Variable Valve Timing

(VVT)
Basic Theory
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 optimise 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.

Without Variable Valve Timing technology, engineers used to choose the best compromise timing. For example, a
van may adopt less overlapping for the benefits of low speed output. A racing engine may adopt considerable
overlapping for high speed power. An ordinary sedan may adopt valve timing optimise for mid-rev so that both the
low speed drivability and high speed output will not be sacrificed too much. No matter which one, the result is
just optimised for a particular speed.
With Variable Valve Timing, power and torque can be optimised across a wide rpm band. The most noticeable
results are:

o The engine can rev higher, thus raises peak power. For example, Nissan's 2-litre Neo VVL engine output
25% more peak power than its non-VVT version.

o Low-speed torque increases, thus improves drivability. For example, Fiat Barchetta's 1.8 VVT engine
provides 90% peak torque between 2,000 and 6,000 rpm.
Moreover, all these benefits come without any drawback.
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.

Example - Honda's 3stage VTEC

Honda's latest 3-stage VTEC has been applied in Civic sohc engine in Japan. The mechanism has 3 cams with
different timing and lift profile. Note that their dimensions are also different - the middle cam (fast timing, high lift),
as shown in the above diagram, is the largest; the right hand side cam (slow timing, medium lift) is medium sized ;
the left hand side cam (slow timing, low lift) is the smallest.
This mechanism operate like this :

Stage 1 ( low speed ) : the 3 pieces of rocker arms moves independently. Therefore the left
rocker arm, which actuates the left inlet valve, is driven by the low-lift left cam. The right rocker arm, which actuates

the right inlet valve, is driven by the medium-lift right cam. Both cams' timing is relatively slow compare with the
middle cam, which actuates no valve now.

Stage 2 ( medium speed ) : hydraulic pressure (painted orange in the picture)

connects the left and right rocker arms together, leaving the middle rocker arm and cam to run on their own. Since
the right cam is larger than the left cam, those connected rocker arms are actually driven by the right cam. As a
result, both inlet valves obtain slow timing but medium lift.

Stage 3 ( high speed ) : hydraulic pressure connects all 3 rocker arms together. Since the
middle cam is the largest, both inlet valves are actually driven by that fast cam. Therefore, fast timing and high lift
are obtained in both valves.

Another example - Nissan Neo VVL

Very similar to Honda's system, but the right and left cams are with the same profile. At low speed, both rocker
arms are driven independently by those slow-timing, low-lift right and left cams. At high speed, 3 rocker arms are
connected together such that they are driven by the fast-timing, high-lift middle cam.
You might think it must be a 2-stage system. No, it is not. Since Nissan Neo VVL duplicates the same mechanism
in the exhaust camshaft, 3 stages could be obtained in the following way:
Stage 1 (low speed) : both intake and exhaust valves are in slow configuration.
Stage 2 (medium speed) : fast intake configuration + slow exhaust configuration.
Stage 3 (high speed) : both intake and exhaust valves are in fast configuration.

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.

Note that 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.
Continuous or Discrete
Simpler cam-phasing VVT has just 2 or 3 fixed shift angle settings to choose from, such as either 0 or 30. Better
system has continuous variable shifting, say, any arbitary value between 0 and 30, depends on rpm. Obviously
this provide the most suitable valve timing at any speed, thus greatly enhance engine flexiblility. Moreover, the
transition is so smooth that hardly noticeable.
Intake and Exhaust
Some design, such as BMW's Double Vanos system, has cam-phasing VVT at both intake and exhaust camshafts,
this enable more overlapping, hence higher efficiency. This explain why BMW M3 3.2 (100hp/litre) is more efficient
than its predecessor, M3 3.0 (95hp/litre) whose VVT is bounded at the inlet valves.
In the E46 3-series, the Double Vanos shift the intake camshaft within a maximum range of 40 .The exhaust
camshaft is 25.

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 camchanging VVT.

Who use it ?

Most car makers, such as:

Audi V8 - inlet, 2-stage discrete

BMW Double Vanos - inlet and exhaust, continuous

Ferrari 360 Modena - exhaust, 2-stage discrete
Fiat (Alfa) SUPER FIRE - inlet, 2-stage discrete
Ford Puma 1.7 Zetec SE - inlet, 2-stage discrete
Jaguar AJ-V6 and updated AJ-V8 - inlet, 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
Volvo 4 / 5 / 6-cylinder modular engines - inlet, continuous

