Rover introduced its own system called VVC (Variable Valve Control) in the MGF of 1995.
Many regard it as the best VVT considering its all-round ability - unlike cam-changing VVT, it provides continuously variable timing, thus improve low to medium rev torque delivery; and unlike cam-phasing VVT, it can lengthen the duration of valves opening (and continuously), and thus boost power.
Basically, VVC employs an eccentric rotating disc to drive the inlet valves of every two cylinder. Since the eccentric shape creates non-linear rotation, the valves opening period can be varied. Still don't understand ? well, any clever mechanism must be difficult to understand. Otherwise, Rover won't be the only car maker using it.
VVC has one draw back: since
every individual mechanism serves 2 adjacent cylinders, a V6 engine needs 4
such mechanisms, and that's not cheap. A V8 also needs 4 such mechanism.
With a V12 it is impossible to be fit, since there is insufficient space to fit the
eccentric disc and drive gears between cylinders.
| Advantage: | Continuously variable timing and duration of opening achieve both drivability and high speed power. |
| Disadvantage: | Not ultimately as powerful as cam-changing VVT, because of the lack of variable lift; Expensive for V6 and V8; impossible for V12. |
| Used by ? | Rover 1.8 VVC engine serving MGF, Caterham and Lotus Elise 111S. |
EGR (Exhaust gas recirculation) is a commonly adopted technique to reduce emission and improve fuel efficiency. However, it is VVT that really exploit the full potential of EGR.
In theory, maximum overlap is needed between intake valves and exhaust valves’ opening whenever the engine is running at high speed. However, when the car is running at medium speed in highway, in other words, the engine is running at light load, maximum overlapping may be useful as a mean to reduce fuel consumption and emission. Since the exhaust valves do not close until the intake valves have been open for a while, some of the exhaust gases are recirculated back into the cylinder at the same time as the new fuel / air mix is injected. As part of the fuel / air mix is replaced by exhaust gases, less fuel is needed. Because the exhaust gas comprise of mostly non-combustible gas, such as CO2, the engine runs properly at the leaner fuel / air mixture without failing to combust.