AIM OF DEVELOPMENT

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Product Concept

• Human and vehicle blend together as one; a life-enriching motivator.

Vehicle Outline

Exterior design

• Expresses a sense of solidity and beauty in motion unmatched in the world based on the completely new design theme “KODO”.

• An external appearance enhancing the brand by crafting an elegant and dynamic “Like no other” character.

• A body re-crafted from the frame and taking the theme of “Shinari” is realized.

External view

4SD

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WGN

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Interior design

• The shape, connected from the dashboard to the front door trim, realizes a design enhancing the driver’s desire to drive the vehicle the moment he or she is seated.

• Thorough elimination of oppressiveness on the driver from the A-pillar realizes an assured field of vision

• Usability has been improved by the various storage boxes equipped around the rear console.

• The adoption of ergonomic principles on many parts realizes excellent operability and a functional interior design.

• In the easy-to-reach, luggage compartment opening area, usability has been improved by the addition of side pockets and shopping bag hooks for small purchases and soiled items.

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Engine

• SKYACTIV-G 2.5T, SKYACTIV-G 2.5 (with cylinder deactivation), SKYACTIV-G 2.0, SKYACTIV-G 2.5 (without cylinder deactivation) and SKYACTIV-D 2.2 have been adopted.

Engine mechanical [SKYACTIV-G 2.5T]

• 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 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

• 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 mechanical [SKYACTIV-G 2.5 (with cylinder deactivation)]

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For SKYACTIV-G 2.5 (with cylinder deactivation) the following have been adopted to lower fuel consumption.

― Improvement of pumping loss

• Cylinder deactivation control adopted

― Cooling loss improvement

• Coolant control valve adopted

• Optimized engine coolant passage

Engine mechanical [SKYACTIV-G 2.0, SKYACTIV-G 2.5 (without cylinder deactivation)]

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For SKYACTIV-G 2.0 and SKYACTIV-G 2.5 (without cylinder deactivation), 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

• 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 relay 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

• 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.

― 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 and DC-DC converter for simplified wiring harnesses. (Without i-ELOOP)

• 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)

*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 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

• Two-step boost control has been adopted, realizing low emission, low fuel consumption, high torque, and high response.

• 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-G 2.5T]

• 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

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.

Engine control [SKYACTIV-G 2.5 (with cylinder deactivation)]

• Engine coolant is supplied to the appropriate engine coolant passage according to the engine load conditions.

• Further engine warming has been promoted by blocking each water passage while the engine is cool.

― Coolant control valve adopted

• Pumping loss due to intake/exhaust stroke is reduced to improve fuel economy during low engine loads.

― Cylinder deactivation control adopted

Engine control [SKYACTIV-G 2.0, SKYACTIV-G 2.5 (without cylinder deactivation)]

• 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 relay 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

― Actuator of turbocharger with variable turbine geometry 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

• SCR control has been adopted which purifies contaminants in the exhaust gas by utilizing chemical reactions. (with SCR system)

― SCR converter adapted

― Dosing control unit adapted

• Urea injector adapted

• NOx sensor No.1, No.2 adapted

• PM sensor adapted

• Urea temperature sensor/Urea level sensor adapted

― Exhaust gas temperature sensor No.4, No.5 adapted

• i-art (intelligent accuracy refinement technology) has been adopted for improved fuel injection precision.

― Fuel injector adapted (integrated with fuel pressure sensor/fuel temperature sensor)

Suspension

• Front suspension

― Strut-type 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 adoption 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

― An E-type 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.

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.

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

― A vacuum pump has been adopted, improving braking 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

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Vehicle rear side

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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), 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), secondary collision reduction and AUTOHOLD have been adopted, improving safety.

Vehicle front side

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Vehicle rear side

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Transaxle

• Manual transaxle (C66M-R)

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

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• Manual transaxle (D66M(X)-R)

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

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• Automatic transaxle (FW6A-EL)

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

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• Automatic transaxle (GW6A(X)-EL)

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

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Steering

• Power steering

― A column assist-type EPS has been adopted call models.

― EPS provides smooth handing 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 result, engine load is lowered and fuel efficiency is improved.

― Serviceability improved by the automatic configuration and the steering angle neutral position auto-learning function.

L.H.D.

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R.H.D.

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Heater, ventilation and air conditioning

• A sub-cooling type condenser with an integrated condenser and receiver/drier have been adopted.

• A refrigerant pressure sensor adopted in which refrigerant pressure is changed into a linear electric signal and precise information is transmitted.

• A climate control unit has been adopted with which the airflow temperature setting for the driver and passenger sides can each be adjusted independently.

• A climate control unit with built-in the display panel is adopted.

• To improve the heating performance temporarily under cold diesel engine conditions, a PTC heater which uses electricity as the heat source as been adopted. (SKYACTIV-D 2.2 (With PTC heater))

• HFO-1234yf has been adopted as the new refrigerant. HFO-1234yf refrigerant has little effect on global warming. (With HFO-1234yf)

Restraints

Standard deployment air bag control system

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

×: Applicable

—: Not applicable

Seat position	Air bag module				Seat belt
Seat position	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	—	×	×	×	×	×	×
Rear seat (LH/RH)	—	—	—	×	×	—	—
Rear seat (center)	—	—	—	—	×	—	—

Two-step deployment air bag control system

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

×: Applicable

—: Not applicable

Seat position	Air bag module				Seat belt
Seat position	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	—	×	×	×	×	×	—	×	—
Rear seat (LH/RH)	—	—	—	×	×	×	×^*	—	×
Rear seat (center)	—	—	—	—	×	—	—	—	—

* :Australian specs.