Example : BMW's Vanos

From the picture, it is easy to understand its operation. The end of camshaft incorporates a gear thread. The
thread is coupled by a cap which can move towards and away from the camshaft. Because the gear thread is not in
parallel to the axis of camshaft, phase angle will shift forward if the cap is pushed towards the camshaft. Similarly,
pulling the cap away from the camshaft results in shifting the phase angle backward.
Whether push or pull is determined by the hydraulic pressure. There are 2 chambers right beside the cap and they
are filled with liquid (these chambers are colored green and yellow respectively in the picture) A thin piston
separates these 2 chambers, the former attaches rigidly to the cap. Liquid enter the chambers via electromagnetic
valves which controls the hydraulic pressure acting on which chambers. For instance, if the engine management
system signals the valve at the green chamber open, then hydraulic pressure acts on the thin piston and push the
latter, accompany with the cap, towards the camshaft, thus shift the phase angle forward.
Continuous variation in timing is easily implemented by positioning the cap at a suitable distance according to
engine speed.

Another Example : Toyota VVT-i

Macro illustration of the phasing actuator

Toyota's VVT-i (Variable Valve Timing - Intelligent) has been spreading to more and more of its models, from the
tiny Yaris (Vitz) to the Supra. Its mechanism is more or less the same as BMWs Vanos, it is also a continuously
variable design.
However, the word "Integillent" emphasis the clever control program. Not only varies timing according to engine
speed, it also consider other conditions such as acceleration, going up hill or down hill.

3) Cam-Changing + CamPhasing VVT

Combining cam-changing VVT and cam-phasing VVT could satisfy the requirement of both top-end power and
flexibility throughout the whole rev range, but it is inevitably more complex. At the time of writing, only Toyota and
Porsche have such designs. However, I believe in the future more and more sports cars will adopt this kind of VVT.

Example: Toyota VTL-i

Toyotas VVTL-i is the most sophisticated VVT design yet. Its powerful functions
include:

o Continuous cam-phasing variable valve timing

o 2-stage variable valve lift plus valve-opening duration
o Applied to both intake and exhaust valves
The system could be seen as a combination of the existing VVT-i and Hondas VTEC, although the mechanism for
the variable lift is different from Honda.

Like VVT-i, the variable valve timing is implemented by shifting the phase angle of the whole camshaft forward or
reverse by means of a hydraulic actuator attached to the end of the camshaft. The timing is calculated by the
engine management system with engine speed, acceleration, going up hill or down hill etc. taking into
consideration. Moreover, the variation is continuous across a wide range of up to 60, therefore the variable timing
alone is perhaps the most perfect design up to now.
What makes the VVTL-i superior to the ordinary VVT-i is the "L", which stands for Lift (valve lift) as everybody
knows. Lets see the following illustration :

Like VTEC, Toyotas system uses a single rocker arm follower to actuate both intake valves (or exhaust valves). It
also has 2 cam lobes acting on that rocker arm follower, the lobes have different profile - one with longer valveopening duration profile (for high speed), another with shorter valve-opening duration profile (for low speed). At low
speed, the slow cam actuates the rocker arm follower via a roller bearing (to reduce friction). The high speed cam
does not have any effect to the rocker follower because there is sufficient spacing underneath its hydraulic tappet.
< A flat torque output (blue curve)
When speed has increased to the threshold point, the sliding pin is pushed by hydraulic pressure to fill the spacing.
The high speed cam becomes effective. Note that the fast cam provides a longer valve-opening duration while the
sliding pin adds valve lift. (for Honda VTEC, both the duration and lift are implemented by the cam lobes)
Obviously, the variable valve-opening duration is a 2-stage design, unlike Rover VVCs continuous design.
However, VVTL-i offers variable lift, which lifts its high speed power output a lot. Compare with Honda VTEC and
similar designs for Mitsubishi and Nissan, Toyotas system has continuously variable valve timing which helps it to
achieve far better low to medium speed flexibility. Therefore it is undoubtedly the best VVT today. However, it is
also more complex and probably more expensive to build.
Advantage:

Continuous VVT improves torque delivery across the whole rev range; Variable lift and
duration lift high rev power.

Disadvantage:

More complex and expensive

Who use it ?

Toyota Celica GT-S

Example 2: Porsche Variocam Plus

Variocam Plus uses hydraulic phasing actuator and variable tappets

Variocam of the 911 Carrera

uses timing chain for
cam phasing.

Porsches Variocam Plus was said to be developed from the Variocam which serves the Carrera and Boxster.
However, I found their mechanisms virtually share nothing. The Variocam was first introduced to the 968 in 1991. It
used timing chain to vary the phase angle of camshaft, thus provided 3-stage variable valve timing.
996 Carrera and Boxster also use the same system. This design is unique and patented, but it is actually inferior to
the hydraulic actuator favoured by other car makers, especially it doesnt allow as much variation to phase angle.

