To be clear, I'm aware that the Honda VTEC system operates in a much different way than the Hemi engine. I was simply pointing out that variable cam timing technology has been around for awhile. Appreciate you watching!
Honda used to swap to an entirely different camshaft lobe during vtec operation. By doing that you can flip both valve duration and timing to another set parameter. Now honda uses I-Vtec which also incorporates a camshaft actuator to twist the camshafts independent from the crankshaft using oil pressure. Also on the honda j series 3.5/3.7 honda uses the same vtec setup but instead of swapping to a more aggressive camshaft lobe they shut down the back bank of the engine and run in a cylinder deactivation mode. Honda does a trick with the motor mounts to cancel out the vibration the driver/passengers feel when running just 3 cylinders.
really!! you're a dodge tech ( im not im a caddy's/Chevy and DSM/aftermarket tech, with a 2G-hemi+Tr6070/charger and k1500-1980's ownership, also a millwright/maintenance ) and forgot the cam-in-cam 4th and 5th gen vipers ( working on copying/modification this for my big block 440/hemi, and yes i own a 4th gen viper cam core and yes it's a 2-peace unit with 9-40* of movement between the lobes, hydraulic+ecu/plc powered/controls, going back the the 1960's holly/chevy and the 350/sbc had a aftermarket phaser-option for cintrifical-operated/springs-operated VVT and or cable-dashboard-operating but you also didn't mention that 🤔 ) engine? variable lobe angles aka LSA is possible and the hemi/3d-G was planning for getting the same technology as the vipers but for some reason hasn't happened yet on the twin-phaser assembles also heard rumours of the multi-air VLL+VVT+LSA also being added to the v8's but also hasn't been sofar 🤞 it does happen to it can out do the coyote/ford's platform with " cam on demand " lost me as you made it sound like ford's/imports got the "hot-stuff" and USA 🇺🇸 can't do it with the cam in the valley/single-camshaft-tunnel design aka only one way, and no my 2C coyotes are heavyweight and or can do without the 3 extra cam's & *phasers* but that's my take and my ford-friend doesn't agree and likes the voodoo 😉 better job 👍 on explaining the oiler-port's ( missed the opportunity for mentioning how similar it is to the oil pump's used in newer products ie godzilla/ford's ect as a vain-pump ) as my first time being experience 2006-14 era with phasers wasn't explained very useful to me and i thought* the bottom sprocket moved the chain or the gide's changed positions, and yes some do use that method but not common to see and or limited adjustment can be made ect aka the way vipers ( my engine use's a gear-drive just as a point that chains-oiled aren't the only design possibility's, as a dry belt is used on the 2JZ/imports, anyways im a industrial/diesel/gear-built guy 😉 ) do it is the smarter choice but really should have used a extra pumping as variable-engine-RPM 20psi~ ( versa's constant 200-1200psi normally found in lightweight* hydroelectric system's, the newer version's using full electronics is debatable as power is limited but dynamic-speed is quicker ) and high rpm/loads and or big cam's/lift can tax the system to much making erratic operating ect
This is probably the clearest, most succinct description of variable valve timing I've come across - I'd had maybe a rough idea of how it worked beforehand, but I came away from your explanation with a much firmer understanding of both the mechanism and the underlying idea. Thanks for a great video. 👍
This is just a quick note of thanks. I purchased at 2009 Challenger RT with low miles in October and VVT is a boogie man that has been looking over my shoulder ever since. You took some of the mystique out of that bad guy with your frank, down to earth explanation here. You can see how if you were sloppy with your oil changes and routine maintenance the poor flow of oil could easily come back to bite you. Very helpful.
VTEC - Variable Valve Timing and Lift Electronically Controlled.... An older technician told me this when I worked at a Honda dealership. Not sure if he was right because the letters don't quite add up, but i remember reading this on an old manual as well. The fact that I remember this lol
I really enjoyed this video. What a great educational video explaining VVT. I didn’t know how VVT worked, but now I know. Thank you so much. I would love to see more educational videos like this with regard to Dodge Hemi vehicles. 👍
@@ReignitedAuto please mention the cousin's as-well in the dodge lineup with the tiger-shark engine as the general concept isn't terrible for both i just see the ( liquid push rod's and jerk-pump's ) fiat-design is a better idea for v8 street cars as VLL and cylinder deactivation on a skiping firing order is possible vs MDS that historically is the same 4 cycling cylinder's / bank and can lead to more where+oil being used/burt idling and or long hot freeway running yes some see it as a boogie man but i like keeping my MPG up under lower loads ect and maybe some lower/longevity between rebuild's
VTEC - variable timing electronic control, advances the exhaust cam shaft, has a pressure switch for feedback… first used on Prelude, as I remember it…
We have so many mentors in life that help us to learn. I had a pretty important one growing up 😉 Now it's my responsibility to mentor others when possible. Thank you for being a great example!
Outstanding videos. I learned a LOT from you today, not only this video but MDS and the dreaded P0305 code issue which I currently have on my 2011 RAM.
So YES I learned something. AND... this took me back. I had a neighbor who had an old Model T. He did not drive it often, but as I first started learning about engines, he showed me a level by the steering wheel where the timing was controlled (well the Dwell was controlled, I guess). I'm thinking this was the closest thing to VVT that you had back in that day! lol play it by ear! I mean, this literally blew my mind watching this video. I haven't monkied with any cars newer than 1975 for more than a basic tune up--and it has been quite a long time since I did try to fix a car.
I remember back in the late 70s, I had an Olds Cutlass with the 455 engine. I decided to rebuild the engine and I went to my local speed shop to get the tried and true Cloyes double-roller gears and chain. But they got a new product in made by a different company where the upper cam gear had these huge springs built into it. My cam I was using (Isky performance cam) was going to be quite bad on vacuum and since my Cutlass has power brakes, this was going to be iffy at best. This spring loaded cam gear was supposed to adjust valve timing at low speeds so I had enough vacuum for braking, but gave me advanced timing for performance at WOT. I had a lot of fun with that cam gear and found that it was possible to adjust limits on the automatic timing adjustments using only an allen key. I cut my timing cover in half in order to expose only the cam gear and whenever I wanted to make an adjustment, it was 15 minutes and I was ready for full on race mode...otherwise, this lumpy cam made for quite a tame traffic capable engine...Never lost a street race!
