Automotive Group 4

            As known, Honda is the master of valve technology. Honda valve system is invented by Honda engineer Ikuo Kajitani, and was the first system of its kind.  

During the early 1980s, in fact-and none of it had anything to do with automobile engines. The technology behind VTEC originated from Honda's motorcycle side. Honda's engineers knew that four-valve engines made great top-end power, but that two-valve ones were competent down low and even idled nice. The quest soon became one in which a 500cc engine would spin to 11,000 rpm yet idle patiently at a mere 1,000 rpm. The result was what Honda internally labeled as its "REV" mechanism, or "HYPER VTEC" to the rest of us. The technology allowed for only one intake and one exhaust valve per cylinder to operate below certain engine speeds but for two intake and two exhaust valves per cylinder to function above that threshold. It allowed for the best of both worlds.

Honda launched the NCE (New Concept Engine) project in 1984, which aimed to push the limits of top-end torque production without sacrificing low-end performance. Japanese-market '85 Civic and Integra engines were the result of this project. More importantly though, it convinced engineers that a dual-camshaft profile-or a mechanism that could dynamically alter camshaft timing-must be a part of the company's next-generation engine. Engineer Ikuo Kajitani, who was a part of the NCE team, was particularly enthusiastic about making this happen. The ideal engine would have better fuel economy and a higher output across the entire powerband, specifically, about 90 hp per liter. But 90 hp soon began to seem too low; it was, after all, only 10 more than the engine they'd just produced. Based on the suggestion of then Honda R&D president Nobuhiko Kawamoto, a new goal of 100 hp per liter was set.

"It felt like a dream," Kajitani recalled. "Conventional engines in those days could only produce 70 or 80 hp per liter. But here we were, being asked to increase it all the way to 100 horses. It wasn't going to be easy. An engine becomes subject to a higher load as you increase its rpm," Kajitani said. "So, we had to keep in mind the quality-assurance target of 15 years, or 250,000 km, for a mass-production engine. We all wondered how on earth we were going to reach that number while ensuring the required quality of mass production." After all was said and done, Kajitani officially set the goal for the new VTEC Integra engine: 160 hp and an 8,000rpm redline. A goal is one thing, but the technology had yet to be created. All of this led to daily arguments as to whether or not such an engine was even possible. After three months, Kajitani put it all on the line, ordering his team to move forward. A technology proposal would soon be chosen and developed.

Of course, we know the results, but the time spent developing VTEC proved to be as fascinating as the final product. Take the camshaft gears for example, engineers elected to build these out of a new high-strength sintered alloy for a thinner profile and a 10-percent lower moment of inertia. The intake valves were increased to 33mm, a then unheard of size for such a small engine. The VTEC valve timing and lift specs were similar to race-only engines of that period. To prevent breakage, VTEC camshafts were made from a completely new high-carbon, high-chrome cast steel alloy, which was given a combination of heat and surface treatments. Even the exhaust valves were made of nickel-based, heat-resistant steel combined with molybdenum, titanium, and tungsten-not your average mid-'80s, economy car technology. And all of this had to be durable. This is perhaps where Kajitani's team did its greatest work. Gearboxes, crankshafts, and many other Honda components have become legendary for the abuse they can handle. "That's why we so thoroughly carried out our malicious tests," Kajitani said. "We were very near the point of overdoing it." Building a VTEC pin-engagement system that could endure 400,000 cycles is arguably a masochistic endeavor. No one knew the impact that VTEC would have. It's likely that, in Japan, there were smiles, but the reality was that Honda was a much smaller player in its homeland, so even there such an event fell short in terms of hype and would have been paled by things like the introduction of the new GT-R. Today is different; you're reading a magazine devoted entirely to the brand. The rest, as they say, is history.

