AIM OF DEVELOPMENT


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Vehicle Outline


Exterior design

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Interior design

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Engine

•  SKYACTIV-G 2.5 and SKYACTIV-D 2.2 have been adopted.
Engine mechanical (SKYACTIV-G 2.5)
•  For SKYACTIV-G 2.5, the following is performed to lower fuel consumption.
―  Improvement of mechanical resistance loss
•  Narrowed down crankshaft journal
•  Optimized piston skirt shape
•  Lowered piston ring tension
•  Roller follower adopted
•  Reduction of valve spring load
•  Stabilization of timing chain behavior
•  Optimized engine coolant passage
•  Optimized water pump impeller shape
•  Lowered drive belt tension
•  Optimized oil passage
•  Optimized oil pump shape
•  Oil pump discharging pressure control has been adopted.
―  Improvement of pumping loss
•  Variable valve timing mechanism has been adopted on both sides of intake and exhaust.
―  Cooling loss improvement
•  Coolant control valve adopted
•  Optimized engine coolant passage
Engine mechanical (SKYACTIV-D 2.2)
•  For SKYACTIV-D 2.2, the following is performed to lower fuel consumption.
―  Low compression ratio
•  Combustion efficiency by lower compression ration (14.4)
―  Weight reductions
•  Aluminum alloy cylinder block adopted
•  Exhaust manifold integrated cylinder heads adopted
―  Weight reduction and mechanical resistance loss improvements
•  Piston shape optimized
•  Narrowed down crankshaft journal
Engine control (SKYACTIV-G 2.5)
•  L-jetronic*1 and D-jetronic*2 type detectors have been combined for intake air amount detection, improving the accuracy of the intake air amount measurement.
―  MAF sensor adopted
―  MAP sensor adopted
―  IAT sensor No.1 and No.2 adopted
•  Valve timing control has been adopted on both sides of the intake and exhaust, improving fuel economy and emission performance.
Intake side: Electric variable valve timing control
―  Intake CMP sensor adopted
―  Electric variable valve timing motor/driver adopted
―  Electric variable valve timing motor/driver adopted
Exhaust side: Hydraulic variable valve timing control
―  Exhaust CMP sensor adopted
•  Engine oil variable control has been adopted reducing engine load.
―  Engine oil solenoid valve adopted
•  The engine coolant control valve adjusts the engine coolant control valve opening angle and supplies engine coolant to the appropriate engine coolant passage according to the changes in the engine coolant temperature.
•  Further engine warming has been promoted by blocking each water passage while the engine is cool.
―  Coolant control valve adopted
•  DC-DC converter control has been adopted for improved power supply stability.
―  DC-DC converter adopted
•  With the adoption of fuel pump control, fuel pump power consumption has been reduced, improving fuel economy.
―  Fuel pump control module adopted
•  Generator output control adopted, fuel economy/idling stability improved. (with i-stop system)
―  Current sensor adopted
•  With the adoption of the ion sensor, which detects pre-ignition, engine reliability has been improved.
•  LIN communication has been adopted to the current sensor (with i-stop system) and DC-DC converter for simplified wiring harnesses.
*1  :Measures the intake air amount directly using the MAF sensor.
*2  :Measures the intake air pressure introduced into the cylinder using the MAP sensor and calculates the intake air amount indirectly.
Engine control (SKYACTIV-D 2.2)
•  Two-step boost control has been adopted, realizing low emission, low fuel consumption, high torque, and high response.
―  Variable geometry turbocharger adopted
―  Regulating valve actuator adopted
―  Variable turbine geometry turbocharger actuator adopted
•  An exhaust gas recirculation (EGR) system has been adopted for cleaner exhaust emissions and improved fuel efficiency.
•  i-stop control has been adopted for improved fuel efficiency, reduced exhaust gas emissions, and reduced idling noise.
•  Engine coolant flow volume control has been adopted, realizing low fuel consumption.
―  Coolant control valve adopted
•  Glow control has been adopted to improve engine startability and diesel particulate filter regeneration performance.
―  Glow control module adopted
•  Engine hydraulic pressure switching control has been adopted reducing engine load.
―  Engine oil solenoid valve adopted
•  DC-DC converter control has been adopted for improved power supply stability.
―  DC-DC converter adopted
•  Generator output control adopted, fuel economy/idling stability improved.
―  Current sensor adopted


Suspension

Front suspension
•  A fluid-filled type front lower arm bushing has been adopted.
•  A strut type front suspension has been adopted.
•  For the front / rear crossmembers, the welded flange has been eliminated (flange-less), the cross-section expanded and the connection rigidity of the welded parts improved to achieve both rigidity and light weight.
•  By adopting a 6-point rigid mount-type front crossmember, the force generated from the tires is transmitted directly, and an agile vehicle response in low-to-mid speed range has been realized.
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Rear suspension
•  Multi-link rear suspension has been adopted.
•  For the front /rear crossmembers, the welded flange has been eliminated (flange-less), the cross-section expanded and the connection rigidity of the welded parts improved to achieve both rigidity and light weight.

