AIM OF DEVELOPMENT

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Vehicle Outline

External view

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Interior design

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Engine

Engine mechanical [MZR 1.6]

•  The lightweight, aluminum alloy cylinder block and lower block 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.

Engine mechanical [SKYACTIV-G 1.5, SKYACTIV-G 2.0, SKYACTIV-G 2.5]

•  For SKYACTIV-G 1.5, SKYACTIV-G 2.0 and SKYACTIV-G 2.5, the following is performed to lower fuel consumption.

―  Mechanical resistance loss improvement from:

•  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.

―  Pumping loss improvement from:

•  Variable valve timing mechanism adopted on both sides of intake and exhaust.

Engine mechanical [SKYACTIV-D 1.5]

•  Low compression ratio implemented to achieve low fuel consumption

―  Combustion efficiency by low compression ratio (14.8)

•  Weight reductions implemented to achieve low fuel consumption

―  Aluminum alloy cylinder block adopted

―  Hard-plastic intake manifold adopted

―  Exhaust manifold integrated cylinder head adopted

•  Mechanical resistance loss improvements implemented to achieve low fuel consumption

―  Optimized oil passage

―  Optimized oil pump shape

―  Optimized engine coolant passage

―  Optimized water pump impeller shape

•  Weight reductions and mechanical resistance improvements implemented to achieve low fuel consumption

―  Piston shape optimized

―  Narrowed down crankshaft journal

•  Heat loss reduced to achieve low fuel consumption

―  Water jacket spacer adopted

•  Cooling loss reduced to achieve low fuel consumption

―  Coolant control valve adopted

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 ratio (14.0)

―  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

•  The SKYACTIV-D 2.2 has adopted an IDEVA for improved ignition stability during cold engine starts.

Engine control [MZR 1.6]

•  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.

•  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.

Engine control [SKYACTIV-G 1.5, SKYACTIV-G 2.0, SKYACTIV-G 2.5]

•  L-jetronic and D-jetronic type detectors have been combined for intake air amount detection, improving the accuracy of the intake air amount measurement.

•  Electric variable valve timing control has been adopted on the intake side for improved fuel efficiency and pumping loss reduction by variably controlling the intake valve timing without any influence from the engine conditions.

•  i-stop control has been adopted for improved fuel efficiency, reduced exhaust gas emissions, and reduced idling noise. (with i-stop control)

•  With the adoption of the i-ELOOP, charging efficiency during deceleration is improved. Because loss of engine force does not occur when the battery is recharged during deceleration, fuel economy is improved. (with i-ELOOP)

Engine control [SKYACTIV-D 1.5]

•  By adopting boost control and attaining efficient, high air charging pressure in all ranges, low emission performance, low fuel consumption, and high torque/high response have been achieved.

•  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 control [SKYACTIV-D 2.2]

•  Two-step boost control has been adopted which realizes low emissions, low fuel consumption and high torque/response by the efficient, high air charging obtained in all ranges.

•  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.

•  With the adoption of the i-ELOOP, charging efficiency during deceleration is improved. Because loss of engine force does not occur when the battery is recharged during deceleration, fuel economy is improved. (with i-ELOOP)

Suspension

•  Front suspension

―  Strut-type suspension adopted

―  For the front crossmember, 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 adopted.

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•  Rear suspension

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

―  For the rear crossmember, 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.

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Brakes

•  Conventional brake system

―  A vacuum pump has been adopted, improving brake force.

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

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

Vehicle front side (L.H.D.)

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Vehicle front side (R.H.D.)

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Vehicle rear side

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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.

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

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•  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) adopted, improving serviceability.

―  An automatic configuration function is being used, improving serviceability.

―  The lateral-G and yaw rate signals received 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 has been adopted, improving serviceability.

Vehicle front side (L.H.D.)

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Vehicle front side (R.H.D.)

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Warning light and indicator light

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Vehicle rear side

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Transaxle

•  Manual transaxle (F35M-R)

―  For MZR 1.6, five-speed F35M-R manual transaxle has been adopted.

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•  Manual transaxle (F66M-R)

―  For SKYACTIV-G 1.5, six-speed F66M-R manual transaxle has been adopted.

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•  Manual transaxle (C66M-R)

―  For SKYACTIV-G 1.5, SKYACTIV-G 2.0, SKYACTIV-G 2.5, and SKYACTIV-D 1.5 six-speed C66M-R manual transaxle has been adopted.

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•  Manual transaxle (D66M-R)

―  For SKYACTIV-D 2.2, six-speed D66M-R manual transaxle has been adopted.

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•  Automatic transaxle (FN4A-EL)

―  For MZR 1.6, four-speed FN4A-EL automatic transaxle has been adopted.

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•  Automatic transaxle (CW6A-EL)

―  For SKYACTIV-G 1.5, six-speed CW6A-EL automatic transaxle has been adopted.

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•  Automatic transaxle (FW6A-EL)

―  For SKYACTIV-G 1.5, SKYACTIV-G 2.0 and SKYACTIV-G 2.5 six-speed FW6A-EL automatic transaxle has been adopted.

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•  Automatic transaxle (EW6A-EL)

―  For SKYACTIV-D 1.5, six-speed EW6A-EL automatic transaxle has been adopted.

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•  Automatic transaxle (GW6A-EL)

―  For SKYACTIV-D 2.2, six-speed GW6A-EL automatic transaxle has been adopted.

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Steering

•  Power steering

―  A column assist-type Electronic Power Steering (EPS) has been adopted.

―  EPS provides smooth handling from low to high speeds. This is 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 result, engine load is lowered and fuel efficiency is improved.

―  An automatic configuration and steering angle neutral position auto-learning function has been adopted, improving serviceability.

L.H.D.

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R.H.D.

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Safety

•  A straight body structure has been adopted which is both highly rigid and light.

•  A multi-load path body structure has been adopted which assures a high level of impact safety.

•  A ring body structure has been adopted which improves the overall rigidity.

•  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.

•  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 top tether anchors are provided in the rear seat for child-seat fixing.

•  An auto-dimming mirror has adopted.

•  ABS/DSC adopted.

•  Hill launch assist (HLA) adopted.

•  Smart city brake support (SCBC) adopted.

•  Emergency stop signal system (ESS) adapted.

Driver's support

•  Rear vehicle monitoring system adopted.

•  Blind spot monitoring (BSM) system adopted.

•  High beam control (HBC) system adopted.

•  Lane departure warning system (LDWS) adopted.

•  Distance recognition support system adopted.

•  Mazda radar cruise control (MRCC) system adapted.

―  The flattery run which maintains the vehicles which run a front side, and the fixed distance between vehicles with the signal made to transmit from a radar sensor is possible.