AIM OF DEVELOPMENT

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Product Concept

Unrivaled styling and performance

•  To raise excitement and provide driving enjoyment every time the vehicle is seen and driven.

―  Sporty performance and styling that appeal on an emotional level, and driving performance which enables the driver to feel a oneness with the car.

Vehicle Outline

Exterior

•  High quality, thoroughly built-in craftsmanship for enhancement of the bond between driver and car.

•  Realization of stylish proportions without sacrificing ease of everyday use.

External View

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Interior

•  A car that provides pleasure in use while at the same time realizes sporty styling and an actual comfortable living space that driver’s find attractive.

―  Simple and easy to use, well thought out interface and storage spaces.

―  Sporty, compact packaging together with a high capacity luggage compartment.

―  Comfortable space and support equipment that enhance reliability for the driver.

•  Further refinement and evolution of Mazda DNA (rigidity-feel, precision), particularly with straight-line driving stability and controllability.

•  High quality feel and driving enjoyment provided by the class-top level rigidity-feel.

―  At the same time, realization of superior driving performance from the weight reduction.

•  Cockpit providing sporty driving without stress

―  Fundamental driving elements have been evolved for steering with excellent operability steering.

―  Realization of reduced oppressiveness on the driver and a broader field of vision from a more rearward positioned headliner.

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Engine

Gasoline engine (L8, LF, L5)

•  Mechanical

―  L8 (1.8 L), LF (2.0 L), L5 (2.5 L) 4-cylinder engines have been adopted.

―  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, liner 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. (LF, L5)

―  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. (LF, L5)

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

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

Diesel engine (MZR-CD (RF Turbo), MZR-CD 2.2)

•  A balancer unit has been adopted for reduced engine vibration. (MZR-CD 2.2)

•  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. (MZR-CD 2.2)

―  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

•  Front suspension

―  A double wishbone type front suspension has been adopted.

―  A single pivot type lower arm has been adopted to improve the handling stability and riding comfort.

―  Due to the tight connection of the six-point rubber mounts to the body, high handling stability and improved riding comfort is provided together with low NVH (Noise, Vibration, Harshness).

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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.

―  Adopting a large-diameter bushing to the trailing link and setting the trailing links at the front in a higher installation position control nose dive during braking and has improved handling stability. As a result, tire road-hold has been improved, and excellent cornering performance and handling stability has been realized.

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Brakes

•  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 large diameter, single diaphragm power brake unit 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.

―  A vacuum pump has been adopted, improving braking force. (MZR-CD (RF Turbo), MZR-CD 2.2)

L.H.D.

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R.H.D.

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Antilock brake system (ABS)

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

•  Electronic brakeforce distribution (EBD) control has been adopted, resulting in improved safety and handling stability.

•  CAN communication system has been adopted.

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.

L.H.D.

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R.H.D.

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Transaxle

•  Manual transaxle (G35M-R)

―  Five-speed G35M-R manual transaxle has been adopted.

―  A triple cone synchronizer mechanism has been adopted for first and second gears.

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•  Manual transaxle (G66M-R)

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

―  A triple cone synchronizer mechanism has been adopted for first and second gears.

―  A double cone synchronizer mechanism has been adopted for third and fourth 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 first, second, and third gears.

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―  The electronic control automatic transaxle with the FS5A-EL type 5-speed lockup function, merging advanced electrical and mechanical technologies, has been adopted.

―  A manual mode shift control has been adopted.

•  The manual mode shift control is activated by moving the selector lever from the D to M range position.

•  The automatic shift system automatically shifts between 1GR and 5GR. The manual shift system allows for free gear position selection by manually operating the selector lever forward and back.

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Power Steering

•  A rack assist EPS, with a direct-assist type rack, has been adopted for the steering rack on 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, strengthened 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.

•  Intrusion-minimizing brake pedal adopted.

•  Steering shaft with energy adsorbing mechanism adopted.

•  Rear vehicle monitoring system adopted.