civi...by MMATSdreadnautLOVER22,331 views 1:15 Add to Added to queueCivic K20 Vs Evo8 22psiby alvinbaez2006132,558 views 1:00 Add to Added to queueall motor honda 10.99 sec run in car videoby bombswish86,756 views Loading more suggestions... Load more suggestions This video has been added to your Favorites. This video has been removed from your Favorites. You dislike this video. Thanks for the feedback! “” results Loading... About Press & Blogs Copyright Creators & Partners Advertising Developers Help Safety Privacy Terms Report a bug Language: English Location: Worldwide Safety mode: Off Loading... Queue (0) Options Clear all videos from your Queue More information about this playlist Learn more Your queue is empty. Add videos to your queue using this button: or sign in to load a different list.Loading...Saving... Add to queue Sign in to add this to a playlist