mazda 2 g vectoring

MengenalLebih Dekat 5 Fitur Terbaru Mazda CX-30 2020. G-Vectoring Control Plus (GVC Plus)Kenyamanan berkendara menjadi prioritas pertama semua produk Mazda. Bent Aulia | May 27, 2020. Mazda 2 2022 Siap Tantang Toyota Yaris dan mazda2 g vectoring control Related Articles Full review: 2020 Mazda CX-30 2.0 C ของเล่นเพียงพอ คุ้มค่าตัว 9.89 แสนบาทในรุ่นเริ่มต้น SKYACTIVG-Vectoring. Updated on: May 06, 2021 2018/19 Mazda CX-3 2.0 SKYACTIV G MIL28K U/WARRANTY CX3. Updated on: May 06, 2021 . Save Save. Compare. Share. Report In America, A Toyota Yaris Is A Mazda 2 And In Europe, A Mazda 2 Is A Yaris. Insights. The 2021 Mazda CX-3 Is Bringing Sexy Back In A Big Way. AllNew Mazda 2 GT di Tokopedia ∙ Promo Pengguna Baru ∙ Pasti Ori ∙ Garansi 7 Hari ∙ Cicilan 0% ∙ Kurir Instan. DOHC 16 valve with G-Vectoring Control Plus (GVC Plus) Displacement 1,496cc Bore x stroke 74.5 x 85.8mm Compression ratio AtMazda, 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. Vay Tiền Nhanh Ggads. Everyone hates a jerk. They're unnatural. We're programmed to avoid them. I'm not talking about obnoxious boors at a party; I'm referring to motions where the rate of change of acceleration jerk is its official scientific name is high. Jerky drivers are the ones whose every input to the accelerator, brake, or steering wheel causes your neck to strain and would certainly slosh a martini. Expert drivers manipulate these controls smoothly enough to preserve the liquid in such a glass, and cars that make smooth driving easier are perceived by drivers and passengers to be more comfortable and inputs also help race car drivers go faster—just ask the patron saint of smooth driving, the wee Scot Jackie Stewart. He was a maestro of mass management, always shifting his car's weight smoothly to the axle or corner where it could do the most good. The zoom-zoom team at Mazda has a new trick that helps automate this, called G-Vectoring explaining anything about how GVC works, I was asked to experience it in a Mazda6 test car outfitted with a GVC on-off switch. Production versions will have no such switch. I was asked to set the cruise control at 30 mph and follow an oval course following a line of cones marking the inside of the course as closely as possible. After a couple laps I noticed that I was sawing at the wheel a lot more when the system was we learned that the power steering system is not changed at all. GVC primarily involves some powertrain software code that cuts an infinitesimal amount of engine torque when the steering wheel is being turned then restores it when the wheel unwinds. This torque reduction, which typically happens within 30-40 milliseconds of a steering input as small as one-tenth of a degree! generates a longitudinal g force of between and g. That's far below the threshold that a normal human can perceive, but it's enough to load the outside front tire with between 2 and 10 pounds of additional force, increasing its cornering force and effectiveness accordingly. Unwind the wheel, and the resumption of full torque transfers weight to the rear, stabilizing the completion of the this really does is shorten the time it takes for your brain to perceive that your steering request has been implemented. This prevents you from dialing in more steering lock because the first amount didn't seem to do the trick, only to later have to unwind some lock when the tires start to "bite" and the car overreacts. It is most difficult to discern at normal driving speeds on dry pavement, but its benefits become more noticeable in slipperier conditions or when driving faster on dry is an idea Mazda has been working on for some time, but the processing power to implement the torque reduction quickly enough didn't exist until the current generation of far more powerful Skyactiv powertrain computers arrived. The engine-control unit can implement the requested torque reduction in multiple ways, but under most circumstances it retards the timing new connections were provided between the chassis CAN bus and the powertrain controller, but virtually nothing in the bill of materials changes, as this is primarily just a software programming feature. Therefore there is little or no added cost attributable to the feature, which will be rolled out as standard equipment. It should also be noted that although this is primarily a chassis dynamics improvement achieved solely via the powertrain, the system will always be developed and optimized to work with the suspension's bushings, spring and damping rates, steering rack and ratio, etc. That's why the Mazda6 will get it first—that car's existing setup works perfectly with GVC, whereas most others will require very minor tuning changes. Mazda envisions proliferating GVC throughout its entire range, as it works equally well with front-, rear-, or all-wheel drive. Cars with a lot of anti-lift geometry baked into the rear suspension present greater tuning challenges, so the MX-5 may take longer to to recap This is NOT "torque-vectoring" or "active yaw control." In those systems the drivetrain creates a yaw moment on the car by overdriving the wheels on the outside of a turn and/or under-driving the inside wheels. This is the engine computer implementing a Bob Bondurant/Skip Barber high-performance driving tip to let your tires deliver faster, crisper turn-in. You should also know that