I am sure you already know this, but the last gen viper had a mechadyne "cam in a cam" system that actually could vary the intake and exhaust independently. For those that thought the Viper engine was a tractor engine, it was one of the first single-cam engines to do that. I believe the new c8 engine also has a cam in a cam. Also, for those that are interested further, when you can adjust both intake and exhaust independent of another, you can get that "ghost cam" effect through tuning - basically all you are doing is increasing overlap.
I was actually going to insert a clip of that Viper cam just because it's interesting, but I thought it might distract too much from what I was trying to get across. Super neat tech though! 👍
@@jondoe4667 The valvetronic system is much more complex as it can control more than duration (It has to since it replaces the throttle body). In reality these systems are band-aids and only Koenigsegg's freevalve system can really control everything without cams, and can vary opening profiles without worry about the ramp wear, valve float, or spring pressure. I do not think they have ultimate valve closing ability because I think they rely on a spring to assist/dampen the closing so the valve doesn't beat itself into the head. But back to cams, the Hemi and Chevy "Cam in block" engines minimize complexity since there is a single phaser to deal with. Not to mention making for a small head (Well the Hemi is kind of big, but nowhere near DOHC-head big)
@@The3chordwonder yeah the video I had watched about the bmw ones were completely electronic I believe, and basically had infinite adjustability. To me it seemed really complex. I'd much rather have the simple GM or Mopar system.
Lobe separation angle relates to VVT? Didn't realize you were still creating content, very cool. I need to binge watch your channel...lol Still in my 2021 Challenger Scat, still running like a top.
This is great technology. It helps the engine produce so much more power without any side effects. Between this and the variable runner length intake my truck has it feels like I'm always in the torque curve when I'm pulling. Great explanation on how the system works.
Thanks! Very well done. You would be a good person to address the wide range of opinion on why 5W-20 is used and why other viscosities can alter the function.
Great video Sky, was informative and easy to understand. Definitely would like to see a video about the MDS system. Look forward to more videos. I'm sure you haven't done anything on the magnum, but would be nice to get an update.
Definitely planning on doing a MDS video, was waiting to see if this one was well received first! Magnum content is incoming as well, HOPEFULLY the next episode will be out next saturday, I'm tearing down the blown up engine on Monday, ready to build the new upgraded engine 💪
I'm getting read to install a cam in my 392 and you helped me a lot. Also on a different note i lost compression in cylinder 8 and after checking every thing out it turned out that one the plastic shot runners in the intake broke off and was holding my intake valve open. So if you could explain that on a video for people to check before pulling a head it would save them a lot of money. Thanks for all your videos.
Thanks again for sharing your knowledge openly & plainly for the masses - love it! One thing I think needs corrected - the VVT is in full advance by default, which you showed. This is the low-end mode. retarding the cam adds to the high-RPM capability & adds a few horsepower up high. if you lock it out, you''re getting rid of that extended RPM power, not limiting your torque. That is the same as non-VVT engines of all types - retard the cam install centerline, and it will soften the bottom end - advance the cam install centerline, and it will pull at a lower RPM into the torque range. Hopefully that helps?
It's true that the limiter locks the phaser in the advanced position, but the aftermarket camshaft you're installing is already taking this into account when they are grinding the cam, therefore when you install the cam it's already set up for higher rpm performance. If aftermarket came were only useful for bottom end gains I don't think you'd see too many people swapping them. 👍
How you can put a hand on a lobe another on a journal and turn clockwise blows my mind, first hundred years of engine building cam was a solid piece of machined iron.
Great work as usual, thank you! You mentioned the better emissions numbers being sort with this technology and that with a single cam we can only work the intake or exhaust (with a few exceptions) referring to the fact that this only works on the exhaust valves in the HEMI engine but as far as performance goes the increase and difference in numbers and overall effect when operating on the intake valves with VVT is monumentally greater than with the exhaust valves! Cheers
Awesome video, it is great that you are taking the time to make videos like this, so many just talk past or over things like this. I have a number of G3's and know what VVT is but I have never seen the inside of one nor did I know it had a 37 deg swing, but most importantly I was unaware that the G3 is a interference engine. I guess I could have figured it out but never really thought about it until you mentioned it, thanks. Have a happy New Year!
oh and I meant to say thank you... I mean truly thank you so much. While I may never personally use this data, it did give an old man a few moments of dreaming about the past and the future...
Absolutely, like I mentioned it's a very robust design. I actually like the early Gen 3 hemi for how reliable they are. They don't make the power of the newer ones without a lot of help, but I've seen people mistreat them horribly and they still just work. 👍
I like that you pointed out this technology’s use in the Hemi is more for better emissions than it is for power gain. The fact that pre-2009 Hemi engine utilized an EGR system and the VVT engines do not serves to back this point up
Variable Timing Electronic Control . . . . I think. Unless I'm wrong. anyway. Thank you for making these videos. You are as curious about the How and Why of automotive technology as I was when I went through Fords ASSET program in the '80s. I retired from turning wrenches in 2009, so I'm not 'up to speed' on the latest tech, and your explanations are well done and well researched. Plus, my world was all about Fords for three decades. anyway. Happy New Year to you and your loved ones from very cold Alaska (high today was -17°F)
Thank you very much! I definitely love the automotive field. Sometimes I wish it loved me back 😄. I know a few techs who work up there in Alaska, I always ask why they stay and their answers are the same every time, "they pay me too much to leave" 😂. I'm sure it's beautiful though!
Hey Skye, off topic but I was told by my boss (who was told by a local engine rebuilder) that Chrysler has started using some slightly longer pushrods as a means of stopping ticking noises from the valve train of post 2009 Hemi’s. Have you ever heard of this? Seems like a possible fix given that from everything I understand about these engines the oil to pump up the lifters comes from the rocker shafts, into the rockers, down the pushrods, and finally into the lifters. Replacing the pushrods also wouldn’t require pulling anything beyond the rocker shafts either. My 14 Ram 1500 has had a mild tick for about the last 60-70,000km. It’s most audible at a cold idle, and only just barely audible at a hot idle. It’s inaudible above idle. It runs perfectly fine(no misfires), and it’s not the exhaust manifold bolts as I recently replaced those myself with new OE bolts. The truck gets full synthetic 5W20 at an interval more frequent than the factory recommends, and several cut open oil filters have turned up nothing of note in terms of metal. Just curious if and trucks ever come in with the complaint and what if any the fix might be.
