Mazda 323: Mazda 323 / 323F Model Year 1998 Press Kit
Mazda 323: Mazda 323 / 323F Model Year 1998 Press Kit
Mazda 323: Mazda 323 / 323F Model Year 1998 Press Kit
Press Kit
Mazda 323
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Mazda 323 / 323F Model Year 1998
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Table of Contents
1 Introduction.................................................................................................................... 3
INTRODUCTION .......................................................................................................... 3
THE MAZDA 323/323F IN BRIEF ............................................................................... 5
SPECIFICATIONS....................................................................................................... 51
DIMENSIONS.............................................................................................................. 53
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Introduction
INTRODUCTION
The Mazda 323/323F series of premium compact cars is a Total Vehicle Concept for the
coming century. It possesses the optimum blend of driving pleasure, visual delight,
comfort, safety, reliability and durability, while meeting the new age’s social needs
relative to environmental concerns and resource conservation.
Nowadays, the word “new” must be a liberally interpreted adjective applied to modern
products, the automobile included, whose meaning ranges from a mere cosmetic update
to something truly creative and imaginative.
Mazda is proud that the 323/323F is true to the original meaning to the word “new.” The
car is built on a new platform, and has all new architecture in two distinctive body styles.
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The new 323F expands on Mazda’s original concept for the stylish and sporty 5-door
hatchback with newly gained utility and versatility. Two new engine types are offered in
the range, and two more have been thoroughly updated and improved, to provide the new
323/323F with a combination of brisk performance, fuel efficiency and low emission
characteristics.
The chassis, based on Mazda's renowned front MacPherson and rear TTL (Twin
Trapezoidal Link)-located strut system, has been refined and improved with new
components and geometry, endowing the car with exceptional dynamic quality and
comfort.
The new 323/323F is the first product born of a new design theme, “Contrast in
Harmony” which will be reflected in all future Mazda models, clearly identifying and
differentiating the Mazda brand.
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The Mazda 323/323F series is offered in two distinctive body styles : 5-door hatchback
and 4-door sedan. Each body type seats five people in comfort and carries a large volume
of luggage in its versatile compartment.
All Mazda 323/323F models are front-wheel-drive cars with transversely mounted power
trains and all-independent suspension. The two body types are built on a new platform
with a long wheelbase of 2,610 mm. They also share wider tracks of 1,470 mm in both
front and rear.
The 323/323F's architecture is all new. The 323F 5-door hatchback is 4,200 mm long,
1,705 mm wide and 1,410 mm tall (1,420 mm: w/roof antenna); 40 mm short& and 65
mm taller than its predecessor. Passenger accommodation and luggage carrying capacity
have been greatly increased. The rear seat hip-point is raised by 53 mm (89 mm:
w/sliding rear seat), making for easier entry/exit as well as providing the passengers with
a more expansive view of the outside world.
The 323 4-door sedan is 4,315-mm long, 20 mm shorter than its predecessor, for
improved maneuverability. Yet, its passenger space and luggage-carrying ability match
that of its class-leading predecessor.
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Three gasoline engines and one diesel are offered in the new 323/323F series, all
overhead-camshaft inline 4-cylinder power plants. The two DOHC 16-valve gasoline
engines are new for the 323/323F, and the SOHC 16-valve unit is extensively modified
and improved. The naturally aspirated, swirl-chamber diesel has received a number of
improvements and refinements.
- The type ZL DOHC 16-valve fuel-injected 1.5-litre engine is the mainstream gasoline
engine for the new 323/323F. This latest Z-family engine is new from the block up. The
ZL produces 65 kW EEC at 5,500 rpm and 132 Nm torque at 4,000 rpm.
- The type FP DOHC 16-valve fuel-injected 1.8-litre is a "Sports" adaptation of Mazda's
engine which powers the new 626. The pp for the 323 produces 84 kW EEC at 6,000
rpm and 161 Nm at 4,000 rpm
- The refined type B3 SOHC 16-valve fuel-injected 1.3-1itre unit is offered in ., entry-
level models. This engine is rated at 54 kW EEC at 5,500 rpm and 108 Nm at 4,000
rpm.
