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Kota Bharu is a city in Malaysia, is the state capital and Royal City of Kelantan. It is also the name of the territory (jajahan) in which Kota Bharu City is situated. The name means 'new city' or 'new castle/fort' in Malay. Kota Bharu homestay is situated in the northeastern part of Peninsular Malaysia, and lies near the mouth of the Kelantan River at 6°8′N 102°15′E. In 2005, it had an estimated population of 425,294, making it one of the largest towns on the east coast of Peninsular Malaysia. By 2009, it became by far the most populous town on the east coast of Peninsular Malaysia with an estimated population of 577,301 and continues to increase to the estimated population of 609,886 in 2010 thus make it the most dense town on the east coast of Peninsular Malaysia. Kota Bharu homestay is at rank of 10th in the list of the largest cities in Malaysia.

The City is served by Keretapi Tanah Melayu's East Coast Line at the nearby Wakaf Bharu Terminal Station, in the town of Wakaf Bharu across the Kelantan River to Stestn Railway Station and Sultan Ismail Petra Airport, located in Pengkalan Chepa. homestay kota bharu

This northeastern Malaysian city is close to the Thai border, and is home to many mosques. Also of interest are various museums and the unique architecture of the old royal palace (still occupied by the sultan and sultanah and off-limits to visitors but viewable from outside) and former royal buildings (which can be visited) in the center of town.

Honda VTec Vs Toyota VVTi

Toyota VVTi Vs Honda VTEC

Yesterday I surf through internet and I found nice info on Vtec and VVTi engine on Bill Sherwood website, here are some part of the article:

“What the two systems are, and why they are used
By using a conventional valve system, to keep a modern multi-valve engine usable for the road, you are limited to about 85hp to 90hp per liter. You can use a bigger camshaft quite easily get a lot more power, but only at higher revs, and at the expense of power at lower revs. So, with a bit of lateral thinking, it is now becoming more common to be able to change that very cam timing that limited the engine power while the engine is running. The Toyota VVT system isn't new, however, as similar systems have been in use for many decades before. But not for a mass production engine and certainly not with the highly accurate control of the modern engine management systems. The Honda VTec system is a relative new comer, and by using a system of far greater complexity than that used by Toyota, Honda is now making an engine that produces as much power as many of the better racing engines!
So lets have a look at each system, and how they work.
Toyota Variable Valve Timing system, or VVT & VVTi
The VVT-type system has been around and in use by various companies for at least 40 years that I know of.
(I can remember seeing a 1960's catalogue from the US that showed a special cam wheel that bolted onto a small block Ford engine's cam, and it had a mechanism that worked like a mechanical advance system in a distributor, so that as the revs picked up it advanced the cam timing. I also believe that Alfa Romeo or Fiat used a similar system back around then, or maybe before)
VVT is simple and fairly effective. It consists of only two main parts; an 'oil control solenoid' and the VVT mechanism itself.
The early VVT system was relatively simple, i.e., at a specific rpm (4400rpm on the 20 valve 4AGE's) the computer signals the OCV to open, this lets oil pressure go through a special gallery in the no1 inlet cam bearing, through the centre of the inlet cam to the VVT pulley. There's a small piston in the VVT pulley, and once it gets enough pressure behind it, it starts to move outwards, causing the outer part of the pulley to turn in relation to the inner part, due to the helical spline that guides the piston's fore & aft movement.
So, when the computer signals for the VVT to operate, the OCV opens and thus causes the VVT pulley to advance the inlet cam timing by 30°, reference the crankshaft. (15° on the pulley itself)
The rpm at which this happens is worked out by running the engine on a dynamometer with the inlet cam in both the fully advanced and fully retarded positions. Since the two different cam timing's will make different power throughout the rev range, (advanced inlet give more top end power at the expense of low end power, and vice-versa) there is a point where the power will be identical for both cam settings, and this is where the VVT is programmed to operate. Because the power output is the same with the VVT in either position, you can't feel anything when it happens. You can, however, hear a change in engine note, just before there's a big increase in power!
More detail on the VVT logic - The VVT comes in three types for the 20 valve. To the best of my knowledge, silver top 20v's pre May 1993 have the VVT actuate at about 4400rpm. Post May 1993 they seem to work on throttle position and ignore revs.
The blacktops seem to work like this, as described on Club4AG -
1. Starting. When you crank the starter there will be VVT operation until the engine fires up, obviously to allow more air into the engine to allow an easier fire up.
2. Coolant temp. There is absolutely NO VVT operation when the coolant tempt is below 50°C except for that brief moment when you operate the starter. Reason obvious, who want to stress a cold engine.
3. Engine rpm. VVT will operate in any rpm between the range of 1500 and 7200 when the inlet manifold pressure is right. The min and max range can be a little out because I was reading from the car taco. Trust me they are very close.
4. Engine load/inlet manifold pressure. This seems to be the single most important parameter controlling the system. The VVT will NOT operate if the inlet manifold has more than about 5 inches of vacuum (can't get the exact reading because everything happen so fast. It's very close.). This is very close to zero vacuum which is atmospheric and that is about the maximum load the map sensor will read to tell the engine in an NA car. As you can figure out the throttle will usually be in the more than 3/4 position for this to happen.
5. VVT will work without the speed sensor.

Now, back to the above schematic of the VVT. It shows the second evolution of the VVT system - called VVT-i - where instead of the simple 'on' or 'off' positions of the earlier VVT system, this version can make the inlet cam retard/advance to any angle between the maximum limits, and to do this the camshaft has a position sensor on the back of the head. This means that the engine is even more flexible in it's power output than before. The latest version, VVTL-i is described on this page. It's completely different to the original VVT system, and is more like the V-TEC in operation.
There are two engines that commonly use the VVTL-i system, the 1ZZ-FE/2ZZ-GE series and the latest (in 1999 & onwards) 3SGE, as used in the sporty Altezza. The early generation 'redtop' four 3SGE's have a single inlet VVT-i and the later 'blacktop' generation four 3SGE's have dual VVT-i controllers, one on the inlet and the other on the exhaust cam, and makes 200hp from 2 liters.
So, using VVT technology, it's pretty easy to get around 100hp per liter .
Toyota has now gone to the third evolution of the VVT, and it not only alters the cam timing, but it also alters the valve lift as well. The 'old' VVT system simply can't do this, so Toyota has gone to a system much like the ....
HONDA V-TEC
Right. Let's not muck around. For straight power output, the VTEC system craps all over the VVT system. The latest Honda VTEC engine, as used in the S2000 sports car, makes 240hp odd out of only 2 liters - That's a sparkling 120hp per liter.
The V-TEC system is far more complex than the VVT, but it allows you to not only alter the cam timing, but to alter the valve duration and lift at well. It's really like having two engines in one - A 'sedate' one for grocery-getting, and the other a red-blooded high revving screamer.

Ok, pay attention - This is where it starts to get tricky! What happens when the engine computer decides to make the V-TEC shift to 'grunt' mode is this - Up until that point, the valves are operated by the pair of cam followers that run directly on top of each valve. A hydraulic valve opens in the head somewhere, allowing oil pressure to fill the pivot shaft that the cam followers swing off. The oil is then directed to a tiny set of pins that live in the inner follower. These pins push outwards when the valves are shut, locking the inner cam follower to the two outer followers. The inner follower runs on a cam lobe that sits between the outer two, and is much bigger. This is the lobe that has the larger duration and lift, and so suddenly allows the engine to breath a lot better.
You can see from the above pictures, and the one below that there's been a huge amount of effort to make it all work. The cam followers all have small rollers, to reduce friction and allow for a larger cam lobe. “
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