2WD

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4WD

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Driveline/Axle

•  Unit-design, double angular ball bearings with low rotational resistance have been adopted for the front and rear axles.
•  Unit bearings that require no preload adjustment have been adopted for the front and rear wheels.
•  The following parts have been adopted to reduce vibration and noise:
―  Bell-shaped constant velocity joint has been adopted for the wheel-side joint of the front drive shaft.
―  A tripod-shaped constant velocity joint has been adopted for the differential-side joint of the front drive shaft.
―  For 4WD vehicles, bell-shaped constant velocity joint has been adopted for the wheel-side joint of the rear drive shaft.
―  For 4WD vehicles, a tripod-shaped joint has been adopted for the differential-side constant velocity joint.
―  For 4WD vehicles, 2-part, 1-joint type propeller shaft with middle shaft bearing has been adopted.
•  For 4WD vehicles, the following parts have been adopted to improve off-road mobility and handling stability:
―  Electronic 4WD control system which automatically and optimally controls drive torque distribution for the front and rear wheels.
―  Rear differential which integrates the coupling component to reduce size and weight.
•  Actual fuel economy similar to the 2WD has been realized by minimizing energy loss for the entire i-ACTIV 4WD system.
•  4WD control is performed while coordinating with the G-vectoring control plus. Due to this, handling stability during cornering has been improved. (See G-VECTORING CONTROL PLUS (GVC PLUS) [SKYACTIV-D 2.2].)
•  The off-road traction assist has been adopted to achieve the road handling ability if diagonally opposed wheels lose contact with the ground.
•  Ball bearings/tandem ball bearings with low rolling resistance have been adopted for the inside of the rear differential and transfer.


Brakes

Conventional brake system
•  A DSC HU/CM has been adopted in which the hydraulic unit (HU) and control module (CM) are integrated with a built-in brake fluid pressure sensor.
•  Magnetic encoder type ABS sensor rotors have been adopted.
•  Semiconductor element type ABS wheel-speed sensors have been adopted.
•  The following systems, mechanisms, and functions have been adopted to enhance safety.
―  Intrusion-minimizing brake pedal
―  Antilock brake system (ABS)
―  Electronic brake force distribution (EBD) control
―  Traction control system (TCS)
―  Dynamic stability control (DSC)
―  Roll over mitigation (ROM)
―  Electronic control brake assist
―  Vehicle roll prevention function
―  Hill launch assist (HLA)
―  Secondary collision reduction
―  AUTOHOLD
―  Trailer stability assist (TSA)
•  A vacuum pump has been adopted to compensate for the decrease in intake manifold vacuum applied to the power brake unit caused by the retard intake valve closing.
•  An electric parking brake has been adopted.

Vehicle front side

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Vehicle rear side

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Dynamic stability control (DSC)
•  Electrical brake assist control has been adopted, improving safety.
•  The DSC HU/CM, integrating both the Hydraulic Unit (HU) and Control Module (CM), has been adopted, resulting in a size and weight reduction.
•  An enhanced malfunction diagnosis system, used with the Mazda Modular Diagnostic System (M-MDS), improving serviceability.
•  Serviceability improved by the automatic configuration function.
•  Receives the lateral-G, longitudinal-G, and yaw rate signals between the Sophisticated Air bag Sensor (SAS) control module and the DSC HU/CM via Controller Area Network (CAN) lines instead of the conventional combined sensor.
•  The vehicle roll prevention function, hill launch assist (HLA), roll over mitigation (ROM), secondary collision reduction, trailer stability assist (TSA) have been adopted, improving safety.

Vehicle front side

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Vehicle rear side

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Transmission/Transaxle

FW6A(X)-EL
•  For SKYACTIV-G 2.5, six-speed FW6A(X)-EL automatic transaxle has been adopted.
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GW6A(X)-EL
•  For SKYACTIV-D 2.2, six-speed GW6A(X)-EL automatic transaxle has been adopted.
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Steering

•  A column-assist type Electric Power Steering (EPS) has been adopted.
•  A steering column with tilt/telescoping mechanism has been adopted, allowing fine adjustment of the driving posture.
•  A steering column and shaft with a shock-absorbing mechanism has been adopted.
•  The EPS Control Module (CM) has been integrated with the EPS motor, resulting in a size and weight reduction.
•  Serviceability has been enhanced by enabling high-function malfunction diagnosis using the Mazda Modular Diagnostic System (M-MDS).
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HEATER, VENTILATION AND AIR CONDITIONING

•  A front climate control unit has been adopted with which the airflow temperature setting for the driver and passenger sides can each be adjusted independently.
•  A rear climate control unit with an auto function has been adopted.
•  A front blower motor has been adopted in which the control circuit and motor are integrated and the component parts have been simplified.
•  A sub-cooling type condenser with an integrated condenser and receiver/drier have been adopted.
•  A front/rear climate control unit with built-in the display panel is adopted.