- The type RF SOHC 8-valve naturally aspirated 2.0-litre diesel is an updated and
improved version of Mazda's proven design. It is rated at 52 kW EEC at 4,500 rpm and
128 Nm at 3,000 rpm.
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All 323/323F models are equipped with improved manual 5-speed transmissions.
Additionally, the gasoline 1.5-litre and 1.8-litre models are available with a new
electronically controlled, 4-speed automatic transmission. The automatic is an all-new
design, incorporating the latest electronic control technology. This transmission continues
with the popular “HOLD” mode, enabling the driver to manually select and hold the
lower gears.
Front ventilated disc and rear drum brakes with vacuum servo assistance provide ample
stopping power. Solid rear discs are used in the models powered by the pp DOHC 1.8-
little engine. An advanced electronically controlled anti-lock-brake system (ABS) and a
sophisticated traction control system (TCS) are available.
The 323/323F’s all-steel, welded unit body is the latest product of Mazda’s mastery of
the art of designing and manufacturing exceptionally rigid structures. Each body
possesses bending and torsional stiffness surpassing those of many competitors and that
of the previous 323/323F.
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The new 323/323F senes is offered in three model grades and trim levels: LX, GLX and
GT*.
*GT is not available with the 1.3-litre gasoline or 2.0-litre diesel engines.
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Technical Information
PACKAGING
The Mazda 323/323F's architecture is all new. The packaging embraces Mazda's tour
CORE elements: 1) Compact exterior, 2) Optimized interior space and versatility,
3)Relaxing ambiance, including improved outward visibility, and 4)Energy efficiency.
The 323/323F is built on a new platform with a 2,610-mm wheelbase, 5-mm longer than
the previous model, and 1,470-mm front and rear tracks, 10-mm wider than the previous
model.
The 323 4-door sedan's overall length of 4,315 mm, is 20 mm shorter than the previous
model. The 323F 5-door hatchback is 4,200-mm long, 40 mm less than its predecessor.
The two body types share their overall width and height of 1,705 mm and 1,410* mm,
respectively. The new 323F 5-door hatchback is 65 mm taller than the previous model.
Compared with the previous model, the top of the windscreen is positioned"'30 mm
further upward, increasing the upward and forward angle of vision by three degrees.
Furthermore, the bonnet slants less acutely downward, making it more visible tram the
driver's eyepoint, thus assisting maneuvering in light quarters.
* The 323F 5-door hatchback with a roof antenna is 1,420-mm tall.
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OUTER DIMENSIONS
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Rear seat
headroom, mm 941 976 923
leg room, mm 930- 781 900 796
shoulder room, mm 1,353 1,356 1,302
hip-point, tram floor, mm 332 297 263
hip-point, tram ground, 559 523 470
mm
Luggage volume (VDA)
litres 416-330 356 346
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DESIGN
CONTRAST IN HARMONY
In the Nineties, Mazda expressed its “Reverberating Sensation in Harmony” design
theme in such exciting and acclaimed cars as the Xedos, the 323/323F and the MX-5.
Mazda's global design operations, at its four centres in Japan (Hiroshima and
Yokohama), Europe and the U .S.A., are moving forward to the New Millennium with
the “Contrast in Harmony” design theme. It is a direction born out of natural phenomena,
observed and interpreted by the human mind:
A still lake mirroring a rugged mountain range.
The sharp edges and smooth curvature of sand dunes exquisitely sculpted by the
wind.
Landscapes thrown info vivid relief by bright sunshine and deep shadows.
The contrast between concealed energy and its power when unleashed.
Movement and calm, suppleness and strength, tension and release.
The harmonious contrasts of nature go beyond simple beauty.
They are the embodiment of power constrained.
Mazda’s Contrast in Harmony theme gives rise to vehicle design that expresses the
inherent energy of the automobile and its translation into powerful motion, as weIl as the
ability to control that power.
