The performance variant allowed three cam lobes per cylinder for both intake and exhaust, whereas the economy i-VTEC system only possesses two lobes on the intake cam, and no VTEC control on the exhaust cam. The performance version resulted in an additional 40 horsepower in the K series engines.
The durability of a VTEC engine is directly proportional to the conditions in which it will be used, but – generally – VTECs are very reliable engines. They last quite a lot, but they do start to burn a lot of oil as time goes by.
And where there is a primary camshaft lobe and a secondary in this case both primaries pictures areMoreAnd where there is a primary camshaft lobe and a secondary in this case both primaries pictures are the same profile. And the secondary is larger hydraulic. Oil is sent to the VTEC solenoid.
Turbo produces more torque and horsepower obviously while VTEC is more about pushing the maximum horsepower out of the engine since torque on VTEC cars can only be felt on VTEC range meaning anywhere after 5,500RPMs but yet the torque is still nothing compared with a turbo's torque output.
The incredible feature of this technology is that the engine can have the low-speed and high-speed camshafts in the same engine. In fact, the main idea with Honda i-VTEC is to have the maximum engine performance at every RPM range.