Ademásde elevar la comodidad y el confort, el nuevo Mazda 2 mejora sus estándares de seguridad e incluye algunos sistemas (i-activsense),diseñado para informar, alertar y proteger al conductor.; Mazda 2 continúa desafiando lo convencional en la categoría de vehículos compactos con su revolucionaria tecnología Skyactiv y ahora con control G-Vectoring. Torquevectoring is a really cool technology, allowing your car to corner better and make use of its available power. Mazda just introduced a system called G promoharga mazda CX Mazda Cx-3, Mazda Cx-5, Mazda Cx-8, Mazda Cx-9 Harga mazda terbaik cash/kredit. All New Mazda 3 yang dipasarkan mengadopsi berbahan bakar bensin SKYACTIV G 2.0 liter terbaru yang telah mendapatkan pengembangan teknologi, mesin ini mendapatkan optimalisasi pada bagian intake port dan bentuk piston, split full injection Mazda2 L SKYACTIV-G 90 5T 5GS AL-KIZOKU L SKYA Supprimer des favoris Sauvegarder la voiture. Attendez. Partager Nouveau. Année. 2018. Km. 104 000. Niveau de finition-L/100km. 4.5 * Transmission. Manuelle Moteur. 1.5 Essence 66 kW 90 ch. Equipement et détails. Couleur: Rouge; Portes: 5; Caméra d'aide au stationnement; CompraMazda CX-3 2.0 Skyactiv-G Zenith 2WD 89kW 14704388 de segunda mano con la mejor equipación del momento en el Concesionario Mazda (JAPONESA BALEAR). G-Vectoring Control; Head Up Display a color; E-SKYACTIV G 2.0 90 KW (122 CV) MT EVOLUTION. 2022. Gasolina. 500 Kms. 26.900 €* Saber más. MAZDA2 1.5 SKYACTIVE XD SPORT HIGH PLUS L (MNC) ปี 2017 จดปี 2018 สภาพนางฟ้า "ไมเนอร์เชนจ์" เทคโนโลยีใหม่ G-Vectoring Control Skyactive-D ดีเซล 1.5 ลิตร 105 แรงม้า เกียร์อัตโนมัติ 6 สปีด มีระบบ i stop และระบบ i eloop . Christian Wardlaw May 06, 2020 Mazda G-Vectoring Control and Mazda G-Vectoring Control Plus are vehicle dynamics and motion control systems that respond to steering inputs with subtle engine torque and braking changes. In response, the ride and handling feel smoother and more natural, making it more pleasurable to drive a Mazda and more comfortable and enjoyable to ride in a introduced North American consumers to G-Vectoring Control in the 2017 Mazda6, and debuted G-Vectoring Control Plus in the 2019 Mazda3 and Mazda CX-5. Today, most Mazdas have the technology. Subscribe to the Power Newsletter Thank You You are now subscribed to the Power Cars Newsletter. Explore new car previews 2023 Honda Accord Preview The 2023 Accord is the 11th-generation version of the car that first went on sale in America in 1976, and it is a far different vehicle from the one that made the nameplate a household name. Read the full review 2023 Honda Pilot Preview The fourth-generation 2023 Honda Pilot is about to go on sale, and Honda substantially upgrades it over the popular third-generation model it replaces. Honda will offer the redesigned 2023 Pilot in Sport, EX-L, TrailSport, Touring, and Elite trim levels in December 2022. Read the full review 2024 BMW X5 Preview Currently in its third generation, the BMW X5 has been a luxury SUV mainstay for over 20 years. The X5 gets a significant update for 2024, bringing new electrified powertrain technology with better power and updated interior tech with a curved display. Read the full review In modern vehicle design, electronic control systems are central to, well, everything. Certain luxury car models are now equipped with upwards of 70 ECUs that are responsible for safety systems, stability control, and even moon roof operation. However, not all systems are designed for basic functionality. Mazda's engineering group has been working on variations of "GVC" G-Vectoring Control for the past driving the latest Mazda CX-5 and Mazda 3 with "GVC" it was hard to identify what the system was doing. After studying "GVC" and understanding how it worked, I was able to get the vehicle in snow to further test it. I immediately summarized the operation of "GVC" as a "torque reduction system." The ECU of the vehicle is looking at reducing the torque output of the motor to help transfer a small amount of weight onto the front wheels during cornering which reduces the G-load on the passengers and also helps keep the vehicle on it's intended path. To most people the ECU torque adjustment is transparent however, driver steering effort changes. "GVC" is so intuitive that it helps reduce micro corrections or changes to the steering angle in the middle of the turn which is the primary reason for smoother 3 with GVC, SavageGeese Steering Effort Reduced, Steering Effort, Mazda The concept of "GVC" was to improve driver confidence through the study of human behavior. Mazda aimed to improve the sense of control in hopes to solidify the attachment the owner has with the vehicle. The final design focuses on engine control and changing output characteristics. Those changes also required subtle updates to the suspension to maximize the overall performance. "GVC" is cannot be turned off and is baked into the engine programming.Intended Path of Vehicle, Weight Transfer, Mazda “GVC maximizes tire performance by focusing on the vertical load on the tires. The moment the driver startsto turn the steering wheel, GVC controls engine drive torque to generate a deceleration G-force, therebyshifting load to the front wheels. This increases front-wheel tire grip, enhancing the vehicle’s turn-inresponsiveness. Thereafter, when the driver maintains a constant steering angle, GVC immediately recovers engine drivetorque, which transfers load to the rear wheels, enhancing vehicle series of load transfers