Check out How Camshafts Work for more information. It turns out that there is significant relationship between the way the lobes are ground 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. If the engine is running at 4, rpm, the valves are opening and closing 2, 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!
In this situation, I laid the repair options out for the driver. Obviously, replacing the gasket and the VTEC pressure switch would be the lowest cost option. Then we called the dealership to price these two parts. When the driver decided to go online and shop around they found a complete assembly for less than the cost of the gasket from the local Honda dealership. We're also going to explain the major difference between the variable valve timing systems of a Honda automobile when compared to VVT problems with General Motors cars.
Before we move on let's finish up the story about this Honda Accord. When the customer drove over to the local Honda dealership, he talked to the service department about what the repairs would cost through the dealership. Of course, the service writer wanted to verify the failure before quoting prices. In this article we'll cover some repair tips and talk about the best way to access these components. Hint, you don't want to go in from the top and you probably want to pull off the wheel to gain access on a CRV.
The general or most common Honda VTEC system problems produce symptoms that fall into two major categories. The first one is a failure of the system to engage the high lift, longer duration lobe of the camshaft. We'll get into how the VTEC system works at the end of this article.
For now what we need to understand is the VTEC function is requested by the vehicles main computer. Long story short, the computer energizes the VTEC solenoid and the spool valve.
There are a couple of different codes that set depending on the defect in the system. With that said, the P trouble code is the one I see most often. This trouble code often leads to parts replacement, but still needs diagnosis to determine which one.
We'll talk more about this in the diagnostic section below. Another common symptom of Honda VTEC system problems becomes an oil leak that develops slowly, but consistently worsens over time. The VTEC solenoid actually allows oil to flow to the internal galleries of the overhead camshaft. This means that the housing of the solenoid is holding back full engine oil pressure.
In fact, the rubber starts to harden and shrink. When this occurs we start to get a small oil leak. As the deterioration continues, we can even develop cracks in the factory rubber gasket. Then the oil escapes quickly from the engine at this point. Let's start off with the common Honda check engine light code mentioned in the previous section.
This doesn't exactly tell you what's wrong, but we already have a good idea of where to start. The oil pressure switch and the solenoid work together by activating the high performance setting on the camshaft. We appreciate your support. Tags: Honda , vtec solenoid. You can use this feature to rate this page. Filed under Beginner Guides. What are the symptoms of a bad VTEC solenoid? Where is the VTEC solenoid located? What does the VTEC solenoid do? How much does a VTEC solenoid cost?
Thank you for reading our VTEC solenoid guide. Photography credits We thank the following entities for the use of their photography in this article: eBay Amazon Fitment Industries Tags: Honda , vtec solenoid. Written by Joe Terrell Drifted. Read more about Joe and the Drifted team on our about us page.
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