RESTRAINTS

×: Applicable
—: Not applicable

Seat position

Air bag module

Seat belt

Driver-side air bag module

Passenger-side air bag module

Side air bag module

Curtain air bag module

ELR (Emergency Locking Retractor)

Load limiter

ALR (Automatic Locking Retractor)

Front pre-tensioner seat belt

Rear pre-tensioner seat belt

Driver's seat
×
×
×
×
×
×
Passenger's seat
×
×
×
×
×
×
Second-row seat (LH or RH)
×
×
×
×
×
Second-row seat (center)
×
Third-row seat (LH or RH)
×
×


i-ACTIVSENSE

Active safety technology
•  The active safety technology is designed to support safe and assured driving, and to prevent accidents.
•  The active safety technology consists of the following systems.

System
Outline
Reference
Mazda radar cruise control with stop & go function (MRCC with stop & go function)
The Mazda Radar Cruise Control with Stop & Go function (MRCC with Stop & Go function) uses a radar unit to detect a vehicle ahead, and performs headway control to maintain a constant distance from a vehicle ahead without the driver having to depress the accelerator or brake pedal. Additionally, if the vehicle ahead stops during headway control, the vehicle automatically stops and maintains a stopped condition. If the vehicle approaches the vehicle ahead too closely such as when the vehicle ahead is braking suddenly, the system alerts the driver using a warning sound and warning indication.
Distance recognition support system (DRSS)
For the distance recognition support system (DRSS), the radar unit calculates the distance between the vehicle and a vehicle ahead, and displays the distance between the vehicle and a vehicle ahead in the multi-information display.
Adaptive LED headlights
The adaptive LED headlights improve visibility by changing the headlight illumination range depending on the vehicle driving conditions and the surrounding conditions without switching the headlights between HI/LO.
High beam control (HBC) system
The high beam control (HBC) system turns the headlights HI off when the forward sensing camera (FSC) installed to the windshield recognizes a vehicle ahead and when traveling through towns and cities while the vehicle is being driven with the headlights HI turned on. Due to this, blinding of other vehicles from headlight glare is prevented and driver visibility is assured.
Adaptive front lighting system (AFS)
The adaptive front lighting system (AFS) is a system which enhances the range of visibility when the headlights are turned on by pointing the optical axis of the headlights in the direction in which the steering wheel is operated according to the steering operation.
Lane-keep assist system
The lane-keep assist system detects the white lines (yellow lines) of the vehicle lane using the Forward Sensing Camera (FSC) installed to the windshield, and alerts the driver that the vehicle may be deviating from its lane and it provides steering assistance to help the driver stay within the vehicle lanes.
Lane departure warning system (LDWS)
The Lane Departure Warning System (LDWS) recognizes vehicle lane lines on a road using the forward sensing camera (FSC) installed to the windshield, and if the vehicle departs from its lane unbeknownst to the driver, the system alerts the driver of the lane departure using a warning indication and warning sound.
Blind spot monitoring (BSM) system
The blind spot monitoring (BSM) system detects a vehicle in the blind-spot area at the rear of the vehicle to alert the driver of the possible collision with a target vehicle using the BSM indicator light on the outer mirror glass, the rear crossing traffic alert (RCTA) indicator light displayed on the rear view monitor screen, and the blind spot monitoring (BSM) warning alarm.
Driver attention alert system
The driver attention alert system warns the driver using the warning display and sound if it detects the driver's lack of attentiveness.
Traffic sign recognition system (TSR)
The traffic sign recognition system (TSR) provides support for safe driving by displaying traffic signs on the active driving display or by notifying the driver of excessive speed.
360°VIEW MONITOR SYSTEM
The 360°view monitor system is a safety system supporting the driver in all directions to prevent accidents by reducing the driver's blind spots.

Pre-crash safety technology
•  The pre-crash safety technology is designed to assist the driver in averting collisions or reducing their severity in situations where they cannot be avoided.
•  The pre-crash safety technology consists of the following systems.

System
Outline
Reference
Smart Brake Support (SBS)
The Smart Brake Support (SBS) warns the driver using the warning indication in the active driving display or multi-information display and warning alarm sounds when the radar unit, laser sensor and forward sensing camera (FSC) detect an obstruction or vehicle ahead, and if there is the possibility of a collision while the vehicle is driven at 15 km/h {9.3 mph} or more. If the possibility of a collision increases, it operates the brakes automatically to decrease the damage from the possible collision.
Advanced Smart City Brake Support (Advanced SCBS)
With the Advanced Smart City Brake Support (Advanced SCBS) system, if a possible collision with a vehicle ahead or pedestrian is detected while the vehicle is traveling at a low speed, the system applies the brakes automatically to reduce the damage from the collision.
Smart City Brake Support [Reverse] (SCBS R)
With the Smart City Brake Support [Reverse] (SCBS R) system, if a possible collision with vehicles/obstructions while reversing increases due to the driver not confirming the safety, the system applies the brakes automatically to reduce the damage from the collision.