extracts much more grip from the front and rear tires, improving vehicleresponsiveness and stability according to the driver's intentions.”Mazda ENG Good news Mazda, a company that always seems to be doing a little more for those of us who appreciate driving dynamics, will deploy its newest piece of technology, called G-Vectoring Control GVC, as a standard feature in all trim levels for 2017 model year Mazda6 and Mazda3 products. Eventually, GVC, an advanced form of chassis management, will be standard on every Mazda I explain how GVC works, though, it helps to remember that Mazda really does see itself as a company of enthusiasts building cars for enthusiasts. It has made hero cars, the fantastic little MX-5 and performance RX models, but its entire lineup drives and handles a little better than similar models from Toyota, Honda, or Nissan. General Motors and Ford, as well, for that matter. Full disclosure I know the company sees itself as a bunch of enthusiasts because I worked at Mazda headquarters in Hiroshima from 2002 to 2005. I saw it up close. The Mazda people are always carrying on about Jinba Ittai—the idea of horse and rider as one—but it's not just idle talk. They go after it. Mazda is the only Japanese automaker to hinge its throttle pedals to the floor, not hung from above as is common practice, in all their vehicles. Why? Better control, a more linear response. To Mazda, that matters. To people that care about driving, that matters. The new G-Vectoring Control technology is a bit like a throttle pedal hinged on the floor, another small step forward in Mazda's march to even better driving dynamics. So what does it do? MazdaThe physics behind GVC are pretty simple To achieve the car's natural cornering posture, you increase the vertical load on the front tires by triggering a slight deceleration. Done right, this forward pitch longitudinal g-force, is very natural and something you may already do on a race track or canyon road—breathe the throttle to prepare for a fast corner, help the front tires get the car into the corner more smoothly. Breathing the throttle or brushing the brakes will create noticeable longitudinal g-force. You and your passengers can feel the car pitch forward. But what if that longitudinal g-force was more subtle and happening nearly every time you turned the wheel? That's what Mazda asked. And kept asking for the past eight years while hunting an answer. Engineers initially went down the path of lightly—very lightly—applying brakes every time the driver turned the wheel, but that was an impossible solution too slow to react and not natural, mainly. There were other issues. It was a dead end. This content is imported from youTube. You may be able to find the same content in another format, or you may be able to find more information, at their web it chased development work on an electric Mazda2 known as a Demio in Japan, creating a way to slightly reduce torque output of the electric motor with each steering input, neatly marrying longitudinal g-force created by torque reduction with lateral g-force created by steering input. And that was the breakthrough using the powertrain to improve chassis dynamics. In the 2017 Mazda6 and Mazda3, the GVC system is essentially monitoring three parameters vehicle speed, throttle position, and rate of steering wheel rotation. Turn the steering wheel even the smallest amount and the system goes to work, reacting in less than 50 milliseconds, minutely reducing engine torque by retarding spark timing. The result is an increased vertical load on the front SegalAt maximum, the system will deliver .05 g of deceleration, enough to generate a measure of longitudinal g-force but generally below the threshold of human perception. F1 driver Lewis Hamilton, a super human, may feel it. This moment of longitudinal g-force, married to the lateral g-force created by steering input, is where Mazda says the magic happens. The result a more natural vehicle cornering posture for improved turn-in performance. Does it work? Well, yes. But you have to go to the data to see it. Mazda let us drive a Mazda6 rigged with a GVC "on-off" switch. In production, the system will be invisible, part of the software package and with no "off" switch. We drove a number of different scenarios including a simple parking-lot oval—two tight, constant-radius turns connected by short straights—at speeds between 20 and 35 mph with cruise control switched on to deliver a constant speed. With the GVC system on, the data showed less steering wheel the GVC system on, the data showed less steering wheel movement, indicating the initial turn-in moment for each maneuver was more precise and needed less mid-maneuver correction. And that's the goal improved steering performance at nearly all speeds and in nearly every condition. On slippery surfaces, the difference is more noticeable. Mazda is quick to point out GVC is not a torque vectoring system. Technically, torque vectoring from Acura, Audi, Ford, and the like are "active yaw control" systems. They help a car rotate by altering torque delivered to a single wheel. In a left-hand turn, for example, the hybrid Acura NSX will instruct the electric motor powering its front-right wheel to add more torque, pushing the vehicle to the left and into the corner. Morgan Segal Done correctly, torque vectoring can be wonderful. But Mazda does not embrace the solution, as it finds it unnatural and disruptive to the purity of their driving dynamics. Further, torque