[texan]

Silver S2000- VVTLi does use multiple camshaft lobes, and is very similar to Honda's VTEC (which uses 3 cam lobes to every 2 valves, not 4). It's biggest advantage (aside from changes in cam phasing through electronically adjustable cam gears) is not having a third rocker arm and third lobe for every two valves, which saves weight in the valvetrain. Of course this is also it's biggest disadvantge to VTEC, since only having one lobe active per set of intake or exhaust valves means it's not able to stagger valve lift and duration between the valves at lower RPM like VTEC setups do (which prevents the easy introduction of swirl and tumble to the mixture).

If you ask which is tuned better though, all VTEC motors are currently setup better than Toyota's Celica GTS motor. The Celica's VVTLi motor has a hiccup in the power curve at 6000 RPM (where the big cam kicks in), and doesn't possess enough RPM potential to keep you on the big cam during upshifts. Which partially counteracts the whole point of having variable valve lift and duration in the first place, and I think was a cost cutting measure on Toyota's part. If you extened the redline another 500-600 RPM, you could stay on the big cam once you reached it in first gear, and the car would definitely better the B18C1 in power output and accelerative ability.

gang$tarr- The Prelude is gone, no longer produced, the damn dirty RSX Type S is both the Integra and Prelude's replacement.


enzo@af- Porsche's Variocam Plus setup is nice, but currently only used on the intake side of the motor (if memory serves me correctly). Variocam Plus has 3 cam lobes per valve, and uses an adjustable hydrolic lifter to facilitate different cam lobes being in control of the valve. It is two stage (just like the others), very compact and simple in actuation. Regular Variocam is just changable cam phasing, and is no big deal.