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#0 by TriLoGy Drivers Club

(You Talking To Me?) (0 mesaje) at 2010-02-21 16:29:06 (812 săptămâni în urmă) - [Link]

Mazda 3mps

The all-new Mazda3 MPS 'super-hatch' has been given a residual value boost to coincide with the range-topper going on sale in the UK this Autumn. The 2.3-litre petrol model, which generates 260ps and 380Nm of torque and has a limited top speed of 155mph, has won plaudits from used car valuation experts at CAP.

http://www.youtube.com/watch?v=Er5yo2sDbBk&feature=related

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Mazda 6mps

Power and beauty combined, in the most exciting and exhilarating Mazda 6 yet.

The powerful all-new MZR 2.3 DISI Turbo engine delivers great performance at 260PS. The direct injection technology and turbocharger create a responsive feel, with high torque (380 Nm at 3,000rpm) and superb acceleration (0 - 100 km/h in 6.6 seconds).

The remarkable Active Torque Split All-Wheel Drive System delivers complete control in every driving condition, to which the responsive 6-speed manual gearbox adds poise and fun.

The sleek, 4-door body underlines the powerful appearance. There's a large front air-intake, bumper integrated fog lights, 18" 15-spoke alloy wheels, dual exhaust pipes and a sophisticated aerodynamic spoiler. The interior provides typical Mazda craftsmanship, such as the leather gear knob, alloy pedal set and sporty inner door handles. Stylish black leather seats with strengthened side support give ultimate comfort.

http://www.youtube.com/watch?v=sFmasvF-918&feature=related

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Mazda rx-8

Through-and-through, the RX-8 is a pure sports car that gives the driver an exciting and dynamic experience. Engineers improved body rigidity of the new RX-8 through the addition of structural reinforcements, by adding a trapezoidal bracing bar between the front suspension towers and enhancing the local rigidity of the tower areas. Also, the rear suspension geometry has been reconfigured for better handling performance and driveshaft rigidity is improved, lowering NVH (Noise Vibration and Harshness) levels and improving performance.

In addition, the differential gear ratio is lowered (from 4.444:1 to 4.777:1) for improved off-the-line performance. These changes give RX-8 increased acceleration and performance, as well as even greater responsiveness to the accelerator pedal - always a rotary-engine and RX-8 hallmark. The Mazda RX-8 remains the only mass-produced rotary-powered passenger car in the world. While exhibiting unusually high power output for a Naturally Aspirated engine, RENESIS outstrips comparable reciprocating engines in terms of acceleration, the feeling of power in reserve and 'instant' throttle response.

Depending on individual markets, the new Mazda RX-8 will be available as either a 231ps-model fitted with a six-speed manual transmission, or a 205ps model fitted with a five-speed manual transmission. The RENESIS engine is remarkably smooth and high revving - all the way to 9000rpm - and is significantly more compact than traditional internal combustion engines. In fact, the packaging and styling that define the RX-8 would not have been possible had Mazda engineers chosen a conventional piston engine.

To cater to the driving-conscious enthusiast, the new RX-8 will offer a sport package. Providing the very best in rotary-powered motoring, this package adds a sport-tuned suspension with Bilstein shock absorbers and front suspension crossmembers filled with urethane foam. Filling the crossmembers makes for a smoother ride, minimises NVH and ensures greater suspension control.

On the visual side of the sport package, a new rear spoiler, side sills, fog lights and sports front bumper are added to give an aggressive appearance, along with 19-inch forged aluminium-alloy wheels with high performance tyres. Inside, this model adds front Recaro sport seats with leather side bolsters and colour coordinated stitching to leather-wrapped parking brake handle, steering wheel and gear knob.

Minor enhancements were made for the new RX-8 to provide a simple and functional interior design that supports driving pleasure. The instrument panel was redesigned to give a feeling of dynamic movement, with a variable red-zone added to the tachometer that will rise as the engine comes to operating temperature and a new steering wheel, plus redesigned front and rear seats.

An extremely low cabin floor allows the seats to be mounted low in the chassis, which, along with a low instrument cluster cowling and bonnet, allows a low centre of gravity and provides outstanding visibility. Mazda designers concentrated on the shape of the front seat backs and the rear seat cushions to ensure enhanced rear-seat knee room. The front seat mounting-rails are also repositioned to allow maximum foot room for rear-seat passengers.

The rotary design element is incorporated throughout the interior of the RX-8 in creative ways, while the stylish cabin also evokes a sense of luxury and high-end quality. Mazda's design team examined every aspect and component of the interior and created an elegant, driver-centric atmosphere. Through the use of advanced ergonomic research, Mazda engineers determined that improper seating posture is a major cause of driver fatigue and built in optimum support in the front seats to help offset discomfort.

