AIM OF DEVELOPMENT

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Product Concept

―  Lightweight handling realizes pleasure in driving

•  Comfortable, day-to-day driving enjoyment

―  Pleasurable car-life and improved ride-comfort from smart and easy to use equipment and functions

―  Self-expression through the advanced design and color coordination, endearing personal attachment

Vehicle Outline

Exterior design

•  Realizes a strong and independent cosmopolitan presence with a feeling of lightness/compactness.

External View (Except AutoAlliance Thailand (AAT) manufactured vehicles)

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External View (AutoAlliance Thailand (AAT) manufactured vehicles)

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Interior design

•  Effective and easy-to-use small storage spaces established around the driver’s seat.

•  Constantly provides the optimum driving posture/position no matter the driver’s physique.

•  Spaciousness in a compact size that realizes a feeling of relaxation.

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Engine

Gasoline engine

•  Mechanical

―  ZJ (55 kW 1.3GE (European (L.H.D. U.K.) specs.), 63 kW 1.3GE) and ZY engines have been adopted.

―  A miller cycle engine has been adopted which realizes high fuel economy performance. (ZJ (Miller Cycle Engine))

―  Variable valve timing that optimally adjusts valve timing in accordance with driving conditions has been adopted.

•  Intake, exhaust, control

―  Stable combustion when the engine is cold or lightly loaded along with cleaner exhaust emissions and high engine output have been obtained due to the adoption of a variable tumble system.

―  High torque is obtained from the lower-middle to the high engine speed ranges due to the adoption of the variable intake air system. (With variable intake air system)

―  Maximum torque is achieved at all engine speeds due to the adoption of a variable valve timing system that controls intake valve timing in accordance with driving conditions to attain highly efficient air charging.

―  An exhaust gas recirculation (EGR) system has been adopted resulting in cleaner exhaust emissions and reduced fuel consumption.

•  Control

―  Drive-by-wire control has been adopted. It enables precise intake air control at all engine speed ranges.

―  Two types of maximum output specifications, 55 kW and 63 kW, have been adopted for the ZJ engine. The two output characteristics have been achieved by changing the throttle valve opening angle using drive-by-wire control. (European (L.H.D. U.K.) specs.)

Diesel engine

•  MZ-CD 1.4 DI Turbo

―  The common rail injection system is a pressure accumulator injection system. This means that with this system the fuel pressure is constantly present, whilst on conventional systems (for example with the distributor type fuel injection pump), the fuel pressure always has to be generated for each injection process.

On the common rail injection system, therefore, pressure generation and fuel injection are separated. The injection pressure is, to a great extent, generated irrespective of engine speed and injected fuel quantity and is made available in a common rail ready for injection.

―  Advantages of the common rail injection system are:

•  high injection pressure up

•  injected fuel quantity, fuel pressure in the high pressure accumulator (rail) and start of injection all matched to the operating conditions

•  MZ-CD 1.6 (Y6)

―  The common rail injection system is a pressure accumulator injection system. This means that with this system the fuel pressure is constantly present, whilst on conventional systems (for example with the distributor type fuel injection pump), the fuel pressure always has to be generated for each injection process.

On the common rail injection system, therefore, pressure generation and fuel injection are separated. The injection pressure is, to a great extent, generated irrespective of engine speed and injected fuel quantity and is made available in a common rail ready for injection.

―  Advantages of the common rail injection system are:

•  high injection pressure up

•  injected fuel quantity, fuel pressure in the high pressure accumulator (rail) and start of injection all matched to the operating conditions

Suspension

•  Front suspension

―  A strut-type front suspension has been adopted.

―  Large-sized rubber mounts have been adopted for the front lower arm, improving the suspension rigidity.

―  A separated input type shock absorber mount has been adopted, improving steering stability and ride comfort.

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•  Rear suspension

―  A torsion beam axle rear suspension has been adopted.

―  Mono-tube rear shock absorbers with stable damping force have been adopted, improving handling stability.

―  Large-sized rubber bushings have been adopted for the torsion beam, improving riding comfort.

―  A wider cabin space has been attained due to the separated positioning of the shock absorber and coil spring.

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Brakes

•  An intrusion-minimizing brake pedal mechanism has been adopted for improved safety.

•  A power brake unit with a brake assist (dual servo ratio) mechanism has been adopted for improved safety.

