Mitsubishi Motors has developed a completely new engine system with an improved starting system and fuel-saving technology. This is a 4j10 MIVEC engine equipped with an innovative GDS phase electrical control system.

The birth of a new engine installation

ATTENTION! Found a completely simple way to reduce fuel consumption! Don't believe? An auto mechanic with 15 years of experience also did not believe until he tried it. And now he saves 35,000 rubles a year on gasoline!

The super engine is assembled at the SPP plant. Its implementation on the company's car models will be carried out sequentially. "Innovative technologies - new challenges," the company's administration officially announced, hinting that soon most of the new cars will be equipped with engines of this type. In the meantime, 4j10 MIVEC is provided only for Lancer and ACX.

Operation showed that cars began to consume 12 percent less fuel than before. This is a big success.

The impetus for the introduction of innovation was a special program, which is the main part of the main business plan of the corporation called "Jump 2013". According to it, MM plans to achieve not only a reduction in fuel consumption, but also an environmental improvement - up to 25% reduction in CO2 emissions. However, this is not the limit - the idea of ​​​​development of Mitsubishi Motors by 2020 implies a reduction in emissions by 50%.

As part of these tasks, the company is actively engaged in innovative technologies, implements them, and tests them. The process is ongoing. As far as possible, the number of cars equipped with a clean diesel engine is increasing. Improvements are also being made to gasoline engines. At the same time, MM is working on the introduction of electric cars and hybrids.

Engine Description

Now for 4j10 MIVEC in more detail. The volume of this engine is 1.8 liters, it has an all-aluminum block of 4 cylinders. The motor has 16 valves, there is only one camshaft - it is located in the upper part of the block.

The motor unit is equipped with a new generation of hydraulic distribution system, which continuously regulates the inlet valve lift, phase and time of its opening. Thanks to these innovations, stable combustion is ensured and friction between the piston and cylinders is reduced. In addition, this is an excellent option for saving fuel without losing traction.

The new 4j10 engine received a lot of feedback from Lancer and ACX car owners. We recommend that you study them before drawing conclusions regarding the advantages or disadvantages of the new motor.

Engine volume, cc	1798
Maximum power, hp	139
CO2 emissions, g/km	151 - 161
Cylinder diameter, mm	86
Add. engine information	Distributed injection ECI-MULTI
Fuel used	Gasoline Regular (AI-92, AI-95)
Number of valves per cylinder	4
Maximum power, hp (kW) at rpm	139 (102) / 6000
Maximum torque, N * m (kg * m) at rpm.	172 (18) / 4200
The mechanism for changing the volume of cylinders	No
Fuel consumption, l/100 km	5.9 - 6.9
Start-stop system	Yes
Compression ratio	10.7
engine's type	4-cylinder, SOHC
Piston stroke, mm	77.4

MIVEC Technology

The first time MM installed a new electrically controlled GDS phase system on engines was in 1992. This was done with the intention of increasing the performance of the internal combustion engine at any speed. The innovation was successful - since then the company began to implement the MIVEC system systematically. What has been achieved: real fuel savings and a reduction in CO2 emissions. But this is not the main thing. The motor did not lose its power, remained the same.

Note that until recently the company used two MIVEC systems:

• a system with the ability to increase the valve lift parameter and control the opening duration (this allows you to control according to a change in the speed of rotation of the internal combustion engine);
• a system that monitors regularly.

The 4j10 engine uses a completely new type of MIVEC system that combines the advantages of both systems.. This is a general mechanism that makes it possible to change the position of the height of the valve and the duration of its opening. At the same time, control is carried out regularly, at all stages of the operation of the internal combustion engine. The result is an optimal control over the operation of the valves, which automatically reduces the losses of a conventional pump.

The new advanced system can work effectively in engines with a single overhead camshaft, which allows to reduce the weight of the engine and its dimensions. The number of related parts is reduced to achieve compactness.

Auto stop&go

This is a system for automatically turning off the engine during short stops - when the car is standing under traffic lights. What does it give? Allows significant fuel savings. Today, Lancer and ACX cars are equipped with such a function - the result is beyond praise.