In addition, the colour of the RX-8's instrument cluster was developed to reduce eye strain. The premium feel of the new RX-8 extends to the inclusion of latest technology features such as a 300-watt Bose audio system with Centerpoint surround sound and AudioPilot noise compensation technology, Bluetooth hands-free phone system and auto sensing xenon headlights and windscreen wipers.

http://www.youtube.com/watch?v=QRiPSlx8PxA

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Mazda rx-7

1993 Mazda RX-7 news, pictures, and information
In 1969 Mazda Project engineer Akio Uchiyama began work on a two-seater sports car. Internally it was called project X020A and eventually became known as RS-X. The idea was to share a chassis from a production saloon thus saving on production costs and limiting the time-to-market. This project continued until 1973 when the oil crisis finally put an end to the car.

Around 1975 Sinpei Hanaoka, a Mazda board member and former banker, recommended that a rotary engined sports car be developed. Soon after Project X605 began. This was different from the prior attempt, in that a new chassis was developed for the sole purpose of accommodating the rotary engine's compact dimensions. Akio was tasked with assisting Sumio Mochizuki, the Chief Project Engineer, in designing the chassis. Styling was handled by Yasuji Oda and Matasaburo Maeda. The creation of the rotary engine design was given to Kenichi Yamamoto.

The rotary engine was compact, small, and helped in the 50/50 weight distribution resulting in exceptional handling. Instead of focusing on maximum horsepower, a fuel-efficient 12A version was opted chosen. The engine was placed in the front and designed to power the rear wheels. To reduce production costs, the suspension was borrowed from the production vehicles. The front had McPherson struts and coil springs and the rear was a live axle with coil springs. The steering was re-circulating ball. Disc brakes were placed in the front while the rear brakes were drums. The chassis was comprised of monocoque which helped reduce weight while increasing structural rigidity. The rear window was originally a one-piece wrap around sheet but was replaced in favor of a cheaper and more reliable 3-peice design. During wind tunnel testing it was revealed that the design had an excellent aerodynamic drag, equivalent to a Porsche 924. With the headlights exposed, the drag was reduced from 0.36 to 0.38 CD, similar to the Datsun 280Z.

Three transmission were available; a three-speed automatic, four- and five-speed manual.

The 12A rotary engine, with the help of modifications, was able to produce five extra horsepower and three more pounds-feet of torque. Fuel injection was attempted but did not work with the exhaust thermal reactor and would not have complied with United States safety and emission regulations. A characteristic of the engine is that it is very quiet. It is smooth and 'torqy' offering loads of performance.

The front seats were buckets with plaid designs and the rear was a bench seat. The instrument panel featured a 130 mph speedometer. The rev counter had dual purposes, first it reported revolutions per minute and when the ignition was on but the engine had not yet started, it served as a voltmeter. This was later changed to separate gauges.

In 1977 the prototype was finished and a year later in March of 1978 the RX7's were being produced at the Ujina plant. The RX-7 was introduced to the members of the press at Hiroshima and later debuted to the United States in April of 1978. The RX7, a.k.a. Project X605, was an immediate hit.

The Mazda RX7 was a practical sports car, highly competitive, and offered at a low price. Supply could not keep up with demand and many potential buyers were often offering more money above sticker price just to own one. There were initial quality problems but all issues were quickly resolved. By 1980 nearly 140,000 examples had been produced. Using a 12A rotary engine displacing 1.2 liters, it was capable of producing around 105 horsepower. Zero to sixty was accomplished in ten seconds.

In 1984 a more powerful 1.3 liter rotary engine was introduced, the 13B. The 13B produced 135 horsepower and was placed in the 'special edition' cars called the GSL-SE. The GSL-SE were given disc brakes on all four corners and a Limited Slip Differential. The zero to sixty time improved to just under nine seconds.

The main complaint for the car was its steering. Many believed that the recirculation ball should be replaced with a rack-and-pinion unit which could better keep up with the cars excellent performance and offer superior handling. Besides this, the car was given excellent reviews by all automotive magazines.

The RX7 was eligible for class C racing in the United States. Under IMSA's classification, it was eligible for 2.5 liter racing. After its domination on the racing circuit, the IMSA re-classified the RX7 at a higher minimum weight limit which allowed it to run in the more competitive GTX class.

The RX7 production continued until 1986. As time had progressed and as a bi-product of racing, the RX-7 had been much improved. However, the field of affordable sports cars was increasing and the RX-7 was in need of a replacement.