They did switch to slightly longer pushrods in 2009 but it didn't have anything to do with preventing a tick noise. The valves are physically longer on the 09+ cylinder heads allowing for more lift, which meant the rockers had to be mounted further away which necessitated the longer pushrods.
Crazy that noone makes a replacement upper gear that's solid instead of adding another widget to lock out the VVT mechanism. I'd use that in a heartbeat!
I have a question I purchased the melling high volume oil pump I was getting informed by some mechanics that the high volume oil pump it can suck all the oil out of the pan .how true is that ?
Great job explaining the voodoo behind VVT. Are stock, oem grind Hemi cams the limit for unlocked VVT phaser, or is there a particular aftermarket grind that can still sqeeze more power but not need a vvt reduction/lockout mod.
That's actually a good question I'm not sure. I think every aftermarket cam I've seen has a least a VVT limiter needed. But I think as soon as you have a cam with any sort of higher lift it will require it.
My advice would be, If you want a bad ass Cam, but keep the VVT, Go with the “FRP Mark 82” Cam kit. For everything needed, and I mean everything, the whole kit is around $2,500. Comes with the MDS delete kit, ALL gaskets, the cam, non MDS lifters, springs with .60 spring shims, Cam phaser limiter, head gaskets, exhaust manifold gaskets, and all.
None that I'm aware of, I think even with the high volume pumps we are usually only running in the 75-85psi range which isn't a ton more than the factory pump makes at higher RPM. It might be an issue if you tried to run using 150psi, but even then I doubt it. 👍
I was reading comments to ask the same question. Appreciate the response, but I can't help to think it would alter the cam timing a bit more aggressively earlier in the RPM range. Maybe not significantly. Maybe ask Melling or an independent dyno to do a test? Would be fun to see the results.
@tbiker99 the pressure wouldn't have any effect on the amount of flow the solenoid is capable of at various PWM as far as I'm aware. Besides which, the cam sensor is constantly checking to verify the cam position relative to the crankshaft, so it would immediately set a code if it were trying to obtain a certain value and was unable to do so.
I forgot about the cam sensor. That does make sense, even if it did cause a difference the computer would adjust for it. Good call. thanks for the response. @@ReignitedAuto
Great video man you answered my question about cam phase limiters and locks. Never knew why they wanted to get rid of it to make power now I know safety lol. Can’t you tell me who makes the best valve springs and rods for the 6.2 after market cam package with a limiter not lock. Or atleast the a good round about spec for a cam that works like stock down low but give good high end power. I can even deal with it being a bit sluggish down low. Also when selecting a cam shaft for the hc what is the optimal rpm cam. What’s safe to spin these motors to? Any info is welcome thank you. Excellent video as always man.
Hi. Doesn't installing HV pump from Hellcat change the pressure on VVT fazer thus wrongly controls the faze? If i have for example 50% PWM signal of VVT valve doesn't it have different displacement with normal and Hellcat pump because of different pressures? Or is there any feedback signal from a fazer angle going to the controller, which compensate it?
Hello, as you stated without questions we are no where. I have a 6.4 SRT Jeep, that logs a P0344 code, under WOT, it’s not the sensor. Have you come across this code in a Hemi?
Variable Valve Timing & Lift Electronic Control Vtec is good at making fast cars slow. Research Subaru's AVLS, & Fiat's FIRE, both are very different ways of doing the same thing…well, they do different things, but similar results.
Thank you very much for the detailed explanations. Since I have the pleasure of driving a 2010 Dodge Charger with the Hemi 5.7 here in Germany, I am glad to have found your contributions on RUclips. To my question: Based on the experience with Mercedes (SLK 230 / R170), which are also equipped with variable camshaft, the solenoid switches of the adjustment are leaking. As a result, oil leaks from the switch into the wiring harness. Due to the capillary effect, the oil creeps through the wiring harness into the engine control unit, where it can then lead to a short circuit. As a remedy, so-called oil stop cables have been developed, which are offered as a retrofit solution. Do we have a similar scenario with the HEMI engine with leaking solenoid switches on the camshaft?
Thank you very much for the quick response. I was a bit worried about that particular issue since Daimler was involved. Often it is very easy to use already existing solutions. Again thank you very much I appreciate your explanations on your Channel.
I have a question not about this great video. I know you were transmission expert my 2019 ram shifts hard from 4th to 3rd when downshifting sometimes it seems like the transmission will pop out of gear and tell me the shift it back into park then back into drivewhen I put the transmission manually in -8 it never happens. Most of the time it happens only when it’s cold and I’m stopping quickly.
A lot of manufacturers use VVT because it is more effective than EGR and allows them to do away with EGR. VVT is better for both gas mileage and power. Most engines are required to have either EGR or VVT for emissions reasons. I think some engines actually have both. The Ford 2.7 ecoboost I believe has both.
Excellent video. I'm just wondering if you have a quick method to determine what engine has one and one that does not? For example I know my 3.0L chev engine has it as it is labelled as such, but not sure about my 09 6.1L Hemi and my 16 392 (which has MDS). Can they have both VVT and MDS or are they mutually exclusive? thanks
I didn't understand when the computer advance or retard the cam. My 96 Tahoe was getting 12 mpg. I was reading online and someone said a worn timing chain could cause my engine to burn gas. The engine did have over 285k miles. I replaced the timing chain and I had to advance the cam a little bit for the gear to bolt to the cam. The engine ran little raw @ low rpm but like a race engine @ high rpm. The intake valves were stay open a little too long and drinking gas. After the new timing chain and a little time for the pcm to adjust. My old 5.7 was getting 14.5 mpg again.
That's actually a good question I'm not 100% sure. Unfortunately at the dealer level we can't get the reluctor wheel separate from the crankshaft so I don't have a part number to go off of. With that being said, I feel about 95% that they are the same.
Such a bummer 😢. I get it though, he's tired of people on the internet second guessing everything he does instead of just appreciating it. He's in a spot now where he can get paid to continue doing what he's always done, but doesn't have to have the internet looking over his shoulder all day long. I think Woody will try his best, but it clearly won't be the same without Turbo Yoda.
Say I have a VVT 5.7L full stock@@ReignitedAuto, could I replace the cam with a 6.4L cam, and would it provide any gains? What else would I need to change? Valve springs?
