Found even more info... I snagged this from another site...
If you don't want to read all the docs, skip down to the 2nd set of "-----------------"
VVTi and Variable Lift:
Toyota Celica's state-of-the-art 1.8 litre 2ZZ-GE engine has intelligent variable valve timing and intelligent variable lift (VVTL-i).
The variable valve timing and variable lift technology gives Celica a combination of driveability, fuel efficiency, low emissions and high performance.
Toyota's intelligent infinitely variable valve timing system is more advanced than the binary systems in some German luxury vehicles and Japanese small cars.
VVTi is a flow-down from the Lexus luxury car program and the Prius hybrid vehicle.
Celica has the latest-generation TMC-developed vane-type VVTi control, which is used on Prius, Lexus IS200 and Echo.
Intelligent variable valve timing will go into widespread use on Toyota vehicles.
VVTi provides continual variations of the Intake
valve timing, to provide ideal valve timing (and hence ideal engine characteristics) for the full range of driving conditions.
High Lift, Long Duration: Toyota's variable valve lift system operates on the inlet and exhaust valves. The Toyota 2ZZ-GE engine switches to the high-lift camshaft settings at 6000rpm. The high-lift cam lobes increase Intake
lift by 54 percent to 11.2 mm and exhaust lift by 38 percent to 10.0mm.
The high-lift cam profiles have the effect of increasing valve-opening duration, and therefore the range of inlet timing variation.
Valve overlap can vary between 4 degrees (full-retard inlet setting and low-speed lift settings) and 94 degrees (full advance inlet and high- speed lift settings).
A valve overlap of 94 degrees would normally be associated with full race engines.
For comparison, superseded Celica's 5S-FE engine had six degrees of valve overlap and the sports two-litre 3S-GE engine in the first front-drive Celica model had 14 degrees of overlap.
Inlet camshaft timing is varied according to engine revolutions, throttle position, inlet camshaft angle, engine coolant temperature and Intake
Variable Timing Activation:
Toyota Celica's VVTi is a computer controlled and oil-pressure activated push-push type system, using the engine oil.
The engine ECU can command the system to advance or retard the inlet camshaft timing, thereby providing for faster response.
The hardware is a camshaft timing oil control valve (mounted adjacent to the inlet camshaft gear wheel) and a VVTi controller mechanism built onto the inlet camshaft timing gear.
The camshaft timing oil control valve is a spool valve, controlled via a coil and plunger by the engine ECU.
It can signal advance, hold or retard.
The VVTi controller consists of a housing on the front of the timing wheel, driven from the timing chain, and a four-bladed vane coupled with the Intake
When the engine ECU requires a change in inlet timing, it signals the oil control valve to provide oil pressure to either the advance or retard side of the four vane chambers.
Inlet cam timing is set to the maximum retard position for engine start-up, operation at low engine temperature, idle and engine shut-down.
A locking pin in the controller locks the camshaft timing in the maximum retard position for engine start-up and immediately after start-up (until oil pressure is established) to prevent any knocking noise.
Celica's VVTi system can vary inlet camshaft timing over a range of 43 degrees relative to crankshaft angle.
However, the variable lift system has the effect of increasing valve opening duration, so the full range of inlet timing variation is 68 degrees.
(Taken from the maximum retard Intake
valve opening in the low-medium engine speed range at minus 10 degrees BTDC to the maximum advance Intake
valve opening in high engine speed range at 58 degrees BTDC.)
Variable Lift Activation:
Toyota's intelligent variable valve lift system uses a cam change-over mechanism to increase the lift of the Intake
and exhaust valves when engine revolutions exceed 6000rpm.
The hydraulically activated variable-lift mechanism is electronically controlled by the engine ECU and shares some of its hydraulic control hardware with the VVTi system.
It has the same system inputs as the VVTi system - crankshaft angle and revolutions, air flow, throttle position, inlet camshaft angle and engine coolant temperature.
The variable-lift system will not operate until coolant temperature reaches 60 degrees.
The mechanism includes camshafts with two sets of cam profiles, for low-to-medium engine speed and high engine speed (high lift).
The full system includes eight rocker arms (one for each pair of valves), two rocker shafts (located inboard of the camshafts) and a spool-type oil control valve on the aft end of the inlet camshaft.
The rocker arms are the heart of system.
They have an integrated needle roller cam follower, a rocker arm pad and hydraulic rocker arm pin.
In normal operation, the low-to-medium speed cam acts on the needle-roller cam follower and the rocker arm operates its pair of valves.
Meantime, the rocker arm pad rides against the high-lift cam lobes, but moves freely within the rocker arm.
In this state, the rocker pad does not contribute to rocker arm movement and therefore makes no contribution to valve activation.
When the engine is operating in the low-to-medium speed ranges, the oil control valve is open to the drain side.
However, when engine revolutions exceed 6000rpm, the oil control valve closes the drain side and hydraulic pressure flows through the rocker shafts to the hydraulic rocker arm pin.
The hydraulic pressure pushes the rocker arm pin out to lock the bottom of the rocker arm pad.
With the rocker pad locked in its full extended position, the high-lift (high-speed) cam lobes now operate the rocker arm and hence its pair of valves.
When engine revolutions drop below 6000rpm, the oil control valve opens on the drain side, to relieve pressure on the cam changeover mechanism and allow the system to return to normal lift conditions.
Celica's 2ZZ-GE engine has shim-type valve clearance adjusters and narrow valve stems to optimise gas flow.
Okay, to control VVTL-i and vvt-i, we must tap into the OCV valve, and manually engage it.
It works through the sensors, but appears like it can manually be controlled, just like a VTEC solenoid.
In theory, you could bypass the ecu altogether, and hook up a physical controller to the OCV, which is a spring and plunger-type valve controlled by the ECU (which means it's electronic, duh!)
In theory, you could wire a shiftlight in series with the OCV solenoid, and merely install a pill (To determine the RPM level for engagement), and when the shift light comes on, the 2nd profile on the cam will engage, and on VVTL-I motors, the lift should engage as well (I think it's done all on one solenoid, just like VVT-i, it seems the mechanism just adds lift at the time the aggressive cam profile pops in.)
It looks possible, and it will work on both the 1ZZ and 2ZZ engines. This may be the VTEC killer.
More as this develops. please keep posting feedback.