The Second Generation RX7

Chief Project Engineer Akio Uchiyama had traveled to the United States to become better acquainted with the demands of the RX-7's largest market. His interviews and the comments and suggestions received from the owners and prospective owners influenced the design of the second series of the RX-7.

By June 1981 the project was started. Akio Uchiyama chose the name P747 to represent this task. Various designs were created, each targeting different markets. The designs were labeled 'Realistic Sports Car', 'Technologically Advanced Sports Car', and a 'Civilised Sports Car'. The designs ranged from a hard-core sports car to designs that offered plush amenities and hints at its sporty-roots. The price of these potential cars were estimated to fall between $9000 through $13000 depending on the design chosen. In total there were around twenty designs created each representing different ideas of the next generation RX7. Two designs were chosen as 'favorites' and full-size clay models were developed and shown to consumers.

By February of 1983 a design was chosen. Takashi Ono was tasked with designing and building the exterior of the vehicle. Most of the demands made by Ono were carried through but a few needed to be redesigned based on consumer reaction and to accommodate mechanical components. The resulting prototypes achieved a 0.29 CD of aerodynamic efficiency. This was the result of a low hood and a 63.5 degree angle windshield.

Jiro Maebayshi was tasked with designing the suspension. The resulting mechanics was borrowed from a truck suspension created by Takao Kijima. The front and rear suspension were independent with the front incorporating McPherson struts. To make the car more maneuverable, four wheel steering was experimented with but unfortunately the results were not promising. Instead a system was adopted that allowed a small degree of rear steer to be created by the rear suspension during cornering. The rear wheels would steer in the same direction as the front increasing stability at high speeds. At low speeds the rear wheels would steer in the opposite direction of the front wheels. The system was dubbed the 'Dynamic Tracking System Suspension' and 'Triaxial Floating Hub'. The system did increase noise so to compensate the final drive system and rear suspension were mounted separately on the rear subframe. To reduce the noise caused by the subframe and the chassis, Rubber bushings were used. The rack-and-pinion steering and the updated suspension addressed the major pitfall of the first generation RX-7.

The second generation came with options, such as brake sizes and wheels. Standard were 9.8 inch ventilated disc brakes with the 10.3 inch disc with single piston floating iron calipers offered as optional equipment. Anti-lock braking system was not offered at the introduction of the vehicle but became available at a later date. The RX-7 could be purchased with a five-speed manual or a four-speed automatic transmission. A turbocharger system increased torque by nearly 30 percent.

A luxury version was offered outfitted with cruise control, air conditioning, leather seats, power windows and a security system.

The 13B engine had been introduced in the first generation RX-7. It produced 135 horsepower and by reshaping the plenum, 11 extra horsepower was achieved. The plenum was curved again for the P747 in increase the power even further. Other modifications included the addition of a second fuel injection, new rotor apex seal, digitally controlled Bosch L-Jetronic, larger air cleaner, and wider throttle intake and valves. Through these and other efforts, more horsepower and better fuel economy was achieved, and the engine became more durable. At the end the engine produced nearly 150 horsepower and 138 foot-pounds of torque. This meant the vehicle could propel from zero to sixty in just eight seconds and top speed was achieved at nearly 130 mph. The turbocharged 13B version was rated at 182 horsepower and 183 foot-pounds of torque. The fuel economy was nearly identical to the non-turbo charged version, 17 city and 23 highway.

The interior was convenient, ergonomic, and modern. There were orange instrument needles, red lettering, 8000 RPM tachometer, four auxiliary dials for oil pressure, battery charge, fuel level and coolant temperature. The turbocharged versions had a boost gauge in place of the battery charge.

The RX-7 was offered in two-seater and 2+2 configuration, however the rear seats were small and was best used for luggage rather than transporting extra passengers.

After design and development of the prototype P747 and before official approval to begin mass development the P747 ran into a problem. The United States would enforce a tax on all vehicles that weighed over 2875 pounds and did not meet a 22 mpg combined city/highway rating. P747 was too heavy and did not meet the combined gas rating and nearing the point where the project would be discontinued. Upper management allowed one month to reduce the weight and to improve fuel economy.

Every designer and engineer began removing items, replacing others with a lighter material, and searching for ways to reduce the weight. The cast iron wheel hubs were replaced with alloy and the spare tire jack was replaced with an aluminum unit. The final drive cover was replaced with an aluminum material and the suspension arms became forged aluminum. The weight-saving measures continued and in the end P747 weighed 2630 pounds, still a hundred pounds more than the first generation RX7 but it did include many mechanical and electrical improvements and features. The major downside to using the lightweight material was that it was more expensive than the steel that it replaced.

