Im just curious, has anyone ever taken the butterfly valves out of the mevi to see what it would do powerwise. To me it would seem like it would make it more freeflowing using both paths. If i get mine ported and polished along with the intake ports, i might check and see what it would do. Let me know what you guys think.

 

the point of the variable intake is to make a crude form of forced induction.

When the valves close, the air is forced backwards, then bounces, and heads back towards the valves.

The dual tracks allows the intake runners to be of perfect length for two specific RPM's, where the air is "forced" into the cylinder, providing a weak form of boost for the most power at those two rpms.

Removing it would completely erase the entire purpose of the VI

 

Or you could ust zip tie the butterfly valves open. This is like taking them out.

Mooney

 

Removing them is the same thing as just keeping it open all the time. You lose a ton of midrange power is what happens.

 

MEVI is a single runner, just like stock, with an extra chamber that uses dynamic supercharging to aid in power.

 

Could somebody briefly explain what the difference is between a Mevi and an 00vi versus stock? Price and performance

 

yeah, i havent really opened it up and looked to see if there was any diff to taking the valves out and leaving them open. If that is the case i guess i have my answer. I do understand forcing the air into the intake ports with its design and the use of only one set of runners with an extra chamber, i just figured id ask cause i thought maybe it would free up the internals of it and maybe create something new.

 

i second that motion...

 

MEVI - direct bolt on with directions. More expensive. Less power.
00VI - fabrication of adapters necessary. Many many different ways to do it (EGR, IACV, TB, IMs, etc.). Can be cheaper than the MEVI depending on which route you take. Makes more power than the MEVI at all points with no midrange loss.

 

Removing the butterfly valves will result in a 20-25 lb torque loss till 5K rpm's. Not something you want to do. Trust me, I have dyno graphs.

 

Can you post the dyno graphs or a link to them? I don't doubt you, just would like to see them. So if I have my RPM switch set a 4600RPM, I'd be loosing torque? It feels fine for me like this.

Mooney

 

The blue line is the MEVI zip tied open, as in removing the butterfly valve. The red is with the butterfly valves closed but not opening (manfunctioning vacuum system). disregard the blue line above 5.5K rpm's, I had other issues. But this shows you the difference between the butterfly valves open and closed in the lower rpm's.

 

Yes, that is much too early of an engagement point. I am surprised you can't feel it, but you are definately not getting your full power with a 4.6K activation point.

 

Thanks for the help. My friend said the best activation point was 4.6K, and right after I changed it the car felt the best. Well I guess I'll change it to 5.2K.

Mooney

 

well thats good to know so i dont go and try it. The mevi is basically in preparaetion for a turbo so that i can use it to lower hp for traction and gain some more in the high end so she doesnt choke like stock. Thats my motive cause i know it really serves no purpose to put one on unless you have the rainsed rev limit.

 

can someone also tell me how to simply wire and program the harlan system for the mevi. Mine was bought off someone else and came with no directions and im really shootin in the dark with the wiring. Most of the how-to's are either long gone or vauge on the subject and its making it rather difficult.