Therefore, the Variocam Plus used in the new 911 Turbo finally follow uses the popular hydraulic actuator instead
of chain. One well-known Porsche expert described the variable valve timing as continuous, but it seems conflicting
with the official statement made earlier, which revealed the system has 2-stage valve timing.
However, the most influential changes of the "Plus" is the addition of variable valve lift. It is implemented by using
variable hydraulic tappets. As shown in the picture, each valve is served by 3 cam lobes - the center one has
obviously less lift (3 mm only) and shorter duration for valve opening. In other words, it is the "slow" cam. The outer
two cam lobes are exactly the same, with fast timing and high lift (10 mm). Selection of cam lobes is made by the
variable tappet, which actually consists of an inner tappet and an outer (ring-shape) tappet. They could by locked
together by a hydraulic-operated pin passing through them. In this way, the "fast" cam lobes actuate the valve,
providing high lift and long duration opening. If the tappets are not locked together, the valve will be actuated by the
"slow" cam lobe via the inner tappet. The outer tappet will move independent of the valve lifter.
As seen, the variable lift mechanism is unusually simple and space-saving. The variable tappets are just marginally
heavier than ordinary tappets and engage nearly no more space.
Nevertheless, at the moment the Variocam Plus is just offered for the intake valves.
Advantage:

VVT improves torque delivery at low / medium speed; Variable lift and duration lift high rev
power.

Disadvantage:

More complex and expensive

Who use it ?

Porsche 911 Turbo

4) Rover's unique VVC

system
Rover introduced its own system calls VVC (Variable Valve Control) in MGF in 1995. Many experts regard it as
the best VVT considering its all-round ability - unlike cam-changing VVT, it provides continuously variable timing,
thus improve low to medium rev torque delivery; and unlike cam-phasing VVT, it can lengthen the duration of
valves opening (and continuously), thus boost power.
Basically, VVC employs an eccentric rotating disc to drive the inlet valves of every two cylinder. Since eccentric
shape creates non-linear rotation, valves opening period can be varied. Still don't understand ? well, any clever
mechanism must be difficult to understand. Otherwise, Rover won't be the only car maker using it.
VVC has one draw back: since every individual mechanism serves 2 adjacent cylinders, a V6 engine needs 4 such
mechanisms, and that's not cheap. V8 also needs 4 such mechanism. V12 is impossible to be fitted, since there is
insufficient space to fit the eccentric disc and drive gears between cylinders.

Advantage:

Continuously variable timing and duration of opening achieve both drivability and high speed
power.

Disadvantage:

Not ultimately as powerful as cam-changing VVT, because of the lack of variable lift;
Expensive for V6 and V8; impossible for V12.

Who use it ?

Rover 1.8 VVC engine serving MGF, Caterham and Lotus Elise 111S.

VVT's benefit to fuel consumption and emission

EGR (Exhaust gas recirculation) is a commonly adopted technique to reduce emission and improve fuel efficiency.
However, it is VVT that really exploit the full potential of EGR.
In theory, maximum overlap is needed between intake valves and exhaust valves opening whenever the engine is
running at high speed. However, when the car is running at medium speed in highway, in other words, the engine is
running at light load, maximum overlapping may be useful as a mean to reduce fuel consumption and emission.
Since the exhaust valves do not close until the intake valves have been open for a while, some of the exhaust
gases are recirculated back into the cylinder at the same time as the new fuel / air mix is injected. As part of the
fuel / air mix is replaced by exhaust gases, less fuel is needed. Because the exhaust gas comprise of mostly noncombustible gas, such as CO2, the engine runs properly at the leaner fuel / air mixture without failing to combust.

Cam-Torque Actuated Variable Valve Timing System

Cam Phasers, Activate! BorgWarner's new approach to variable valve timing is cam-torque actuated.

AUGUST 2010

BY MICHAEL AUSTIN

ILLUSTRATION BY PETER SUCHESKI

7 SHARES

TWEET

Most modern variable valve-timing (VVT) systems use a cam phaser that rotates the position of each camshaft relative to the timing
chain. Think of making a record turntable go faster or slower by spinning it with your hands. The cam phaser has two basic components:
an outer sprocket connected to the timing chain and an inner rotor (connected to the camshaft) that varies the valve timing by adjusting
the rotation angle of the cam.
This inner rotor consists of a set of lobes, and oil fills the space between the outer housing and the lobes. Left alone, the rotor will simply
spin at the same rate as the outer housing. If you add oil to one side of the lobe and remove it from the other, the rotor moves, and
voil!theres your variable valve timing.
The majority of these VVT systems use oil pressure to push the rotor back and forth, but BorgWarner thinks its cam-torque-actuated
(CTA) system marks an important step forward. Oil-pressure-actuated (OPA) systems require an upsize oil pump to produce the extra
pressure thats required to work the cam phasers, which saps some of the fuel-economy gains of VVT. With a mechanical oil pump, OPA
systems dont work well at low engine speeds because the pump doesnt build pressure and volume until the revs get higher.
The CTA system avoids those pitfalls by using Newtons Third Law of Motionfor every action there is an equal and opposite reactionto
move the oil in the cam phasers. When a cam lobe pushes a valve open, the valve spring resists that force and pushes back. Similarly,
when the valve spring pushes a valve closed, it also pushes on the cam lobe in the opposite direction from the valve opening. When
multiplied over an entire camshaft, there is enough energy from these back-and-forth forces to make cam phasing work.