America's first exposure to VTEC came in the form of the '91 NSX. However, because of the NSX's supercar personality-in terms of price and availability-the '92 Integra GS-R is often credited as being the U.S.'s first real taste of VTEC. Yes, the D16Z6 was released around the same time, but SOHC VTEC powerplants simply didn't excite anyone back then. By 1994, Honda had its pieces in place and was poised to put its competition in checkmate. The company released three powerhouses practically at once: the redesigned Integra GS-R's B18C, the Prelude Si VTEC's H22A, and the Del Sol Si's B16A. Combine that with the attention that the second-generation CRX and '88-current Civics had garnered for themselves and the company soon had the makings for a new super drug. The sport compact juggernaut as we know it was just getting started, and Honda's timing couldn't have been better. It's possible that VTEC even turned the sport compact molehill into the mountain that it is now; today, there are companies that exist because of it. Sure, many would modify Hondas were VTEC to never exist, but it'd be like swimming in the kiddy pool.

Hasport is one such business. Everyone knows that the GS-R's B18C is cool, but it's even cooler when swapped into a lighter, smaller '92 Civic hatchback. To be fair, the business of engine swapping is an industry of its own. Just think: if it weren't for engine swaps, the GS-R wouldn't top the country's most-stolen-cars list year after year. When asked where he thought he might be had VTEC never been invented, Brian Gillespie, Hasport's front man simply said, "I'd be a tennis pro! I'd recently started working for my brother at his Honda-only junkyard with the promise of my own racecar. I'd grown up racing motocross, and my brother's '90 CRX was really fast. But honestly, if I hadn't taken the bait, I'd still be teaching tennis and driving my Volkswagen GTI. That was the only real alternative to Honda and that is what I would be driving and modifying if it weren't for VTEC."

ECU tuning company Hondata owes homage to VTEC arguably as much as companies like Hasport. The company was started by a couple of Kiwis who had a passion for racing and continue to today. Co-owner Doug MacMillan says, "We built our business around what the aftermarket tuning community was doing with Honda engines, especially forced induction. It's fairly safe to say that modifying Honda engines has been central to the sport compact car scene and the VTEC system has allowed Honda to stand head and shoulders above the crowd. Had Honda not created VTEC, Honda would have been more like one of the crowd with fewer people selecting their cars and engines for modification. We would still be doing what we are now, which is building great programmable engine management systems for Hondas and Acuras, but we would be doing fewer of them."

But what about racing? Although the need to implement VTEC into Honda's championship Formula 1 engines wasn't there, the technology played a major role in early import drag racing. When asked how VTEC helped shape sport compact drag racing, long-time drag racer Stephen Papadakis says, "The VTEC cars weren't as fast as the non-VTEC ones until 1997 or so. The scene was well on the way at that time." This is likely true; Mitsubishi's DSMs had been out for some time and tuners were getting decent numbers from non-VTEC Honda engines. "When the '94 Integra GS-R came out, that was when Japan finally gave the U.S. market a good engine. That car was fast! That was when VTEC changed from trendy to fast, in my experience," Papadakis says.

The late '90s was an explosive time for Honda enthusiasts. The GS-R was selling in large numbers and Honda finally got wise and released the B16A-equipped Civic Si. The VTEC experience was so strong for one old-school gearhead that he went so far as to purchase a brand new Si just for development purposes. Up until the release of the '99 Si, John Grudynski, owner of HyTech Exhaust, had only manufactured his custom-made headers for race cars, Formula Fords, Indy cars, and other spec classes. He was soon hooked on VTEC though. "It was 1998 and Dan Paramore took me for a ride in an ITR and I was blown away with the performance of it. I didn't even know what VTEC was or how it worked then, but it sure peaked my interest for sure. The rest is history," John says. Today, HyTech's Honda-specific headers work so well that they've been copied time and again, despite the company's best efforts to keep its designs exclusive. While many recognize the value of a HyTech-style header, only a select few pay for the real thing. Despite the piracy, John says that without VTEC and Honda's popularity, he'd be homeless. "About one-third of my business is from [Hondas], the rest is the Formula car stuff and miscellaneous junk," he says.

