AIM OF DEVELOPMENT


id000000100100


Product Concept

•  A Heart-stirring Crossover of Family Functionality and Self-indulgence

Vehicle Outline


Exterior design

•  Athletic proportions; a sleek cabin coupled with a strong and stable lower body and a planted trapezoidal stance when viewed from the front or rear.
ac9wzn00001673


Interior design

•  Genuine materials—Nappa leather, rosewood and aluminum—combine to create an atmosphere of sophistication and indulgence that appeals to all the senses.
ac9wzn00001674


Engine

•  SKYACTIV-G 2.5T have been adopted.
Engine mechanical
•  For SKYACTIV-G 2.5T, the following has been implemented to lower fuel consumption.
―  Sliding resistance*1 reduction
•  Rocker arm (with built-in needle roller bearing) adopted for cam-contact area
•  Reduced valve spring load
•  Narrowed down crankshaft journal
•  Optimized piston skirt shape
•  Lowered piston ring tension
•  Lowered drive belt tension
•  Suppressed chain tensioner load by stabilized timing chain behavior
•  Oil shower pipe adopted
―  Mechanical resistance loss reduction
•  Optimized oil passage
•  Optimized oil pump shape
•  Engine oil variable control adopted
―  Pumping loss*2 reduction
•  Variable valve timing mechanism adopted on both intake and exhaust sides for fine control of exhaust amount and internal EGR volume
―  Weight reductions
•  Hard-plastic intake manifold adopted
•  Exhaust manifold integrated cylinder head adopted
―  Heat loss reduction
•  Water jacket spacer adopted
―  Cooling loss reduction in early stage of combustion
•  Piston cavity adopted
―  Cooling efficiency improvement
•  Air seal cowl adopted
•  Optimized cooling fan shape
•  Optimized engine coolant passage
•  Optimized water pump impeller shape
―  Combustion efficiency improvement
•  Multiple hole-type fuel injectors adopted
•  High-pressure fuel pump adopted
•  The HLA has been adopted to achieve the maintenance-free valve clearance.
•  4-3-1 type exhaust passages have been adopted to improve the acceleration/environmental performance.
•  L-jetronic*3 and D-jetronic*4 types have been adopted for the intake air amount measurement to achieve stable combustion free from abnormal combustion.
―  MAF sensor adopted
―  MAP sensor adopted
―  IAT sensor No.1 and No.2 adopted
―  Boost pressure sensor and boost air temperature sensor adopted
•  An ejector which can recirculate the evaporative gas in all engine ranges (boost range from non-boost range) has been adopted to improve the emission performance.
•  To improve the fuel economy and emission performance, an electric variable valve timing control has been adopted for the intake side, and a hydraulic variable valve timing control for the exhaust side. The electric type is adopted for the intake side to achieve expanded valve overlap and delayed closing of the intake valve (enlarged intake valve opening angle).
Intake side: Electric variable valve timing control
―  Intake CMP sensor adopted
―  Electric variable valve timing motor/driver adopted
―  Electric variable valve timing relay adopted
Exhaust side: Hydraulic variable valve timing control
―  Exhaust CMP sensor adopted
•  Engine oil variable control has been adopted to reduce the oil pump operation load on the engine.
―  Engine oil solenoid valve adopted
•  With the adoption of fuel pump control, fuel pump power consumption has been reduced to improve fuel economy.
―  Fuel pump control module adopted
•  Boost pressure control has been adopted to improve fuel economy/environmental performance/low-speed torque.
―  Dynamic pressure turbo adopted
•  To decrease generator operation loss, i-ELOOP has been adopted which generates electricity from energy occurring when the vehicle decelerates. (With i-ELOOP) (See: i-ELOOP [i-ELOOP].)
―  DC-DC converter (i-ELOOP) adopted
•  Generator output control has been adopted to improve fuel economy/idling stability.
―  A current sensor adopted (With i-stop system)
•  An exhaust gas recirculation (EGR) system has been adopted to achieve cleaner exhaust emissions and improve fuel economy.
•  To improve engine reliability, an ion sensor has been adopted which detects pre-ignition.
•  LIN communication has been adopted to the current sensor to realize wiring harness simplification. (With i-stop system)
•  i-stop control has been adopted to improve fuel efficiency, and reduce exhaust gas and idling noise. (With i-stop system)
*1  :Resistance (friction force) which occurs when objects slide. The larger the sliding resistance, the greater the energy loss.
*2  :Energy loss due to resistance in each part during intake/exhaust process is called pumping loss.
*3  :The intake air amount is directly detected by measuring the amount of intake air flow using the MAF sensor.
*4  :The intake air amount is detected indirectly by measuring the intake manifold pressure (pressure between downstream of the turbocharger and intake manifold) using the MAP sensor and boost pressure sensor.
Engine control
•  L-jetronic*1 and D-jetronic*2 types have been adopted for the intake air amount measurement to realize stable combustion free from abnormal combustion.
―  MAF sensor adopted
―  MAP sensor adopted
―  IAT sensor No.1 and No.2 adopted
―  Boost pressure sensor and boost air temperature sensor adopted
•  To improve the fuel economy and emission performance, an electric variable valve timing control has been adopted for the intake side, and a hydraulic variable valve timing control for the exhaust side. The electric type is adopted for the intake side to achieve expanded valve overlap and delayed closing of the intake valve (enlarged intake valve opening angle).
Intake side: Electric variable valve timing control
―  Intake CMP sensor adopted
―  Electric variable valve timing motor/driver adopted
―  Electric variable valve timing relay adopted
Exhaust side: Hydraulic variable valve timing control
―  Exhaust CMP sensor adopted
•  Engine oil variable control has been adopted to reduce the oil pump operation load on the engine.
―  Engine oil solenoid valve adopted
•  With the adoption of fuel pump control, fuel pump power consumption has been reduced to improve fuel economy.
―  Fuel pump control module adopted
•  Boost control has been adopted to improve fuel economy/environmental performance/low-speed torque.
―  Dynamic pressure turbo adopted
•  To decrease generator operation loss, i-ELOOP has been adopted which generates electricity from energy occurring when the vehicle decelerates. (With i-ELOOP) (See i-ELOOP [i-ELOOP].)
―  DC-DC converter (i-ELOOP) adopted
•  Generator output control has been adopted to improve fuel economy/idling stability.
―  A current sensor adopted (With i-stop system)
•  To improve engine reliability, an ion sensor has been adopted which detects pre-ignition.
•  LIN communication has been adopted to the current sensor to realize wiring harness simplification. (With i-stop system)
•  i-stop control has been adopted to improve fuel efficiency, and reduce exhaust gas and idling noise. (With i-stop system)
*1  :The intake air amount is directly detected by measuring the amount of intake air flow using the MAF sensor.
*2  :The intake air amount is detected indirectly by measuring the intake manifold pressure (pressure between downstream of the turbocharger and intake manifold) using the MAP sensor and boost pressure sensor.