vectoring systems are often set up to help only at higher speeds. This is not to discount torque vectoring—not at all. It's just not a solution Mazda loves. It went its own path. G-Vectoring Control, Mazda believes, is a pure solution and can improve dynamic feel with every steering input at nearly ever speed. The only time G-Vectoring Control is not activated by steering movement is when the driver is completely off throttle. GVC is a unique solution and, more to the point, it personifies Mazda. In the same way Honda will constantly hunt for another 5 millimeters of cargo space in back of an HR-V, Mazda will pursue every incremental improvement in driving pleasure. To Mazda, that's the righteous pursuit. And what makes Mazda very Mazda. SUBTLE ADJUSTMENT. HUGE IMPACT. SKYACTIV-VEHICLE DYNAMICS At Mazda, we’re in constant pursuit of making driving better. That’s why we developed a new technology, SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control, to help achieve a smoother, less fatiguing drive. When cornering, on initial turn-in and throughout, the system works seamlessly by adjusting power delivery and shifting vehicle weight. The effect is subtle, but how you feel after a great drive isn’t. Elevating your confidence and state of being through a heightened driving experience. That's what Mazda is all about. HUMAN-CENTRIC ENGINEERING ENGINEEREDWITH YOU IN MIND To instill the joy of driving into every Mazda, we engineer with a human-centric development philosophy. It’s how we created SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control. Instead of focusing on the mechanics of vehicle dynamics, we started our development with people. Running countless studies on their characteristics and behaviors to design a vehicle that works harmoniously with the driver. The result? A car that feels like an extension of your body, with more precise steering, better control and less fatigue. DESIGNED FOR YOUR DRIVER’S INSTINCTS Mazda’s newest technology, SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control, helps you steer more precisely by optimizing load control. Just like an athlete refines his form to hit the ball further with less force, our technology strives for the same efficiency. Instead of strengthening the vehicle’s muscles, we improved how it delivers force so it can unleash its full potential. It works smarter, not harder, to make you feel connected and in control. START OF A TURN As the driver begins to turn, SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control improves cornering response by reducing engine torque and shifting the load to the front wheels. MIDDLE OF A TURN At this point, the technology detects the driver’s steering operation. It then calculates optimal engine torque and quickly sends that information to the engine. END OF A TURN Toward the end of a turn, the technology assists the driver in maintaining steering position by recovering engine torque and shifting the load to the rear wheels. This process helps improve overall cornering stability. JINBA ITTAI ANCIENT TRADITION. MODERN TECHNOLOGY. When our engineers created SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control, they followed the ancient Japanese philosophy of Jinba Ittai or “horse and rider as one.” Similarly, the goal of this technology is to create perfect harmony between car and driver. So when you steer, there’s no need for constant overcorrections. The car, like a horse, understands your intentions. This results in a more dynamic, responsive and—most of all—more enjoyable drive. THE SMALLEST DETAILS MAKE THE BIGGEST IMPACT ON DRIVING At Mazda, we never stop when it comes to making our vehicles the best-driving cars in every class. In fact, our engineers are so obsessed with reaching this goal that they spent eight years developing the most subtle technology to improve performance. SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control is that technology. It enhances a vehicle’s dynamics on an extremely minute level, giving you a feeling of control, confidence and exhilaration. MAZDA’S SKYACTIV TECHNOLOGY At Mazda, we believe you should never have to sacrifice performance for fuel efficiency. That’s why we engineered every aspect of our vehicles, from body construction to engine technology, to enhance both. We call it SKYACTIV TECHNOLOGY and it’s just one more way we make driving better. Let’s face it The current automotive climate breeds lazy drivers see automatic cruise control, lane-keeping assist, and the decreasing availability of manual transmissions. So it seems incumbent upon us to celebrate genuine advancements that improve a driver’s ability to actually control a car with one’s own appendages, whether going fast on a racetrack or taking the family to the beach. There’s an interesting new one over at Mazda, where the driving forecast is brand from Hiroshima ranks remarkably high on the overall fun-to-drive scale, especially considering its size and resources. The Mazda 3 and the MX-5 Miata reside on the current 10Best Cars list and the Mazda 6 is a previous winner. The company’s SUVs drive like cars, and its interiors deliver visual punch a weight-class above their prices. In short, Mazda cares about making cars that people actually find enjoyable to drive themselves, which is why we flew to Mazda Raceway Laguna Seca, outside of Monterey, California, to go around the track at a mere 30 mph. Mazda wouldn’t even tell us what G-Vectoring Control GVC, the technology it planned to showcase, actually