It's difficult to quantify the impact that VTEC's had on the average enthusiast, but I can do so for myself-it had to do with a brand-new '94 Integra GS-R, one in which I paid the full sticker-price for. It may sound strange today, but the purchase was a tossup between the GS-R and a Ford Probe GT. As odd as it may sound, the Probe was a serious sport compact contender in 1993. It wasn't bad looking and its V-6 made nearly as much power as the 170hp Integra. Today, there's little I remember about test-driving the Probe. The GS-R is a different story. It was visceral, so much so that I remember details about that day that I shouldn't, like the shirt I was wearing. It's like mental playback in IMAX. I wasn't going all that fast and I found myself in Third, so I floored it. Not too impressed initially but then came the "boom," and the engine's tone changed completely. As I let off the gas and my sphincter unloaded a brick I contemplated just how much this blown-up VTEC engine was going to cost me. As I coasted down I realized that the engine was still running, that and the fact that the tie-guy sitting next to me was laughing at me. "That's the VTEC," he says. "Come on, go again, but don't lift off, it's supposed to do that." There was no use hiding the embarrassment; I just obeyed, this time using Second gear since we'd slowed so much. Bam! It came again and then, seemingly, a mere half-second later, once again. I almost lifted, but I kept getting the "go-go" hand signal from the passenger seat. Up through Third and far beyond the speed limit, there was just no way I was going to buy anything else. Twice on the way back, I deliberately slowed down just to hear it kick in again...the sound, the pull, the way it would go to 8,000 rpm so easily. Despite the years of screwing around with cars, up until this moment, there had been nothing like it. Later on at the dealership as I'm looking under the hood drooling at the site of the engine, I notice that the air filter was exposed. I asked the salesman if it was supposed to be like that and he says, "No, we take the lid off so it makes more noise when VTEC turns on." My head clocks from the filter back to him, and there's his wide smile. No wonder they were getting full sticker price for these cars and I was stuck waiting for the next shipment.

Others have had similar experiences. Larry Widmer, owner of Endyn, says, "In 1992 I was driving my Civic Si and a kid in a '92 GS-R decided to test me. I won the impromptu street race...barely. The kid followed me to a nearby parking lot and we looked over each other's equipment. From the sound change his car made, I figured he had nitrous, but it turned out to be the VTEC event. He took me for a ride and I was amazed at how hard the relatively stock car pulled. I remember thinking, 'what a great thing Honda's come up with.'"

When it comes to competing technologies, they're out there, but nothing seems to touch VTEC. Today, nearly all automakers offer variable valve timing, or VTC as Honda now refers to it for its K-series engines. It wasn't until recently that other automakers implemented a true variable-lift system in its engines though. Now the new 370Z, the Porsche 911, and BMW engines all have it. And there are others. Interestingly enough, those that have the VTEC-style moniker on them don't even have variable lift. The Evo's MIVEC engine only has variable camshaft timing-not lift-even though the original MIVEC iteration featured both, just like today's i-VTEC.

Honda's since aimed to take its technology one step further with continuously variable valve lift, the so-called holy grail of the combustion process. An electronic or pneumatic valvetrain could accomplish this. The premise is that the valve would open any amount, at any time. Patents have been filed and it even has a name: A-VTEC-another clever acronym that, this time, stands for Advanced VTEC. Unfortunately, budgets and a slowing demand have put A-VTEC in the tech freezer for the time being. BMW's similar Valvetronic system has gone into production, however, so maybe there is a future for A-VTEC.

It's somewhat amazing, 20 years later, to reminisce at what exactly VTEC's done for Honda enthusiasts. Love it or hate it (you only hate it when a VTEC engine beats your non-VTEC engine), this is the stuff that will go into the engine halls of fame. Mad Max was released in 1979. Instead of the Fast and Furious 4, Hollywood should do a Mad Max remake, one that depicts the realities of a huge fuel crisis where turbo Civics and Integras kick everyone else's asses. Or, as Papadakis puts it, "We raced with a 650-800hp H22A VTEC engine for years with no porting and stock cams. That just shows the potential of what Honda developed and sold to the general public."