The new Mazda 323/323F is the first car created using the Contrast in Harmony theme.
All Mazda vehicles for the New Millennium hold their distinctive styles, true to their
character and function. Yet, they have a strang visual identity that is instantly
recognizable as Mazda.
Front-end Design
The front-end design, the face of all Mazda cars and utility vehicles, features a
pentagonal grille/air-intake, flanked by distinctly shaped surface headlamps, and
incorporating the new "Soaring M" brand emblem.
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Then in 1989, Mazda propelled the theme forward to a futuristic horizon with the first
323F, given the suffix “F” to the 323 designation, followed up by the dramatically styled
second-series 323F in 1993.
The new 323F expands the “F” theme, blending unmistakable dynamic styling and
function in a total vehicle concept for the New Millennium. The roof line extends
gracefully rearward, greatly increasing the car's interior space and versatility, and
improving its aerodynamic efficiency. The drag coefficient is 0.327, an outstanding
number für a hatchback. The window graphics are distinctively 323F. The strong
shoulder is accentuated by a line running the full length of the lower body, contrasting
with the taut flank. Prominent fender flares covering the wide track stance convey
strength.
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A unique pentagon-shaped window on the hatch matches the front-end theme, and
together with large taillamp clusters, identifies the new 323F.
The new 323F continues with its sporty, urban and very European characteristics, yet, it
is perfectly suited to modern, outdoors life style with its greatly improved utility and
versatility. As before, Mazda’s Japanese and European design centres closely
collaborated on the theme, which originated in Europe, was shaped in Japan and was
refined with the two teams working together in Hiroshima.
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Aerodynamics
The new Mazda 323/323F possesses world-class aerodynamic efficiency, improving
upon its predecessor. The 323F 5-door hatchback's extended roof line, elaborately tapered
rear end in plan view, and the 323 sedan's high rear deck streamline airflow, minimizing
trailing vortices. The two body styles' lift characteristics are also superior, contributing to
the new 323/323F's roadholding and stability.
AERODYNAMIC CHARACTERISTICS
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As with the exterior, the interior reflects the Contrast in Harmony design theme in its
harmonious balance and contrasting use of materials and textures, imparting brimming
energy and understated substance.
The facia is an evolution of Mazda's sporty “T” theme, deeper and more contoured, and
assuming a “cross-shape” with the top of the center console. The top of the panel slants
downward, creating a feeling of spaciousness, yet enveloping the driver and passenger
more securely by its softer continuous contours. The deeply hooded instrument cluster
carries three large round dials, the traditional Mazda layout with clear readability the
primary design consideration. They are from the left: a combination dial housing coolant
temperature and fuel level gauges, a speedometer and a revcounter*. A liquid-crystal
odometer and trip meter display is located within the speedometer. Their functions are
switched by a push knob.
The passenger side of the facia houses a large glove compartment of 8.5-litre volume,
with an SRS (Supplemental Restraint System) airbag located above it (a tray-receptacle
replaces it, when the airbag is not fitted). The central console carries the heating/
ventilation dials, switches and lever, and when fitted, audio control switches, a trip
computer and a small receptacle bin above the heating/ventilation controls. Distinctive
design features include a soft dimple-patterned surface on the passenger-side facia,
matched by strips on either side of the central console, and panels around the front door
pulls and scuttle plates, imparting a sporty air to the interior. A 380-mm diameter,
urethane four-spoke steering wheel is standard. A stylish 370-mm diameter Nardi
leathercovered three-spoke is available as an option. Mazda’s traditional, easy-to-use
twin-stalk lighting and wiper/washer controls are continued, with the stalks' movement
further refined far even higher precision-feel.
* Revcounter is optional on some models.
Two seat colour schemes and cloth material types each are offered in the LX and GLX
4-door and 5-door models, and one combination in the 5-door GT model.
