Mazda 6. Manual - part 46

R–4

OUTLINE 

SUSPENSION DESCRIPTION

A6E740201013T04

Vehicle Platform Feature

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The newly developed platform of Mazda6 (GG) model is 50 mm wider than the platform of the 626 (GF) model. 
This feature gives a benefit equivalent to that of a 20 mm {0.79 in} reduction in the vehicle's center of gravity. 
As a result, handling stability and cornering capability are improved. At the same time, the platform geometry 
places the yaw axis (the invisible vertical axis about which the vehicle responds to driver inputs) in the center of 
the vehicle, resulting in reassuringly predictable response to driver inputs.

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Vehicle Roll Center Height Setting

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The front roll center height is set lower than the rear. Straight- ahead driving handling is improved by setting the 
rolling axis at a slightly forward angle.

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A6E7402T001

1

Center of gravity

2

Reduced 20 mm {0.79 in}

3

Height

4

Tread (626 (GF) model)

5

Tread (Mazda6 (GG) model)

6

+50 mm {1.97 in}

A6E7402T002

1

Front roll center height

2

Rear roll center height

3

Rolling axis

4

Extended line (parallel to the ground) from front roll 
center height

FRONT SUSPENSION 

R–5

R

OUTLINE

A6E741401015T01

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A high-mount double wishbone (with double-pivoted lower arm(s)) front suspension, unique to the Mazda6 
(GG) model, has been adopted.

•

The front suspension design includes a link layout that provides both handling stability and riding comfort, and 
creates suitable camber control characteristics.

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The upper arm and lower arm(s) of the front suspension have a similar link layout to that of the conventional 
double wishbone suspension, except for the double-pivoted lower arm(s).

•

The double-pivoted lower arm(s) allows for a small king-pin to wheel-center offset, as well as a small moment 
of inertia around the king-pin axis.

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STRUCTURAL VIEW

A6E741401015T02

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FRONT SUSPENSION

A6E7414T001

1

Front upper arm

2

Front stabilizer control link

3

Front stabilizer

4

Stiffener

5

Front shock absorber and coil spring

6

Knuckle

7

Front lower arm (rear)

8

Front lower arm (front)

9

Front crossmember mounting bushing

10

Front crossmember

R–6

FRONT SUSPENSION 

FRONT SUSPENSION DESCRIPTION

A6E741401015T03

King-pin Axis Configuration

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The king-pin axis, depending on the type of front suspension, is as follows:
— In the strut type front suspension, wheels rotate around the king-pin axis going from the point where the 

shock absorber is attached to the body (point A) to the ball joint (point B). 

— In the high-mount double wishbone type front suspension (with double-pivoted lower arm(s)), wheels rotate 

around the king-pin axis going from the upper arm ball joint (point C) to the imaginary pivot line (point D) 
extended from the lower arm(s).

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The intersection of king-pin axis and the road surface (point E) is offset in the vehicle from the wheel setting 
center point of on the road (point W), producing a king-pin offset. 

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Compared to the strut front suspension, the high-mount double wishbone front suspension (with double-
pivoted lower arm(s) has the following technical advantages:
— The moment of inertia around the king-pin axis is reduced due to the short king-pin to wheel-center offset. 

This feature reduces undesirable vehicle behaviour such as steering pull and judder when breaking, 
smooth steering obstruction due to road conditions, and the influence of steering torque due to road 
undulation.

— The king-pin offset value (negative king-pin offset) is optimized. Due to this, the influence of the axis weight 

is not felt and steering control is lightened. Also, straight driving stability is improved because the toe-in 
moment from the braking effort the wheels counteracts the yaw moment caused by road surface conditions 
and/or the difference of right and left wheel braking effort.

Suspension system comparison

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A6E7414T002

1

King-pin axis

2

King-pin inclination

3

King-pin offset

4

King-pin to wheel-center offset

5

Wheel center

6

Imaginary pivot

7

High-mount double wishbone front suspension

8

Strut front suspension (626 (GF) model)

9

View from horizontal axis of the vehicle

10

View from vertical axis of the vehicle

11

Front

FRONT SUSPENSION 

R–7

R

Camber Control

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The camber change during a front suspension stroke is properly controlled by optimizing the ratio of the front 
upper arm and the front lower arm(s) lengths.

Camber control characteristic comparison

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Low-friction Ball Joint

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A low-friction ball joint is used on the knuckle side of the front upper arm and lower arm(s) to improve steering 
response and to smoothness.

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1

Rebound stroke area

2

Bump stroke area

3

Camber angle (

°

)

4

Wheel stroke (mm)

5

Vehicle roll angle (

°

)

6

Strut front suspension (626 (GF) model)

7

High-mount double wishbone front suspension

A6E7414T003

A6E7414T004

1

Front upper arm

2

Low-friction ball joint (for front upper arm)

3

Front lower arm (rear)

4

Knuckle

5

Low-friction ball joint (for front lower arm (rear))

6

Low-friction ball joint (for front lower arm (front))

7

Front lower arm (front)

8

Cross-sectional view