Another trick to BorgWarners system is the way it moves oil. A center spool valve, controlled by a solenoid inside the camphasing rotor, directs the flow. With the valve open in one direction, oil flows into only one side of the oil pockets and cant
leave. By sliding the valve back and forth, the system can mete out the precise amount of oil flow on either side of the rotor
.lobes
The key advantages of the CTA system are that it responds quickly even at idle and can operate using a standard engines
oil pump. But there are downsides. As engine speeds increase, the CTA system becomes less effective. This happens
because the valve events occur more frequently, reducing the time available to move the oil. Conversely, OPA systems
work better as oil pressure increases and are better at high rpm. So theres not much of a peak power gain from a CTA
system; it improves performance and efficiency in other areas of the rev range. Also, CTA cam phasing is at the mercy of
the natural oscillations of those forces on the camshaft. Valve openings and closings in an inline-six are spaced too closely
for the system to work well. But a V-6 (or inline-three) is perfectly suited because there isnt as much overlap between each
.valve event. The system also works on V-8 engines
CTA variable valve timing debuted on Fords 3.0-liter Duratec V-6, beginning with the 2009 Escape and the 2010 Fusion.
The 3.7-liter V-6 in the Mustang uses BorgWarners system, too, as do the 2011 Edge and Lincoln MKX. You can also find it
on the Mustangs 5.0-liter V-8 as well as the V-8 engines used in Jaguar and Land Rover vehicles. These engines
efficiencies show the virtues of the CTA system. View Photo Gallery
The Benefits of Variable Valve Timing
February 17, 2012
Learn about the fuel economy and performance benefits to variable valve timing, and the various acronyms used for the
.technology: VTEC, MIVEC, VVL, etc
Comment 1

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Many modern engines are now equipped with variable valve timing systems to improve the performance of the engine.
Variable valve timing increases an engine's flexibility under different conditions, which can result in increased fuel economy
or better performance. Many people are familiar with terms like VTEC, VVT-i, VVL and VANOS but most don't know what
.they mean. Here is a quick breakdown of what some of the different terms mean, and which manufacturers use them
VTEC:Variable Valve Timing and Lift Electronic Control (used by Honda)
VVT-i or VVTL-i:Variable Valve Timing and Lift with Intelligence (used by Toyota)
MIVEC:Mitsubishi Innovative Valve timing and lift Electronic Control (used by Mitsubishi)
VVL:Variable Valve Lift (used by Nissan)
VANOS: Variable Onckenwellen Steuerung (German-designed system used by BMW, Ford, Ferrari and Lamborghini)
.There are several other variable valve timing systems available from different manufacturers
?How Is Variable Valve Timing Accomplished
Variable valve timing involves complex mechanical and hydraulic processes inside the vehicle's engine. Each
manufacturer's variable valve timing system differs slightly, but most function on the same basic rules. To get a basic
understanding of the principals at work we can take a look and Honda's VTEC system, which is one of the longest standing
and most common systems. Honda's system operates using three basic steps to regulate the functioning of the vehicle's
.engine
Low RPM Drivability.When running at lower RPM, the VTEC engine uses a camshaft with a profile designed to provide a
smooth idle, good fuel economy and better low end power and torque
Electronic monitoring and switch.The engine's computer monitor's the conditions under which the engine is operating,
including the position of the throttle pedal and the engine's speed or RPM, to decide when to switch to a different camshaft
profile
High RPM performance. If the engine detects a condition under which the high-performance camshaft is necessary, an
electronic switch is activated and hydraulic pressure is used to switch the valve operation to a different camshaft. The highperformance camshaft provides the vehicle with considerably more power at high RPM's. In fact, Honda drivers whose
vehicles are equipped with the VTEC system can often hear and feel when the VTEC system is activated
Variable valve timing systems aren't only used to increase performance. Several manufacturers now offer variable valve
timing systems designed specifically to maximize the fuel economy of engines in vehicles that are less performance.oriented
Other Benefits of Variable Valve Timing

