It is there, but it doesn't make the engine an Atkinson Cycle motor "technically" which is why they won't tell you it's an Atkinson motor. It does however utilize effects that could be called Atkinson like.
A lot of manufacturers are moving to VCT doing the exact same thing. They probably don't brag about it because its not anything super new.
I'll use numbers from the Ecoboost Mustang for example, as its what I'm most familiar with
IVO is 371* ATDC (TDC being top of power cycle). This puts it into the intake cycle. Default IVC is 607* ATDC, and this is solidly in the compression stroke (which starts at 540*).
The intake cam can be advanced up to 50*, changing IVO to 321* and IVC to 557*.
557* is still in the compression stroke. You still have a slight amount of reversion that occurs. This is normal, and pretty much every car out there has an IVC into the compression stroke. This strategy is common, and is called the LIVC Strategy "Late Intake Valve Closing". Its common in part load situations for efficiency. The goal is to reduce pumping losses as much as you can, and to do this you want
less manifold vacuum. To see why, you need to look at the PV Diagram for an engine. You can read about this stuff here:
http://www.mechadyne-int.com/vva-ref...sses-si-engine
This means you always have some air "pushing back" or reverting into the intake manifold.
Via this patent:
http://www.google.com/patents/US20130111900 you can see Ford actually tracks this with their VE system.
LIVC has been a common trend for quite a while because of the efficiency benefits. On the Ecoboost Mustang, you actually see the intake cam park at 0* during normal driving part load, and you'll actually see the exhaust cam retard instead of the intake cam moving. This increases part throttle overlap, which helps lower pumping losses as you're manifold doesn't have as much vacuum to perform work against, as well as increase in-cylinder EGR for better emissions. You will be hard pressed to find a single motor that doesn't have LIVC. Pretty much every motor ever uses it because an idealist motor with perfect closing right at the start of Compression has quite high pumping losses.
And yes, this means you change the effective compression ratio, and yes, that means the net effect on the motor is just like an Atkinson motor, having a larger expansion ratio than it does a compression ratio. However, this doesn't make the engine an "Atkinson Cycle" motor. The true Atkinson cycle motor has a shorter intake stroke than it does power stroke. To complicate things, if you add "boost" to this like a supercharger or turbocharger, now you technically have a "Miller Cycle" motor. So while the Coyote would be "Atkinson", the Ecoboost would be "Miller". However, this doesn't necessarily make the motor a set Atkinson/Miller cycle motor. Typically, you only call a motor that if they're actually of that design. Atkinson/Miller motors have variable intake stroke vs exhaust stroke. Technically, we don't have that, we just have variable compression ratios. This is the "Modern Atkinson Cycle".
The nomenclature however is unimportant. Your goal is to reduce pumping losses. To that effect, you will find it difficult. The whole reason for these systems on vehicles in the first place is efficiency. The "Optimum Power" mode is just a benefit they can take advantage of, but the tighter CAFE standards is why even a base model Fiesta has Ti-VCT.
Second, on IMRC, IMRC isn't about reducing this effect. IMRC is to address a different problem. At low RPM and airflow, you have lower flow velocities, which is actually detrimental to combustion efficiency. You need tumble and swirl, and you're lacking this at low velocities. Similar to the "TGV" in Subaru land, you have the IMRC which is designed to increase tumble in the airflow. You actually create a restriction in the intake runner, which causes the velocity to be higher in that local area, and when it diffuses out at the other end you get a nice turbulent tumble pattern. This means more efficiency, which can bump your part throttle response and power in these conditions.