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POWERTRAIN
ENGINES
The new Mazda 323/323F models off er two new and one improved overhead-camshaft,
inline 4-cylinder gasoline engines, a refined naturally-aspirated, swirl-chamber 4-cylinder
diesel, to satisfy various and exacting customer requirements in this important core
segment. The new engines were designed and developed on Mazda’s engineering
philosophy to attain the highest levels of performance, refinement and economy, and to
meet society’s environmental concerns by markedly reduced emissions and superior fuel
efficiency.
ENGINES
The Type ZL DOHC 16- Valve EGI (electronic gasoline injection) 1.5-Litre lnline 4-
Cylinder Engine
The mainstream gasoline engine is the new ZL double-overhead-camshaft, 16-valve 1.5-
litre engine, replacing the previous Z5 engine. The ZL adopts “square” dimensions,
78.0 mm bore and 78.4 mm strake, für a total displacement of 1,498 cc, versus the Z5's
longstrake dimensions of 75.3 mm by 83.6 mm for a .1,489-cc capacity. The type ZL
engine produces 65 kW EEC at 5,500 rpm and a maximum torque of.132 Nm EEC at
4,000 rpm on a 9.4:.1 compression ratio. Octane requirement is 95 RON.
With the larger bore, the ZL accommodates larger diameter valves and ports, while the
compact pentroof combustion chamber design is inherited with the same included valve
angle of 30 degrees. The intake valve diameter is now 29.2 mm versus the Z5's 27.7 mm,
and the exhaust valve diameter is 25.9 mm vs. the Z5's 24.0 mm. The intake port
diameter has beeil increased tram 34.0 mm to 38.0 mm, and the exhaust port diameter
tram 32.0 mm to 35.8 mm. Double-overhead camshafts are now driven by a single-stage
cogged belt instead of the previous belt-and-chain combination, acting on tour valves per
cylinder via inverted bucket tappets with clearance adjusting shims inserted on top.
The ZL engine adopts Mazda’s latest cam-profile principle, the “Multi-Function” profile,
function in this case referring to a mathematical quantity. With the Multi-Function
profile, the valve timing diagram is shaped like a trapezoid with the flat top section
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representing a longer opening duration, versus a conventional cam’s hump share and
shorter duration, improving cylinder filling by about five percent. Valve timing is
optimized to take full benefits of the larger valves/ports and the Multi-Function cam
timing. As a result, the engine's mid- and high-rpm torque output in the range between
4,500 and 5,000 rpm is 2.4 percent higher than the Z5’s and is accompanied by a power
increase in the same speed range.
The exhaust manifold is fabricated from stainless steel tubing and is a 4-into-1 design.
The manifold and collector ensure smooth gas flow, and fully exploit exhaust pulsation
effects to extract gas from the cylinders.
The lower half of the cast-iron, short-skirt cylinder block, is fitted with a pressed-steel
Main-Bearing Support Plate (MBSP) supporting the lower bearing caps and
strengthening the block's overall rigidity.
The new ZL engine meets Europe’s Step II emission standards. The low- emission
version of the ZL engine mated to a manua15-speed transmission qualifies for Germany's
provisional Step III standards.
The Type FP DOHC 16- Valve EGI 1.8-Litre Inline 4-Cylinder Engine
The “Sports” engine for the new 323/323F range is the new type FP double-overhead-
camshaft, 16-valve, electronically fuel-injected 1.8-litre inline 4-cylinder unit, replacing
the previous BP DOHC 1.8-litre engine. It is a high-performance version of the FP unit
which powers the new Mazda 626 series, sharing the same interna! dimensions of
83.0-mm bore and 85.0-mm stroke resulting in a displacement of 1,840-cc.
The FP engine for the 323/323F produces 84 kW EEC at 6,000 rpm and a maximum
torque of 161 Nm at 4,000 rpm on a 9.7:1 compression ratio and requires 95 RON octane
unleaded gasoline. The engine possesses a higher and wider torque band than the
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previous type BP engine from as low as 1,500 rpm through to about 5,500 rpm; it
generates 2.1 percent more torque at 2,000 rpm and 2.5 percent more at 4,000 rpm where
peak torque is produced.