Internal exhaust gas recirculation.By allowing for more direction for internal gases, the variable valve timing system can cut
down on emissions, which is critical for auto makers working to get their cars and trucks in compliance with federal or state
emissions controls
Increased torque.Variable valve timing systems can provide better torque for an engine
Better fuel economy. with more precise handling of engine valves, some auto makers have shown that VVT can produce
better fuel economy for vehicles
?Why Use Variable Valve Timing
Increased Volumetric Efficiency
Reduction of Pumping Losses
Lower Parts Count
More efficient
Variable Valve Timing or VVT is common on most engines and is responsible for the elimination of many EGR valves as
well as increased performance and fuel economy on many engines. Most systems are lube oil activated and use a control
solenoid as well as the camshaft sensor, crankshaft sensor, and PCM for control. Newer systems operate off rotational
torque from the engine. Some DTCs set by these systems can be confusing to a technician and the OE diagnostics often
.leave much to be desired. This article will focus on the different type of VVT systems and there operation

Description And Operation

The PCM calculates and determines the desired camshaft position. It will continually update the VCT solenoid duty cycle
until desired positioning is achieved. When the VCT solenoid is energized, engine oil is allowed to flow to the VCT actuator
assembly which advances or retards the cam timing. One half of the VCT actuator is coupled to the camshaft and tlie other
half is connected to the timing chain. Oil chambers between the two halves couple the camshaft to the timing chain. When
the flow of oil is shifted from one side of the chamber to the other, the differential change in oil pressure forces the camshaft
to rotate in either an advance or retard position depending on the oil flow. A difference between the desired and actual
camshaft position represents a position error in the PCMs VCT control loop. For the VVT system to operate properly, the
engine oil must be clean and at the proper level. The correct viscosity and type of oil must be used and the oil filter must
have a drain back valve if the vehicle was equipped with one originally. Adequate oil pressure is required to operate the
.VVT system
Fixed Timing Limitations
With a fixed camshaft engineers had to balance between idle quality and performance on the one side and low emission
and fuel economy on the other. As a result, none of these goals was achieved completely. Variable valve timing allows the
engine to obtain a smooth idle while achieving the rest of the goals. Modern VVT systems combined with technologies like
electronic throttle control and direct fuel injection allow smaller engines to produce high horsepower and torque at lower
.RPM
Idle Valve Timing
In the (idle valve timing) camshaft timing chart at the end of the article the left hand trace represents exhaust valve opening
while intake valve opening is on the right. For smooth idle operation the VVT system reduces overlap (where both the
exhaust and intake valves are open.) Smooth idle requires that the exhaust and intake valves are not both open due to the
low air velocity. At low engine speeds the time the valves remain open is longer. If the exhaust valve is open it will cause
.pulsing into intake

Performance Valve Timing

For increased performance the exhaust cam is retarded a small amount to promote engine breathing. Higher engine
speeds mean shorter valve open times and higher air velocity. The increased velocity pushes more exhaust out of the
cylinder. Increased Volumetric Efficiency: The retarded exhaust valve timing increases Volumetric Efficiency. The exhaust
valve is still open when the intake opens. Outgoing exhaust pulse creates a low pressure zone behind the valve. This
increases the pressure differential between the intake port and the combustion chamber resulting in better cylinder filling.
.Remember, this cant be done at idle due to low air speeds
EGR Function Valve Timing
To provide an EGR function, the exhaust cam is fully retarded adding lots of overlap. This causes exhaust gas to remain
trapped in the cylinder. This ability allows a reduction in hardware and service issues from carbon. Exhaust Gas Retention:
Opening the exhaust valve later retains more exhaust pressure in the cylinder. This causes pushback to the intake charge
and exhaust Gas RETENTION. Trapped Exhaust Charge: This provides EGR without hardware, even distribution, no
.problems with clogged ports, and more precise EGR control
Types Of Variable Valve Timing
Exhaust Only: The exhaust camshaft is retarded at part throttle. This delays the exhaust valve closing which allows some
exhaust gas into the intake stroke, which has an EGR effect. Th is also delays exhaust valve opening which increases the
.expansion stroke
:Intake Only
The intake camshaft is advanced at part throttle and WOT. This opens the intake valve sooner and allows some exhaust
gas into the intake stroke, which has an EGR effect. This also closes the intake valve sooner which increases the
compression stroke. On a cold engine opening the intake valve sooner will also warm the intake charge and assist in
.reducing start up emissions
:Dual Equal
Both the intake and exhaust camshafts are retarded at various points in the throttle range. This will increase the EGR effect
.and improves fuel economy by reducing pumping losses
:Dual Independent
The exhaust camshaft is retarded and the intake valve is advanced independent of each other. This maximizes the EGR
.effect, and further reduces pumping losses for maximum efficiency