Both systems - Auto Stop & Go and MIVEC significantly increase the technical capabilities of the engine. It starts up faster, starts well, shows amazing smoothness in all modes. But the most important thing is that less fuel is consumed, both under normal driving conditions and during maneuvers, restarts, and overtaking. This is the merit of innovative technology - a low valve lift is maintained during the operation of the internal combustion engine. Thanks to the Auto Stop & Go system, braking forces are controlled during the shutdown of the engine system, which allows you to stop the car on slopes without worrying about its involuntary rolling.

A fly in the ointment

Japanese engines, however, like German ones, are famous for their high quality and reliability. They have become a kind of standard proclaiming the triumph of advanced technologies. The introduction of the new 4j10 is a clear proof of this.

Not only the newest installations produced by the MM corporation are popular, but also the old ones that are in demand. This is due to the fact that outside of Japan, the Mitsubishi concern cooperates with the best companies for the production of spare parts.

For the most part, Japanese-made motors are compact. This is due to the priority direction of the company, aimed at the production of small cars. Most of all in the line of 4-cylinder units.

However, unfortunately, the design of cars equipped with Japanese engines does not adapt well to the quality of Russian fuel (4j10 is no exception). Broken roads, which are still in large numbers in the vast country, also make their black contribution. In addition, our drivers do not drive carefully, they are used to saving on good (expensive) fuel and oil. All this makes itself felt - after a few years of operation, it becomes necessary to overhaul the engine, which cannot be called a low-cost procedure.

So, what prevents the correct operation of Japanese motor installations in the first place.

• Filling the system with inexpensive low quality oil kills the engine like a bullet fired from a machine gun. Attractive at first glance, savings have a detrimental effect on the technical characteristics of motors. First of all, poor-quality lubricant spoils the valve lifters, which quickly become clogged with waste products.
• Spark plug. For the smooth functioning of the engine, it is necessary to complete it exclusively with original elements. The use of cheap analogues easily leads to breakdown of armored wires. Therefore, regular updating of wiring with original components is a prerequisite.
• Injector clogging is also caused by the use of low-quality fuel.

If you own a Mitsubishi car equipped with a 4j10 engine, be on the lookout! Carry out a technical inspection in a timely manner, use only original and high-quality consumables.

The efficiency of an internal combustion engine often depends on the process of gas exchange, that is, filling the air-fuel mixture and removing exhaust gases. As we already know, the timing (gas distribution mechanism) is engaged in this, if you correctly and “finely” adjust it to certain speeds, you can achieve very good results in efficiency. Engineers have been struggling with this problem for a long time, it can be solved in various ways, for example, by acting on the valves themselves or by turning the camshafts ...

In order for the internal combustion engine valves to always work correctly and not be subject to wear, at first simply “pushers” appeared, then, but this turned out to be not enough, so manufacturers began to introduce so-called “phase shifters” on camshafts.

Why are phase shifters needed at all?

To understand what phase shifters are and why they are needed, read useful information first. The thing is that the engine does not work the same at different speeds. For idle and not high speeds, "narrow phases" are ideal, and for high - "wide".

narrow phases - if the crankshaft rotates "slowly" (idling), then the volume and speed of exhaust gases are also small. It is here that it is ideal to use “narrow” phases, as well as minimal “overlap” (the time of simultaneous opening of the intake and exhaust valves) - the new mixture is not pushed into the exhaust manifold, through the open exhaust valve, but, accordingly, the exhaust gases (almost) do not pass into the intake . It's the perfect combination. If, however, “phasing” is made wider, precisely at low rotations of the crankshaft, then “working out” can mix with incoming new gases, thereby reducing its quality indicators, which will definitely reduce power (the motor will become unstable or even stall).

Wide phases - when the speed increases, the volume and speed of the pumped gases increase accordingly. Here it is already important to blow out the cylinders faster (from mining) and quickly drive the incoming mixture into them, the phases should be “wide”.

Of course, the usual camshaft leads the discoveries, namely its “cams” ​​(kind of eccentrics), it has two ends - one is as if sharp, it stands out, the other is simply made in a semicircle. If the end is sharp, then the maximum opening occurs, if it is rounded (on the other hand) - the maximum closure.

