MIVEC

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4B11 MIVEC engine

MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)[1] is the brand
name of a variable valve timing (VVT) enginetechnology developed by Mitsubishi Motors.
MIVEC, as with other similar systems, varies the timing of the intake and exhaust camshafts
which increases the power and torque output over a broad engine speed range while also
being able to help spool a turbocharger more quickly.
MIVEC was first introduced in 1992 in their 4G92 powerplant, a 1,597 cc naturally
aspirated DOHC 16 valve straight-4.[2] At the time, the first generation of the system was
named Mitsubishi Innovative Valve timing and lift Electronic Control.[3] The first cars to use this
were theMitsubishi Mirage hatchback and the Mitsubishi Lancer sedan. While the
conventional 4G92 engine provided 145 PS (107 kW; 143 hp) at 7000 rpm,[4] the MIVECequipped engine could achieve 175 PS (129 kW; 173 hp) at 7500 rpm.[5] 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 (147 kW; 197 hp)
at 7500 rpm.[6] The GR model, whose otherwise identical powerplant was not MIVEC-equipped,
produced 170 PS (125 kW; 168 hp) at 7000 rpm by comparison.[7]
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 to
the Mirage/Space Star global economy car.
Newest developments have led to MIVEC system being evolved into a continuous variable
valve timing and also being the first VVT system to be used into a passenger car diesel engine.
Contents
[hide]

1 Operation

2 MIVEC-MD

3 Current implementations

4 Past implementations

5 Footnotes

Operation[edit]
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.[8]
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.[8]
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. [8]
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.[8]
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 lowspeed 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. [8]
From the 4B1 engine family onward, MIVEC has evolved into a continuous variable valve
timing (CVVT) system (dual VVT on intake and exhaust valves).[9] 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. Timing is continuously independently controlled to provide four optimized
engine-operating modes:[9]

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.

Mitsubishi's 4N1 engine family is the world's first to feature a variable valve timing system
applied to passenger car diesel engines.[10]

MIVEC-MD[edit]
In the early years of developing its MIVEC technology, Mitsubishi also introduced a variant
dubbed MIVEC-MD (Modulated Displacement),[3][11] 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 1020 percent improvement in fuel economy.
Modulated Displacement was dropped around 1996. [11]

Current implementations[edit]
Engine code

Capacity

Configuration

Year

3A90

999 cc

Straight-3

(2012present)

3A92

1193 cc

Straight-3

(2012present)

3B20

659 cc

Straight-3

(2005present)

4A90

1332 cc

Straight-4

(2003present)

4A91

1499 cc

Straight-4

(2003present)

4A92

1590 cc

Straight-4

(2010present)

4B10

1798 cc

Straight-4

(2007present)

4B11

1998 cc

Straight-4

(2007present)

4B12

2359 cc

Straight-4

(2005present)

4G15

1468 cc

Straight-4

(2003present)

4G69

2378 cc

Straight-4

(2003present)

4N13

1798 cc

Straight-4

(2010present)

6B31

2998 cc

V6

(2006present)

6G75

3828 cc

V6

(2005present)

Past implementations[edit]
Engine code

Capacity

Configuration

Year

4G19

1343 cc

Straight-4

(200206)

4G92

1597 cc

Straight-4

(199299)

4G63T

1997 cc

Straight-4

(200507)

6A12

1998 cc

V6

(19932000)

6G72

2972 cc

V6

(199597)

6G74

3497 cc

V6

(19972000)

MIVEC
Es el acrnimo de una tecnologa de distribucin variable propia de Mitsubishi Motors.
Se trata del Mitsubishi Innovative Valve timing Electronic Control, y es un control
electrnico del alzado variable de vlvulas. El funcionamiento de este sistema se basa
en unas levas especialmente diseadas para aportar mayor o menor elevacin de las
vlvulas dependiendo de las condiciones de carga de la mecnica. Las levas varan
su incidencia sobre las vlvulas dependiendo de presin hidrulica.

BEATRIZ JENY
SANABRIA VILA

DISTRITO

: EL TAMBO

MESA DE VOTACIN

: 209229

LOCAL DE VOTACIN

: IEPIT NUESTRA SEORA DE FATIMA

DIRECCIN

: JR LOS BOSQUES 101 URB TERREROS PIO PATA

MIEMBRO DE MESA

: NO

ERIKA MILA SANABRIA VILA

DISTRITO

: EL TAMBO

MESA DE VOTACIN

: 221024

LOCAL DE VOTACIN

: IEP MARISCAL CASTILLA

DIRECCIN

: JR SEBASTIAN LORENTE CUADRA 7

MIEMBRO DE MESA

: NO

NOEMI LILIANA SANABRIA VILA

DISTRITO

: EL TAMBO

MESA DE VOTACIN

: 239811

LOCAL DE VOTACIN

: IE 31593 JAVIER HERAUD

DIRECCIN

: AV LOS EDUCADORES 563 AAHH JUSTICIA PAZ Y VIDA

MIEMBRO DE MESA

: NO