Latest news with #VTEC
Top Gear
17-07-2025
- Automotive
- Top Gear
Honda Prelude review: no seriously, it's not a crossover! Reviews 2025
Woah, hold your hybridised horses there. We may have now driven the new Honda Prelude, but we were only allowed three laps of Thruxton for a quick taste of what this reborn two-door coupe will offer when it arrives in the UK properly in early 2026. Don't expect this to be the definitive verdict. Ah, so was this just a prototype? The car that you see in these rather rushed images from Honda is the exact car that we drove. It's a pre-production car but Honda bosses told us that it was '99 per cent' faithful to the one that you'll be able to buy in the near future. Advertisement - Page continues below Those same Honda folk were also keen to point out that we were only at Thruxton for its relative proximity to Goodwood, not because the new Prelude will be a lightweight, stripped-out track toy. Shame. This car was whipped out of the Festival of Speed under the cover of darkness on Thursday night and needed to be back in the Duke's garden for a run up the hill on Saturday morning, so while Thruxton may be the fastest race circuit in the UK, we weren't out to set any records during this very short stint. What sort of VTEC wizardry is under the bonnet? Ah, well… erm. Of course, we already knew that the new Prelude was going to be a hybrid, and we always expected it to use a similar powertrain to the eHEV setup in the Civic. In fact, it's pretty much exactly the same. Advertisement - Page continues below It's a 2.0-litre four-pot petrol engine that only drives the wheels when cruising at motorway speeds. The rest of the time it's running at more efficient revs per minute and is powering a generator motor which converts the engine's output into electricity and either uses it to charge a small battery, or to power a second electric motor which then drives the wheels. The engine can also be off completely with just battery power being used to propel the Prelude, but that'll only be for a short while because in the Civic at least it's a 1.05kWh tiddler. The Prelude's chief engineer Tomoyuki Yamagami confirmed to TG that the power figure is the same as in the Civic, so you're looking at 181bhp being sent to the front wheels. Sounds complicated, but in reality it's a smooth system and one that we like in the Civic very much. Would be nice if the Prelude still came with a 2.2, though. Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox. Well, it certainly looks rather sleek, doesn't it? Honda claims to have taken inspiration from gliders for the form, although if you can see the 'linear togetherness of an acrobatic flight' in the Prelude then you're better at translating design-speak than we are. Still, it's a neat car with a shorter wheelbase than a Civic and a track that's about as wide as the Civic Type R's. Narrower tyres though, of course. It weighs around 1,500kg and also gets the adaptive suspension from the recently retired hot hatch king, although the spring rate and anti-roll bar stiffness has apparently been decreased for a more comfortable ride. Skip 8 photos in the image carousel and continue reading We weren't able to test the ride quality on the smooth surface at Thruxton, but through bends the Prelude seems to allow a little bit of body roll in Comfort while being more taught in Sport mode. Even that doesn't feel as harsh as the softer settings in a Type R, though. The steering also weights up nicely as you move up into the GT and Sport modes. What's this 'gearbox' all about? Here's where the Prelude further distances itself from the standard Civic. Honda has created something that it's calling S+ Shift technology. Essentially this simulates an eight-speed auto gearbox (the eHEV powertrain doesn't need a gearbox at all) with close ratios for lots of sporty 'shifting'. And yep, there are paddles mounted behind the steering wheel for you to 'change gear' yourself. Whole lot of air quotes needed here. And yet, on first impressions the system seems to do its job very well. You activate it by pressing a large S+ button on the centre console, which then brings up a rev counter on the digital dial display that 'redlines' at 6,000rpm. That's the limit because this is an Atkinson-cycle petrol engine that's focussed on efficiency in a hybrid powertrain, and Honda says it wanted to be honest about the actual revs of the engine even if the 