The four individual equal-length intake tracts are integrally cast in aluminium with the
plenum chamber. The induction system includes a new, compact heated-wire airflow
metering device. The F-series DOHC engine employs a fully integrated engine
management system with a 16-bit electronic control unit. The major design and
development goal was the improvement of fuel economy throughout the engine’s
operating range with special emphasis placed on high-speed cruising. The engine’s
stoichiometric air/fuel ratio (14.7: 1) operation has been extended to cover 160-170 km/h
steady-state cruising.
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The Type B3 SOHC 16- Valve EGI l.3-Litre Inline 4-Cylinder Engine
The new 323’s base engine is the improved type B3 single-overhead-camshaft, 16-valve,
electronically fuel-injected, 1.3-litre inline 4-cylinder engine. The engine produces
54 kW at 5,500 rpm and 108 Nm EEC at 4,000 rpm on a 9.4: 1 compression ratio,
requiring 95 RON octane unleaded gasoline. The B3 has improved low- and mid-speed
torque; output is three percent higher at 3,000 rpm than the previous version.
The engine adopts a new swirl chamber with an enlarged volume, revised swirl-chamber-
to-main-chamber ratio and a narrower throat area, which contribute to a marked reduction
in black smoke emission.
The intake manifold’s flow characteristics have been optimized, fully using “inertia
moment effect.” The RF SOHC’s camshaft applies Mazda’s “Multi-Function” cam
profile theory. It increases valve lift to 9.1 mm and enhances the engine’s volumetric
efficiency at lower speed range, resulting in an improved torque output.
The electrically controlled distributor-type fuel injection pump is equipped with a larger
diameter distributor-plunger and a two-stage cam. These features result in a shorter
injection time duration under high-load operation and a lower injection rate in the lower
rpm ranges, for lower noise and higher output. Rpm signals are transmitted from the
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crankshaft pulley as well as from the injection pump, to ensure precise monitoring of the
engine’s operation. Injection nozzle pressure and splay angle have also been carefully
chosen for finer fuel atomization.
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DRIVE TRAIN
Manual Transmissions
All models of the new Mazda 323/323F are equipped with the type F5M manual 5-speed
transmission.
The clutch is a single dry plate, diaphragm-spring type, and is hydraulically operated for
lighten pedal effort and for smoother engagement/release. The F5M is shifted by a
precise, short-stroke shift linkage with the shift rod supported by low-friction, Teflon-
coated bushings and a radial interlock für precise longitudinal shift movement of the
lever.
MANUAL TRANSMISSIONS
The power train, including the torque converter’s lockup clutch, is centrally controlled by
the imerfaced engine and transmission computers.
The transmission is also shorter than its already class-leading lightweight predecessor by
8 mm, and lighter by 4.4 kg.
Second 1.497
Third 1.000
Fourth 0.725
Reverse 2.648
Final-drive ratio 3.904:1 3.683:1
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No. 2 mount on the front of the transmission is carried on the longitudinal member. The
T-shaped subframe is rigidly bolted to the body shell.
The TCS applies the appropriate amount of torque to the driving wheels under adverse
conditions, as wen as during spirited comering for safe, smooth operation.
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CHASSIS
Mazda’s design and engineering team perceives the chassis as a total vehicle system,
including the suspension, steering, brakes, body and aerodynamics. They focused on the
creation of a new chassis for the 323/323F that would ensure the highest order of vehicle
dynamics and comfort.
One of the major chassis development goals was achieving handling, roadholding,
stability and ride comfort unaffected by vehicle loading and speeds. The chassis
designers pursued this goal by redefining and refining Mazda’s hallmark front
MacPherson strut and rear TTL (Twin Trapezoidal Link)-supported strut suspension.
They further enhanced the combination’s virtues using Mazda’s new “Diagonal Roll
Axis” principle, which has been successfully applied to the new MX-5 sports car,
endowing it with exceptioftal handling and roadholding characteristics.