The name RX-7 was retained, although many believed that it would have been given the name RX-8, the next logical succession in the Mazda naming convention.

Introduced in 1986 it was immediate successful. Sales were strong and higher than any other year for the RX-7. The 13B 1.3 liter rotary engine producing 146 horsepower was standard as was the four-wheel disc brakes. The turbo version, named the 'Turbo II', increased the horsepower to 182 horsepower. Zero to sixty was achieved in 6.8 seconds in the turbocharged version while the naturally aspirated engines achieved 60 mph in 7.7 seconds.
For 1987 sales slowed but this was expected. Improvements were added, defects were fixed, and the RX-7 continued to evolve. The luxury and turbo versions were outfitted with antilock brakes as standard equipment. A convertible option became available from the factory. The rear window was made of glass and had a defrost mechanism built-in. In America the Convertible option came with the naturally aspirated engine and a manual gear box. Anything more and the car would have been too heavy, qualifying for the Gas Guzzler Tax. In other countries, the RX-7 Convertible could be purchased with the Turbo and other optional equipment.

Throughout the years Mazda introduced various specialty versions to commemorate special occasions, to offer an exclusive line-up, and to improve sales. A tenth Anniversary special edition honored the ten years of production for the RX-7.

By the close of the 1980's, the 13B naturally aspirated engine had been improved to produce 160 horsepower, the turbo version producing as high as 200 horsepower. The axle and gear ratios were improved to handle the increase in power. The gear shift mechanism was changed in favor of a shorter-throw unit. Steering was improved through the use of engine speed sensing instead of the prior speed-sensing steering.

In 1989 the Mazda Miata was introduced, revitalizing sales for the small, simple, two-seater sports car market. Many believe it stole sales away from the RX-7, which for 1990 saw sales slowing down. The RX-7 was still the choice for sports car performance while the Miata became the cheap sports car options.

By 1992 the production of the second generation RX-7 had came to an end. 1990 was the final year for the GXL 2+2 hatchback. From 1991 onward all Mazda RX-7's were two seaters. Since the redesigned 1993 RX-7 model was introduced early, there were no official 1992 RX-7's.

The Third Generation RX7

Debuted in 1993, the third generation Mazda RX-7 was available only as a two-door hatchback. Under the hood was a new twin-sequential turbocharged 13B-REW rotary engine producing an astonishing 255 horsepower. A five speed manual and four-speed automatic were offered. On all four corners were Anti-Lock disc brakes. Safety was improved with the introduction of a drivers-side airbag.

Weighing 190 pounds less than its predecessor and offering 50/50 weight distribution, the powerful and redesigned third generation RX-7 was a performance machine.

The RX-7 was offered with two packages that could not be combined. The first was the R-1 designed for those searching for the ultimate performance from their RX-7. The package added body spoilers and dual oil coolers. The Touring Package was offered for those seeking luxury from their sports car. This package added leather seats, Bose speakers, steering wheel mounted cruise control, and a power sunroof.

In 1994 safety was enhanced with the addition of a passenger side airbag. Map pockets and a revised dashboard were also new for 1994. The performance package was now called the R-2. A new package was offered called the Popular Equipment package. This included power sunroof, rear cargo cover and leather seats.

Compared to the prior versions, the third generation RX-7 was short lived. Its performance, handling, low weight, and styling continued the legacy established by the first and second generation. The downfall for the third generation RX-7 was its sticker price costing over $35,000 in 1995. 1995 would be the last year the RX-7 was produced. Ending a legacy and bringing to end the production of the rotary engine, at least for a while. With the introduction of the Rx8, the rotary engine has been reintroduced. A new chapter is beginning.
The most famous aspect of this vehicle is probably the engine. It was a revolutionary engine created by Felix Wankel and named the 'Wankel Rotary Engine.' Inside an elongated chamber, a rotor with three curved sides revolves around a central driveshaft. Air and fuel enter from the sides and are compressed as the rotor spins. The result is the equivalent of a conventional combustion chamber.

During the design and planning of the engine it was believed to have so much more to offer than the traditional engine. It has fewer moving parts and no pistons making power delivery smoother. There were very high-hopes for it. However, after it was built it was plagued with technical problems mainly leaks in the combustion chamber and rotor tip wear. These issues were addressed but they took time. Many of the issues were ironed out by the time the RX-7 was ready for production. The next issue was poor fuel economy and inadequate power at lower speeds.

The design was done by Mazda's Matasaburo Maeda. It was very appealing, sleek, and sporty. This, coupled with the new engine created a successful combination.