.Cylinder view of a trapped exhaust gas charge

.Cylinder view for stable idle control

.Graph of valve timing in performance mode

.Cylinder view of increased volumetric efficiency

.Graph of the idle valve timing function

.Cylinder view of exhaust gas retention

.Graph of the valve timing function for exhaust gas recirculation

Lexus Case
January 15, 2013 Example Cases
Lexus GS300- 2JZ-GE Inline 6 2001
VIN: JT8BD69S51
Vehicle came into the shop with codes P0300 (random misfire) and the full rainbow of individual
cylinder misfire codes (P0301, P0302, P0303, P0304, P0305, P0306). P1349 was also present for VVT
.system malfunction
Since the history of the vehicle was unknown, a tuneup was performed by another technician who
noted severe open insulation of the coil control wiring from the main engine wiring harness. The
technician also noted that the connectors to the coils were brittle/breaking; he subsequently repaired the
wiring insulation and replaced the connectors. He reported that the car drove out of the shop fine for
.customer pickup. He erased the codes
Two days later the car returned presenting with the same codes identified previously but this time
.would stall out while driving and with a rough idle. It would also intermittently crank but not start
I was called into the shop to look at the vehicle. On first cold start-up the car would start and drive fine
immediately; however as it was driven and warmed up it would idle rough and stall out making the car
completely undriveable. This appeared to happen more often and predictably as the engine warmed up
and entered closed loop; in fact the only time the car could be counted on to drive correctly was when
the vehicle was cold and it was in open loop on initial startup. Since the problem appeared to present
itself only during closed loop, I checked live data PIDs on my scan tool to see if a sensor was giving
.false information to the PCM
I noticed that fuel trims trended from +8-12% on both banks at idle to +2% at fast idle which made me
suspicious of a vacuum leak. I smoke tested the vehicle for vacuum leaks with my Redline SmokePro
and noticed multiple large vacuum leaks present; some were in the PCV system. I sealed the vacuum
leaks and replaced both PCVs on the engine. However the vehicle still idled rough and fuel trims now
showed -6% at idle and +8-10% at fast idle. Again, suspicious that a part of the closed loop feedback
.system was lying I decided to labscope the MAF sensor (the vehicle also pinged under snap-throttle)
The MAF sensor tested bad not even achieving a peak voltage of 2.8V on snap-throttle (known good
Lexus MAF sensor waveforms indicate that the MAF should achieve at least ~4V at snap-throttle). This
:is the bad MAF sensor waveform captured below

The MAF sensor was removed and noted to be covered in dirt/oil. Subsequent cleaning did not bring
.much of an improvement at only 2.9V at snap-throttle; the MAF sensor was condemned and replaced
.The new MAF sensor tested correctly going up past 4.1V at snap-throttle and eliminating the ping
The car now ran well enough that it could be taken for a road-test (it still ran extremely rough and had
an intermittent no-start). Fuel trims revealed that under load, oxygen sensors pegged lean on both banks
.and fuel trims trended high

Since increasing fuel trims, lack of power, and oxygen sensor pegging lean under load are usually
,indicative of fuel starvation, we checked fuel pressure. Fuel pressure was found to be 42 psi (deadhead
at idle, and under load). Lexus specifies that fuel pressure should be 44-50 psi but at 42 psi we felt this
.was not a low enough fuel pressure to explain the random misfire, lean cylinders, and lack of power
One of the things an automotive technician is concerned about, when seeing random misfires and lack
of power under load, is the engine being out of time, especially on a vehicle with an uncertain
.maintenance history. The timing cover was removed and the timing marks were found to be lined up
However, visual identification of timing marks is not the most precise way to check timing (the gears
-only have to be off slightly to create driveability problems). I pulled out my Picoscope 4423 (a 4
channel high resolution labscope) and backpinned camshaft position and crankshaft position signals at
.the ECU
:This is what I found

A normal good crank/cam timing relationship. The red graph is the camshaft position signal; the blue is
.the crankshaft position signal. This is what I like to see as the vehicle was idling well
I then brought the vehicle up to fast idle and, since we had the VVT code, I activated the VVT solenoid
:manually. The waveform capture below was obtained

Notice the difference between the cam/crank relationship with VVT engaged versus the previous
.waveform with VVT not engaged
Now the interesting part is that as I was manually triggering the VVT solenoid, I noticed that it did not
always release and remained stuck (you can feel/hear the solenoid engage/release as you activate it). I

.brought the car back down to idle and it immediately started to idle rough and die as it normally would
:Now look at the cam/crank waveform at idle as it was acting up

?Notice the similarity between this waveform and the one above it
The relationship is identical! This means that the VVT is in fact stuck in the engaged position! The
VVT is NEVER supposed to be activated while at idle because it forces the vehicle to behave exactly
!as this one was in the shop. This explains our P1349 as well as our P0300 random misfires

Phaser-Style Variable Valve Timing System Controls

And Operation

Figure 1: Camshaft phasers on a 2.4L Chrysler engine. The phasers use directed oil pressure to manipulate camshaft position relative to
the sprocket and therefore vary valve timing. Notice there is a spring on the exhaust cam phaser.