BUT regular camshafts have NO phase adjustment, that is, they cannot expand or make them narrower, yet engineers set average indicators - something between power and efficiency. If you fill up the shafts to one side, then the efficiency or economy of the engine will drop. “Narrow” phases will not allow the internal combustion engine to develop maximum power, but “wide” phases will not work normally at low speeds.

That would be regulated depending on the speed! This was invented - in fact, this is the phase control system, SIMPLY - PHASE SHIFTER.

Principle of operation

Now we will not go deep, our task is to understand how they work. Actually, a conventional camshaft at the end has a timing gear, which in turn is connected to.

The camshaft with a phase shifter at the end has a slightly different, modified design. Here are two "hydro" or electrically controlled clutches, which on the one hand are also engaged with the timing drive, and on the other hand with the shafts. Under the influence of hydraulics or electronics (there are special mechanisms), shifts can occur inside this clutch, so it can turn a little, thereby changing the opening or closing of the valves.

It should be noted that the phase shifter is not always installed on two camshafts at once, it happens that one is on the intake or exhaust, and on the second it’s just a regular gear.

As usual, the process is managed, which collects data from various ones, such as the position of the crankshaft, hall, engine speed, speed, etc.

Now I suggest that you consider the basic designs of such mechanisms (I think this will clear up your mind more).

VVT (Variable Valve Timing), KIA-Hyundai (CVVT), Toyota (VVT-i), Honda (VTC)

One of the first to offer to rotate the crankshaft (relative to the initial position), Volkswagen, with its VVT system (many other manufacturers built their systems on its basis)

What does it include:

Phase shifters (hydraulic), mounted on the intake and exhaust shafts. They are connected to the engine lubrication system (actually, this oil is pumped into them).

If you disassemble the clutch, then inside there is a special sprocket of the outer case, which is fixedly connected to the rotor shaft. The housing and rotor can move relative to each other when pumping oil.

The mechanism is fixed in the head of the block, it has channels for supplying oil to both clutches, flows are controlled by two electro-hydraulic distributors. By the way, they are also fixed on the block head housing.

In addition to these distributors, there are many sensors in the system - crankshaft frequency, engine load, coolant temperature, position of the camshafts and crankshafts. When you need to turn to correct the phases (for example, high or low speeds), the ECU, reading the data, instructs the distributors to supply oil to the couplings, they open and the oil pressure begins to pump up the phase shifters (thus they turn in the right direction).

Idling - rotation occurs in such a way that the “inlet” camshaft provides a later opening and later closing of the valves, and the “exhaust” turns so that the valve closes much earlier before the piston approaches top dead center.

It turns out that the amount of the used mixture is reduced almost to a minimum, and it practically does not interfere with the intake stroke, this favorably affects the operation of the engine at idle, its stability and uniformity.

Medium and high rpm - here the task is to give out maximum power, so the "turning" occurs in such a way as to delay the opening of the exhaust valves. Thus, the gas pressure remains on the stroke stroke. Inlet, in turn, open after reaching the top dead center (TDC) of the piston, and close after BDC. Thus, we kind of get the dynamic effect of “recharging” the engine cylinders, which brings with it an increase in power.

Max Torque - as it becomes clear, we need to fill the cylinders as much as possible. To do this, you need to open the intake valves much earlier and, accordingly, close the intake valves much later, save the mixture inside and prevent it from escaping back into the intake manifold. "Graduation", in turn, are closed with some lead to TDC in order to leave a slight pressure in the cylinder. I think this is understandable.

Thus, many similar systems are currently operating, of which the most common are Renault (VCP), BMW (VANOS / Double VANOS), KIA-Hyundai (CVVT), Toyota (VVT-i), Honda (VTC).

BUT these are not ideal either, they can only shift the phases in one direction or another, but they cannot really "narrow" or "expand" them. Therefore, more advanced systems are now beginning to appear.

