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For twin-cam or DOHC engines, VCT was used on either the intake or exhaust camshaft. (Engines that have VCT on both camshafts are now designated as Ti-VCT.↓) The use of variable camshaft timing on the exhaust camshaft is for improved emissions, and vehicles with VCT on the exhaust camshaft do not require exhaust gas recirculation (EGR) as retarding the exhaust cam timing achieves the same ...
VarioCam is an automobile variable valve timing technology developed by Porsche. VarioCam varies the timing of the intake valves by adjusting the tension on the timing chain connecting the intake and exhaust camshafts. VarioCam was first used on the 1992 3.0 L engine in the Porsche 968.
With traditional fixed valve timing, an engine will have a period of "valve overlap" at the end of the exhaust stroke, when both the intake and exhaust valves are open. The intake valve is opened before the exhaust gases have completely left the cylinder, and their considerable velocity assists in drawing in the fresh charge. Engine designers ...
An early experimental 200 hp Clerget V-8 from the 1910s used a sliding camshaft to change the valve timing [citation needed]. Some versions of the Bristol Jupiter radial engine of the early 1920s incorporated variable valve timing gear, mainly to vary the inlet valve timing in connection with higher compression ratios. [6]
The inlet camshaft position is advanced 25 degrees, thus increasing valve overlap. It remains in this advanced state until about 5000 rpm when the solenoid switches off, and the variator piston returns the valve timing to its natural state. The variable timing increases the engine's mid-range flexibility and reduces emissions.
N-VTC varies valve timing by rotating the affected camshaft relative to the sprocket; valve lift and duration are not altered. This rotation is achieved when an electric solenoid, controlled by the car's ECU, allows pressurized engine oil to flow into and through the cam and into a slave mechanism, axially advancing camshaft timing relative to ...