 THE REVOLUTION OF HONDA VTEC ENGINE
VTEC system has been develop more advance and more efficiently years by years. Here are the revolution Honda’s Valve technology.

DOHC VTEC

Introduced as a DOHC system in Japan in the 1989 Honda Integra X Si which used the 160 bhp (120 kW) B16A engine. The same year, Europe saw the arrival of VTEC in the Honda CRX 1.6i-VT, using a 150 bhp variant (B16A1). The United States market saw the first VTEC system with the introduction of the 1991 Honda NSX, which used a 3-litre DOHC VTEC V6 with 270 bhp (200 kW). DOHC VTEC engines soon appeared in other vehicles, such as the 1992 Acura Integra GS-R (B17A1 1.7-litre engine), and later in the 1993 Honda Prelude VTEC (H22A 2.2-litre engine with 195 hp) and Honda Del Sol VTEC (B16A3 1.6-litre engine). The Integra Type R (1995–2000) available in the Japanese market produces 197 bhp (147 kW; 200 PS) using a B18C5 1.8-litre engine. Honda has also continued to develop other varieties and today offers several varieties of VTEC, such as i-VTEC and i-VTEC Hybrid. http://www.youtube.com/watch?v=UEtm2y1yXnI

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 benefitted from the VTEC mechanism only 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 cannot be utilized by both the intake and 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, thereby 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 same occurs for the intake rocker shaft, except that the high-profile camshaft lobe operates the primary rocker arm.

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.

VTEC-E

The earliest VTEC-E implementation is a variation of SOHC VTEC which is used to increase combustion efficiency at low RPM while maintaining the mid range performance of non-vtec engines. VTEC-E is the first version of VTEC to employ the use of roller rocker arms and because of that, it forgoes the need for having 3 intake lobes for actuating the two valves - two identical lobes for non-VTEC operation and one lobe for VTEC operation. Instead, there are two different intake cam profiles per cylinder - a very mild cam lobe with little lift and a normal cam lobe with moderate lift. Because of this, at low RPM, when VTEC is not engaged, one of the two intake valves is allowed to open only a very small amount due to the mild cam lobe, forcing most of the intake charge through the other open intake valve with the normal cam lobe. This induces swirl of the intake charge which improves air / fuel atomization in the cylinder and allows for a leaner fuel mixture to be used. As the engine's speed and load increase, both valves are needed to supply a sufficient mixture. When engaging VTEC mode, a pre-defined threshold for MPH (must be moving), RPM and load must be met before the computer actuates a solenoid which directs pressurized oil into a sliding pin, just like with the original VTEC. This sliding pin connects the intake rocker arm followers together so that now, both intake valves are now following the "normal" camshaft lobe instead of just one of them. When in VTEC, since the "normal" cam lobe has the same timing and lift as the intake cam lobes of the SOHC non-VTEC engines, both engines have identical performance in the upper powerband assuming everything else is the same.

With the later VTEC-E implementations, the only difference it has with the earlier VTEC-E is that the second "normal" cam profile has been replaced with a "wild" cam profile which is identical to the original VTEC "wild" cam profile. This in essence supersedes VTEC and the earlier VTEC-E implementations since the fuel and low RPM torque benefits of the earlier VTEC-E are combined with the high performance of the original VTEC.