Honda (VTEC), Toyota (VVTL-i), Mitsubishi (MIVEC), Kia (CVVL)

To further control the valve lift, even more advanced systems were created, but the ancestor was HONDA, with its own motor VTEC(Variable Valve Timing and Lift Electronic Control). The bottom line is that in addition to changing the phases, this system can raise the valves more, thereby improving the filling of the cylinders or the removal of exhaust gases. HONDA is now using the third generation of such motors, which have absorbed both VTC (phase shifters) and VTEC (valve lift) systems at once, and now it is called - DOHC i- VTEC .

The system is even more complex, it has advanced camshafts that have combined cams. Two conventional ones on the edges that press the rocker arms in normal mode and a middle, more extended cam (high profile) that turns on and presses the valves after, say, 5500 rpm. This design is available for each pair of valves and rocker arms.

How does it work VTEC? Up to about 5500 rpm, the motor operates normally, using only the VTC system (that is, it turns the phase shifters). The middle cam, as it were, is not closed with the other two at the edges, it simply rotates into an empty one. And when high speeds are reached, the ECU gives the order to turn on the VTEC system, oil begins to be pumped in and a special pin is pushed forward, this allows you to close all three “cams” ​​at once, the highest profile starts to work - now it is he who presses a pair of valves for which it is designed Group. Thus, the valve drops much more, which allows you to additionally fill the cylinders with a new working mixture and divert a larger amount of "working out".

It is worth noting that VTEC is on both the intake and exhaust shafts, this gives a real advantage and an increase in power at high speeds. An increase of about 5-7% is a very good indicator.

It is worth noting, although HONDA was the first, now similar systems are used on many cars, such as Toyota (VVTL-i), Mitsubishi (MIVEC), Kia (CVVL). Sometimes, as for example in the Kia G4NA engines, a valve lift is used on only one camshaft (here only on the intake).

BUT this design also has its drawbacks, and the most important is the stepwise inclusion in the work, that is, eat up to 5000 - 5500 and then you feel (the fifth point) the inclusion, sometimes as a push, that is, there is no smoothness, but I would like to!

Soft start or Fiat (MultiAir), BMW (Valvetronic), Nissan (VVEL), Toyota (Valvematic)

If you want smoothness, please, and here the first company in development was (drum roll) - FIAT. Who would have thought they were the first to create the MultiAir system, it is even more complex, but more accurate.

“Smooth operation” is applied here on the intake valves, and there is no camshaft here at all. It was preserved only on the exhaust part, but it also has an effect on the intake (probably confused, but I will try to explain).

Principle of operation. As I said, there is one shaft here, and it controls both the intake and exhaust valves. HOWEVER, if it affects the “exhaust” mechanically (that is, it is trite through the cams), then the inlet effect is transmitted through a special electro-hydraulic system. On the shaft (for intake) there is something like “cams” ​​that do not press the valves themselves, but the pistons, and they transmit orders through the solenoid valve to the working hydraulic cylinders to open or close. Thus, it is possible to achieve the desired opening in a certain period of time and revolutions. At low speeds, narrow phases, at high - wide, and the valve extends to the desired height, because here everything is controlled by hydraulics or electrical signals.

This allows you to make a smooth start depending on the engine speed. Now many manufacturers also have such developments, such as BMW (Valvetronic), Nissan (VVEL), Toyota (Valvematic). But these systems are not perfect to the end, what is wrong again? Actually, here again there is a timing drive (which takes about 5% of the power), there is a camshaft and a throttle valve, this again takes a lot of energy, respectively, steals efficiency, it would be nice to refuse them.

Complexity

Pit / Trestle

30 min - 1 h

Tools (for 4B12/4B11 engines):

• screw jack
• balloon wrench
• Screwdriver flat medium
• Ratchet wrench
• Extension (with cardan)
• Head 10 mm
• Head 12 mm
• Straight ring wrench 16 mm
• torque wrench
• Marker
• Hex wrench for fixing the tensioner (or pin)
• Tester
• Wheel chock (shoe)
• Knife (or scissors)

Tools (for 6B31 engine):

• 10 mm bent box wrench

Parts and consumables:

• Oil control solenoid valve MIVEC 1028A021 / 1028A109 intake camshaft (for 4B12 and 4B11 engines, if required)

• Oil control solenoid valve MIVEC 1028A022 / 1028A110 exhaust camshaft (for 4B12 and 4B11 engines, if required)

