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I can't imagine ever giving up nearly infinite on the fly cam timing in an Evo. The single Mivec 4G63 in the IX proved its vast superiority over fixed cam gears in the VIII more than a decade ago.
Different. Mivec in Evos is like the i in iVTEC. It's basically just computer controlled cam gear(s). No big lobe on Evos.
I can't imagine ever giving up nearly infinite on the fly cam timing in an Evo. The single Mivec 4G63 in the IX proved its vast superiority over fixed cam gears in the VIII more than a decade ago.
I can't imagine ever giving up nearly infinite on the fly cam timing in an Evo. The single Mivec 4G63 in the IX proved its vast superiority over fixed cam gears in the VIII more than a decade ago.
No I don't agree. It is not like vtec whatsoever.
Low end and midrange gains are the biggest advantage with the adjustability of Mivec.
I did a test back in 2009:
Low end and midrange gains are the biggest advantage with the adjustability of Mivec.
I did a test back in 2009:
Today I had a couple extra minutes to do a comparison on a Evo 10. I don't think I have seen anyone post the differences that can be had between the 100% factory Mivec maps and some "tuned" Mivec maps.
So after tuning this stock Evo 10 I threw the factory Mivec maps back in and did a couple pulls.
Disclaimer: This is not an exhaustive test. I just had some free time to do a very quick comparison. I actually am planning on showing a more exhaustive test on the mivec maps here very soon. Stay tuned for that.
Dotted lines are with tuned intake and exhaust Mivec maps. Solid lines are with 100% factory tuned intake and exhaust Mivec maps.
I'm only showing up to around 5400 rpm as I have yet (so far at least. ) to see very large gains in mivec tuning up top on a stock 10. Let's just look at the curves from the low to the midrange for now.
At 3000-3500 rpm, there is a 45wtq gain with the tuned mivec maps. At 3900, approx 30+ wtq gains. Other than that large torque increase there are huge gains in the way the torque comes in and carries over through the midrange.
This map I am working on actually has some more room in it from 4000-5500rpm as well. I plan in tweaking it a bit more before I post a more "exhaustive" look at Mivec tuning and it's benefits.
So after tuning this stock Evo 10 I threw the factory Mivec maps back in and did a couple pulls.
Disclaimer: This is not an exhaustive test. I just had some free time to do a very quick comparison. I actually am planning on showing a more exhaustive test on the mivec maps here very soon. Stay tuned for that.
Dotted lines are with tuned intake and exhaust Mivec maps. Solid lines are with 100% factory tuned intake and exhaust Mivec maps.
I'm only showing up to around 5400 rpm as I have yet (so far at least.
) to see very large gains in mivec tuning up top on a stock 10. Let's just look at the curves from the low to the midrange for now. At 3000-3500 rpm, there is a 45wtq gain with the tuned mivec maps. At 3900, approx 30+ wtq gains. Other than that large torque increase there are huge gains in the way the torque comes in and carries over through the midrange.
This map I am working on actually has some more room in it from 4000-5500rpm as well. I plan in tweaking it a bit more before I post a more "exhaustive" look at Mivec tuning and it's benefits.
Anyhow mivec also works great, stable and reliable.
no need to change that either
Mivec is way better. Advance the intake cam (gear) timing down low and retard as needed and desired for cam profile and turbo efficient as rpm increases.
The 4B11 ecu has control of both gears and has a better flowing head, better area under the curve still.
Guys, you gotta get rid of that MIVEC. It's too complicated, and we all know that if you track the car, you want it as simple as possible. Just a cardboard box with wheels, none of that fancy stuff.
Just keep it at idle. Piece of junk doesn't do anything there anyway!
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