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 Объявленияо продаже новых Mazda в России по цене от 2 579 000 ₽. На Авито вы можете купить новый Мазда от официальных дилеров по выгодной цене и оформить заявку на кредит. Большой выбор новых автомобилей в России Mazda2 Sedan menggunakan G-Vectoring Control Plus (GVC Plus), yang mendukung pengendalian mobil dalam berbagai macam situasi. Urusan dapur pacu mobil ini menggendong mesin SKYACTIV-G 1.5L 4-silinder segaris DOHC dengan 16 katup, mesin ini diklaim mampu memuntahkan tenaga maksimal sampai 82 PS pada 6.000 rpm dan torsi Paged'accueil Voitures d'occasion Mazda Mazda MX5 Limousin Mazda MX5 2.0 SkyActiv-G 184 Sport | Leer | Camera. heycar. Mazda MX5 ST 2.0 SKYACTIV-G 184ch Sélection Euro6d-T 2021. 34 990 €. Prix juste. Prix évalué 34 100 €. ILLZACH, Alsace. 6.9 L/100km* | 155 g CO2/km (comb.)*. heycar. GVectoring Control Detail kecil dapat membuat dampak terbesar. Pemikiran seperti ini menginspirasi teknisi Mazda untuk menghabiskan waktu bertahun-tahun untuk mengembangkan Skyactiv-Vehicle Dynamic dengan G-Vectoring Control — sebuah standar teknologi yang tepat pada New Mazda CX-5 dan dirancang untuk membantu menghasilkan perjalanan yang Les Sites De Rencontre Belge Gratuit. Oct. 11, 2018Products and Technology Mazda Announces G-Vectoring Control Plusto Improve Vehicle Handling Available first in the updated Mazda CX-5, for which pre-orders start today HIROSHIMA, Japan—Mazda Motor Corporation has developed G-Vectoring Control Plus, the second new-generation vehicle dynamics control technology in the SKYACTIV-Vehicle Dynamics GVC Plus will be rolled out to all Mazda models, with the updated Mazda CX-5 – pre-orders for which start today at Mazda dealers throughout Japan – the first to get the new technology. 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 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. Since G-Vectoring Control GVC was introduced in the 2017 Mazda 6, it has since been included as standard for all its vehicles. While it is mostly known as “the” Mazda technology that aids in the driving experience of the brand’s cars, there is little understanding on what it does, and why it is a highlight for Mazda. In this article, we will break down the points of GVC – from its benefits to misconceptions. How did G-Vectoring Control come about? The word Jinba-Ittai’ is a saying that is at the heart of every Mazda. First seen in the brochure for the first-generation Mazda MX-5, Jinba-Ittai’ basically translates to “the feeling of connectedness between a rider and his horse”. When put in context of the brand – it basically translates to harmony between a car and its driver. Marrying the Jinba-Ittai’ concept plus the focus on being innovative and striving to be better, GVC was introduced to improve chassis performance by controlling the engine output; but developed based on Mazda’s human-centred development philosophy. What is G-Vectoring Control? To put it simply, G-Vectoring Control is an electronic system that ties the power steering and engine control computer together. When the steering wheel is turned, GVC reduces engine power slightly. The resulting effect pitches the front of the vehicle forward, putting more load on the tyres and allowing the car respond directly. All this translates to a more stable vehicle for both driver and passengers. What are the benefits of GVC? There are several, but the most important is that GVC is highly versatile and can be deployed in any Skyactiv Mazda’s latest technologies that encompass the brand’s engine, chassis, transmission and car body model, irrespective of drive system or vehicle type. Additionally, since GVC is a software control system, there isn’t any increase in weight. However, the main points are Increase in driver confidence due to reduction in steering corrections with GVC. Passengers feel more comfortable because GVC smoothens the G force transitions that suppresses the swaying of head and body. The enhanced handling and stability on various road surfaces including rain and snow gives a greater sense of security to the driver. Less slip equals more traction and driving confidence. Why is vehicle control important? “If you want to get a driver’s license, you can go to a driving school and get basic driving lessons. But those lessons do not educate you on the importance of vehicle control and ways to improve control. For instance, driving instructors do not teach you on controlling a vehicle for better or more efficient driving. GVC ensures the vehicle controls its dynamics on an extremely minute level, not capable by drivers themselves, so that driving efficiency is significantly improved,” said Daisuke Umetsu, vehicle development division, Mazda. Does this mean that GVC is a standalone technology to improve vehicle dynamics? No, it isn’t. Because GVC ties both steering input and engine to optimise load control, the technology