this is an extremely shy technology. If you're looking for it, you'll never find it. You'll just get out of your Mazda thinking, geez, that car feels like an extension of my body. Unless, of course, you drive like a below is the 2016 Mazda6 Features Wheels delves into the tricky tech behind Mazda's software-based torque-vectoring system 13 Aug 2017, 0900 am Mazda's unique G-Vectoring Control system was first had in the facelifted Mazda 3, and will soon find its way to all SkyActiv the idea was on the backburner for eight years until engine technology caught up, Wheels has delved into the tricky tech to bring to you, this plain and simple IS IT?Mazda’s interpretation of torque vectoring is a pure software-based function, albeit with very real physical effects, so given a box full of tools and a Mazda 3, you won’t find the G-Vectoring widget, no matter how many parts you is an advanced program fed into the vehicle’s various electronic systems including engine management and ESC approach does not rely on individual wheel braking to vector’ torque, as do many other manufacturers’ systems, instead aiming for a more subtle and efficient DOES IT MATTER?According to its maker, GVC is as much about comfort as it is about dynamics. Not only do occupants feel less of the effects of changes in direction for a more relaxing ride, but more precise steering allows easier positioning of the vehicle, which benefits driving enjoyment and performance characteristics. The system is rapidly proliferating the Mazda range and will soon be rolled out to all SkyActiv DOES IT WORK?Each time the driver turns the steering wheel even a small amount the GVC momentarily reduces the torque output of the engine by rapidly altering the amount of injected fuel. The slight power reduction causes an imperceptible deceleration of the vehicle usually at or below which loads the outside wheel with an extra 5kg of may all sound like insignificant figures, but Mazda says the effect is sufficient to improve the turn-in of the loaded wheel, while not enough to be consciously noticed by occupants including the result is more effective steering with fewer corrections to maintain a continuous course, particularly on slippery BURNMazda incubated the G-Vectoring principle for eight years until the latest SkyActiv engine technology allowed a fast enough fuel-injection response for the idea to take off. The first vehicle to be upgraded with GVC was the Mazda 3 when it was treated to a mild facelift earlier this year. COMMENTS As part of the annual Mazda Zoom Fest, the Japanese marque updates the smallest car in their lineup that future owners will love. Bermaz Auto Philippines BAP, the local distributor of Mazda vehicles, brings in the new Mazda2. The aesthetic changes are subtle but performace updates are huge, bringing out the true joy in driving. The new Mazda2 Sedan and Hatchback now come with G-Vectoring Control GVC, which is part of the brand’s series of new-generation vehicle dynamics control technology. It will join the Mazda3 Sedan and Hatchback, the Mazda6 Sedan and Sports Wagon, and the all-new CX-5 in Mazda’s SkyActiv lineup that have this new science. GVC uses the engine’s torque to distribute power among the wheels based on steering input. By optimizing the vehicle load among the wheels, it enhances the car’s handling and riding comfort. In short, driving will more fun and comfortable, as there will be less to non-existent body roll when making turns. You can read more about GVC here and see its exact advantage based on tests done by Mazda. With the new Mazda2 with G-Vectoring Control, we doubt you’ll allow anyone borrow your car or drive it for you. But that’s the beauty with Mazda cars – it will bring out the driver in you and will make you want to get behind the steering wheel more instead of riding as a passenger. Other updates on performance and comfort include changes in the characteristics of the electric power steering and suspension. In addition, engine noise isolation from the bonnet and windshield are also enhanced to increase comfort inside the cabin. Another thing you’ll get when you buy the new Mazda2 is BAP’s YOJIN3 TOTAL CARE package that treats the owners as VIPs. How? New owners are entitled to free 3-year or 60,000 km periodic maintenance service includes parts, oil, and labor, 3-year roadside assistance and concierge service, and 3-year or 100,000 km warranty. The Mazda2 will stay as good-looking as ever with its KODO Soul of Motion design, however, there's a subtle design change in the turn lamps on the side mirrors of all variants. The fog lamps also receive updates; they are now LED and decorated with chrome bezels. Inside, the steering wheel is also slightly redesigned across the lineup, as well as silver and brown accents on the dashboard. Still powering the Mazda2 range is the 108-hp SkyActiv-G engine, coupled to a SkyActiv-Drive 6-speed automatic transmission. No changes, yes, but as the saying goes if it isn’t broken, why fix it? Best part of this update is that the prices are the same for the new Mazda2 Sedan and Hatchback. The Sedan SkyActiv R and V+ variants have price tags of P975,000 and P895,000, respectively, while the Hatchback SkyActiv V+ can be had for P865,000. If you want the Soul Red or Machine Gray color options, you just need to add P16,800 on top of the SRP. 