The first-generation was in production for seven years. During that time only minor aesthetic changes were introduced. Mechanical enhancements, on the other-hand, were more frequent. In 1981 the car was given more horsepower, and then again in 1983 with the electronically fuel-injected limited edition Turbo. During its production run, nearly half-a-million units were built.

The second generation RX-7 came into existence in 1985.

http://www.youtube.com/watch?v=dV3ebuHRyUM&feature=PlayList&p=80D19F918BF7764C&index=0&playnext=1

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Mazda Furai

Motor Corporation will showcase the world premieres of the Mazda Furai concept vehicle and the heavily revised 2009 Mazda RX-8 sports car at the 2008 North American International Auto Show (NAIAS), to be held in Detroit from Sunday, January 13 through Sunday, January 27, 2008. On the heels of its show-stopping debut at the 2007 Tokyo Motor Show in October, the Mazda Taiki concept vehicle also will make its North American debut, the first time it has been shown outside Japan.

Mazda Furai -- 'Sound of the wind'

Inspired by the fact that, on any given weekend, there are more Mazdas and Mazda-powered cars road-raced in the United States than any other brand, the Mazda Furai (Japanese for 'sound of the wind' and pronounced 'fu-rye') is the sort of car that could only come from a company that incorporates the 'Soul of a Sports Car' into everything it builds, but with an eye toward the future and the environment through the use of 100% ethanol produced in partnership with British Petroleum (BP).

Furai takes Mazda's unique Nagare (Japanese for 'flow') design language a step further as it is translated into a concept car based on an American Le Mans Series (ALMS) racing car. The car utilizes the Courage C65 chassis the company campaigned in the ALMS series only two seasons ago, and the 450-hp three-rotor rotary engine that distinguishes it from anything else on the track.

Says Franz von Holzhausen, Mazda's North American director of design, 'Furai purposely blurs boundaries that have traditionally distinguished street cars from track cars. Historically, there has been a gap between single-purpose racecars and street-legal models -- commonly called supercars

-- that emulate the real racers on the road. Furai bridges that gap like no car has ever done before.'

Mazda's critically acclaimed Nagare design language describes the flow of water, air, people or things moving in one direction. Mazda Nagare is flow, with an insightful and spirited styling, which, in Mazda Furai, invokes a raw, unfettered desire to possess everything this car represents.

2009 Mazda RX-8

Sporting a freshened design, improved handing, acceleration, quality and features, the 2009 Mazda RX-8 continues to be a 'Sports Car like no other,' and shows that the rotary engine is still an important part of Mazda's future.

Since its launch in 2003, the Mazda RX-8 has been hailed as a genuine sports car, but with a totally new, four-door, four-seat format that delivers sports car values, passenger comfort and driving pleasure. Powered by the world's only mass-produced rotary engine, RX-8 is the spiritual successor to the 1967 Cosmo 110S, the world's first twin-rotor production car. With almost two-million rotary engines sold, and the company's legendary win at the 1991 24 Hours of Le Mans -- the only Japanese brand to ever win the endurance racing classic -- the rotary engine is the sole preserve of Mazda.

Mazda Taiki

Making its North American debut, the first time it has been shown outside of Japan where it was hailed as the 'Concept of the Show' by a major enthusiast publication at this year's Tokyo Motor Show, Mazda is eager to show the Mazda Taiki alongside the all-new Mazda Furai.

While Taiki is significant as the fourth of the Nagare-inspired concepts in the series, it is also the third rotary-powered car that will be debuted on the Mazda stand. Mazda is committed to the current and future development and production of the rotary engine, as well as pursuing multiple fuel strategies under its Sustainable Zoom-Zoom plan.

The challenge to create 'a design that visually expresses the flow of air' was inspired by the image of a pair of Hagoromo -- the flowing robes that enable a celestial maiden to fly in Japanese legend -- floating down from the sky.

Inspired by Japanese koinobori -- the decorative 'climbing carp streamers' -- the notion of creating an Air-tube became the concept word for the interior design. In accordance, from the dashboard and seats down to the door trim, the interior space creates the dynamic sensation that the flow of the wind is being visually depicted.

Additionally, Mazda will have a special display of racecars on its stand during the press days, and the full lineup of production cars for consumers to sample for public days.

Headquartered in Irvine, California, Mazda North American Operations oversees the sales, marketing, parts and customer service support of Mazda vehicles in the United States, Canada and Mexico through nearly 900 dealers. Operations in Canada are managed by Mazda Canada, Inc., located in Ontario, Canada, and in Mexico by Mazda Motor de Mexico in Mexico City.