• MIVEC 1028A053 oil control solenoid valve for exhaust camshaft (for 6B31 engine, if required)

• Oil control valve O-ring MN163682 - 2 pcs. (for 4B12 and 4B11 engines)

• O-ring gasket for oil control valve 1748A002 - 2 pcs. (for 6B31 engine)

• Engine oil
• wires
• Insulating tape
• Rope or wire (for 4B12/4B11 engines)

Notes:

Mitsubushi MIVEC (Mitsubishi Innovative Valve timing Electronic Control system) for 4B12 and 4B11 engines allows you to smoothly change the valve timing in accordance with the operating conditions of the engine. This is achieved by rotating the intake camshaft relative to the exhaust shaft in the range of 25° (crank angle) for the 4B11 engine or 40° (crank angle) for the 4V12 engine and rotating the exhaust camshaft relative to the intake shaft in the range 20 ° (according to the angle of rotation of the crankshaft).
As a result, the moment of the beginning of the opening of the intake valves and the closing of the exhaust valves changes, and, consequently, the value of the "overlapping" time (that is, the time when the exhaust valve is not yet closed, and the intake valve is already open) changes up to its exclusion (zero value).
The Mitsubishi MIVEC system is controlled by an oil control solenoid valve (OCV - Oil Control Valve).
At the signal of the engine control unit, the electromagnet moves the main spool through the plunger, bypassing the oil coming from the engine lubrication system line in one direction or another.
In the event of a malfunction, the system control will be disabled and the camshaft angle will be set to correspond to the latest start of the intake valves opening (maximum lag angle) and the earliest start of exhaust valve closing (minimum lag angle).

Mitsubushi MIVEC system (Mitsubishi Innovative Valve timing Electronic Control - a system for changing the valve opening value) of the 6B31 engine regulates the opening of the intake valves depending on the number of revolutions of the crankshaft. This system allows you to set the optimal amount of valve opening for each moment of engine operation, which allows you to achieve increased power, better fuel efficiency and less toxicity of exhaust gases.
The main elements of the MIVEC system are a camshaft with three cams per pair of valves and rocker arms with rollers running around each camshaft cam. At low engine speeds, each low cam rocker runs around its cam profile. At the same time, the opening of the intake valves is minimal. At high speed, the solenoid valve supplies oil to the channel of the intake rocker shaft. Plungers move under pressure inside the rocker bushings. Each plunger fits into the gap between the high cam rocker toe and the low cam rocker. The kinematic chain is closed, and both rocker arms begin to work along the profile of the high cam. As a result, the valve stroke increases, the filling of the cylinders improves and the engine develops more power.
The controls for the MIVEC intake valve adjustment system are located at the rear of the cylinder head.
In the event of a malfunction of the MIVEC system, its control stops and the gas distribution mechanism operates according to the usual classical scheme.

1. Disconnect the wire from the negative battery terminal.

2. Remove the decorative engine cover as described.

3. (4B12/4B11 engines) Remove the engine accessory drive belt as described.

4. (4B12/4B11 engines) Remove the power steering pump assembly from its bracket with the hoses attached (shown with engine removed for clarity).

Note:

After removal, use a wire or rope to hang the power steering pump assembly with hoses on the body in a place where they will not interfere with the removal and installation of other parts.
It may be possible to remove the intake valve MIVEC valve bolt without removing the accessory drive belt and power steering pump.

5.1. (engines 4B12 / 4B11) Squeezing the clamps of the wiring block, disconnect it from the connector of the oil control solenoid valve on the side of the exhaust valves and unscrew its fastening bolt using a 10 mm socket (see the first photo below). Do the same with the inlet valve (see second photo below).

5.2. (engine 6B31) Squeezing the clamps of the wiring harness, disconnect it from the connector of the oil control solenoid valve and unscrew the bolt securing it to the cylinder head using a 10 mm socket.

6. Remove the valve(s) with O-ring from the cylinder head.

8. To test a MIVEC valve, connect a tester in ohmmeter mode to the valve terminals. Valve resistance at 20°C should be 6.75 - 8.25 ohms.