The lower front roll-centre contributes to reduced track change during jounce, resulting in
better straight-line stability. On the other hand, the rear suspension’s track change is used
to generate the rear wheels’ yaw-moment earlier, enhancing roadholding and stability.
The raised rear roll-centre also compensates for heavy loads on the rear wheels, reducing
the attitude change toward a less-stable rearward inclined roll-axis, thereby maintaining a
dynamic stable “even keel”.
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Front Suspension
The front suspension employs MacPherson struts located by A-shaped lower arms, which
look more like the letter “L”. The arm is now a semi-box, open-section construction
press-formed from high-tensile steel sheet for rigidity and lightweight.
The arms are attached to the new tubular subframe via two bushings. The rear bushing is
a vertical axis design, instead of the previous lateral pivot. The vertical bushing offers
more compliant up-and-down and fore-and-aft movements, isolating minor surface
irregularities and contributing to good ride quality, while providing a firmer lateral spring
rate, which is essential for precise handling characteristics. The front bushing is a lateral
pivot type. This design resists lateral forces but is compliant in fore/aft and rotational
movements.
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The lower arm pivots are attached to a sturdy, 68-mm-diameter tubular steel subframe
with pressed-steel bracket towers. This subframe is much lighter than the previous steel-
sheet, fabricated one, yet possessesuperior structural rigidity. The subframe is directly
bolted to the body shell.
A 20-mm diameter, solid anti-roll bar is now attached to the strut/damper unit via jointed
links (versus the previous model's anti-roll bar directly acting on the lower arms),
producing smoother roll control.
The damper/strut and coil springs are offset, and separately mounted at the tops, which
prevents ride harshness caused by their reactive forces. The damper employs a new
compact bottom valve which is more responsive at damper speeds as low as 0.02 meters
per-second, improving handling and ride quality at whole speed range. Dampers are filled
with inert gas at low-pressure, again to improve their responsiveness.
Rear Suspension
The rear suspension is the latest iteration of Mazda’s TTL suspension with each
strut/damper/spring unit located by long, unequal length, splayed twill transverse links,
which form a trapezoid, plus a single trailing link. The front lateral link is 559 mm long,
and the rear link 589 mm long, and their inner and outer spans have been increased by
8 mm to 179 mm at the wheel-side, and by 8 mm to 213 mm at the inner pivots. The
links’ lateral centre has been moved 40 mm rearward in relation to the wheel axis. This is
in contrast to the previous suspension’s equal spacing of the two links to relative to the
axis. The new link arrangement enhances the TTL suspension’s renowned toe-control
function, producing stabilizing toe-in against the forces generated during comering and
accelerati on/decelerati on.
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The bushings of the lateral links, in both body- and axle-side, have inner steel collar
inserted between the layers of rubber,
which provides lateral stiffness for precise
handling and ample fore/aft compliance
for superior ride.
SUSPENSION SPECIFICATIONS
Front Suspension
Type MacPherson struts, lower A-arms, coil springs and
tubular dampers, anti-roll bar
Suspension travel, jounce, mm 85
rebound 90
Geometry, camber, deg/min -0°50'
caster, deg/min 2°00'
caster trail,mm 19.6
toe-in, mm 2
kingpin inclination, deg/min 12 ° 40'
Anti-roll bar diameter, mm 20 (solid)
Track, mm 1,470
Rear Suspension
Type TTL-Strut with twill lateral links, single trailing links,
coil springs and tubular dampers, anti-roll bar
Suspension travel, jounce, mm 90
rebound, mm 110
Geometry, camber, deg/min. -0°30'
toe-in, m 2
Anti-roll bar diameter, mm 17.3 (tubular)
Track, mm 1,470
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Steering
Rack-and-pinion steering with engine-rpm-sensing, variable power assistance is standard
in the new Mazda 323/323F. It has a quicker steering ratio, 15.4:1, versus the previous
17.0: 1, reducing turns lock-to-lock from 3.0 to 2.7. Minimum kerb-to-kerb turning circle
is 10.4 meters for both body types, and wall-ta-wall circle is 11.4 m.