'shifts' weren't real. Engine noise is played through the speakers and is most prominent in Sport mode, but we're also told that this is the real engine note that's amplified rather than being a completely fake sound. Manually 'shifting' on a circuit certainly helps with your sense of speed, particularly on the way into a corner, and you'll never be caught out by hitting the rev limiter on exit because there isn't one. It'll just 'change up' for you. We'll need more time with the Prelude to make a call on whether the S+ setup is a bit of a gimmick or not, but our first thought is that it's a clever addition that adds a welcome bit of driver engagement. Didn't do the Ioniq 5 N any harm, did it? Anything else I need to know about the way it drives? It certainly isn't rapid, so don't go expecting the Prelude to be a proper Toyota GR86 rival. The brake pedal is nice and firm though despite it blending regen and actual friction, and there's a keenness to the acceleration thanks to the electric motor and its instant torque driving the wheels. In its sportier modes it does feel like it's egging you on. It'll be efficient, too, with the Civic claiming just over 60mpg for the boggo spec hybrid on little wheels. And after half a day of being left running between very short bursts on track, even the car we were in was showing 25mpg. Not bad for a two-door coupe. What's it like inside? The driving position is good with a slightly sporty feel to it. There's a flat-bottomed steering wheel too with a centre marker and some supportive seats, although sadly we weren't able to jump in the back to try out the two dinky rear seats. That may have been for the best – we might not have been able to extract ourselves before the Goodwood run the following day. Any word on how much it'll cost? In a word, no. Expect it to be slightly more than a standard Civic, though, where prices start at £35,780. It shouldn't get up to the cost of a £50k+ Civic Type R. So, we'll reserve final judgement for when we get hold of a proper production car for longer than the time it takes to make a cup of tea, and we'll give the Prelude a score out of 10 at that point too. For now, all that's left to do is thank Honda once again for not sticking the name on a small SUV.
Auto Blog
15-06-2025
- Automotive
- Auto Blog
What is VTEC and Why Are Honda Fans Obsessed With It?
'VTEC just kicked in, yo!' is a popular phrase you've probably heard before, but there's a story and a meaning behind the saying. Part myth, part fact If you have driven or been around Honda-branded cars since the mid-1990s, you might be familiar with a four-letter word that has defined the brand's performance identity for decades: VTEC. Since its first automotive application in 1989, Honda's VTEC engine technology has given its four and six-cylinder engines a lot of lore and internet fame because of what it could do for spirited drivers and enthusiasts alike. But while there are many memes and misconceptions of what exactly happens under the hood, the tech behind VTEC has stood the test of time and is still used in Honda's new cars today. VTEC has its roots in these 90s automotive icons VTEC has been around longer than you think; it predates the Sega Game Gear, the Super Nintendo, and Dunkaroos. Initially introduced in 1989 in the Japanese-market version of the Honda Integra XSi, VTEC didn't make its way into the United States until the introduction of the Acura NSX supercar in 1991. The legendary mid-engined car's 3-liter C30A V6 engine produced just 270 horsepower. Still, the groundbreaking VTEC technology that gave the engine its unique performance characteristics would later be found in dozens of different Honda models, from humble commuters like the Civic and Accord to their high-performance Type-R versions. Honda VTEC engine In the early 1980s, Honda wanted to develop a new generation of engines for regular cars with a special touch that would further enhance performance. Variable valve timing, or VVT, had existed for some time before VTEC was developed, and automakers like Fiat and Alfa Romeo had used the technology in their own cars before Honda developed VTEC. But the Japanese automaker's lofty goals dictated its destiny. Honda management tasked its engineers with developing a naturally aspirated engine that would deliver 100 horsepower per liter of displacement—an impossible feat at the time. This meant developing an engine that could handle the load of higher speeds without sacrificing quality or reliability. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. How does it work? At the time, Honda's engines were powerful at high speeds but did not produce much power at the lower end of the rev range. Its engineers tried everything, but one solution that did work was a system that could switch cam profiles on command: VTEC. VTEC stands for Variable Valve Timing & Lift Electronic Control System. While it may be an unusual name, it is derived from an engine technology that combines excellent fuel efficiency at low RPMs with a burst of power at high RPMs. This can be achieved by switching between two camshaft lobe profiles at different speeds within the rev range. VTEC in an engine VTEC in an engine All engines require air and fuel to turn over, and valves open up to allow air into a cylinder; a process controlled by cams on a camshaft and rocker arms. Each cylinder has cam followers with different cam profiles and rocker arms that can lock together. The taller cam lobes deliver VTEC power and connect to an inactive rocker arm. When activated, these lobes increase lift and extend lift duration, allowing more air to enter the engine at high RPM. When drivers mash the accelerator down, the engine speed rises, and so does the oil pressure. Once the engine reaches a certain RPM in Honda VTEC engines, the oil pressure pushes pins inside the rocker arms, locking them together. Since the rocker arms are locked together, all the intake valves (and exhaust valves, depending on the engine type) open wider, allowing more air in and creating more power. When the RPM drops, the oil pressure also drops, the locking pins go back to their original positions, and the lower-profile cams operate the valves back to the 'fuel economy' mode. 2000 Honda Civic Si Engine What are the performance benefits and downsides? The phrase 'VTEC just kicked in, yo!' is a term so ingrained in internet car enthusiast culture that it has its own page on Know Your Meme, but it is based on a real phenomenon that Honda drivers have experienced. In most other four-cylinder engines, the zone around the 5000-6000 RPM range is where most other cars would have their redline, as it would start losing power around this point. However, this traditional 'no-go zone' is where Honda's VTEC engines truly shine. Reaching the 'VTEC cutoff' can be characterized by a unique, brawny, high-revving sound and a sudden pull of instant power; a feeling that many late-model Civic and Accord drivers can attest to as addictive. As a whole, the VTEC system does what it was designed to do by Honda engineers and the managers who oversaw them; it delivers a lot of power in 1.6 to 2.4-liter inline four-cylinder or 3 to 3.5-liter V6 engines, solid fuel economy at the lower rev range, and virtually bulletproof reliability. In 2023, one 2003 Accord owner, Justin Kilmer, racked up one million miles on his V6 coupe through his work as a medical courier. But with its benefits, VTEC engines can suffer from feeling lethargic at lower speeds, as peak power and torque could be located ridiculously high on the rev counter. For instance, the 2.4-liter K24 DOHC VTEC engine in the 2006 Honda Civic Si produces 197 horsepower at 7,800 RPM, which is very close to its 8,000 RPM redline. 2000 Honda Civic Si Final thoughts Although VTEC has evolved over the years to include versions like i-VTEC, VTEC-E, and VTEC Turbo, 'copycats' of VTEC technology have been developed by other automakers, such as Toyota and Mitsubishi, while other automakers used other methods to achieve the same end goal. For example, the 996 Porsche 911 featured VarioCam, which used an adjustable chain tensioner to control the amount of slack in the timing chain that connects the intake and exhaust cams. BMW's VANOS on the M50 straight-six engine, used in cars like the E46 M3, employed a helical gear on the camshaft to adjust the timing. Today, many manufacturers, including American and European companies as well as several of Honda's competitors in Japan, employ some form of variable valve timing in their engines. However, VTEC remains a Honda hallmark as one of the first commercially successful variable valve timing technologies to be used in mass-produced cars, and a source of pride among Honda fans and owners. About the Author James Ochoa View Profile
Yahoo
01-06-2025
- Automotive
- Yahoo
What is VTEC and Why Are Honda Fans Obsessed With It?