Source - Mazda
MAZDA FURAI CONCEPT: THE EMBODIMENT OF ZOOM-ZOOM

As the latest in Mazda's award-winning and highly acclaimed series of Nagare concept cars, the Furai P2 concept vehicle celebrates 40 years of rotary engine and international motorsports heritage with the raciest interpretation of NAGARE design language to-date.

NAGARE: (pronounced 'na-ga-reh'), Japanese for flow and the embodiment of motion
FURAI: (pronounced 'foo-rye'), Japanese for sound of the wind

Furai is the sort of car that could only come from a company that incorporates the 'Soul of a Sports Car' into everything it builds, but with an eye toward the future and the environment through the use of renewable fuels. Driving toward sustainability, Furai was initially tuned to operate on 100 percent ethanol fuel, the first time a racing three-rotor rotary engine has been fueled by ethanol. Research continues in earnest with partner BP into other renewable and future fuels, including ethanol gasoline blends like E10.

On any given weekend, there are more Mazdas and Mazda-powered cars road-raced in North America than any other brand of car. This is because every Mazda sedan, coupe and sports car really is developed with the highest possible dose of the company's trademark Zoom-Zoom – truly the Emotion of Motion.

However, Zoom-Zoom is more than simply vehicle performance. The look and style that is Zoom-Zoom can best be seen in previous NAGARE-based efforts, including the Mazda Nagare concept that debuted at Los Angeles in 2006; Mazda Ryuga, which was first shown a year ago in Detroit; Mazda Hakaze, which appeared in Geneva last year; and Mazda Taiki, the star of the 2007 Tokyo Motor Show.

'Nagare' is how Mazda's future models will sustain the Zoom-Zoom spirit by exhibiting their strong affinity for motion.

Manufacturers commonly showcase design studies with little or no intention of actually using the theme presented. Mazda's approach is the opposite: All of the Nagare concepts, including Furai, help evolve this evocative surface language for future use. Every vehicle Mazda sells embodies the soul of a sports car to achieve a true Zoom-Zoom dynamic character. Nagare is how this celebration of motion will be portrayed on interior and exterior surfaces in future models. Instead of form following function, the two merge as one.

Franz von Holzhausen, Mazda North American Operations' (MNAO) Director of Design and the person who lead the team that created the Furai, explains the concept behind the concept, 'We were looking for a way to bridge the gap between Mazda Motorsports and the production vehicles in our lineup. The mindsets of road-car and racing car fans are quite different, so the purpose of Furai is to find a meeting point for these disparate interests.' He continued, 'Furai achieves this by purposely blurring boundaries that have traditionally distinguished the street from the track. Historically, there has been a gap between single-purpose racecars and street-legal models — commonly called supercars — that emulate the real racers on the road.'

Track cars are, by their competitive nature, ill-suited for practical highway use, as well as generally far from road-legal. Some supercars visit the track on occasion, but they are primarily road cars not properly equipped for racing. The aim of Furai is to bridge this gap.

That said, Mazda neither intends to race Furai, nor is it a supercar the company plans to build and sell in the near future. Rather, Furai is a design study that lives between those extremes. Without the restrictions imposed by serial production models, and with the freedom of an autoshow environment, Mazda is using the opportunity to evolve the company's Nagare design theme one more step closer to reality.

Instead of mimicking racecar components and design elements in a road car – the strategy preferred by supercar manufacturers – the 'Mazda way' was to begin this project with the real McCoy: a Courage C65 chassis that earned its stripes during two seasons of LMP-2 endurance racing in the American Le Mans Series (ALMS). This sports car was successfully campaigned under the MAZDASPEED Motorsports Development banner by B-K Motorsports during the 2005 and 2006 seasons. Drivers Jamie Bach, Guy Cosmo, Elliott Forbes-Robinson, and Raphael Matos piloted the car to one victory and a total of nine podium finishes in 15 ALMS events. B-K finished third in championship standings both years; Bach and Cosmo were co-Rookies of the Year in 2005.

'Anticipating future rules changes in the ALMS, we created a new closed cockpit which would be more appropriate for a future production model,' said von Holzhausen. 'The major element we did not change is the 450-horsepower RENESIS-based R20B three-rotor rotary engine that provides Furai ample Zoom-Zoom. The ultimate Mazda in our minds is rotary powered; as a company, we have no intention of abandoning that valuable asset. When people think of the very best sports cars in the world, the rotary powered Mazda RX-7 is always on that list.'