@33ordie I do think the 6.4 cam gives a decent midrange bump without having to change too many other components. I actually did this swap in my budget challenger series I did a couple years ago. However, swapping the camshaft can be a significant amount of work and it might be better to maximize your results from doing so. This means going with a more aggressive camshaft, stiffer valve springs and a custom tune. More money no doubt, but much larger potential for gains. One thing to keep in mind, the camshaft cam only take advantage of more airflow if you've already modded the rest of the engine like the intake and exhaust.
I would like to use a vvt engine in my pre vvt car 06 charger. So basically I could just leave my vvt solenoid alone and it would run at full cam advance. I wonder if I could control the vvt system independent of my 06 electronics? I would like to keep my vvt.
I ran the 2015 5.7 engine in my 2005 Dodge Magnum that way for awhile, it certainly works just fine without controlling VVT. However, even though the VVT can be advantageous in certain scenarios, realistically you'll make more overall power with the newer engine by swapping to a more aggressive camshaft and locking out the VVT system. I'm not currently aware of a means to control VVT using the older PCM's, but people are smart and I'm sure someone has made it work.
@@ReignitedAuto I was thinking independent of the stock ecu. Even if I could rig up a dial? But yes I want to use a newer 5.7 in.my 06 charger. Do I just have to swap the tone ring? Any way to do that without removing the crank?
@egodeathplease there's no possible way to run something external, unless it can directly read the CAN communicating from the PCM it would never work right. But yes, basically swap the tone ring and use the original crank sensor and it'll work. Have to remove the crank to replace the tone wheel, no way around it.
I have a 08 jeep commander 5.7 I seen someone post a video that you can add hellcat oem cam to your 5.7, not sure if that means pre eagle. Since it has vvt. 🙏
Great video. Very informative. Thank you. I have a question about my truck. 2009, every time I rev the engine above 5,000 ish for instance, merging onto interstate when you have to get down on it to get up to speed of flowing traffic, I get a misfire. That misfire continues for about a 1/4-1/2 mile and then goes away. Every time. Any clue as to what will cause it to misfire only above a certain high rpm but then go away after driving normal?
I hate to say it, but that's textbook behavior for when a lifter has failed and it's just starting to eat into the cam lobe. The valve can no longer achieve the proper lift under high acceleration and will misfire, but under low load/lower rpm it runs fine. 🙁
Thanks for confirming what I had figured on all along but didn’t want to agree with my diagnosis. Lol. Sounds like it’s time for a new cam and a set of lifters. I’ve got right at 200,000 miles on this truck. Would you recommend a factory oem cam or an aftermarket. And which manufacturer do you suggest if you opt for aftermarket. I don’t need top end power. I need low torque for pulling. Thank you very much for your input on this. Very much appreciated!!
@rickymay5855 I think the OEM cam is the easiest option, it performs pretty well and there won't be any mods needed. It's tough to find aftermarket cams that focus on torque. I think one potential option would be the 6.4 truck camshaft but I haven't tested that myself.
@@ReignitedAuto thank you for all the helpful info!!! Have a great new year. I’ll be looking for your next video that you’re thinking about putting out!! Keep up the great work.
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To be clear, I'm aware that the Honda VTEC system operates in a much different way than the Hemi engine. I was simply pointing out that variable cam timing technology has been around for awhile. Appreciate you watching!
I had questions about this VVT system! Thanks for the video!!! You’re the best!
@imnotthatcreative6894 in glad it helped!
Great content every time, I wish you would do one on the forget gen non vvt cam upgrades, I'm looking to modify and I want street able power
Honda used to swap to an entirely different camshaft lobe during vtec operation. By doing that you can flip both valve duration and timing to another set parameter. Now honda uses I-Vtec which also incorporates a camshaft actuator to twist the camshafts independent from the crankshaft using oil pressure. Also on the honda j series 3.5/3.7 honda uses the same vtec setup but instead of swapping to a more aggressive camshaft lobe they shut down the back bank of the engine and run in a cylinder deactivation mode. Honda does a trick with the motor mounts to cancel out the vibration the driver/passengers feel when running just 3 cylinders.
really!! you're a dodge tech ( im not im a caddy's/Chevy and DSM/aftermarket tech, with a 2G-hemi+Tr6070/charger and k1500-1980's ownership, also a millwright/maintenance ) and forgot the cam-in-cam 4th and 5th gen vipers ( working on copying/modification this for my big block 440/hemi, and yes i own a 4th gen viper cam core and yes it's a 2-peace unit with 9-40* of movement between the lobes, hydraulic+ecu/plc powered/controls, going back the the 1960's holly/chevy and the 350/sbc had a aftermarket phaser-option for cintrifical-operated/springs-operated VVT and or cable-dashboard-operating but you also didn't mention that 🤔 ) engine? variable lobe angles aka LSA is possible and the hemi/3d-G was planning for getting the same technology as the vipers but for some reason hasn't happened yet on the twin-phaser assembles
also heard rumours of the multi-air VLL+VVT+LSA also being added to the v8's but also hasn't been sofar 🤞 it does happen to it can out do the coyote/ford's platform with " cam on demand "
lost me as you made it sound like ford's/imports got the "hot-stuff" and USA 🇺🇸 can't do it with the cam in the valley/single-camshaft-tunnel design aka only one way, and no my 2C coyotes are heavyweight and or can do without the 3 extra cam's & *phasers* but that's my take and my ford-friend doesn't agree and likes the voodoo 😉
better job 👍 on explaining the oiler-port's ( missed the opportunity for mentioning how similar it is to the oil pump's used in newer products ie godzilla/ford's ect as a vain-pump ) as my first time being experience 2006-14 era with phasers wasn't explained very useful to me and i thought* the bottom sprocket moved the chain or the gide's changed positions, and yes some do use that method but not common to see and or limited adjustment can be made ect aka the way vipers ( my engine use's a gear-drive just as a point that chains-oiled aren't the only design possibility's, as a dry belt is used on the 2JZ/imports, anyways im a industrial/diesel/gear-built guy 😉 ) do it is the smarter choice but really should have used a extra pumping as variable-engine-RPM 20psi~ ( versa's constant 200-1200psi normally found in lightweight* hydroelectric system's, the newer version's using full electronics is debatable as power is limited but dynamic-speed is quicker ) and high rpm/loads and or big cam's/lift can tax the system to much making erratic operating ect
A great video. If you can't grasp the concept of Hemi VVT from watching this video, you never will. Very clearly explained.