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.

(See MAZDA RADAR CRUISE CONTROL (MRCC) SYSTEM.)

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.

(See MAZDA RADAR CRUISE CONTROL WITH STOP & GO FUNCTION (MRCC WITH STOP & GO FUNCTION) INDICATOR LIGHT.)

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.

(See DISTANCE RECOGNITION SUPPORT SYSTEM (DRSS).)

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.

(See LANE-KEEP ASSIST SYSTEM.)

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.

(See LANE DEPARTURE WARNING SYSTEM (LDWS).)

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.

(See ADAPTIVE LED HEADLIGHTS.)

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.

(See HIGH BEAM CONTROL (HBC) SYSTEM.)

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.

(See ADAPTIVE FRONT LIGHTING SYSTEM (AFS).)

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.

(See BLIND SPOT MONITORING (BSM) SYSTEM [Australian specs.].)

(See BLIND SPOT MONITORING (BSM) SYSTEM [Except Australian specs.].)

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.

(See DRIVER ATTENTION ALERT SYSTEM.)

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.

(See TRAFFIC SIGN RECOGNITION SYSTEM (TSR).)

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.

(See 360°VIEW MONITOR SYSTEM.)

Adjustable speed limiter

•  For the purpose of safety performance improvement, the adjustable speed limiter restricts unintended excess vehicle speed by allowing the driver to optionally set the maximum vehicle speed.

•  The adjustable speed limiter restricts the engine output so that the vehicle speed does not exceed the set maximum vehicle speed even if the accelerator pedal is being depressed.

•  The adjustable speed limiter does not operate simultaneously with the cruise control system.

(See ADJUSTABLE SPEED LIMITER.)

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.	(See MAZDA RADAR CRUISE CONTROL (MRCC) SYSTEM.)
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.	(See MAZDA RADAR CRUISE CONTROL WITH STOP & GO FUNCTION (MRCC WITH STOP & GO FUNCTION) INDICATOR LIGHT.)
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.	(See DISTANCE RECOGNITION SUPPORT SYSTEM (DRSS).)
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.	(See LANE-KEEP ASSIST SYSTEM.)
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.	(See LANE DEPARTURE WARNING SYSTEM (LDWS).)
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.	(See ADAPTIVE LED HEADLIGHTS.)
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.	(See HIGH BEAM CONTROL (HBC) SYSTEM.)
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.	(See ADAPTIVE FRONT LIGHTING SYSTEM (AFS).)
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.	(See BLIND SPOT MONITORING (BSM) SYSTEM [Australian specs.].) (See BLIND SPOT MONITORING (BSM) SYSTEM [Except Australian specs.].)
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.	(See DRIVER ATTENTION ALERT SYSTEM.)
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.	(See TRAFFIC SIGN RECOGNITION SYSTEM (TSR).)
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.	(See 360°VIEW MONITOR SYSTEM.)
Adjustable speed limiter	• For the purpose of safety performance improvement, the adjustable speed limiter restricts unintended excess vehicle speed by allowing the driver to optionally set the maximum vehicle speed. • The adjustable speed limiter restricts the engine output so that the vehicle speed does not exceed the set maximum vehicle speed even if the accelerator pedal is being depressed. • The adjustable speed limiter does not operate simultaneously with the cruise control system.	(See ADJUSTABLE SPEED LIMITER.)

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)

• With the Smart Brake Support (SBS) system, the radar unit, laser sensor and Forward Sensing Camera (FSC) detect the distance to a vehicle ahead or an obstruction while the vehicle is traveling at a speed of 15 km/h {9.4 mph} or more, and if the radar unit determines that there is a danger of a collision, the driver is alerted by a warning message and a warning sound activated intermittently.

• If the possibility of a collision increases, the system operates the brakes automatically to decrease the damage from the collision.

(See SMART BRAKE SUPPORT (SBS).)

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.

(See ADVANCED SMART CITY BRAKE SUPPORT (ADVANCED SCBS).)

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.

(See SMART CITY BRAKE SUPPORT [FORWARD] (SCBS F).)

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.

(See SMART CITY BRAKE SUPPORT [REVERSE] (SCBS R).)

System	Outline	Reference
Smart Brake Support (SBS)	• With the Smart Brake Support (SBS) system, the radar unit, laser sensor and Forward Sensing Camera (FSC) detect the distance to a vehicle ahead or an obstruction while the vehicle is traveling at a speed of 15 km/h {9.4 mph} or more, and if the radar unit determines that there is a danger of a collision, the driver is alerted by a warning message and a warning sound activated intermittently. • If the possibility of a collision increases, the system operates the brakes automatically to decrease the damage from the collision.	(See SMART BRAKE SUPPORT (SBS).)
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.	(See ADVANCED SMART CITY BRAKE SUPPORT (ADVANCED SCBS).)
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.	(See SMART CITY BRAKE SUPPORT [FORWARD] (SCBS F).)
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.	(See SMART CITY BRAKE SUPPORT [REVERSE] (SCBS R).)