AIM OF DEVELOPMENT

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Product Concept

Vehicle Outline

Exterior design

•  4SD

―  A design with plenty of volume change from front to rear is realized.

•  5HB

―  A dynamic expression which possesses a sense of solidarity from the front to the rear fenders.

―  Compactness and sportiness expressed in the continuity from the vehicle's top to bottom.

External View

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Interior design

•  The use of high quality materials realizes a high quality design as seen in the refined area around the gauges.

•  A stylish, dynamic interior is realized by an instrument panel providing a roomy interior space, and by an equipment layout in consideration of driver usability.

•  A sporty design is realized by eliminating the meter hood and emphasizing the gauges themselves.

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Engine

Gasoline engine

•  Mechanical

―  Due to the adoption of direct injection, high output and fuel economy at low to medium engine speeds have been achieved.(MZR 2.0 DISI i-stop, L3 Turbo)

―  A balancer unit has been adopted for reduced engine vibration.(L3 Turbo, L5)

―  The lightweight, aluminum alloy cylinder block and lower block (ZY, Z6) provide superior vibration resistance. Superior crank support stiffness combined with lightweight pistons and connecting rods have been adopted for a comfortable, linear drive feel.

―  Low-tension piston rings, and shimless tappets have been adopted, minimizing friction losses and improving fuel economy.

―  With the adoption of the variable valve timing mechanism, optimum valve timing corresponding to the engine operation condition is achieved.

―  An auto tensioner that automatically adjusts the belt to compensate for stretching has been adopted to minimize maintenance requirements.

•  Intake and exhaust controls

―  With the adoption of the variable intake air system, high torque is obtained from the lower-medium to high engine speed ranges.

―  The variable tumble system has been adopted to promote the atomization of the air-fuel mixture and to improve emission gas purification efficiency.(LF, L5)

―  The variable swirl system has been adopted to promote the atomization of the air-fuel mixture and to improve emission gas purification efficiency.(MZR 2.0 DISI i-stop, L3 Turbo)

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

Diesel engine

•  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

•  MZR-CD 2.2

―  A balancer unit has been adopted for reduced engine vibration.

―  The following improvements have been realized due to the adoption of the common rail type fuel injection system.

•  Particulate matter (PM) reduction has been realized due to the extremely high pressure fuel injection system.

•  NOx and PM reduction have been realized due to an optimized combustion condition and enhanced flexibility in injection volume, timing, and pulse.

―  A diesel particulate filter system has been adopted to remove particulate matter (PM) in the exhaust gas.

―  A high-efficiency EGR cooler has been adopted for reduced NOx.

•  CO and HC worsen if exhaust emissions re-circulated to the intake manifold are excessively cool while the engine is cold. To prevent this an EGR cooler bypass has been established and an EGR cooler bypass valve has been adopted for opening and closing the passage.

―  To prevent air from flowing into the fuel line, a control which simulates an out-of-fuel condition has been adopted.

Suspension and steering

•  Front suspension

―  A strut-type front suspension has been adopted.

―  Due to the tight connection of the four-point rubber mounts to the body, high handling stability and improved riding comfort is provided together with low NVH (Noise, Vibration, Harshness) with no loss of mount rigidity.

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•  Rear suspension

―  An E-type multi-link rear suspension has been adopted.

―  A wider luggage compartment is ensured due to the separated positioning of the shock absorber and coil spring.

―  Also due to the separated positioning of the shock absorber and coil spring, side force on the shock absorber is reduced so that the suspension system operates smoothly and riding comfort is improved.

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•  Power steering

―  Excellent steering feel and smooth handling from low to high speeds is provided due to the adoption of electro hydraulic power assist steering (EHPAS).

―  Engine load is reduced, improving fuel economy, due to the adoption of an electric power steering oil pump.

―  A steering column with a tilt/telescope mechanism has been adopted on all models for improved operability.

―  With the adoption of a steering shaft with an energy absorbing mechanism, safety has been improved.

L.H.D.

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R.H.D.

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Brake

•  Conventional brake system

―  A brake pedal with an intrusion minimizing mechanism has been adopted. As a result, driver safety has been improved.

―  A tandem type master cylinder has been adopted, improving operability and response.

―  A single diaphragm power brake unit with a mechanical assist mechanism has been adopted, improving braking force and safety. (with ABS)

―  A tandem diaphragm power brake unit has been adopted, improving braking force. (L3 Turbo)

―  A vacuum pump has been adopted, improving braking force. (MZ-CD 1.6 (Y6), MZR-CD 2.2)

―  A large diameter, ventilated disc-type front brake has been adopted, improving braking force.

―  High rigidity, front brake calipers have been adopted on the front brakes for improved braking performance. (L3 Turbo)

―  A large diameter, solid disc-type rear brake has been adopted, improving braking force.

L.H.D.

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R.H.D.

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•  Antilock brake system (ABS)

―  Electronic Brakeforce Distribution (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.

―  Serviceability improved by the automatic configuration function.

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 (CAN2 line) 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.

―  Electrical brake assist control has been adopted, improving safety.

L.H.D.

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R.H.D.

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Transaxle

•  Manual transaxle (F35M-R)

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

―  A constant mesh type shift assist has been adopted.

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

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•  Manual transaxle (J65M-R)

―  Five-speed J65M-R manual transaxle has been adopted.

―  A Ball-type synchromesh mechanism has been adopted.

―  A double-cone synchronizer mechanism adopted for 1st and 2nd gears.

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•  Manual transaxle (G66M-R)

―  Six-speed G66M-R manual transaxle has been adopted.

―  A constant mesh type shift assist has been adopted.

―  A triple cone synchronizer mechanism has been adopted for 1st and 2nd gears.

―  A double cone synchronizer mechanism has been adopted for 3rd and 4th gears.

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•  Manual transaxle (A26M-R)

―  Six-speed A26M-R manual transaxle has been adopted.

―  The full length of the MTX has been shortened due to the adoption of the 3-axle type MTX.

―  A triple synchronizer mechanism has been adopted for 1st, 2nd, and 3rd gears.

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•  Automatic transaxle (FN4A-EL)

―  Four-speed FN4A-EL automatic transaxle has been adopted.

―  A manual mode shift control adopted.

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•  Automatic transaxle (FS5A-EL)

―  Five-speed FS5A-EL automatic transaxle has been adopted.

―  A manual mode shift control has been adopted.

―  A direct mode control has been adopted.

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•  CVT (DJVA-EL)

―  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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Safety

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

•  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.

•  World-class collision protection is provided due to the lightweight and highly rigid Mazda Advanced Impact-energy Distribution and Absorption System body.

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

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

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

•  Steering shaft with energy adsorbing mechanism adopted.

•  An intrusion minimizing brake pedal has been adopted.

•  Both ISOFIX and tether strap anchors are provided in the rear seat for child-seat fixing.

•  Advanced keyless entry and push button start system has been adopted.

•  Rear vehicle monitoring system adopted.

•  Multi information display adopted.

•  ESS (Emergency Stop signal System) adopted.