This technology debuted in April 1989 in the Japanese-spec Integra as the B16A, a 1.6-liter DOHC engine boasting 160 hp. It was followed by the Civic SiR with the same engine in the fall of the same year. As is typical, the U.S. market heard about this, but didn't have the privilege of seeing any of this technology until 1991, when Honda decided to incorporate VTEC into its V6-powered NSX super car. The NSX was an awesome Japanese exotic and as such was way beyond the reach of the average enthusiast. In 1992 average Americans gained access to VTEC technology in the 1.7-liter, 170-hp Integra GS-R engine. The Integra was well received, sending a message up the ladder to Honda Corporate that the company had really hit the mark.
VTEC began popping up all over the Honda line, as the engineers incorporated it into both fuel-efficient and high-power applications. In 1992, the Civic EX was equipped with a SOHC 1.6-liter engine that had both excellent mileage and 125 hp. This powerplant only applied VTEC on the intake valves.
The Integra GS-R got a bigger motor in 1994, the B18C. This DOHC VTEC screamer had a two-stage intake and 8000-rpm red line that went all the way to 180 hp. When the limited-production, 195-hp Integra Type R hit our shores in 1997, Honda had exceeded the 100-hp/liter goal originally set in 1986. The venerable B16A motor survived virtually unchanged for 11 years, serving in the Civic Del Sol from 1994 to 1997 and the Civic Si from 1999 to 2000.
The '90s marked the golden era for Honda's first VTEC motors. Import drag racing exploded in part because of this technology. Few import labels could compete with Honda's little four-banger, despite VTEC's front-wheel-drive configuration. All the top dogs in the scene-Stephan Papadakis, Ed Bergenholtz, Lisa Kubo, Christian Rado, Viet Lam, Charles Madrid, Myles Bautista, Kenny Tran, Jeremy Lookofsky and Dave Shih, to name a few-used Honda's VTEC motor to reach the podium and, for some, the record book. Some have even taken their love of the sport to a professional level, while others have moved on to the business side. Whatever the case, these trailblazers helped lay the industry's foundation with Honda's VTEC motor in tow.
Spurred by the burgeoning scene, there was a progressive increase in the number of VTEC-equipped engines. In 1991, about 5 percent of all Honda engines had VTEC technology. That number increased to 25 percent in 1995, 65 percent in 1999, and 80 percent in 2001. Remember, the valvetrain engineers were focused on economy and made VTEC variants for nearly every model. From high-performance machines, like the NSX, to the economy- and ecology-conscious hybrid Accord and Civic, VTEC is proudly badged on the valve cover. Even the Odyssey minivan and the Pilot SUV can brag about having the spirit of VTEC.
In 2001 Honda released its next iteration of VTEC, i-VTEC, in its new K-equipped Civic Si. The "i" stands for intelligent, and incorporates VTC (Variable Timing Control), which is variable cam phasing on the intake cam. It takes VTEC to another level by optimizing the cam timing in addition to the valve timing and lift. The cam timing is computer controlled and optimizes the engine's performance at different rpm under different load conditions. This not only improves economy but also increases power. Imagine having timing gears that self-adjust and optimize throughout the rpm band.