9. Apply battery voltage to the valve terminals and check that the valve spool moves.

10. Apply a small amount of engine oil to the O-ring and install it to the oil control valve.

Note:

Use only new O-rings for valves.
To prevent damage to the ring gasket, wrap protective tape around the working part of the solenoid valve, on which the oil passages are located, before installation.

11. Install the solenoid valve(s) to the cylinder head.

12. Tighten the valve(s) mounting bolts to a nominal torque of 11 ± 1 Nm.

13. Install all removed parts on the Outlander HL engine in the reverse order of removal.

The article is missing:

• Tool photo
• Photo of parts and consumables

On this topic, I will begin my reasoning, of course, with the Honda electronic variable valve timing system, called VTEC ( Variable Valve Timing and Lift Electronic Control ), in order to express my respect and admiration for Honda engineers and their offspring, which is still widely used, modified and improved to this day!

The integration of the VTEC system began back in 1989, which marked the appearance on the domestic Japanese market of a motor (yes, it was a motor, because thanks to this system, the maximum efficiency from the engine was achieved with its minimum volume) B16A - 1.6 liters, power 163 hp, and for that time is a breakthrough!)

This modification of the engine has a DOHC VTEC signature - this tells us that the engine has two camshafts, for intake and exhaust valves, respectively, 4 valves per cylinder.

Each pair of valves works with a group of three cams, which is a special design. Therefore, each group of three cams is occupied by a separate pair of cams. And because we are discussing a 4-cylinder, 16-valve engine, then there will be 8 such groups.

Two cams are located on the outer sides of the group - they are responsible for the action of the valves at low speeds.

Two cams are located on the inner sides of the group - they directly contact the valves and lower them with the help of rockers (rocker arms).

The middle cam (one of the features of VTEC) - at low revs, although it would be more correct to say, up to a certain point, it rotates at idle and also at idle on its rocker.

What do we get as a result:

A pair of intake and exhaust valves, which are opened by the corresponding cams, provides an economical engine operation at low crankshaft speeds.

But what is our average fist, why is it needed?))

But the middle cam begins to act when the camshaft speed increases (for a Honda, this moment usually occurs when the crankshaft speed exceeds 5000 Rpm).

All three rocker arms (a rocker arm for a pair of valves + a special rocker arm not used at low speeds) have special holes into which a metal rod is driven by high oil pressure. Oil access to the rod is carried out by opening an electric valve, which in turn opens at the command of the computer, indicating sufficient oil pressure))) In bent). In short .. the previously resting (at low speeds) middle cam comes into operation, which in turn has a more oblong shape and is closed by a driven rod, makes all three rocker arms, and hence all valves (4) fall lower and remain open for a longer period of time .

For understanding - the engine starts to choke better, gets a richer mixture and thus develops more freely, maintains high torque and good power, when a certain high speed is reached!)

Mitsubishi Innovative Valve timing Electronic Control system - as the name implies, this electronic control system for gas distribution and valve lift belongs to Mitsubishi, which is no less rich in engineering heritage and is innovative.

System MIVEC provides two valve modes:

1. Low speed - two valves of the same group have different lift, which helps to stabilize combustion, reduce fuel consumption, reduce emissions and increase torque.

2. High-speed - an increase in the opening time of the valves and the height of their rise, thereby increasing the volume of intake and exhaust of the fuel-air mixture.

Distinctive design features:

For each cylinder, there is a specific valve mechanism, which includes:

1. Low profile cam and matching rocker for one valve.

2. Medium profile cam and matching rocker for another valve.

3. High profile cam located between medium and low cam (like VTEC but...).

4. T-arm which is integral with the high profile cam.

A certain similarity between VTEC and MIVEC lies in the fact that there are elements that are unused until a certain point. In the case of the MIVEC, this is a T-arm that moves without any impact on the rockers at a relatively low engine speed. Upon reaching a predetermined number of crankshaft revolutions (3500 rpm), and as a result, an increase in oil pressure in the system, which in turn begins to hydraulically act on the pistons located in the rocker arms. This closes the T-arm, which begins to put pressure on all the rocker arms and as a result we get high-profile cam control of the valves (because the T-arm is one with the High Profile Cam).