could not have been achieved without the brand’s Skyactiv engine. Both of Mazda’s Skyactiv-D diesel and Skyactiv-G petrol engines are capable of extremely fast and precise control, which realises optimum torque control requested by the driver’s steering input. In simple terms, this means that the engineering that has gone into the suspension, body, seats and steering all come together with the system, which is needed to carry the load and reach the road surface. The all-new Mazda 3 now comes with G-Vectoring Control Plus. What does the update do? “On top of shifting the weight to improve grip and make the car behave more naturally, G-Vectoring Control Plus also works when you’re coming out of a corner. We apply a tiny amount of brake to the outside front tyre to help straighten the car as you exit a corner,” explains Dave Coleman, vehicle development engineer at Mazda R&D. Watch this video to have a better understanding about G-Vectoring Control Want to know more about the Mazda 6? Click here for our impressions of the latest Mazda 6 sedan. Sell your car to Carsome and upgrade your ride to a Mazda! 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 If you’re not technically inclined, or at least a keenly mystified observer of engineered wizardry, turn away now. This could get a little boring for you. But, even if not knowingly, you'll soon be glad this new system exists. G-Vectoring Control, or GVC as Mazda calls it, is an all-new electronic system that works with Mazda’s SkyActiv engine range to promise better driving feel behind the wheel, more linear steering response, added safety and reduced fatigue. And while we didn’t easily feel the system working away under the Mazda6’s skin at launch this week, we reckon any system that adds to safety is a good a quick breakdown on how GVC you’ll read in our other news piece, one Mazda engineer spent an incredible eight years developing GVC to ensure it is ready for launch on road cars that you could be driving as soon as the refreshed release of the new Mazda 3 in the months has spent plenty of time watching human behaviour, not only behind the wheel but also in doing something as simple as walking, running or even sitting in a vehicle as a passenger. The end result is a clever software system that reads steering inputs and ever-so-subtly reduces engine torque to the driven wheels. The result of that torque reduction, like a race car driver lifting off’ on the track, is a shift of the vehicle’s weight forward. This adds more bite’ to the driven tyres and therefore more grip and confidence at any result, according to Mazda, is more assured handling and balance. That, and more certainty to the way the vehicle reacts to the road conditions, which dictate what the driver is doing with the steering technology is a direct result of Mazda so intensely observing human behaviour and how the body reacts to motion. Every action within the human structure is linked, so that as a vehicle tips into a corner for example, the body will do all kinds of balancing acts to try to keep the occupant's head and therefore eyeline humans walk or run, turn a corner, lean forward or back, the natural and subconscious reaction is make those movements as smoothly as possible, essentially because it feels more comfortable to do so. Mazda calls it minimum jerk theory’ and the effort to translate that human movement into driving control led the company to develop more balanced you can make a vehicle, the more enjoyable - even if only subconsciously - the experience will be for the occupants. This in turn reduces fatigue, given there’s less effort and muscle action required, whether you're driving or a passenger in the is key, and the GVC system can work at speeds - less than 50 milliseconds - that beat even the most skilled driver. Imagine, for example, you pick the wrong line into a corner. You’d have to adjust the amount of lock to suit the line you should have taken. This takes time, and the slower you correction, the messier your corner progression. GVC aims to remove that occurrence we saw on test, GVC works even when cruise control is activated - any time there is throttle input, as a matter of fact. The system isn’t affected by ESC or traction control, either, and works independently of told us at the test event that the plan is to filter this tech down through the whole Mazda range, whether the vehicle is front-, rear- or all-wheel the system would make sense across the entire Mazda range, we’ll see it filter through as each model is refreshed or updated. First cab of the rank will be the Mazda 3 - due to hit Australia later this year. Trent Nikolic has been road testing and writing about cars for almost 20 years. He’s been at CarAdvice/Drive since 2014 and has been a motoring editor at the NRMA, Overlander 4WD Magazine, Hot4s and Auto Salon more about Trent Nikolic

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