Okay, so I've been reading a little bit about the new 5.0, but haven't really been reading too much into the specs. I keep reading about the new variable valve timing technology, and perhaps I don't complete understand it, so let me propose my question?

From what I've read about it, seems to me like it's similar to the VTEC. I mean, am I way off...haha. I don't really understand what VTEC truly is I guess, but from what I've gotten from it, that's what it sounds like.

Does this mean we'll have these 5.0 guys running around in 2011 waiting for their "VTEC" to kick in? I'm not trying to turn this into a joke, I'd actually first really like to understand what each is and how they're different.

Thanks

 

Just about every manufacturer uses variable valve timing these days.

Honda was one of the pioneers of the technology who also heavily marketed it so that it would appear they are the only game in town.
At the time VTEC was introduced, it was primitive and came on suddenly in the upper RPM range. Hence all the "Yo VTEC" jokes.

These days the variable valve technology works gradually across most of the RPM range so that it is really not detectable at all. What you do experience is a broad torque band.

 

VTEC had two cam profiles - one for low RPM and one for high RPM. At a certain RPM, the cams would shift to the appropriate profile. It worked quite well. The engine would have good low RPM torque and better high RPM horsepower vs non-VTEC engines where a compromise of low RPM torque and high RPM horsepower was set by the manufacturer.

The 05 - 10 Mustang GT's have SOHC VCT (variable cam timing) that can infinitely adjust the cam profile to maximize torque and horsepower at all RPMs and throttle positions. It is a very good setup.

The 11 Mustang GT takes it to the next level. It has variable cam timing like the 05 - 10's, but it is a DOHC setup that can infinitely adjust intake and exhaust cam profiles independently. The result: even more horsepower and a very broad torque band. I can't wait to test drive one!

 

Okay, thanks for the replies...this helps me understand a bit more. I'm not against VTEC obviously, it's good technology, but it's thrown around too much as the save all solution to performance in the Honda world. I didn't really understand that the same technology was being used in other manufacturers over the years, and I just kind of questioned it. Obviously this is not the case, but I kind of imagined all these 5.0 Mustangs running around with the "VTEC lag" and guys treating it in the same holy grail as the Honda owners do. But thanks for the answer, puts me back on track!

 

my parents lambdas (acadia and enclave) have VVT, I feel no difference in power than any other engine.

 

You are comparing the engine performance in your parents SUVs to other engines in all other vehicles with different weights, gearing, factory horsepower, etc?

You should test vehicles for magazines!

BTW, variable valve timing (VVT) is not detectable like the Honda V-TEC was back in the 90's. Since it is variable, it changes the timing as needed for optimum performance and is not "felt", but it is working!

 

with the prevalance of continuously variable valve timing in most modern NA engines, i think Honda's VTEC at this point is more about marketing than anything technically groundbreaking

 

Agreed. My '09 Challenger R/T had VVT, and you could never tell. The biggest drawback was when the DoD kicked in, but that was easily tuned out via Diablosport.

 

OK I will use another comparison then. My yukon does not have VVT. The same engine was converted to VVT by GM in the new yukons. I dont notice any difference at all in power when I drove my buddies '10 yukon.

 

Maybe it's part of GM's evil plan to discredit Honda VTEC?