3-Stage VTEC

3-Stage VTEC is a version that employs three different cam profiles to control intake valve timing and lift. Due to this version of VTEC being designed around a SOHC valve head, space was limited and so VTEC can only modify the opening and closing of the intake valves. The low-end fuel economy improvements of VTEC-E and the performance of conventional VTEC are combined in this application. From idle to 2500-3000 RPM, depending on load conditions, one intake valve fully opens while the other opens just slightly, enough to prevent pooling of fuel behind the valve, also called 12-valve mode. This 12 Valve mode results in swirl of the intake charge which increases combustion efficiency, resulting in improved low end torque and better fuel economy. At 3000-5400 RPM, depending on load, one of the VTEC solenoids engages, which causes the second valve to lock onto the first valve's camshaft lobe. Also called 4-valve mode, this method resembles a normal engine operating mode and improves the mid-range power curve. At 5500-7000 RPM, the second VTEC solenoid engages (both solenoids now engaged) so that both intake valves are using a middle, third camshaft lobe. The third lobe is tuned for high-performance and provides peak power at the top end of the RPM range.

i-VTEC

Honda i-VTEC (intelligent-VTEC)^[3] has VTC continuously variable timing of camshaft phasing on the intake camshaft of DOHC VTEC engines. The technology first appeared on Honda's K-series four-cylinder engine family in 2001 (2002 in the U.S.). In the United States, the technology debuted on the 2002 Honda CR-V.

VTC controls of valve lift and valve duration are still limited to distinct low- and high-RPM profiles, but the intake camshaft is now capable of advancing between 25 and 50 degrees, depending upon engine configuration. Phasing is implemented by a computer-controlled, oil-driven adjustable cam sprocket. Both engine load and RPM affect VTEC. The intake phase varies from fully retarded at idle to somewhat advanced at full throttle and low RPM. The effect is further optimization of torque output, especially at low and midrange RPM. There are two types of i-VTEC K series engines which are explained in the next paragraph.

K-series

The K-Series engines have two different types of i-VTEC systems implemented. The first is for the performance engines like in the RSX Type S or the Civic Si and the other is for economy engines 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 engine are easily distinguishable by the factory rated power output: the performance engines make around 200 hp (150 kW) or more in stock form and the economy engines do not make much more than 160 hp (120 kW) from the fact.

R-series

i-VTEC with Variable Cylinder Management (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. According to Honda, "VCM technology works on the principle that a vehicle only requires a fraction of its power output at cruising speeds. The system electronically deactivates cylinders to reduce fuel consumption. The engine is able to run on 3, 4, or all 6 cylinders based on the power requirement. Essentially getting the best of both worlds. V6 power when accelerating or climbing, as well as the efficiency of a smaller engine when cruising." The technology was originally introduced to the US on the 2005 Honda Odyssey minivan, and can now be found on the Honda Accord Hybrid, the 2006 Honda Pilot, and the 2008 Honda Accord. Example: EPA estimates for the 2011 (271 hp SOHC 3.5L) V6 Accord are 24 mpg combined vs. 27 in the two 4-cylinder-equipped models.

i-VTEC VCM was also used in 1.3L 4-cylinder engines used in Honda Civic Hybrid.^[4]

i-VTEC i

A version of i-VTEC with direct injection, first used in 2003 Honda Stream.^[5]

AVTEC

The AVTEC (Advanced VTEC) engine was first announced in 2006.^[6] 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.^[7][8]

VTEC System Operation

What is valve?

General Defination

A valve is a device that regulates, directs or controls the flow of a fluid, liquid or gases in certain close area. 

Internal combustion engine’s valve

A valve that control the flow of gasses into the internal combustion chamber and out of internal combustion chamber . Open and close of the valve is control by the rotation of the cam at the top of the valve.

How VTEC System Operates??

At low engine speeds, the pin is retracted, disengaging the middle rocker arm. The valves are operated by the two outside, low-profile cams for a low valve lift. Low profile cam is used at low engine speed to reduce the fuel consumption and more efficient.

When the engine speed increases the pressure of hydraulic oil increases and pushes the pin.The pin make the middle rocker arm to operates and high cam profile is on for a high valve lift.

Valve lift is now operates in an extended time because the high cam profile is used make the mixture of fuel and air in the combustion chamber increases and give more extra power.

From this picture we can see at low engine speed the valve lift is open at small range compare to the valve lift at high engine speed that open at big range and more time duration of cam lift.

VTEC OPERATION STEP DIAGRAM

Components Identification.