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The original G-Vectoring Control, the first technology in the SKYACTIV-Vehicle Dynamics series, was the world's first control system to vary engine torque in response to steering inputs in order to provide integrated control of lateral and longitudinal acceleration forces and optimize the vertical load on each wheel for smooth and efficient vehicle GVC Plus uses the brakes to add direct yaw moment control for further enhanced handling stability. As the driver steers out of a corner by returning the steering wheel to the center position, GVC Plus applies a light braking force to the outer wheels, providing a stabilizing moment that helps restore the vehicle to straight line running. The system realizes consistently smooth transitions between yaw, roll and pitch even under high cornering forces, improving the vehicle's ability to accurately track sudden steering inputs and crisply exit corners. In addition to improving handling in emergency collision avoidance maneuvers, GVC Plus offers a reassuring feeling of control when changing lanes on the highway and when driving on snow or other slippery road surfaces. By applying the human-centered development philosophy to all kinds of common driving situations, Mazda will continue to pursue the kind of driving joy that allows both the driver and his or her passengers to feel at one with the car, relax and enjoy the ride. The company aims to create a special bond with customers by adding exuberance to their lives. G-Vectoring Control Plus in operation Mz stabilizing moment; Fx braking force 1 A series of new-generation vehicle motion control technologies that provide integrated control of the engine, transmission, chassis and body to enhance the car's Jinba-ittai feel – a sense of connectedness between car and driver that distinguishes Mazda vehicles. 2 As of June 2016 production models, based on Mazda's research An ingenious new Mazda technology called G-Vectoring Control emulates race-car driver weight-transfer techniques to make road-going cars driven by mere mortals handle better and make passengers feel more comfortable. Every time the driver turns the steering wheel, GVC shifts a tiny amount of weight to the outside front tire, which improves grip and steering response. The result is less sawing at the steering wheel to find the right path through a turn, or less effort to keep the car pointed straight on the highway. G-Vectoring Control is not just another over-hyped modest performance tweak. Mazda appears to have developed a significant electronic driver enhancer. The driver and passengers will subconsciously believe the car handles better it actually does and the driver is a better driver possibly. It is a significant step forward for Mazda in making mid-price cars and crossovers carve corners like high-end German sport sedans and maintain arrow-straight stability on long, straight highways. Mazda G-Vectoring Control debuts on 2017 Mazda 6 and Mazda 3, with the rest of the line to follow over the next couple years. How it works instantaneous change to ignition timing When a car slows or brakes, the weight shifts forward. That's physics. The weight transfer puts weight on the front wheels, so they grip better and turn in a little more. Race drivers are taught to brake just a little heading into a turn to initiate the weight transfer. Mazda GVC automates the process. As soon as the driver turns the wheel, Mazda's SkyActiv engine management system - which includes the GVC algorithms as part of what Mazda calls SkyActiv Vehicle Dynamics - retards the ignition timing ever so slightly, engine torque power falls slightly, the car slows ever so slightly, and a small amount of weight transfers to the outside front wheel such as the right front wheel if the steering wheel is turned to the left, as in the illustration above. All this takes place in less than 50 milliseconds one-twentieth of a second from steering wheel input to torque reduction, so it's effectively instantaneous. A Formula 1 race driver couldn't do all that in 50 ms. The change in speed is so slight, to Mazda says, that "deceleration is not consciously detectable by the driver." The amount of weight transfer is at most 10 pounds, but it's enough. Mazda found that using the brakes to slow the outer front wheel took too long and was imprecise too much or too little braking, as did slowing the engine in other ways, such as reducing fuel flow. [video width="640" height="360" mp4=" How it feels behind the wheel Mazda set up a series of demonstrations in Monterey, CA, at the Mazda Laguna Seca Raceway using a set of instrumented Mazda 6 sedans outfitted with an on/off button for GVC, and a laptop-equipped backseat technician that videotaped and recorded steering wheel input for back-to-back laps with GVC on, then off. The A-B testing included a emergency lane change slalom, an oval, a water-soaked high speed turn, and a narrow lane set off by cones on one side and the famous racetrack's unforgiving concrete wall protecting pit road. The video above shows a 30-second oval driven at the same moderate speed with G-Vectoring Control on and off. Notice the more frequent micro-corrections of the wheel with GVC off. With GVC disabled, the driver is likely to turn in too much or too little, over-correct, correct for the over-correction, and so forth. Those more frequent