•  With the adoption of large diameter front disc brakes and rear drum brakes with wide linings, both high braking performance and excellent brake-feel have been achieved.

•  A vacuum pump has been adopted, improving braking force. (MZ-CD 1.4 DI Turbo, MZ-CD 1.6 (Y6))

ZJ, ZY

L.H.D.

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R.H.D.

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MZ-CD 1.4 DI Turbo, MZ-CD 1.6 (Y6)

L.H.D.

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R.H.D.

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Antilock brake system (ABS)

•  EBD has been adopted for improved safety.

•  The ABS HU/CM, integrating both the hydraulic unit (HU) and control module (CM), has been adopted, resulting in a size and weight reduction of the system.

•  A semiconductor element type ABS wheel-speed sensor has been adopted, improving reliability and reducing size and weight.

•  An enhanced malfunction diagnosis system made possible by the use of Mazda Modular Diagnostic System (M-MDS) has improved serviceability.

L.H.D.

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R.H.D.

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Dynamic stability control (DSC)

•  The DSC HU/CM, integrating both the hydraulic unit (HU) and control module (CM), has been adopted, resulting in a size and weight reduction.

•  A combined sensor, integrating both the yaw rate sensor and lateral-G sensor, has been adopted, improving serviceability.

•  The specialized controller area network (CAN) system has been adopted for use between the combined sensor and DSC HU/CM, improving serviceability and reliability.

•  An enhanced malfunction diagnosis system, used with the Mazda Modular Diagnostic System (M-MDS), improving serviceability.

•  Serviceability improved by the automatic configuration function.

L.H.D.

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R.H.D.

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Manual transaxle

F35M-R (ZJ or ZY)

•  Five-speed F35M-R manual transaxle has been adopted.

•  A double-cone synchronizer mechanism has been adopted for 1st and 2nd gears.

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B65M-R (MZ-CD 1.4 DI Turbo or MZ-CD 1.6 (Y6))

•  Five-speed B65M-R manual transaxle has been adopted.

•  A double-cone synchronizer mechanism has been adopted for 1GR and 2GR.

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Automatic transaxle

FN4A-EL (ZY)

•  The FN4A-EL type automatic transaxle has been adopted.

•  The construction and operation of the FN4A-EL automatic transaxle is essentially carried over from the previous one.

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Continuously variable transaxle (CVT)

•  CVT (Continuously Variable Transaxle) has been adopted with a newly developed DJVA-EL type TCC mechanism.

•  By enabling continuously changing gear ratios, the merits of CVT compared with a conventional step-type ATX are as follows:

Fuel economy improvement

―  Fuel economy is improved by enabling the vehicle to be driven in the best range for optimum engine performance. A particular contribution to fuel economy has been made in the low vehicle speed range.

―  Because of a wider gear ratio, the engine speed is reduced when driving at high speeds in high gear which improves fuel economy.

Engine performance improvement

―  Acceleration performance is improved because acceleration can be maintained at the maximum engine speed output.

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―  Smooth shifting and maximized engine performance are possible without the uneven drive force of a step-type ATX.

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Electric power steering

•  A column assist-type EPS has been adopted for all models.

•  EPS provides smooth handling from low to high speeds as a result of the excellent steering feel provided by the electronic control and the vehicle-speed responsive control.

•  EPS does not require a power steering oil pump and generates assist force only when the steering wheel is steered. As a result, engine load is lowered and fuel efficiency is improved.

L.H.D.

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R.H.D.

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Safety

•  The adoption of the triple-H, strenghtened frames on the floor, sides and roof areas provides enhanced protection.

•  Injuries in a pedestrian-vehicle collision are minimized by the increased space between the hood and engine.

•  Side air bags that effectively protect the chest area have been adopted for the front seats.

•  Large curtain air bags have been adopted that deploy and cover the front and rear side windows to protect the heads of the front and rear passengers.

•  Pre-tensioner and load limiter mechanisms have been adopted for the front seat belts.

•  Seat belt reminders have been adopted for the prevention of unfastened seat belts.

•  An immobilizer system has been adopted. This anti-theft device prevents the engine from being started unless the encrypted identification code, transmitted from a special electronic chip embedded in the key, corresponds with the identification code registered in the vehicle.