Appreciate the kind words, thank you for watching!
Good job.
This is probably the clearest, most succinct description of variable valve timing I've come across - I'd had maybe a rough idea of how it worked beforehand, but I came away from your explanation with a much firmer understanding of both the mechanism and the underlying idea. Thanks for a great video. 👍
I'm so glad to hear that, thank you! And I appreciate you watching 👍
Same for me!
This is just a quick note of thanks. I purchased at 2009 Challenger RT with low miles in October and VVT is a boogie man that has been looking over my shoulder ever since. You took some of the mystique out of that bad guy with your frank, down to earth explanation here. You can see how if you were sloppy with your oil changes and routine maintenance the poor flow of oil could easily come back to bite you. Very helpful.
Really appreciate your kind words, thank you for watching!
VTEC - Variable Valve Timing and Lift Electronically Controlled.... An older technician told me this when I worked at a Honda dealership. Not sure if he was right because the letters don't quite add up, but i remember reading this on an old manual as well. The fact that I remember this lol
You nailed it!
Nothing wrong with asking questions. Thank you sir ❤
Seriously irritates me when people discourage others from asking questions. We're all trying to learn something!
Some people confuse the VVT with the MDS and want to avoid everything
You're 100% correct about this, that's why I am going to make another video like this detailing the MDS system 👍
I really enjoyed this video. What a great educational video explaining VVT. I didn’t know how VVT worked, but now I know. Thank you so much. I would love to see more educational videos like this with regard to Dodge Hemi vehicles. 👍
Thanks Eric! Planning on making one about the MDS system soon 👍
@@ReignitedAuto That would be a great educational video. Looking forward to it. 👍
@@ReignitedAuto please mention the cousin's as-well in the dodge lineup with the tiger-shark engine as the general concept isn't terrible for both i just see the ( liquid push rod's and jerk-pump's ) fiat-design is a better idea for v8 street cars as VLL and cylinder deactivation on a skiping firing order is possible vs MDS that historically is the same 4 cycling cylinder's / bank and can lead to more where+oil being used/burt idling and or long hot freeway running
yes some see it as a boogie man but i like keeping my MPG up under lower loads ect and maybe some lower/longevity between rebuild's
Dude, this is why I love your show!! You will not see a question as someone being dumb but trying to learn.
Absolutely! We are all trying to learn, I'm still trying to learn all the time! 👍
You told that in such a way that even I can understand it
Thank you very much I'm glad to hear that! After editing the video it was all starting to blur together so I'm glad it came out OK 😄
VTEC - variable timing electronic control, advances the exhaust cam shaft, has a pressure switch for feedback… first used on Prelude, as I remember it…
Knowledge is a wonderful thing. Thanks for sharing yours!
We have so many mentors in life that help us to learn. I had a pretty important one growing up 😉 Now it's my responsibility to mentor others when possible. Thank you for being a great example!
That was an excellent video Sir, thank you and happy new year 😁👍
Thanks Dave! 👊
Outstanding videos. I learned a LOT from you today, not only this video but MDS and the dreaded P0305 code issue which I currently have on my 2011 RAM.
Thank you for watching I appreciate it!
So YES I learned something. AND... this took me back. I had a neighbor who had an old Model T. He did not drive it often, but as I first started learning about engines, he showed me a level by the steering wheel where the timing was controlled (well the Dwell was controlled, I guess). I'm thinking this was the closest thing to VVT that you had back in that day! lol play it by ear! I mean, this literally blew my mind watching this video. I haven't monkied with any cars newer than 1975 for more than a basic tune up--and it has been quite a long time since I did try to fix a car.
I remember back in the late 70s, I had an Olds Cutlass with the 455 engine. I decided to rebuild the engine and I went to my local speed shop to get the tried and true Cloyes double-roller gears and chain. But they got a new product in made by a different company where the upper cam gear had these huge springs built into it. My cam I was using (Isky performance cam) was going to be quite bad on vacuum and since my Cutlass has power brakes, this was going to be iffy at best. This spring loaded cam gear was supposed to adjust valve timing at low speeds so I had enough vacuum for braking, but gave me advanced timing for performance at WOT. I had a lot of fun with that cam gear and found that it was possible to adjust limits on the automatic timing adjustments using only an allen key. I cut my timing cover in half in order to expose only the cam gear and whenever I wanted to make an adjustment, it was 15 minutes and I was ready for full on race mode...otherwise, this lumpy cam made for quite a tame traffic capable engine...Never lost a street race!
That's awesome I've never heard of that before! 👍
I don't normally make comments for videos, but wow, what a great description for how the whole hemi vvt system works. Good work!
EASILY one of the videos on VVT I've ever seen!
Appreciate you watching!
I am sure you already know this, but the last gen viper had a mechadyne "cam in a cam" system that actually could vary the intake and exhaust independently. For those that thought the Viper engine was a tractor engine, it was one of the first single-cam engines to do that. I believe the new c8 engine also has a cam in a cam. Also, for those that are interested further, when you can adjust both intake and exhaust independent of another, you can get that "ghost cam" effect through tuning - basically all you are doing is increasing overlap.
I was actually going to insert a clip of that Viper cam just because it's interesting, but I thought it might distract too much from what I was trying to get across. Super neat tech though! 👍
Bmw has some super crazy valve timing technology. Seems like a lot to go wrong to me
@@jondoe4667 The valvetronic system is much more complex as it can control more than duration (It has to since it replaces the throttle body). In reality these systems are band-aids and only Koenigsegg's freevalve system can really control everything without cams, and can vary opening profiles without worry about the ramp wear, valve float, or spring pressure. I do not think they have ultimate valve closing ability because I think they rely on a spring to assist/dampen the closing so the valve doesn't beat itself into the head. But back to cams, the Hemi and Chevy "Cam in block" engines minimize complexity since there is a single phaser to deal with. Not to mention making for a small head (Well the Hemi is kind of big, but nowhere near DOHC-head big)
@@The3chordwonder yeah the video I had watched about the bmw ones were completely electronic I believe, and basically had infinite adjustability. To me it seemed really complex. I'd much rather have the simple GM or Mopar system.