Suspension

•  To Improve rigidity and handling stability:
―  A strut type front suspension adopted.
―  Multi-link rear suspension 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.
―  The caster angle and caster trail was increased on the front suspension.
―  The cross-section on the center member of the front crossmember has been expanded and the longitudinal offset of the front lower arm installation position reduced to realize an optimized framework.
―  The longitudinal span of the rear crossmember has been expanded and the longitudinal offset of the rear lateral link installation position reduced to realize an optimized framework.
―  By raising the installation position of the rear trailing link, the longitudinal input has been reduced, ride comfort improved, and the sense of safety during braking improved.
•  To improve handling stability and ride comfort:
―  Positions of the links and rigidity of the bushes were reviewed to increase toe-in for the lateral force input to the tires.
―  Grip of the rear tires was increased by the increased toe-in, and a mild vehicle response in high-speed range has been realized.
•  To improve marketability:
―  Affixing-type balance weights adopted.
•  Tires with optimized characteristics and low rolling resistance have been adopted.

Front suspension

ac9uun00002167

Rear suspension (2WD)

ac9uun00002170

Rear suspension (4WD)

ac9uun00002886


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 joint join have been adopted for the differential side constant velocity joint to reduce booming noise during high-speed driving and vibration when idling.
―  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, 3-part, 2-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 (i-ACTIV 4WD) 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.
•  The off-road traction assist has been adopted to achieve the road handling ability if diagonally opposed wheels lose contact with the ground.


Brakes

•  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.
•  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.
•  An electric parking brake has been adopted.
•  The following systems, mechanisms, and functions have been adopted to enhance safety.
―  Intrusion-minimizing brake pedal
―  Antilock brake system (ABS)
―  Electronic brakeforce distribution (EBD) control
―  Traction control system (TCS)
―  Dynamic stability control (DSC)
―  Roll over mitigation (ROM)
―  Electronic control brake assist
―  AUTOHOLD
―  Vehicle roll prevention function
―  Hill launch assist (HLA)

Vehicle front side (L.H.D.)

ac9wzn00002039

Vehicle front side (R.H.D.)

ac9wzn00001521

Vehicle rear side

ac9uun00002259
•  Dynamic stability control
―  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 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), tire pressure monitoring system (TPMS), and secondary collision reduction have been adopted, improving safety.

Vehicle front side (L.H.D.)

ac9wzn00002197

Vehicle front side (R.H.D.)

ac9wzn00002198

Vehicle rear side

ac9uun00002218


Transaxle/Transmission

•  Automatic Transaxle [GW6A-EL, GW6AX-EL]
―  GW6A(X)-EL-type electronically controlled automatic transaxle (SKYACTIV-DRIVE) with 6 forward gears, 1 reverse gear, and a TCC mechanism has been adopted.
―  Using the existing automatic transaxle as a base, fuel economy improvement, direct feel, and smooth shifting have been thoroughly pursued to make one of the most optimized automatic transaxle.
Main features
•  With the adoption of a full range TCC mechanism, a contribution to low fuel consumption and the direct feel of a manual transaxle have been achieved.
•  A control valve body has been adopted with an integrated TCM and improved responsiveness to achieve smooth and precise shifting.
ac5jjn00001299


Steering

•  A column-assist type Electric Power Steering (EPS) has been adopted, reducing the fuel consumption.
•  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 to enhance the safety.
•  The EPS Control Module (CM) has been integrated with the EPS motor, resulting in a size and weight reduction.
•  EPS system is enabling high-function malfunction diagnosis using the Mazda Modular Diagnostic System (M-MDS).

L.H.D.

ac9wzn00002019

R.H.D.

ac9wzn00002020


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.


Restraints

Except Australian specs.
•  The following have been adopted to the air bag modules and seat belts.

×: 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

Front 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)
×
×

Australian specs.
•  The following have been adopted to the air bag modules and seat belts.

×: 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 (MRCC) system
The Mazda radar cruise control (MRCC) system can perform headway control and maintain a constant speed at a set vehicle speed and distance from a vehicle ahead using a radar unit which detects the vehicle ahead without the driver having to depress the accelerator or brake pedal. Additionally, if the detecting 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.
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.
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 an obstruction 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 [Forward] (SCBS F)
With the Smart City Brake Support [Forward] (SCBS F) system, if a possible collision with a vehicle ahead or an obstruction 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.