How about the 60's?

http://www.billzilla.org/vvtvtec.htm

The new thing that Toyota is doing is getting rid of the OCV (oil control valve or spool valve in the Mitsu) and going to an eletric solenoid instead (LS460).

Other attempts have been HKS Valcon (still made for the RB and the 2JZ...once made for the 4G63 as well) as well as all the new systems coming out this year. The Toyota VVT, VVTi, and VVTi-E all seem to have the same range as MIVEC of 30 crank degrees.

VVT was more like VTEC and rpm dependent, where VVTi uses a table and VVTi-E uses an electric solenoid as I mentioned above.

 

I wonder if the mivec could be adapted to the exhaust cam? Mitsu already used mivec in the <2L motors and they seem to be using it on both cams in the X so could the exhaust cam be adapted to use the mivec parts that are in the intake and isn't there an VVT map reserved for future use in ecuflash?

 

Although I have no basis for this I wouldn't be surprised if Mitsu switches over to CAN Bus like my wifes Subaru Forester. She has the 2.5 XT with Turbo but no one really has any tuning for it yet (that I know of). Audi for example has been running on CAN bus or derivative of it for quite some time.

 

I'm pretty sure my wifes 06 Eclipse already uses the CAN protocol.

 

Correct.

 

Dual MIVEC also appears on the V6's and V8's though so maybe thats why there are 2 tables? I had that idea awhile ago though, wiring, another map, and another spool valve assembly (probably use another intake cam or something...I dont think that works though).

The better use for the second MIVEC table would be control of something PW modulated that also needs RPM and load to be most effective.

 

I thought the Evo X was advertised to have MIVEC on both cams...