Hey guys thanks for sharing such important info....

It took me a few hours to read this thread twice, but It was deff worth it

 

So I took some advice on here and zero'd out the timing up top. What I've found was I've advanced my high oct timing where meth/e85 timing maps are, and I'm on 92oct. I'm seeing about 8* peak and 15*top. I lowered the timing alittle.

 

Any input on this map? I haven't had a chance to flash it on the car yet, waiting to get my wideband fixed.

Basic rundown of the car
IX
2.3/Stage "I" Headwork/280s
FP White
Intake
Restrictive 3" Exhaust w Cat
FMIC
MBC

Everything else is stock

Thanks

 

can you possibly hit the pistons when adjusting mivec with M2 cams? I am about to experiment with MIVEC but would like to know the risk. And does anybody know what the range is of the mivec settings in general if you are talking in normal engine degrees (720 degr.).

 

Here is my current MIVEC map that runs very smooth with M2's and give very good spool with a lot of torque. There isn't any risk except from changing AFR. I don't think it's possible to throw the engine valvetrain so off time that you cause damage to the engine. Feel free to experiment with mivec all you want. You can see from other peoples maps what the general consensus is on how to do it and what gives good results.

 

do you also know how the mivec map translates to engine degrees?

 

I have no idea and not sure if it matters. Mivec is really just used for turbo spool. Maybe one of the guru's could give you a better explanation than I can.

 

heres my "WIP"
Evo IX 24.5 - 25 psi. w/ 91 octane.

 

Question : In tuning the MIVEC. Does it seem to be the best to have max MIVEC at peak torque, and then taper down. Basically following the load down as boost tapers off ?

 

It is measuring crank degrees of rotation. I think I posted the exact stats back in post 97ish or so.

Yes But actually a little prior to the actual torque value. Spool, decrease advance, profit.

 

You're the man, thanks for answering my questions as of late too.

 

FP 4R
FP Red holding 29psi from 3700 to redline

 

did you try advancing the cam timing even more?

 

"Question : In tuning the MIVEC. Does it seem to be the best to have max MIVEC at peak torque, and then taper down. Basically following the load down as boost tapers off"


I.E. A map like post 575.

 

I've been fiddling more with MIVEC at high boost. At first I thought that less MIVEC at high boost was beneficial, but after fiddling more, I'm getting best gains by keeping MIVEC maxed out at 28.8 deg until about 5K rpm even with 27 psi of boost and a relatively restrictive exhaust (stock O2 housing, 100 cell cat).

The thing that was concerning me is that there might be charge flow reversion if the intake was opened too soon because of high residual pressure in the cylinder. In a datalog, this would show up as either no increase in load with more MIVEC or possibly even a decrease in load with more MIVEC (because load scales with airflow). However, even at 27 psi, I get higher loads as MIVEC is increased all the way up to 28.8 deg. Torque is better as well out to 5K rpm. Out past 5K rpm, I need to do more testing to figure out what is working best.