Vehicles with variable valve timing (VVT) have become commonplace over the last decade.
Different versions of VVT technology exist, including the ability to switch camshaft lobes within the rpm
band to offer valve lift, duration and timing numbers to suit varying operational needs.

Even more commonplace are engines that use a phaser to manipulate camshaft position and, hence, valve
timing.
(See Figure 1.)
The phaser style of VVT is the focus of this article.

Figure 2: The oil control valve is the traffic control device of oil pressure. In this hold position, neither chamber receives pressure nor is
drained.

Phasers commonly can be found on just the exhaust cam or on both the intake and exhaust cams.
Alteration of camshaft position changes the cam centerline and the lobe separation angle between intake
and exhaust cams.
This gives engineers flexibility in improving fuel economy and power while continuing to meet emissions
standards.
VVT presents additional diagnostic challenges and repair opportunities to the service industry including
new trouble codes.
If you are not familiar with these units, its time to advance your diagnostic readiness by examining the VVT
system, its controls and operation.
Mechanical, hydraulic and electrical controls have been
added to VVT engines.
Motor oil is the hydraulic medium that makes VVT
work.
That means it is imperative that engines are filled to the
correct level with clean motor oil of the proper viscosity.
Low oil level or the wrong viscosity can result in system
slow response codes such as P000A or P000B and
possible drive complaints including an illuminated MIL.
Oil pressure is critical, and as bearings wear and
develop clearance, pressure will be affected.
Engines are machined with additional oil galleys for VVT and are equipped with one or more fine mesh
screens to prevent debris from entering components.

Replacing these screens often requires major engine

disassembly.
Sensors that monitor oil pressure and oil temperature
are common on VVT engines and are a part of system
control strategy.
The major control component in camshaft phasing is
the oil control valve (OCV). The OCV is a spool valve
much like those found in automatic transmissions. The
PCM (powertrain control module) duty-cycles a
solenoid that alters valve position.
The OCV is an oil traffic control device of sorts. It
determines which ports receive pressurized oil and which are vented.
(See Figures 2, 3, 4 and 5.)

Pressurized oil travels through the OCV to one of the

camshaft bearing journals. Oil flows though
passageways inside and toward the front of the
camshaft.

(See Figure 6.)

At the nose of the camshaft, oil enters ports of the camshaft phaser. The phaser is a mechanism with two
major pieces, the rotor and the phaser body.
The phaser body is physically bolted to the camshaft
sprocket. The rotor is connected to the camshaft using
a dowel pin.

(See Figure 7.)

The two pieces are able to move about 20 (40

crankshaft degrees) independently of each other. Ports
inside the phaser direct oil in or out of eight chambers.
Four chambers are considered side A and the other four are side B.
As one group of chambers receives pressurized oil, the others are vented to provide the force necessary to
move or hold the rotor relative to the phaser body.
Oil seals fit into machined grooves of the rotor to provide a tight seal between the chambers.

Vented oil from the phaser ports travels back through

the camshaft, the cam bearing ports, through the oil
control valve and then drains into the front timing cover.
There is a mechanical device inside the phaser known
as a lock pin.
The spring-loaded lock pin on the rotor engages into
the phaser body to lock the two pieces together.

(See Figure 8.)

The lock pin prevents noise and potential wear upon

engine start. Oil pressure is required to disengage the
lock pin.
The 2.4L Chrysler engine that I disassembled also featured a spring on the exhaust camshaft.
The locked phaser positions on this engine are full
retard on the intake and full advance on the exhaust.
Because of the clockwise rotation when viewed from
the front of the engine, the exhaust rotor requires
additional assistance in reaching the full advance
position.
In the default position, there is no valve overlap. It
should be noted that service information does not
recommend phaser disassembly and individual parts
are unavailable.
As for service parts, phasers are sold as an assembly.
Electrically, the OCV solenoid has two terminals. I
measured the resistance of several solenoids from
various manufacturers.
They ranged between 7 and 12 ohms of resistance.
Both circuits connect to the PCM, which provides dutycycle control either on ground or the insulated (power)
side.
I found versions of both on our laboratory vehicles.
OCV solenoids are typically cycled upon ignition run
mode as part of a cleaning and diagnostic strategy.
Regardless of control specifics, the PCM monitors
solenoid circuits for faults including opens, shorts to
ground or shorts to voltage.