A distinctive feature of the MIVEC system is that in the range of operation of low-speed cams, the supply of a fuel-air mixture to the cylinders ensures high combustion stability thereof. + Exhaust gas recirculation also contributes to lower fuel consumption.

Another distinguishing feature is the sequential inclusion of high-speed mode profiles, because. in the MIVEC system, there are no mechanisms for temporary switching of cam profiles, and this in turn provides the entire system with good wear resistance.

IMHO:

As a result, it turns out that the MIVEC system can boast of its environmental friendliness, economy (in a wide range of revolutions), and at the same time, the herd, even modest in volume motors, does not bear any special losses!))

Honda's VTEC has a much simpler design, which means, like everything ingenious, it has higher wear resistance and is capable of delivering higher efficiency, which in turn is expressed, for example, in higher acceleration dynamics, because. upon reaching 5000 rpm, the engine wakes up, at this time sleeping, half of the herd)). + you can’t miss the fact that when you don’t exceed the five thousandth speed barrier, the motor consumes fuel, like a regular standard 1.6)))

Conclusion:

Criteria such as More "sport", with comparative savings, both systems meet.

Mode	Effect	Power	Saving	Ecology (cold start)
low rpm	Improving combustion stability by reducing internal EGR	+	+	+
	Improving combustion stability through accelerated injection		+	+
	Friction minimization through low valve lift		+
	Increase volume return by improving mixture atomization	+
High RPM	Increasing returns on volume through the effect of dynamic rarefaction	+
	Increase volume return with high valve lift	+

MIVEC system design

Below is a single camshaft (SOHC) engine, the MIVEC design for which is more complicated than for a double camshaft (DOHC) engine, since mikedVSmiked intermediate shafts (rocker arms) are used to control the valves.

The valve mechanism for each cylinder includes:

• "low-profile cam" (low-lift) and corresponding rocker rocker for one valve;
• “medium-lift” cam and matching rocker arm for another valve;
• "high-profile cam" (high-lift), which is centrally located between the low and medium cam;
• A T-arm that is integral with the "high profile cam".

At low RPM, the T-arm wing moves without any impact on the rockers; the intake valves are respectively controlled by low and medium profile cams. At 3500 rpm, the pistons in the rocker arms are shifted hydraulically (oil pressure) so that the T-arm presses on both rockers and both valves are thus controlled by a high profile cam.

How it works

In Japanese, but extremely clear. The principle of operation of the MIVEC MD rocker differs from the usual 2-circuit rocker with the ability to turn off the control paws altogether, thereby making it possible to drive on 2 cylinders without MIVEC. This is done to save fuel and only works when MIVEC is off and the throttle is not open much. The last MIVEC MD rolled off the production line in 1996 and was only fitted to CK bodies.

According to the reviews of owners in Russia, MIVEC is quite capricious about the quality of oil and gasoline, does not like the wear of the BPG (of course).

What is MIVEC for?

Initially, MIVEC was created to increase the specific power of the engine due to the following effects:

• release resistance reduction = 1.5%;
• mixture feed acceleration = 2.5%;
• displacement increase = 1.0%;
• valve lift control = 8.0%

The total increase in power should be about 13%. But it suddenly turned out that MIVEC also saves fuel, improves environmental performance and engine stability:

• At low speeds, fuel consumption is reduced by a low-enrichment mixture and exhaust gas recirculation (EGR). At the same time, according to Mitsubishi marketers, MIVEC allows you to deplete the mixture in terms of the air / fuel ratio by one more unit (up to 18.5) with better efficiency indicators.
• During a cold start, the system provides a lean mixture and later ignition, warms up the catalyst faster.
• To reduce low rpm losses caused by exhaust system drag, a dual exhaust manifold including a front catalytic converter has been adopted. This made it possible to achieve emission reductions of up to 75% by Japanese standards.

MIVEC technology is included in at least the following MMC engines: 3A91, 3B20, 4A90, 4A91, 4A92, 4B10, 4B11, 4B12, 4G15, 4G69, 4J10, 4N13, 6B31, 6G75, 4G19, 4G92, 4G63T, 6G72, 6A12, 6A12 .