What is VTEC and Why Are Honda Fans Obsessed With It? originally appeared on Autoblog. If you have driven or been around Honda-branded cars since the mid-1990s, you might be familiar with a four-letter word that has defined the brand's performance identity for decades: VTEC. Since its first automotive application in 1989, Honda's VTEC engine technology has given its four and six-cylinder engines a lot of lore and internet fame because of what it could do for spirited drivers and enthusiasts alike. But while there are many memes and misconceptions of what exactly happens under the hood, the tech behind VTEC has stood the test of time and is still used in Honda's new cars today. View the 2 images of this gallery on the original article VTEC has been around longer than you think; it predates the Sega Game Gear, the Super Nintendo, and Dunkaroos. Initially introduced in 1989 in the Japanese-market version of the Honda Integra XSi, VTEC didn't make its way into the United States until the introduction of the Acura NSX supercar in 1991. The legendary mid-engined car's 3-liter C30A V6 engine produced just 270 horsepower. Still, the groundbreaking VTEC technology that gave the engine its unique performance characteristics would later be found in dozens of different Honda models, from humble commuters like the Civic and Accord to their high-performance Type-R versions. In the early 1980s, Honda wanted to develop a new generation of engines for regular cars with a special touch that would further enhance performance. Variable valve timing, or VVT, had existed for some time before VTEC was developed, and automakers like Fiat and Alfa Romeo had used the technology in their own cars before Honda developed VTEC. But the Japanese automaker's lofty goals dictated its destiny. Honda management tasked its engineers with developing a naturally aspirated engine that would deliver 100 horsepower per liter of displacement—an impossible feat at the time. This meant developing an engine that could handle the load of higher speeds without sacrificing quality or reliability. At the time, Honda's engines were powerful at high speeds but did not produce much power at the lower end of the rev range. Its engineers tried everything, but one solution that did work was a system that could switch cam profiles on command: VTEC. VTEC stands for Variable Valve Timing & Lift Electronic Control System. While it may be an unusual name, it is derived from an engine technology that combines excellent fuel efficiency at low RPMs with a burst of power at high RPMs. This can be achieved by switching between two camshaft lobe profiles at different speeds within the rev range. View the 2 images of this gallery on the original article All engines require air and fuel to turn over, and valves open up to allow air into a cylinder; a process controlled by cams on a camshaft and rocker arms. Each cylinder has cam followers with different cam profiles and rocker arms that can lock together. The taller cam lobes deliver VTEC power and connect to an inactive rocker arm. When activated, these lobes increase lift and extend lift duration, allowing more air to enter the engine at high RPM. When drivers mash the accelerator down, the engine speed rises, and so does the oil pressure. Once the engine reaches a certain RPM in Honda VTEC engines, the oil pressure pushes pins inside the rocker arms, locking them together. Since the rocker arms are locked together, all the intake valves (and exhaust valves, depending on the engine type) open wider, allowing more air in and creating more power. When the RPM drops, the oil pressure also drops, the locking pins go back to their original positions, and the lower-profile cams operate the valves back to the 'fuel economy' mode. The phrase 'VTEC just kicked in, yo!' is a term so ingrained in internet car enthusiast culture that it has its own page on Know Your Meme, but it is based on a real phenomenon that Honda drivers have experienced. In most other four-cylinder engines, the zone around the 5000-6000 RPM range is where most other cars would have their redline, as it would start losing power around this point. However, this traditional 'no-go zone' is where Honda's VTEC engines truly shine. Reaching the 'VTEC cutoff' can be characterized by a unique, brawny, high-revving sound and a sudden pull of instant power; a feeling that many late-model Civic and Accord drivers can attest to as addictive. View the 3 images of this gallery on the original article As a whole, the VTEC system does what it was designed to do by Honda engineers and the managers who oversaw them; it delivers a lot of power in 1.6 to 2.4-liter inline four-cylinder or 3 to 3.5-liter V6 engines, solid fuel economy at the lower rev range, and virtually bulletproof reliability. In 2023, one 2003 Accord owner, Justin Kilmer, racked up one million miles on his V6 coupe through his work as a medical courier. But with its benefits, VTEC engines can suffer from feeling lethargic at lower speeds, as peak power and torque could be located ridiculously high on the rev counter. For instance, the 2.4-liter K24 DOHC VTEC engine in the 2006 Honda Civic Si produces 197 horsepower at 7,800 RPM, which is very close to its 8,000 RPMredline. Although VTEC has evolved over the years to include versions like i-VTEC, VTEC-E, and VTEC Turbo, 'copycats' of VTEC technology have been developed by other automakers, such as Toyota and Mitsubishi, while other automakers used other methods to achieve the same end goal. For example, the 996 Porsche 911 featured VarioCam, which used an adjustable chain tensioner to control the amount of slack in the timing chain that connects the intake and exhaust cams. BMW's VANOS on the M50 straight-six engine, used in cars like the E46 M3, employed a helical gear on the camshaft to adjust the timing. Today, many manufacturers, including American and European companies as well as several of Honda's competitors in Japan, employ some form of variable valve timing in their engines. However, VTEC remains a Honda hallmark as one of the first commercially successful variable valve timing technologies to be used in mass-produced cars, and a source of pride among Honda fans and owners. What is VTEC and Why Are Honda Fans Obsessed With It? first appeared on Autoblog on May 31, 2025 This story was originally reported by Autoblog on May 31, 2025, where it first appeared.
