MIVEC

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MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)<ref>"Latest MMC technologies and near-future goals", Mitsubishi Motors website</ref> is the brand name of a variable valve timing engine technology developed by Mitsubishi Motors. MIVEC, as with other similar systems, varies the timing, lift and duration<ref name="outlander">"2007 Mitsubishi Outlander Debuts New-Generation V-6 Engine And Segment-Exclusive Six-Speed Sportronic(R) Transmission", Mitsubishi Motors North America press release</ref> of the valves by using two different camshaft profiles. At low speeds, a mild (low-lift) cam lobe provides stable idle, lower emissions and increased torque at lower speeds, while above a fixed engine speed a second set of cam lobes are activated, providing higher lift and duration; therefore a greater quantity of air into the combustion chamber which increases the power and torque output over a broad engine speed range.

From 4B1 engine family onward, MIVEC has fully evolved into a continuous variable valve timing system (dual VVT on intake and exhaust valves). <ref name="newgen">"All-New 2008 Mitsubishi Lancer Delivers Driven-To-Thrill Performance from New 152-HP Engine and Optional CVT", Mitsubishi Motors North America press release</ref> MIVEC incorporated in 3B2, 3A9 and 4A9 engine family continuously varies only the intake valves. Many older implementations only vary the valve timing (the amount of time per engine revolution that the intake port is open) and not the lift.

MIVEC was first introduced in 1992 in their 4G92 powerplant, a 1,597 cc naturally aspirated DOHC 16 valve straight-4.<ref>History of Mitsubishi, 1990-1999, Mitsubishi Motors website</ref> At the time, the first generation of the system was named Mitsubishi Innovative Valve timing and lift Electronic Control.<ref name="africa"/> The first cars to use this were the Mitsubishi Mirage hatchback and the Mitsubishi Lancer sedan. While the conventional 4G92 engine provided 145 PS at 7000 rpm,<ref>1992 Mitsubishi Lancer RS specifications, English.auto.vl.ru</ref> the MIVEC-equipped engine could achieve 175 PS at 7500 rpm.<ref>1992 Mitsubishi Lancer Cyborg specifications, English.auto.vl.ru</ref> Similar improvements were seen when the technology was applied to the 1994 Mitsubishi FTO, whose top-spec GPX variant had a 6A12 1997 cc DOHC 24 valve V6 with peak power of 200 PS at 7500 rpm.<ref>1994 Mitsubishi FTO GPX specifications, English.auto.vl.ru</ref> The GR model, whose otherwise identical powerplant was not MIVEC-equipped, produced 170 PS at 7000 rpm by comparison.<ref>1994 Mitsubishi FTO GR specifications, English.auto.vl.ru</ref>

Although initially designed to enhance performance, the system has subsequently been developed to improve economy and emissions, and has been introduced across Mitsubishi's range of vehicles, from the i kei car to the high-performance Lancer Evolution sedan.

Operation

Some types of variable valve control systems optimize power and torque by varying valve opening times and/or duration. Some of these valve control systems optimize performance at low and mid-range engine speeds. Others focus on enhancing only high-rpm power. MIVEC system provides both of these benefits by controlling valve timing and lift. The basic operation of the MIVEC system is altering the cam profiles and thus tailoring engine performance in response to driver input.<ref name="outlander"/>

In essence, MIVEC serves the same function as "swapping cams", something that car racers might do when modifying older-design engines to produce more power. However, such swaps come with a compromise - generally yielding either greater low-end torque or more high-end horsepower, but not both. MIVEC achieves both goals. With MIVEC, the "cam swap" occurs automatically at a fixed engine speed. The cam switch operation is transparent to the driver, who is simply rewarded with a smooth flow of power.<ref name="outlander"/>

Two distinct cam profiles are used to provide two engine modes: a low-speed mode, consisting of low-lift cam profiles; and a high-speed mode. The low-lift cams and rocker arms - which drive separate intake valves - are positioned on either side of a centrally located high-lift cam. Each of the intake valves is operated by a low-lift cam and rocker arm, while placing a T-lever between them allows the valves to follow the action of the high-lift cam.<ref name="outlander"/>

At low speeds, The T-lever's wing section floats freely, enabling the low-lift cams to operate the valves. The intake rocker arms contain internal pistons, which are retained by springs in a lowered position while the engine speed is below the MIVEC switchover point, to avoid contacting the high-lift T-shaped levers. At high speeds, hydraulic pressure elevates the hydraulic pistons, causing the T-lever to push against the rocker arm, which in turn makes the high-lift cam operate the valves.<ref name="outlander"/>

In summary, MIVEC switches to the higher cam profile as engine speed increases, and drops back to the lower cam profile as engine speed decreases. The reduced valve overlap in low-speed mode provides stable idling, while accelerated timing of the intake valve's closing reduces backflow to improve volumetric efficiency, which helps increase engine output as well as reduce lift friction. High-speed mode takes advantage of the pulsating intake effect created by the mode's high lift and retarded timing of intake valve closure. The resulting reduced pumping loss of the larger valve overlap yields higher power output and a reduction in friction. The low- and high-speed modes overlap for a brief period, boosting torque.<ref name="outlander"/>

In the systems latest generation (4B1 engine family), intake and exhaust cam timing is continuously independently controlled to provide four optimized engine-operating modes:<ref name="newgen"/>

• Under most conditions, to ensure highest fuel efficiency, valve overlap is increased to reduce pumping losses. The exhaust valve opening timing is retarded for higher expansion ratio, enhancing fuel economy.
• When maximum power is demanded (high engine speed and load), intake valve closing timing is retarded to synchronize the intake air pulsations for larger air volume.
• Under low-speed, high load, MIVEC ensures optimal torque delivery with the intake valve closing timing advanced to ensure sufficient air volume. At the same time, the exhaust valve opening timing is retarded to provide a higher expansion ratio and improved efficiency.
• At idle, valve overlap is eliminated to stabilize combustion.

MIVEC-MD

In the early years of developing its MIVEC technology, Mitsubishi also introduced a variant dubbed MIVEC-MD (Modulated Displacement),<ref name="mountain">"Mountain of MIVECs", Michael Knowling, AutoSpeed, Issue 346, September 3 2005</ref><ref name="africa">"Mitsubishi Motors History - Engine Technology", Mitsubishi Motors South Africa website</ref> a form of variable displacement. Under a light throttle load, the intake and exhaust valves in two of the cylinders would remain closed, and the reduced pumping losses gave a claimed 10–20 percent improvement in fuel economy. Modulated Displacement was dropped around 1996.<ref name="mountain"/>

Current implementations

Engine code	Capacity	Configuration	Year
3A91	1124 cc	Straight-3	(2003–present)
3B20	659 cc	Straight-3	(2005–present)
4A90	1332 cc	Straight-4	(2003–present)
4A91	1499 cc	Straight-4	(2003–present)
4B10	1798 cc	Straight-4	(2007–present)
4B11	1998 cc	Straight-4	(2007–present)
4B12	2359 cc	Straight-4	(2005–present)
4G15	1468 cc	Straight-4	(2003–present)
4G69	2378 cc	Straight-4	(2003–present)
6B31	2998 cc	V6	(2006–present)
6G75	3828 cc	V6	(2005–present)

Past implementations

Engine code	Capacity	Configuration	Year
4G19	1343 cc	Straight-4	(2002–2006)
4G92	1597 cc	Straight-4	(1992–1999)
4G63T	1997 cc	Straight-4	(2005–2007)
6A12	1998 cc	V6	(1993–1995)
6G72	2972 cc	V6	(1995–1997)

Footnotes

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