(See Figure 9.)

OCV solenoid circuit faults include P0010 and P0013.

We recently had a late-model V6 minivan in our lab with one of these codes.
The solenoid was internally leaking a small
amount of oil, just enough to soak the electrical
connector.
Electrical contact cleaner and a new OCV
solenoid repaired the vehicle.
These faults are on board diagnostic
comprehensive components rather than onceper-trip monitors.
Besides retrieving trouble codes, scan tools are
useful to monitor desired versus actual
camshaft position and may also be equipped
with helpful actuator tests and cleaning routines.
(See Figure 10.)
Crankshaft position sensors (CKP) and camshaft position sensors (CMP) are used by the PCM to
determine camshaft phasing functionality. CMP tone rings or trigger wheels are usually connected to the
cam itself rather than the cam sprocket.
When the PCM commands the OCV solenoid to advance or retard, CMP patterns are compared to CKP
patterns to determine if the command is
carried out.
A variance or error value is calculated.
Once the variance reaches a certain
point, a fault is declared. These include
DTCs P0011 and P0014, which are
target performance errors.
This also makes it more important than
ever that camshaft timing be set
correctly during timing chain or belt
service.
A CKP or CMP sensor fault can also
cause the PCM to disable or limit VVT
operation.
I tested a 2006 Pontiac Solstice equipped with the dual VVT EcoTech engine using a duty-cycle test box
to command the OCV solenoids.

By comparing CKP and CMP patterns with the

solenoids fully on then fully off, I determined
about 48 crankshaft degrees of possible cam
travel.

(See Figures 11-13.)

When the exhaust was commanded to the full

retard position at idle, the engine ran rough and
manifold vacuum dropped below 15 of mercury.
When I manually commanded the intake to full
advance, manifold vacuum dropped only 2 and
the engine started to sound like a diesel.
The vehicle was restored to proper operation and driven on a dynamometer to get a glimpse into VVT
control strategy.
At idle and during deceleration, the OCV solenoids remained off, resulting in the default position of fully
retarded intake and fully advanced exhaust.
The wide lobe separation angle with no overlap is ideal for smooth idle. I also performed on-road data
recordings on a 2012 Dodge Avengerequipped with a 2.4L dual VVT engine similar like that which I had
disassembled.
Like the Pontiac, the Dodge also maintained a 0%
duty cycle at idle and deceleration.
While testing these vehicles, the exhaust OCV
solenoid is quick to activate while the intake OCV
solenoid seems more sensitive to engine load.
I observed the most movement on both cams during
cruise. The solenoids on both vehicles were dutycycled moving the intake near full advance and the
exhaust near full retard.
(See Figure 14.)
This reduces lobe separation angle and results in a
large amount of valve overlap. This appears to be
done to eliminate the EGR (exhaust gas
recirculation) valve.
None of our many lab vehicles with phaser-style VVT have an EGR valve. Overlap at cruising speed is
used to dilute the intake charge.

Spent exhaust takes up space in the cylinder and results in

less oxygen content per charge, meaning less fuel is
necessary.
Combustion chamber temperature is reduced to lower oxides
of nitrogen (NOx) emissions.
Fuel economy is also improved.
Recordings were also performed at wide open throttle (WOT).
With manifold pressure near atmospheric pressure or vacuum
held close to zero, I wanted to see the influence of rpm build
on the cams.
On the Avenger, the intake cam is the one with more correlation with rpm.
(See Figure 15.)

The intake cam starts out with large amounts of

advance for increased low-end torque, but it
gradually moves toward the full retard position
once rpms build to about 5,000.
This seems to make theoretical sense with
increased inertia of the intake charge able to
keep air flowing into the cylinders even as the
pistons start moving up on the compression
stroke.
The exhaust cam seems to hold steady at about
one-third of the way toward full retard.
This provides a balance between performance
and emissions.
There are most likely other control strategies on
these and other manufacturers vehicles.
With vehicle manufacturers having to use every tool at their disposal to meet sharply increasing CAFE
(corporate average fuel economy) requirements, it is likely we will see more VVT-equipped engines.

These systems are well engineered and

have proven to be reliable.
That being said, heat, age, wear and
lack of maintenance are likely reasons to
cause eventual failures.
Looking at these components, including
the fine mesh screens, provides great
incentive to keep oil changed regularly.
Hopefully this look at the system
components, controls and operation
leaves you ready in time to service the
growing number of VVT-equipped
vehicles.