Lobe separation angle relates to VVT? Didn't realize you were still creating content, very cool. I need to binge watch your channel...lol Still in my 2021 Challenger Scat, still running like a top.
This is great technology. It helps the engine produce so much more power without any side effects. Between this and the variable runner length intake my truck has it feels like I'm always in the torque curve when I'm pulling. Great explanation on how the system works.
Oooh, thanks for reminding me about the variable intake runners, I may have to do a video about that! 👍
Awesome video. It’s a lot simpler than it looks.
Exactly right!
Thanks! Very well done. You would be a good person to address the wide range of opinion on why 5W-20 is used and why other viscosities can alter the function.
Great video Sky, was informative and easy to understand. Definitely would like to see a video about the MDS system. Look forward to more videos.
I'm sure you haven't done anything on the magnum, but would be nice to get an update.
Definitely planning on doing a MDS video, was waiting to see if this one was well received first! Magnum content is incoming as well, HOPEFULLY the next episode will be out next saturday, I'm tearing down the blown up engine on Monday, ready to build the new upgraded engine 💪
Finally, I know how this works. Thank you so much. Enjoy your channel very much!
Thank you for watching! 👍
This is the best type of video. Very clear and to the point
Vtec: valve timing electronic control
Very good!
@@ReignitedAuto 😊 universal technical institute. Thank you for your channel
I'm getting read to install a cam in my 392 and you helped me a lot. Also on a different note i lost compression in cylinder 8 and after checking every thing out it turned out that one the plastic shot runners in the intake broke off and was holding my intake valve open. So if you could explain that on a video for people to check before pulling a head it would save them a lot of money. Thanks for all your videos.
Great explanation of how the Hemi VVT works!
Good information. Explained very clearly. This should be very helpful to many people if not just the knowledge of how it works is good to know.
A lot of good information. Would love to see a follow up for scan toll based diagnostics for the vet system
Cool , i understood your video very clearly! American mopar VTEC is so cooool! I wish i could afford a hemi!!!
Thanks again for sharing your knowledge openly & plainly for the masses - love it! One thing I think needs corrected - the VVT is in full advance by default, which you showed. This is the low-end mode. retarding the cam adds to the high-RPM capability & adds a few horsepower up high. if you lock it out, you''re getting rid of that extended RPM power, not limiting your torque. That is the same as non-VVT engines of all types - retard the cam install centerline, and it will soften the bottom end - advance the cam install centerline, and it will pull at a lower RPM into the torque range. Hopefully that helps?
It's true that the limiter locks the phaser in the advanced position, but the aftermarket camshaft you're installing is already taking this into account when they are grinding the cam, therefore when you install the cam it's already set up for higher rpm performance. If aftermarket came were only useful for bottom end gains I don't think you'd see too many people swapping them. 👍
How you can put a hand on a lobe another on a journal and turn clockwise blows my mind, first hundred years of engine building cam was a solid piece of machined iron.
Great work as usual, thank you! You mentioned the better emissions numbers being sort with this technology and that with a single cam we can only work the intake or exhaust (with a few exceptions) referring to the fact that this only works on the exhaust valves in the HEMI engine but as far as performance goes the increase and difference
in numbers and overall effect when operating on the intake valves with VVT is monumentally greater than with the exhaust valves! Cheers
Great video, Sky-
I appreciate all the info and engine science explained in an easy to understand way.💪
Well you can have limited VVT on a monster cam if you rebuild the bottom end with valve relieved pistons.
This is true, this was definitely more of a generalized video for people new to the concept. 👍
I appreciate your time for making the vid, VERY well explained thank you sir👍
Awesome video, it is great that you are taking the time to make videos like this, so many just talk past or over things like this. I have a number of G3's and know what VVT is but I have never seen the inside of one nor did I know it had a 37 deg swing, but most importantly I was unaware that the G3 is a interference engine. I guess I could have figured it out but never really thought about it until you mentioned it, thanks. Have a happy New Year!
Thank you for the kind words and I appreciate you watching! 👍
I learned quite a bit on this one. Thanks!
oh and I meant to say thank you... I mean truly thank you so much. While I may never personally use this data, it did give an old man a few moments of dreaming about the past and the future...
very good explanation and presentation. I learn't something. thank you.
I drive an 07 with non vvt; I do my own engine work so I’m happy with simple.
Absolutely, like I mentioned it's a very robust design. I actually like the early Gen 3 hemi for how reliable they are. They don't make the power of the newer ones without a lot of help, but I've seen people mistreat them horribly and they still just work. 👍
Viper v10 has a dual fazer with a concentric cam, so intake and exhaust are separate. Danny
That's true! I was considering putting that in the video, but I didn't want to muddy the waters with too much extra info. 👍
Great and very informative video brother! Keep them coming! 💪
I like that you pointed out this technology’s use in the Hemi is more for better emissions than it is for power gain. The fact that pre-2009 Hemi engine utilized an EGR system and the VVT engines do not serves to back this point up
Very informative and well done video. You’re a good guy and thank you for explaining this to us!😊
Appreciate you watching!
Variable Timing Electronic Control . . . . I think. Unless I'm wrong. anyway. Thank you for making these videos. You are as curious about the How and Why of automotive technology as I was when I went through Fords ASSET program in the '80s. I retired from turning wrenches in 2009, so I'm not 'up to speed' on the latest tech, and your explanations are well done and well researched. Plus, my world was all about Fords for three decades. anyway. Happy New Year to you and your loved ones from very cold Alaska (high today was -17°F)
Thank you very much! I definitely love the automotive field. Sometimes I wish it loved me back 😄. I know a few techs who work up there in Alaska, I always ask why they stay and their answers are the same every time, "they pay me too much to leave" 😂. I'm sure it's beautiful though!
Hey Skye, off topic but I was told by my boss (who was told by a local engine rebuilder) that Chrysler has started using some slightly longer pushrods as a means of stopping ticking noises from the valve train of post 2009 Hemi’s. Have you ever heard of this? Seems like a possible fix given that from everything I understand about these engines the oil to pump up the lifters comes from the rocker shafts, into the rockers, down the pushrods, and finally into the lifters. Replacing the pushrods also wouldn’t require pulling anything beyond the rocker shafts either.