•        Function Of each parts 
• 
  

• Valve

      Control the flow of gasses in and out of internal combustion chamber . Open and close of the valve is control by the rotation of the cam at the top of the valve.

• Valve Stem

    A valve stem is a self-contained valve which opens to admit gas to a chamberand is then automatically closed and kept sealed by the pressure in the chamber, or a spring, or both, to prevent the gas from escaping.

• Valve Retainer

     They are a split tapered retainer, that keeps the valve spring attached to the valve. Without them the valve would fall into the cylinder damaging the piston & ruining the cylinder wall.

• Valve Spring

     A helical spring used to hold closed a valve in the cylinder head of an internal-combustion engine. Also prevent from valve float at high engine RPM speed.

• Return Spring

     Used to push the pin of middle rocker arm at normal position when engine speed at low speed or below the pressure of hydraulic oil.

• Slide Pin

    Used to engaged and disengaged the middle rocker arm at certain engine speed that control by hydraulic pressure to engaged and disengaged.

• Slide Pin Holder

       Used to hold the slide pin when the middle rocker arm is used.

• Stopper Pin

       Used to stop the pin at the correct position.

• Inner Shim

     A valve shim is a disc of hardened metal of precisely calibrated height used to adjust the clearance between the back side of the cam-lobe and the valve on which it operates where the cam-lobe operates directly on the valve without an intermediate rocker arm. The shim sits atop a shim bucket which itself sits atop the valve-stem and moves up and down within a machined bore.

• Valve Lifter

       Transfer the vertical load to the cylinder head in order to prevent buckling of the valve.

• Spool valve

• Cam Shaft    

Transforming rotary motion into linear motion or vice-versa. In the internal combustion chamber cam used to open and close the valve based on the timing that is set on the rotation of the cam.Cam shaft

• Rocker Arm ( Primary and secondary)

      A pivoted lever used in an internal combustion engine to transfer cam or pushrod motion to a valve stem. In Honda VTEC engine, Primary and secondary rocker arm used on low  degree cam profile at low engine speed.

• Rocker Arm (Middle)

      A pivoted lever used in an internal combustion engine to transfer cam or pushrod motion to a valve stem. In Honda VTEC engine, Middle rocker arm used on high  degree cam profile at high engine speed.

Benefit of Technology invented used.

Honda Accord 2014       

             

Above is the picture of the latest Honda model in Malaysia. Honda Accord 2014

Everything you need to know about the specifications and full capacities of our cars.

Specifications may vary and are subject to change without prior notice.

There in some latest technology that they invent to improve the Honda Product:

•     Earth Dreams Technology

•     Shift Hold Control
  

•     Drive-By-Wire (DBW)

•     Eco Assist

The ECO Assist Guide changes lights depending on how conscientious the drive is. The longer it stays on green, the more efficient the drive becomes.This  give guide to drive more manner and help to reduce the fuel consumption.

•     Active Noise Control (ANC) & Active Sound Control (ASC)
  

Designed to dramatically reduce low frequency noise in the cabin and control the engine order sound in a linear way, so you can enjoy a serene drive every time.

G-CON absorbs and spreads collision energy, helping minimize injury for everyone − occupants, passengers in other cars, bikers and pedestrians.

This invention as mention before help to minimize the injury to the driver passenger and the accident’s victim. This invention is really  good to save life.

A small camera is mounted on the passenger mirror, enhancing the side view while reducing blind spots, making it easier and safer when you change lanes.

The Accord's 8-inch screen features a 180 ° multi-angle view for safer reversing.