Agriland
23-05-2025
- Health
- Agriland
FSAI issues recall for batch of milk product
The Food Safety Authority of Ireland (FSAI) has issued an urgent recall for a batch of a milk product as it may contain of a type of E. coli bacteria. The authority said that the recall, issued today (Friday, May 23) applies to a batch of Loughpark Farm Raw Milk due to the possible presence of Shiga toxin-producing E. coli (STEC). STEC, which is also known as verocytotoxigenic E. coli (VTEC), are a specific group of E. coli. While most E. coli are harmless and live in the intestines of healthy humans, STEC produce a powerful toxin which can cause severe illness. Symptoms include abdominal cramps and diarrhoea which is sometimes bloody. Usually there is little or no fever, and patients recover within 5 to 10 days. However, in some people, particularly children under 5 years of age and the elderly, the infection can cause a complication called haemolytic uraemic syndrome (HUS), in which the red blood cells are destroyed and the kidneys can stop working properly. The time between the initial infection and the first symptoms appearing is typically between 3 and 4 days but can range between 1 and 8 days. FSAI The FSAI said that the affected batch of one litre Loughpark Farm Raw Milk has a code number of 200525 and an expiry date of May 26, 2025. The authority added that recall notices will be displayed at point-of-sale. Source: FSAI The FSAI has requested that retailers remove the implicated batch from sale and display recall notices at point-of-sale. Consumers are also being advised not to drink the implicated batch.
Irish Times
17-05-2025
- Health
- Irish Times
What's going on with Ireland's failing septic tanks?
For too long Ireland has had a poor record in making sure septic tanks operate properly and don't pollute their environs. This is not an isolated problem with holiday homes in remote places: Domestic wastewater treatment systems, mostly in the form of septic tanks, are attached to almost 500,000 properties, mainly in rural areas. They are installed where connection to the public sewage system is not possible. The problem has been highlighted yet again by the Environmental Protection Agency. More than half of 1,400 domestic septic tanks inspected by local authorities last year failed to meet the required standard. How is human health and the environment threatened? Faulty systems can contaminate household drinking water wells with harmful bacteria and viruses. Ireland has the highest incidence of Verotoxigenic Escherichia coli (VTEC) in Europe and a substantial proportion of cases have been linked to contaminated private drinking water supplies. Excessive releases of nitrogen and phosphorus from faulty systems can cause pollution in receiving waters. Domestic wastewater is identified as a significant pressure on water quality in 148 (9 per cent) at-risk water bodies in Ireland. READ MORE Why is the problem persisting? Too many septic tanks are not built or maintained properly, with more than half posing a risk to human health and the environment. Tanks not being desludged, discharges of effluent into ditches or streams, leaks and 'effluent ponding' in gardens were the most common faults. The other problem is a lack of consistency across local authorities who are required to carry out inspections and enforcement under the EPA's national inspection plan. Some meet inspection requirements consistently and bring legal proceedings against the worst offenders, but many do not. Of most concern is high failure rate where inspections are carried out. The worst areas are in Laois, Westmeath, Roscommon, Kildare, Leitrim, Offaly and Wexford. The number of advisory notices (on what must be done to rectify issues) open more than two years has decreased for the first time, from 576 at the end of 2023 to 523 at the end of 2024 – the only good news. How can the problem be solved? The Green Party has suggested free well-water testing should be made available for rural households. According to Senator Malcolm Noonan, this would ensure householders know what risk to their health was coming from their taps and in turn create a culture of urgency to fix faulty septic tanks. Half a million people living in rural areas rely on private domestic wells for their drinking water. The EPA recommends these supplies are tested once a year – at a cost in excess of €200. So a significant ramp-up in inspections, enforcement, free well-water testing and consistency across all local authorities are required.