The Furai concept serves as a turning point in the Nagare developmental process. While the four previous concept cars explored different ways to express Mazda's emerging design philosophy and to explore an aesthetic, this one is all about function – every last texture and detail serves some functional purpose. In essence, the Furai creative process boiled down to guiding air over and through the body in fruitful ways. To prove that this concept goes far beyond static aerodynamic analysis, Mazda's design, motorsports and R&D teams worked together to construct Furai as a 180-mph rolling laboratory to demonstrate its functional capabilities on demand.

'The basic proportions of contemporary race cars are every designer's dream,' enthused von Holzhausen. 'Furai is less than 40-inches high but nearly 80-inches wide.'

While Furai strikes an incredibly strong presence, the real beauty of the project – and it's most valuable asset as a real-world test-bed – is in the details that von Holzhausen and his team incorporated:

• The body surface provides ample opportunity to feature core design elements such as aggressive headlamps and Mazda's trademark five-point grille.

• The headlamp trim pieces function as guide frames to help cancel aerodynamic lift.

• High-pressure zones just above the front wheels are relieved to serve the same end.

• The air flow package takes air moving under the front of the car and guides it inside the body to the engine-cooling radiators.

• Nagare textures incorporated in the side surfaces feed air to the rear brakes, the oil cooler and the transmission cooler.

• An under-car diffuser that begins rising aft of the cockpit helps draw the volume of air flowing through the heat exchangers and engine bay out the rear.

The Mazda design and R&D teams worked closely with Swift Engineering to refine the aerodynamic characteristics, assuring that Furai remains glued to the ground at high speeds. Through its existing relationship with Swift Engineering, forged through development of the Mazda/Cosworth-powered Champ Car Atlantic chassis, the team used complex Computational Fluid Dynamics (CFD) software to tune various Nagare design elements to function at a high degree of efficiency. Drag, downforce, lift and overall esthetics were all key considerations.

Sourced straight from the race track, the Courage carbon-composite tub is essentially intact under the new Furai body, including the right-side driver's seat. Instead of the stark interior typical of race cars though, this cockpit is finished with more comfortable but still highly functional surfaces. An electronic display screen and shift paddles are built into the steering wheel.

In the chassis' original racing configuration, the passenger seat is filled with electronic gear, so those components were relocated elsewhere to provide adequate space for two occupants. The greenhouse is somewhat wider than the original cockpit to provide adequate head and shoulder room and suitable outward visibility. Doors attached with butterfly hinges provide a very efficient means of entering the cockpit. In this instance, the design team followed an approach that has proven very effective during years of endurance racing.

'One thing we learned from CFD studies is that we don't need much rear wing to balance the down force created by the front splitter and the Nagare features we've sculpted into the body' offered von Holzhausen. 'Combustion air is provided by a variation of the Turbo Tongue device that Swift developed for Indy car use a decade ago. It rises slightly higher than the surrounding roof surface to ingest clean air above the boundary layer. Our final design works so well that we applied for a joint patent with Swift. Of course, it helps that it's a real piece of art, too, and one we had to incorporate into the design.'

Irvine, Calif.-based Aria Group was responsible for creating new composite panels and they worked hand-in-hand with Mazda North American Operations' own in-house fabrication team to mate them to the Courage chassis. The dark matte finish with red and orange accents harkens back to the livery worn by Mazda's legendary 787B when it won the 24 Hours of Le Mans in 1991, making the company the first – and still only – Japanese company to ever win the endurance classic.

Furai not only probes future design possibilities, it also ventures ahead with alternative renewable fuels. Consistent with Mazda's recently announced 'Sustainable Zoom-Zoom' initiatives, Furai's three-rotor powerplant has been tuned to run powerfully on ethanol (ethyl alcohol) and ethanol gasoline blends. There are exciting advances being made in renewable fuels, from current blends like E10 (10% ethanol and 90% gasoline) with research ongoing in making Ethanol from cellulostic materials, to future renewable gasoline components like Butanol, a higher order alcohol which is fungible with gasoline. The addition of these renewable components improves Mazda's understanding of how these fuels work with the company's technology. and reduces the consumption of fossil hydrocarbons and the emission of harmful greenhouse gasses.

John Doonan, Mazda's manager of motorsports team development, explains the thinking behind Furai's use of alternative renewable fuels: 'One of our key technical partners in our motorsports activity — BP — helped facilitate our use of renewable fuels for this concept vehicle. Going forwards, we are working with BP to determine appropriate renewable fuels for the vehicle and potentially our team entry for the 2008 ALMS series. BP is a strong leader in the renewable fuels areas, recently announcing a $500M investment in the Energy Biosciences Institute, and we are proud to partner with them.'

