1021700E0809

Air Intake VCP1021700E0809 (Vacuum Control Valve Positioner) – Product Introduction

The Air Intake VCP1021700E0809(that’s Variable Cam Phase Controller for the intake side) acts like the "main operator" for the Dongfeng Dignity IX5’s variable valve timing system (VVT). It’s mounted on the front of the intake camshaft, and when it gets signals from the ECU (Engine Control Unit), it tweaks the intake camshaft’s phase angle. This lets it pull off two key valve control tricks: either "open early and close late" or "open late and close early."

Here’s how it works in different situations:

When the engine’s running at low speed and light load: It dials down the phase angle—meaning the camshaft falls a little behind the crankshaft. This cuts down on intake air flowing back, which makes the idle run smoother and boosts low-speed torque.

When it’s cranking at high speed or under heavy load: It cranks up the phase angle, so the camshaft gets a head start on the crankshaft. This keeps the intake valves open longer, lets more air get into the engine, and gives the turbocharged engine a bigger power kick. For the 1.5T version, that means up to 12% more max power and 8% more peak torque.

When you start the engine when it’s cold: It locks into the initial phase—around 5°CA ahead. This gets the fuel-air mix just right and cuts down on emissions when starting cold, so it meets both National VI b and EU EU6d emission rules.

We make this part strictly following Dongfeng Motor’s "Engine Variable Cam Phaser Technical Spec" (Q/DFL 301 015-2023) and the ISO 16048 standard for car engine valve system reliability. It works with the two main engines in the Dignity IX5:

1.5L GDI turbo engine (model DFMC15TD): It uses a high-response VCP that can handle the intake pressure swings from the turbo.

1.8L GDI naturally aspirated engine (model DFMC18): It goes with an economical VCP that strikes a balance between efficiency and cost.

Air intake VCP1021700E0809 Core Operating Principle (Hydraulic-Driven Phase Adjustment)

1. Initial Locking Stage (Cold Start / System Standby)

When you fire up the engine, the oil pressure hasn’t built up yet. Thanks to the spring force, the lock pin slides into the housing’s lock hole—this locks the rotor and housing into the initial phase (it’s a 5°CA advance for the 1.5T model). That way, the valve timing stays steady, and you won’t get misfires when starting the car.

2. Phase Adjustment Stage (ECU’s Real-Time Control)

When “advanced intake” is needed (like at high speeds or under heavy load): The ECU tells the VVT solenoid valve to send oil to the VCP’s “advance chamber.” The oil pressure pushes the rotor blades to spin in the “advance direction”—that’s clockwise compared to the housing. This makes the intake camshaft open the intake valve earlier, keeping it open longer and letting more air into the engine.

When “delayed intake” is needed (like at low speeds or light load): The ECU flips the solenoid valve’s oil path, sending oil to the “delay chamber” instead. The oil pressure then spins the rotor blades in the “delay direction”—counterclockwise relative to the housing. This makes the intake valve open a little later, which cuts down on intake air flowing back and keeps the idle running smoother.

Phase Feedback: The signal disk sends real-time camshaft position data to the ECU. The ECU compares that data with the crankshaft’s position signal, then tweaks the solenoid valve’s duty cycle. This creates a “closed-loop” control for the phase, and it’s accurate to within ±1°CA.

3. Failure Protection Stage (Low Oil Pressure / Sensor Issues)

If the oil pressure drops below 0.2MPa, or the phase sensor stops working, the ECU kicks in protection mode: it shuts off oil flow to the VVT solenoid valve. Then the lock pin locks the rotor back in place, all thanks to the spring force. This makes sure the engine runs at a “fixed phase”—it won’t have VVT working, but it’ll still drive normally. At the same time, the “VVT Fault” light on the dashboard lights up to let you know it needs a check-up.

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