sawing motions at the wheel are on the right video. The line chart shows the greater smoothness with GVC enabled blue line, especially the first half of the lap. Where the blue line diverges in the middle, I swung wide to set up for the second turn, a no-no; drivers were supposed to hug the inside of the course all the way around, each lap. On the oval the most notable difference was how little steering input corrections I had to make going around the turns. On the long narrow lane on the track's main straight, the difference was how stable and centered the car seemed, almost as if the lane was a couple feet wider. On the highway, that should translate to a car that seems to go where you want it to straight ahead with fewer corrections. [metaslider id=230844] Back story equilibrioception and minimum jerk theory Mazda has been working on GVC for eight years, much of it in conjunction with Hitachi, according to Mazda vehicle development engineer Dave Coleman. That included deep-dive research into how drivers and passengers react to the forces of motion. One topic of study was equilibrioception, or how people maintain and lose their sense of balance. People walking or running like to keep their heads straight upright the brain corrects for normal head bobbing, and doing that serves as the body's internal G-sensor. See the YouTube video Chicken Head Tracking below for proof that other parts of the animal kingdom want to keep their heads straight up, too. The minimum jerk theory was also studied and, no, it has nothing to do with who's likely to win Election 2016. Basically, human motion includes jerky motion that we try to smooth out as much as possible. Driver and passenger are upset by jerky motion, which Mazda says is not velocity going a steady 60 mph even though the roadside looking out may be a blur, nor is it the delta change in velocity, which is described as acceleration. Rather, "jerk" is the change in acceleration, and it shows itself in repeated sharp little steering wheel adjustments, or pressing softer then harder on the brakes, or pressing more then less on the throttle. With a turbocharged car, when you tromp the throttle, the car moves off and the jerk moment comes a fraction of a second later when the turbo boost finally takes effect. Jerk motion is unsettling. Turning into a corner involves at least a small jerk, and each time the driver corrects again, there's another jerk. With GVC, there are fewer mid-turn corrections. G-Vectoring Control vs. torque vectoring Mazda says G-Vectoring is not the same as torque vectoring. Torque vectoring is a mechanical or brake-induced action to over-drive the outer powered wheel going around a corner, effectively powering the car through the turn. Mechanical torque vectoring can add 100 pounds or more or weight to the car not to the driven outer wheel. Brake-controlled torque vectoring brakes the inside wheel, effectively overpowering the outer wheel in comparison. According to Mazda chart above, G-Vectoring Control has the advantage of working in more situations than torque vectoring, most of all in everyday conditions where it makes the car seem more stable and on-course. Why G-Vectoring Control matters Mazda is an engineering-driven company that sees itself the equal of Toyota or Honda, albeit with one-fifth the sales. To close the sales gap with them and at the same time try to be thought of as a mid-priced BMW competitor, Mazda does intriguing things with software to make its cars drive better and react more quickly than even the most skilled driver can. Thus, G-Vectoring Control. Before GVC happened, Mazda tuned its i-Activ all-wheel-drive system for what it believes is best-in-class winter driving, employing several dozen sensors to capture and respond to wheel-slip before even the driver notices it, again in a few milliseconds. In a series of tests in mountainous Colorado at the Mazda Ice Academy photo inset, the Mazda CX-5 conquered hills and slippery slaloms better than competing SUVs. Admittedly, on courses Mazda designed. Based on a day of driving several Mazda cars at Laguna Seca, Mazda makes a strong case that GVC is a feature you'll want to have. It's one more part of Mazda's pursuit of Jinba Ittai, a Japanese phrase that roughly translates to "horse and rider as one," "oneness between car and driver," or the car as an extension of the driver's desires. When can you buy GVC? Mazda says G-Vectoring Control will first be available on the 2017 midsize Mazda 6 sedan and the compact Mazda 3. Mazda will outfit the entire line within "a couple years." It's not possible to retrofit current Mazdas. While it's a software enhancement to the Mazda SkyActiv engine control module, there are also subtle tweaks to the suspension and steering. GVC will eventually be on all Mazdas, standard, and unlike the test cars, they'll be always on no off button. An interesting possibility is what happens if other automakers want GVC to use on their cars. So far, Mazda hasn't said if it would license GVC or a variant. There have been times in the past when one company had a technology everyone else wanted, such as Mitsubishi's counter-rotating balancer shafts that reduced the vibration inherent in four-cylinder engines. [embed width="640" height="360"] Tagged In Torque Vectoring Mazda Car Software Mazda6 Car Technology More from Cars

mazda 2 g vectoring