Wow, there is so much misinformation in this thread. LOL. I shall set the record straight. First off, i-VTEC and VVTL-i essentially perform the same function. Both involve two stages of valve lift on 2 separate cam profiles. Both involve variable valve timing. Both switch over at a predetermined point. Both are (i believe) controlled hydraulically. Lift in the 2zz is NOT controlled by the lift bolts or by the fuel injectors.
As for the K20A making more power...well, show me a dyno of an axle back exhaust making 10 whp. Sorry to keep having to use the TPR exhaust, but fact is fact. The 2zz adapts to mods just as well as the K20A, however I believe the 2zz to have a better flowing head than the K20A, which is why a good head package will allow the 2ZZ to compete with it even tho it has a displacement of 1.8 liters.
Now for lift being loud...Have you ever heard lift engage with an Intake
? If not i'll be more than glad to supply you with a sound clip or a video clip.
yes the new RSX Type S comes with 210 Hp...it also comes with a porky body for the market its in. They are still heavy. Toyota doesnt need a beefier engine (stock) to compete with it.
As for slight kick when VVTi "starts working"...this incredibly false, VVTi is working all the time.
Honda may have used 3 lobes on their VTEC camshafts however the ones that change valve lift only have two preset lift specifications, essentially making it perform almost exactly the same was the 2 lobe system used by the 2zz.
As far as VVTL-i being for economy and VTEC being for performance...thats rather amusing. VTEC was mainly used for economy back in its civic days. i-VTEC and VVTL-i are both for performance only. If it were for economy, I'd get more than 29MPG being in lift all the time...
I hope this helped everyone before they started believing everything in this thread. Any other questions let me know