My 14 Ram 1500 has had a mild tick for about the last 60-70,000km. It’s most audible at a cold idle, and only just barely audible at a hot idle. It’s inaudible above idle. It runs perfectly fine(no misfires), and it’s not the exhaust manifold bolts as I recently replaced those myself with new OE bolts. The truck gets full synthetic 5W20 at an interval more frequent than the factory recommends, and several cut open oil filters have turned up nothing of note in terms of metal. Just curious if and trucks ever come in with the complaint and what if any the fix might be.
They did switch to slightly longer pushrods in 2009 but it didn't have anything to do with preventing a tick noise. The valves are physically longer on the 09+ cylinder heads allowing for more lift, which meant the rockers had to be mounted further away which necessitated the longer pushrods.
Excellent instruction. Straightforward!
Crazy that noone makes a replacement upper gear that's solid instead of adding another widget to lock out the VVT mechanism. I'd use that in a heartbeat!
I have a question I purchased the melling high volume oil pump I was getting informed by some mechanics that the high volume oil pump it can suck all the oil out of the pan .how true is that ?
great video thanks for all the good info. I love my 5.7 and do all the wrenching . keep doing what you do . Happy New Year
Thanks for watching!
Great video! Thank you for sharing this important info.
Great job explaining the voodoo behind VVT. Are stock, oem grind Hemi cams the limit for unlocked VVT phaser, or is there a particular aftermarket grind that can still sqeeze more power but not need a vvt reduction/lockout mod.
That's actually a good question I'm not sure. I think every aftermarket cam I've seen has a least a VVT limiter needed. But I think as soon as you have a cam with any sort of higher lift it will require it.
V- variable valve
T- Timing
E- and electronic
C- control
My advice would be, If you want a bad ass Cam, but keep the VVT, Go with the “FRP Mark 82” Cam kit. For everything needed, and I mean everything, the whole kit is around $2,500. Comes with the MDS delete kit, ALL gaskets, the cam, non MDS lifters, springs with .60 spring shims, Cam phaser limiter, head gaskets, exhaust manifold gaskets, and all.
Thanks for the knowledge, and Happy New Year 🎉
What effect does higher oil pressure have on this system?
None that I'm aware of, I think even with the high volume pumps we are usually only running in the 75-85psi range which isn't a ton more than the factory pump makes at higher RPM. It might be an issue if you tried to run using 150psi, but even then I doubt it. 👍
I was reading comments to ask the same question. Appreciate the response, but I can't help to think it would alter the cam timing a bit more aggressively earlier in the RPM range. Maybe not significantly. Maybe ask Melling or an independent dyno to do a test? Would be fun to see the results.
@tbiker99 the pressure wouldn't have any effect on the amount of flow the solenoid is capable of at various PWM as far as I'm aware. Besides which, the cam sensor is constantly checking to verify the cam position relative to the crankshaft, so it would immediately set a code if it were trying to obtain a certain value and was unable to do so.
I forgot about the cam sensor. That does make sense, even if it did cause a difference the computer would adjust for it. Good call. thanks for the response. @@ReignitedAuto
Great video man you answered my question about cam phase limiters and locks. Never knew why they wanted to get rid of it to make power now I know safety lol. Can’t you tell me who makes the best valve springs and rods for the 6.2 after market cam package with a limiter not lock. Or atleast the a good round about spec for a cam that works like stock down low but give good high end power. I can even deal with it being a bit sluggish down low. Also when selecting a cam shaft for the hc what is the optimal rpm cam. What’s safe to spin these motors to? Any info is welcome thank you. Excellent video as always man.
Hi. Doesn't installing HV pump from Hellcat change the pressure on VVT fazer thus wrongly controls the faze? If i have for example 50% PWM signal of VVT valve doesn't it have different displacement with normal and Hellcat pump because of different pressures? Or is there any feedback signal from a fazer angle going to the controller, which compensate it?
Hello, as you stated without questions we are no where. I have a 6.4 SRT Jeep, that logs a P0344 code, under WOT, it’s not the sensor. Have you come across this code in a Hemi?
Don't worry, I AM a camshaft expert. I got my PHD in camshafts from Stanford.
😂
Great video!
Thanks for watching!
Great video, lots of excellent information. Thanks for making.
Variable Valve Timing & Lift Electronic Control
Vtec is good at making fast cars slow.
Research Subaru's AVLS, & Fiat's FIRE, both are very different ways of doing the same thing…well, they do different things, but similar results.
Thank you very much for the detailed explanations.
Since I have the pleasure of driving a 2010 Dodge Charger with the Hemi 5.7 here in Germany, I am glad to have found your contributions on RUclips.
To my question: Based on the experience with Mercedes (SLK 230 / R170), which are also equipped with variable camshaft, the solenoid switches of the adjustment are leaking.
As a result, oil leaks from the switch into the wiring harness. Due to the capillary effect, the oil creeps through the wiring harness into the engine control unit, where it can then lead to a short circuit.
As a remedy, so-called oil stop cables have been developed, which are offered as a retrofit solution.
Do we have a similar scenario with the HEMI engine with leaking solenoid switches on the camshaft?
Michael, I've seen that happen with our oil pressure sensor connectors, but never with the oil control valve that controls the VVT. 👍
Thank you very much for the quick response. I was a bit worried about that particular issue since Daimler was involved. Often it is very easy to use already existing solutions. Again thank you very much I appreciate your explanations on your Channel.
I have a question not about this great video. I know you were transmission expert my 2019 ram shifts hard from 4th to 3rd when downshifting sometimes it seems like the transmission will pop out of gear and tell me the shift it back into park then back into drivewhen I put the transmission manually in -8 it never happens. Most of the time it happens only when it’s cold and I’m stopping quickly.
Change the fluid
What's the issue if it seems to me lagging?
A lot of manufacturers use VVT because it is more effective than EGR and allows them to do away with EGR. VVT is better for both gas mileage and power. Most engines are required to have either EGR or VVT for emissions reasons. I think some engines actually have both. The Ford 2.7 ecoboost I believe has both.
Great video Sky
Thanks Glen!
Skye, i have an 09 6.1L Hemi. I believe it does NOT have VVT. Is that true?
That is correct, I forgot to point that out in the video that the 6.1 does not have VVT 😬
Excellent video. I'm just wondering if you have a quick method to determine what engine has one and one that does not? For example I know my 3.0L chev engine has it as it is labelled as such, but not sure about my 09 6.1L Hemi and my 16 392 (which has MDS). Can they have both VVT and MDS or are they mutually exclusive?
thanks
Thanks for the knowledge.
