The reason I had the impression that there was no VVT adjustment is because there are no specific VVT alignment procedures in VIDA 2014D. However after reading the VVT install procedures, there is a VVT/Camshaft alignment procedure. It is implied in the VVT install procedures not explicitly stated.
Read the VVT install procedures until you come to “Note! Only tighten the bolts finger tight at this stage” From that point, one locks down the Crankshaft (the Camshafts are already lock down), Jump to the timing procedures, comes back to the VVT install procedures and torques the VVT center screw.
There is only logical reason for leaving the VVT center screw loose when doing the timing, so that the relationship between the VVT and the camshafts can be aligned.
If the engine was running correctly before disassembly and one does not loosen the center screw. One does not need to adjust the VVT, that is most likely where the notion these VVTs are not adjustable comes from.
In short: The procedure for aligning the VVT/Camshaft is to lock down the Camshaft and align the VVT to the timing marks.
After you get the center screw torqued down. Tap the timing belt with a rubber mallet, rotate the engine by hand clockwise four revolutions to seat the timing belt. Don’t go counterclockwise, doing so can cause the belt to slip.
The flat VVT units used on all P1 and P3 until THE END are the type with internal locking pin. You try to rotate right and left and if it only moves a faint amount it is locked, other wise when you move it it will lock. Install finger tight as listed and onto cams locked by the locking tools on rear of cams. The crank must be in position noted by mark on back side of cam belt gear hub adjacent to the serpentine belt pulley side. There is another mark is in rear in valley between teeth or marked on two teeth and you align split between the two. Install belt with marks on gears aligned with pointer notches on top cover or don’t bother and once you have completed the install you can mark the VVT by the notches. The VVTs are left loose and the tensioner is tensioned past the indicator being the range indicator uprights and then is brought back between the uprights to assure the hubs rotate to correct postions when belt is tensioned. Once tensioner is secured then torque the TX55 bolts in the VVTs to 89 ft-lb. This is all strange as cam gear/VVTs float on cams with no keys. You lock cams with tool and put crank in position and tighten everthing. The marks on VVTs are only there if the belt comes off for belt change, crank seal (not cam seals-that requires the full re-time process), or water pump replacement. Lots of engines re done like this as it puts things where they should be and head gasket thickness or machining head would not affect cam timing like it does with fixed keyways.