The steering gear’s spring-loaded yoke support is now a metal seat, instead of the
previous plastic seat, reducing friction between the yoke-back and the seat. The rack
assembly is securely attached to the suspension-carrying subframe by an “Eye-type”
mount. The eye is machined to fit the gear assembly, and is bolted to the subframe via
rubber bushings, in contrast to the previous U-clamp. The new mount is 1.6 times more
rigid than the previous type, thus enhancing steering responsiveness.
The steering/pinion shaft is supported by a ball bearing in place of the previous bushing,
to eliminate friction from this source.
The new Mazda 323/323F is fitted with a four-spoke, 380-mm diameter urethane steering
wheel, housing the SRS airbag under the centre pad. The core meta] sheet is of thicker
gauge, improving the steering wheel’s rigidity, minimizing transmission ofvibration from
road irregularities.
The front caliper is a new high-rigidity design, and employs wear-resistant pad material
with excellent anti-fade characteristic.
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BODY
The new 323/323F design and engineering team achieved three key objectives in
developing the body:
1) The new body possesses superior rigidity to Mazda’s previous best efforts, including
the renowned previous 323. The new sedan body is 18 percent stiffer in bending and
12 percent better in torsion than its predecessor. The 323F 5-door body is 9 percent stiffer
in bending and 28 percent stifter in torsion than the previous model. At idle, the body’s
dynamic vibration level has been reduced by about 38 percent.
2) The body is the first line of defense tor occupant protection in case of an accident. The
new 323/323F surpasses the most stringent regulatory requirements, including Europe’s
offset deformable barrier crash and side collision tests. Mazda’s internal crash standard
are far more Draconian, including a full-wrap frontal barrier crash at 56 km/h, a 40-
percent offset frontal crash at 64 km/h, a diagonal frontal crash at 50 km/h and frontal
pole crash tests.
3) Lightweight is essential to achieving fuel efficiency, which in turn results in reduced
emissions of carbon dioxide, an important environmental concern. However, the marked
improvements in crash worthiness, occupant protection, noise and vibration suppression,
durability and longevity have not been achieved without some increase in weight. The
323/323F body-in-white has gained 25 kg versus the previous model which, in itself, is a
significant achievement when measured against the improvements already detailed. And
about half the increase was compensated by strenuous weight reduction efforts elsewhere
in the car. For economy of ownership, critical body components are protected against
corrosion, and the car’s front and rear end designs and structures minimize damage and
repair costs in case of minor contact.
Body Structure
The Mazda 323/323F body is of all-steel, welded, unit body construction. The basic
underfloor structure follows Mazda’s latest design principles (as in the new 626) with the
main longitudinal frame members running as straight as the vehicle layout permits and
securely attached to other structural members. The large cross-section front frame rails,
which extend from the foremost cross member to the rearward-positioned No. 2 frame
member under the passenger compartment, truly run straight. Each side sill is of large,
dual-box section with heavier inner and outer reinforcements. The No. 2 and 3 cross
members are also heavily reinforced.
In addition, the tipper front frames in the engine compartment connecting to the
pillars/front cowl are of heavier gauge.
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The cabin is protected by the front and rear “crumple” zones with controlled energy
absorption and distribution characteristics. The front and rear longitudinal frames are
reinforced by deformable steel “crash-cans” which provide extra energy absorption
capacity and minimize damage to the main frame members in a minor accident.
In the 4-door sedan body, the heavy-gauge-steel, full-width, stepped rear parcel shelf is
connected to the rear suspension towers, forming a strang box-like structure within the
quarter panels. The 5-door 323F with its large rear opening hag been strengthened and
reinforced. A large glisset within each wheel-arch reinforces this critical area. The hatch
surround is formed by a closed-section, hoop structure. The new 5-door body possesses
structural stiffness equal to the previous 323 sedan.