Doonan continued, 'In 2007, ALMS required use of renewable fuels, so we're projecting ahead with this application to gain experience. BP has a very green focus in the marketplace, and it's Mazda's intention to sustain its Zoom-Zoom performance image on and off the racetrack. While Mazda's rotary has proven readily adaptable to various alternative fuels, including considerable work with hydrogen fuel, this is the first time it's been engineered for other renewable Ethanol blends.'

Through the BP partnership, Furai has been specially tuned to operate on renewable fuels. BP engineers continue to work to optimize other fuels, including investigating new future renewable fuel components. This is Mazda's first experience with ethanol fuel in a three-rotor racing engine, and the results have been convincing that, once again, the Mazda rotary engine is unique in its ability to run well on multiple fuels.

Ethanol is derived from grains such as corn and wheat or soybeans. Corn, the predominant feedstock, is converted to ethanol in either a dry or wet milling process. Future advances for renewable gasoline components include utilizing a wide variety of cellulosic biomass feedstocks, including agricultural plant wastes (corn stover, cereal straws, sugarcane bagasse), plant wastes from industrial processes (sawdust, paper pulp) and energy crops grown specifically for fuel production, such as switchgrass.

But what Furai has shown the Mazda team is the real value of teamwork and key partners:

• Racing Beat worked tirelessly to develop the world's only ethanol powered three-rotor rotary engine.

• Mother's Waxes and Polishes supplies an extensive range of waxes, polishes, and cleaners to keep the car looking its best at all times.

• Together with Liferacing, AER developed a six-speed paddle-shift mechanism.

• Brembo worked with the Mazda team to ensure the brakes were as effective on Furai as they were in competition

• Sachs and Eibach worked together to bring an aggressive, but steetable, shock and spring package.

• Nippon Paint provided the amazing three-feet-deep paintwork.

• Castrol supplies all the high-performance lubricants.

• Mazda's 2006 and 2007 ALMS tire development partner Kumho created the special tread patterns necessary for Furai's tires.

• Wheels are from partner BBS, and are 14-spoke, centerlock aluminum.

• Seatbelts come from Sparco Motor Sports.

• Data acquisition and powertrain controllers are manufactured and tuned by MoTeC, one of the world's leaders in racing electronics.

Headquartered in Irvine, California, Mazda North American Operations oversees the sales, marketing, parts and customer service support of Mazda vehicles in the United States, Canada and Mexico through nearly 900 dealers. Operations in Canada are managed by Mazda Canada, Inc., located in Ontario, Canada, and in Mexico by Mazda Motor de Mexico in Mexico City.

Source - Mazda
MAZDA WILL SHOWCASE FURAI CONCEPT AND 2009 RX-8 AT NEW YORK AUTO SHOW

The Mazda booth at the Jacob Javits Convention Center will be a very popular destination during this year's auto show. Mazda will show off its newest concept car, the Mazda Furai, and the freshened 2009 Mazda RX-8 sports car at the 2008 New York International Auto Show (NYIAS), to be held in New York from Wednesday, March 19 through Sunday, March 30, 2008.

MAZDA FURAI –‘SOUND OF WIND'

Inspired by the fact that, on any given weekend, there are more Mazdas and Mazda-powered cars road-raced in the United States than any other brand, the Mazda Furai (Japanese for 'sound of the wind' and pronounced 'foo-rye') is the sort of car that could only come from a company that incorporates the 'Soul of a Sports Car' into everything it builds, but with an eye toward the future and the environment. Furai was tuned to run on 100% ethanol, and the company's partnership with BP will see future and renewable fuels jointly developed.

Furai takes Mazda's unique Nagare (Japanese for 'flow') design language a step further as it is translated into a concept car based on an American Le Mans Series (ALMS) racing car. The car utilizes the Courage C65 chassis the company campaigned in the ALMS series only two seasons ago, and the 450-hp three-rotor rotary engine that distinguishes it from anything else on the track.

Says Franz von Holzhausen, Mazda's North American director of design, 'Furai purposely blurs boundaries that have traditionally distinguished street cars from track cars. Historically, there has been a gap between single-purpose racecars and street-legal models — commonly called supercars — that emulate the real racers on the road. Furai bridges that gap like no car has ever done before.'

Mazda's critically acclaimed Nagare design language describes the flow of water, air, people or things moving in one direction. Mazda Nagare is flow, with an insightful and spirited styling, which, in Mazda Furai, invokes a raw, unfettered desire to possess everything this car represents.

Mazda Furai

http://www.youtube.com/watch?v=C4Xl0i4uNGU

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