Im found of a VTec, thats what brought me here cause i was unaware my himi had a vvt
Variable Timing Emission Control VTEC
Valve timing electronic control
Variable timing emission controls?
I didn't understand when the computer advance or retard the cam. My 96 Tahoe was getting 12 mpg. I was reading online and someone said a worn timing chain could cause my engine to burn gas. The engine did have over 285k miles. I replaced the timing chain and I had to advance the cam a little bit for the gear to bolt to the cam. The engine ran little raw @ low rpm but like a race engine @ high rpm. The intake valves were stay open a little too long and drinking gas. After the new timing chain and a little time for the pcm to adjust. My old 5.7 was getting 14.5 mpg again.
I have a question is the HEMI Crankshaft Reluctor Wheel
The same on the 2013 srt8 392 and the 6.2 hellcat engine?
That's actually a good question I'm not 100% sure. Unfortunately at the dealer level we can't get the reluctor wheel separate from the crankshaft so I don't have a part number to go off of. With that being said, I feel about 95% that they are the same.
Thank you
Variable Valve Timing Lift Electronic Control
Great Video! What's your thoughts about Al leaving the Skid Factory?
Such a bummer 😢. I get it though, he's tired of people on the internet second guessing everything he does instead of just appreciating it. He's in a spot now where he can get paid to continue doing what he's always done, but doesn't have to have the internet looking over his shoulder all day long. I think Woody will try his best, but it clearly won't be the same without Turbo Yoda.
I think the VVT system is the cause of lifter failure! Pre-eagle Hemi's had very few cam/lifter failures more valve seat issues
Good info thanks! SO then you can't put a stock 6.4L cam into a 5.7L?
Not into a 03-08 model, anything 09+ it'll fit. 👍
Currently have a non MDS 6.4L cam in my 5.7L. Works great, very fun top end compared to stock. You do need to upgrade the valve springs.
Say I have a VVT 5.7L full stock@@ReignitedAuto, could I replace the cam with a 6.4L cam, and would it provide any gains? What else would I need to change? Valve springs?
@33ordie I do think the 6.4 cam gives a decent midrange bump without having to change too many other components. I actually did this swap in my budget challenger series I did a couple years ago.
However, swapping the camshaft can be a significant amount of work and it might be better to maximize your results from doing so. This means going with a more aggressive camshaft, stiffer valve springs and a custom tune. More money no doubt, but much larger potential for gains. One thing to keep in mind, the camshaft cam only take advantage of more airflow if you've already modded the rest of the engine like the intake and exhaust.
Awesome explanation, TY. Do you have a video about cylinder deactivation?
I have a 2007 hemi when the cylinders try to deactivate the engine jumps , best vehicle I ever had but that sux.
That was going to be the next video of this type, was waiting to see if there was interest for it, sounds like people would like to know though!
I would like to use a vvt engine in my pre vvt car 06 charger. So basically I could just leave my vvt solenoid alone and it would run at full cam advance. I wonder if I could control the vvt system independent of my 06 electronics? I would like to keep my vvt.
I ran the 2015 5.7 engine in my 2005 Dodge Magnum that way for awhile, it certainly works just fine without controlling VVT. However, even though the VVT can be advantageous in certain scenarios, realistically you'll make more overall power with the newer engine by swapping to a more aggressive camshaft and locking out the VVT system. I'm not currently aware of a means to control VVT using the older PCM's, but people are smart and I'm sure someone has made it work.
@@ReignitedAuto I was thinking independent of the stock ecu. Even if I could rig up a dial? But yes I want to use a newer 5.7 in.my 06 charger. Do I just have to swap the tone ring? Any way to do that without removing the crank?
@egodeathplease there's no possible way to run something external, unless it can directly read the CAN communicating from the PCM it would never work right. But yes, basically swap the tone ring and use the original crank sensor and it'll work. Have to remove the crank to replace the tone wheel, no way around it.
@@ReignitedAuto what about the cam sensor? Are they the same?
@egodeathplease surprisingly yes, the sensor is the same and it'll read the cam sprocket on the newer engine.
Value timing eltronic control
Variable Timing Electronic Control
Great Video 📹
Variable Timing Electronic Controlled
Is it possible to add vvt to a pre eagle 5.7 engine.
I have a 08 jeep commander 5.7 I seen someone post a video that you can add hellcat oem cam to your 5.7, not sure if that means pre eagle. Since it has vvt. 🙏
Excellent!!
Great video. Very informative. Thank you. I have a question about my truck. 2009, every time I rev the engine above 5,000 ish for instance, merging onto interstate when you have to get down on it to get up to speed of flowing traffic, I get a misfire. That misfire continues for about a 1/4-1/2 mile and then goes away. Every time. Any clue as to what will cause it to misfire only above a certain high rpm but then go away after driving normal?
I hate to say it, but that's textbook behavior for when a lifter has failed and it's just starting to eat into the cam lobe. The valve can no longer achieve the proper lift under high acceleration and will misfire, but under low load/lower rpm it runs fine. 🙁
Thanks for confirming what I had figured on all along but didn’t want to agree with my diagnosis. Lol. Sounds like it’s time for a new cam and a set of lifters. I’ve got right at 200,000 miles on this truck. Would you recommend a factory oem cam or an aftermarket. And which manufacturer do you suggest if you opt for aftermarket. I don’t need top end power. I need low torque for pulling. Thank you very much for your input on this. Very much appreciated!!
@rickymay5855 I think the OEM cam is the easiest option, it performs pretty well and there won't be any mods needed. It's tough to find aftermarket cams that focus on torque. I think one potential option would be the 6.4 truck camshaft but I haven't tested that myself.
@@ReignitedAuto thank you for all the helpful info!!! Have a great new year. I’ll be looking for your next video that you’re thinking about putting out!! Keep up the great work.
Good Imfo
Appreciate you watching!
I was wrong. I'm not a rice burner fan, but I'm sure that my son would have known it. I've always been a diehard MOPAR fan.
Great Video, Great Information. Question In which position you install the Lock or the limitter Fully Retard or Fully Advance. Thanks
Variable timing engine control
Valve timing, engine control
Variable Valve Timing And Lift Electronically Controlled. Honda VTEC
Nailed it!