was before letting us sample it in the 2017-spec Mazda day started with laps of an impromptu oval in the parking lot at a blistering 20 mph. An engineer would switch the GVC on and off from the passenger seat. At first, GVC just feels as if it makes the steering a little heftier. But after a few of these cruise-controlled laps while hugging a line of pylons, we realized that turn-in is smoother and rarely did we have to correct our driving we were still in the dark about what GVC actually does. Given the name, you might expect it to be some kind of torque vectoring, or steering the car by controlling differential torque delivery between the inside and outside wheels in a corner, which is analogous to how tanks turn. But that’s not what GVC is doing. Mazda finally explained that the important part of GVC is the G, or as you see it frequently, g. By closely monitoring the speed of the driver’s steering-wheel inputs, GVC tells the engine to ever-so-slightly reduce torque. This produces an imperceptible deceleration, only g in the most extreme cases. By way of comparison, lifting off the throttle in a typical car results in about g of deceleration. The tiny change generates a small shift in load to the front axle, which tightens everything in the front suspension and steering system, removing compliance in bushings and dampers and resulting in improved steering response. It is remarkable how such a tiny influence can contribute such a dramatic change. Engineers hesitate to quote a lb-ft figure, but they did confirm that GVC reduces engine torque by a single-digit percentage, usually by retarding the timing. At a steady 20 or 30 mph, the 6’s might be putting out 20 lb-ft, so even 9 percent would be less than 2 lb-ft whole project was eight years in the making and it developed out of an extensive study of how humans move and how, when controlling cars, drivers make similar movements and react to g forces. After proving the concept with an EV—used because electric motors allow ultra-fine control of incremental torque delivery—Mazda had to wait for its range of Skyactiv engines to reach the mainstream before developing the technology for production cars. Mazda’s newest engines have granular and rapidly responsive control over torque output. Creating the slight deceleration is one thing, but getting it to happen in a small amount of time— seconds—so that the driver and passengers wouldn’t notice, is the real key to making GVC appear seamless to GVC mimics techniques, like “breathing” the throttle or left-foot braking into a corner, that race and rally drivers use to generate more front-wheel grip and get their competition cars to turn, only it’s extremely subtle, never felt or obvious. While going fast is always a hoot, GVC is more of a comfort- and confidence-builder than anything else. It will not improve skidpad grip or shave seconds off of any driver’s fastest lap explaining what GVC does, Mazda had us lap Mazda Raceway at 30 mph, hugging the inside edge of one corner to stay on the same line while an engineer in the passenger seat switched the GVC system on and off, as we’d been doing before on the parking lot oval. From the driver’s seat, there are fewer corrections needed, particularly when making quick changes in direction, when a driver might otherwise crank in too much steering angle. With GVC at work, you’re less likely to overshoot your steering input because there’s less delay caused by the previously mentioned compliance that’s designed into the front suspension and steering. That compliance is there to improve ride quality and reduce noise racers often replace the bushings and mounts with stiffer elements to improve responsiveness, trading away comfort in the process. From the passenger seat of a Mazda 6 with GVC, we clearly could see other drivers making fewer small steering corrections. This limits head toss and torso movements significantly for all occupants. Fewer corrections also reduce driver fatigue, again, improving also simulated a narrow-lane construction zone using tall cones and Jersey barriers on Mazda Raceway’s front straight. Many drivers never notice it, but going dead straight requires that they make a lot of little steering corrections. With GVC turned on, these corrections become less extreme and fewer in number, again reducing driver really difficult part for Mazda is conveying this information to the car-buying public. The finer points of how GVC works will be lost on most customers, which is not really a problem in itself. All they need to understand is that GVC improves an already class-leading steering system, making for a better-driving car. GVC comes standard on both the 2017 Mazda 3 and 6, and we expect to see it proliferate across the rest of the Mazda lineup within a few years. The Mazda MX-5 Miata is one model that may never get GVC because its suspension has less compliance and a lot of anti-lift baked into its geometry. But we have no doubt that Mazda will find other ways to make that car even more fun to drive in the coming Colwell is Car and Driver's executive editor, who covers new cars and technology with a keen eye for automotive nonsense and with what he considers to be great car sense, which is a humblebrag. On his first day at C/D in 2004, he was given the keys to a Porsche 911 by someone who didn't even know if he had a driver's license. He also is one of the drivers who set fast laps at C/D's annual Lightning Lap track test.

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