Honda Civic Type-R 2015

• Honda has revealed a trio of new turbocharged VTEC engines, including the one that will be used in the 2015 Civic Type R.While the US is getting revamped Civic sedans and coupes, European customers will soon be able to opt for the 2015 Type R with its new Earth Dreams 2.0-liter turbo engine producing more than 276 horsepower. Honda has also made sure to give the car a styling that matches its powerful engine with a more aggressive front end, massive fender flares and a liftgate wing with unusual airplane-like canards.The Civic Type R will be the first model in Europe to have one of Honda's all-new VTEC TURBO engines from Honda's Earth Dreams Technology range. This 2 litre, direct injection, 4-cylinder turbo engine is expected to have class-leading output in excess of 280ps and will be EURO 6 compliant.Speaking during recent testing at the Nurburgring, Germany, Honda's WTCC driver Gabriele Tarquini, gave his first driving impressions 'The car and the characteristics of the car were fantastic. I was really impressed by the power and the torque of the engine but also by the set-up they achieved...The car is very pointed on the front and very fast to change direction'. 'This car is very close to my racing car and you can feel very well the DNA of Type R.'

Turbo Engine of Honda Civic Type-R 

• It's fair to say that in recent years, Honda has been viewed as a laggard when it comes to engine and gearbox development, seemingly missing the boat on direct-injection, forced-induction and high gear-count transmissions, among other things. But under its Earth Dreams banner, the Japanese automaker is showing new vigor, with the latest proof being this trio of just-announced powerplants. 19-Nov-2013 Today Honda announced the introduction of three all-new VTEC TURBO engines as part of its growing Earth Dreams Technology range. These new engines come in three capacities; 1 litre, 1.5 litre and 2 litre, and will deliver a dynamic performance, as well as class-leading output and fuel economy. All three engines will be direct-injection petrol turbos, utilising variable valve motion technology such as Honda's refined VTEC technology. Together with Honda's 1.6 litre diesel engine and hybrid technology, these new turbo engines will be applied on a number of future global models, depending on local market requirements and vehicle characteristics.Based on a completely new engine structure and utilising its newly developed turbo systems, Honda has downsized its engines and produced a highly efficient 1 litre direct-injection, 3-cyclinder turbo engine as well as a 1.5 litre direct injection, 4-cyclinder turbo engine. Both engines have low friction throughout and are able to achieve class-leading output and environmental performance.The first VTEC TURBO set to come to Europe will be the high-output 2 litre, direct injection, 4-cyclinder turbo engine, which will appear in the forthcoming Civic Type R. A highly efficient and highly responsive engine, it will have an output in excess of 280ps and will be EURO 6 compliant.

Conclusion

In conclude, As we know Honda is the master of the valve technology. Ikuo Kajitani the mastermind said that,"four-valve engines are known as high-revving, high-output machines. And for that reason we knew it would be quite difficult to achieve low-end performance if the engine's displacement were too small”. Based on this question, Vtec system is born step by step, Research by Research and now Honda VTEC engine have made a lot of improvement for Normal aspirated engine that give a competition on Turbo and supercharge engine around the world. By this system, VTec system give more respond on High rpm Engine but does not sacrifice the low and mid engine speed. Combination of two type of cam degree profile, the mixture inside the combustion chamber can be increases based on need and give extra power . High profile degree camshaft is such as force Induction that give extra power to the engine at high end speed..

            This technology is Honda forte and this technology is done by other manufacture with same concept but with different part and operation .Honda VTEC  system is the true and original system Made BY Honda.

By this technology, Normal aspirate engine also can have a good engine respond and more efficient smooth engine and fuel efficient engine that VTEC system give to Honda user

References

1.     http://engineringcorner.blogspot.com/2011/09/v-behaviorurldefaultvmlo.html
2.     http://www.honda.com.my/
3.     http://en.wikipedia.org/wiki/VTEC
4.     http://world.honda.com/automobile-technology/VTEC/
5.     http://en.wikipedia.org/wiki/Valve
6.     http://en.wikipedia.org/wiki/3-stage_VTEC
7.     http://www.b18c5eg.com/VTEC/3stagevtec.html
8.     http://asia.vtec.net/article/ivtec/
9.     http://www.honda.com/newsandviews/article.aspx?id=7349-en
10.     http://www.autoblog.com/2013/11/19/honda-new-turbo-vtec-engines-civic-type-r/