Vtech Rocker
Victorio Galindo
It has been 34 years since Honda introduced the venerable B-Series VTEC engine family. Though these engines were designed to be nearly bullet proof, it is common for the rocker arm radius pad (wear surface) to exhibit wear over time. Worn rockers negatively impact camshaft performance and durability. Unfortunately, due to the high cost of Honda Genuine replacement parts purchased from the dealer and being discontinued, most enthusiasts omit replacing the rockers when they should.
The Skunk2 VTEC rocker set provides an affordable replacement for OEM Honda rockers. In addition to being OEM compatible, Skunk2 has also made additional improvements to both the materials and design. Skunk2 incorporates an extended radius wear pad on all three rockers which allows for larger profiles to be used when compared to OEM rockers. Additionally, the Skunk2 radius pad is made from the latest in powdered metallurgy that provides exceptional wear resistance with reduced friction.
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This is controlled by a VTEC solenoid that routes pressurized oil to the rockers. To make sure the system is working properly, Honda adds a VTEC oil pressure switch to the oil passage to verify the valve is working when commanded.
The system is pretty simple. Pressurized oil is fed to the VTEC valve. When the ECM (engine computer) want to turn on the VTEC, it supplies power to the VTEC valve, which is grounded to the engine block.
When the valve is energized it opens a passage between pressurized oil provided by the oil pump to the passages leading to the rocker arm pins. The rocker arm pins lock now the high-speed profile is active.
The diagnosis for a P2647 on a Honda Odyssey V6 is the same as the 4-cylinder models. Some Odysseys use VTEC to turn off the valve actuation for the rear bank cylinders for better fuel economy, but if this form of VTEC fails, a different OBD II trouble code is set.
Only asking as i like the rough idle and lope of big cams but to cheap ass to buy proper locked rockers or killer cams haha. And yes i know there will be a loss of bottom end and drivability ect just wondering as i want to try it for a bit of a laugh!
As said above for a bit of fun! Everyone likes a rough lopey idle :) and i will eventually be going to a bigger cam later on anyway and i will have a spare set of rockers for if i want to go back having a sik crozova g :p
That's my engine with hardwired VTEC solenoid. did it to see what stock cams would sound like! Yes I know the pins wear out super quick and yes I know it uses a lot of oil pressure/flow I only did it for the length of this video no longer.
Basically if you get lock rockers it's the cheapest way, also it will run ISH doing this since the vtec map has the following RPM mappings for fuel and timing. (I have psoted the RPM points up to the stock vtec point on a vtec map P30 file.
One thing to remember, if you buy those TI pins it would slightly be reducing the weight of the valve train. How the wear on the TI pins is I am not sure....... I bet the Ti will wear quicker than the stock pins.
I was looking at maybe some rocket cams and then locking the rocker assembly as i have an engine i can spare now and i will end up using the bigger cams in my built engine I'm building on the side, as said above to anyone who wants to winge its all for abit of fun ;) no harm in experimenting end of the day its my car! Will have to bring it over for a tune at some stage Sam! I have hit you up about one previously but that was just a touch up
hydraulically activating the system doesnt wear them. the system is VERY reliable. But like you say the loss of oil pressure at low RPM will be detrimental to the rest of the motor. Like suggested above, just put spacers behind all the pins to lock them in mechanically permanently.
On another side of things I've come across a pretty cheap deal for a cam regrind, i was gonna leave the primary lobes stock for street driving and better fuel economy but get the VTEC lobes reground to a much more aggressive profile. I can get this done for 160 bucks so aside from the very messy power band what are the opinions on this? Not really to bothered on how the cars power will be made as its gonna see alot of high rpm aside from cruising. Opinions?
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It started a month ago with a P2647 code for vtech stuck on. Factory test procedure states to replace the solenoid, so I replaced the vtech (vcm) solenoid at the back of the B1 head with a chinese part. In 2 miles, it sets P2646 for vtech stuck off. Try another chinese part, same thing. At that point, I am confident a factory one will fix it, because with the chinese one, it sets a different code. Get a factory solenoid, install it, same thing. I read through Identifix, and everything seems good. I run the vtech test with the scanner, and the pressure never drops. I manually power up the solenoid at idle, no change. Raise the rpm to 2500, and the oil pressure finally drops to 0, but never recovers until I pull the solenoid, and reinstall. Change the oil with 15w40, and a bottle of Lucas, assuming it's a low pressure issue, no change. Last night, I pull the solenoid, make sure the valve moves freely, and reinstall. Take it for a test drive, and monitor the pressure. About 30 seconds after the eco light comes on, the oil pressure finally drops, and stays down. As soon as I slow down, the mil comes back on. When it did show pressure, it was higher than identifix shows for a minimum pressure for the system to operate.
Has anyone seen this before? I am about to pull the valve cover off, and remove the rocker arms, but I decided to post here first, because this one is confusing me. It seems like the valve gets physically stuck from too much oil pressure holding it it place, so I am ruling out a low oil pressure issue.
You mentioned you replaced the solenoid but did you replace or at least clean the screen in the valve body? I have seen quite a few of these fail due to using cheap oil filters used by the common cheap oil change places. The fibers get caught in the screen, oil passages and occasionally make it all the way through. Also using heavy weight oil is very bad on this system.
VTEC (described as Variable Valve Timing & Lift Electronic Control, but stands for Valve Timing Electronically Controlled) is a system developed by Honda to improve the volumetric efficiency of a four-stroke internal combustion engine, resulting in higher performance at high RPM, and lower fuel consumption at low RPM. The VTEC system uses two (or occasionally three) camshaft profiles and hydraulically selects between profiles. It was invented by Honda engineer Ikuo Kajitani.[1][2] It is distinctly different from standard VVT (variable valve timing) systems which change only the valve timings and do not change the camshaft profile or valve lift in any way.
Japan levies a tax based on engine displacement,[3] and Japanese auto manufacturers have correspondingly focused their research and development efforts toward improving the performance of their smaller engine designs. One method for increasing performance into a static displacement includes forced induction, as with models such as the Toyota Supra and Nissan 300ZX, which used turbocharger applications, and the Toyota MR2, which used a supercharger for some model years. Another approach is the rotary engine used in the Mazda RX-7 and RX-8. A third option is to change the cam timing profile, of which Honda VTEC was the first successful commercial design for altering the profile in real time.[citation needed]
The VTEC system provides the engine with valve timing optimized for both low- and high-RPM operations. In basic form, the single cam lobe and follower/rocker arm of a conventional engine is replaced with a locking multi-part rocker arm and two cam profiles: one optimized for low-RPM stability and fuel efficiency, and the other designed to maximize high-RPM power output. The switching operation between the two cam lobes is controlled by the ECU, which takes account of engine oil pressure, engine temperature, vehicle speed, engine speed, and throttle position. Using these inputs, the ECU is programmed to switch from the low-lift to the high-lift cam lobes when certain conditions are met. At the switch point, a solenoid is actuated that allows oil pressure from a spool valve to operate a locking pin, which binds the high-RPM rocker arm to the low-RPM ones. From this point on, the valves open and close according to the high-lift profile, which opens the valve further and for a longer time. The switch-over point is variable, between a minimum and maximum point, and is determined by engine load. The switch-down back from high- to low-RPM cams is set to occur at a lower engine speed than the switch-up (representing a hysteretic cycle) to avoid a situation in which the engine is asked to operate continuously at or around the switch-over point.
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