A tubular impact bar is fitted in all doors. Additionally, the rear door is held in place by a
steel pin securely engaging with the receptacle in the lower quarter panel, preventing the
door’s intrusion into the cabin in a side collision.
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The front bumper is also used as a vibration damper, countering the powertrain’s idle
vibrations.
The doors incorporate a sturdier sash structure and the front door employs tripple-layer
weather-stripping. The door-mounted rear-view mirror housing is shaped to minimize
wind noise. The optional sunroof features significantly increased rigidity and a larger
sealing area, preventing wind noise generation when fully closed up to the car's
maximum speed.
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Bumper System
The single-piece molded, resilient plastic bumpers/facias are attached to the longitudinal
trames via steel “crash-cans”. This attachment method improves reparability and reduces
costs in case of damage. A bumper-face-to-the-body-structure thickness of 45 mm for
front and rear, assures damage prevention to the main body structure and components in :
minor contacts. Each bumper is fitted with corner strips to guard against a minor brush.
Anti-Corrosion Measures
Zinc-plated steel accounts for about 90 percent of the sheet metal used in the new
323/323F body. Additionally, organic resin-coat is applied to the exterior panels and
other,sections exposed to the elements. Use of the organic resin clear coat over tfte zinc-
nickel plated steel sheet greatly enhances corrosion resistance.
A thick polyvinyl-chloride coating is applied to the rocker panels and lower door areas to
guard against stone-chipping.
A new type ofpaint, developed jointly by Mazda’s Technical Research Center and
Mazda’s paint suppliers, is applied to the base colour and top clear coats when dark
colours are specified. This new high-gloss paint, first adopted for use with the updated
626 series, possesses improved stone-chipping and acid-resisting characteristics,
especially effective against acid rain, insect ooze and bird droppings.
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3
Safety, Security and Environment
SAFETY
Automotive design in all its peffilutations rollst ultimately merge with safety. It is this
principle by which Mazda’s products are designed, developed and manufactured. But
Mazda is not satisfied simply meeting the world’s most stringent safety rules and
regulations, in force or planned. Therefore, Mazda has established its own in-house safety
codes that far surpass the regulations. The new Mazda 323/323F incorporates the latest
safety technology the company has mustered in its pursuit of its safety goals.
Active Safety
Mazda believes that the driver must have total control of the vehicle, and that the vehicle
must respond to the driver’s command. However, in some instances the vehicle should
augment or moderate human thought and action to aid safe and comfortable operation.
The new Mazda 323/323F’s attributes include :
- Superior vehicle dynamics achieved by the total chassis and body system.
- Outstanding accident/danger avoidance capability provided by exacting handling,
and ABS and traction control systems*.
- Excellent field of vision from the command-of -the-road seating position, through
large areas of glass, door-mounted mirrors with rain-defectors, and class-leading
defroster/demisting performance.
- Driver environment with large, legible, well-illuminated instruments and gauges,
and easy-to-operate switches and controls.
* Traction control system is not available on diesel models.
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“Challenge-and-Response” Immobilizer
The 323/323F’s immobilizer system consists of the ignition/starter key integrated with a
transponder, the receiving coil ring and the immobilizer computer.
Each key is given a unique code that allows communication between the immobilizer
computer and the key. Billions of combinations are possible, therefore it is extremely
difficult to duplicate the key.
Mazda’s system allows the engine to start once, however, if the system judges the key to
be bogus, the engine stops after about two seconds and will not restart when the same
action is repeated three times.
“Double Lock”
The first two minutes are critical to a theft. Mazda’s optional “Double Lock” feature
helps thwart attempt at unlawful entry by someone manipulating a lock with a piece of
wire or some other “tool,” or by breaking a window. The Double Lock feature disengages
the door lock-knob linkage and is actuated by the manual lock on the driver’s door or the
keyless entry transmitter.
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Recyclability
Approximately 85 percent of the materials used in the new 323/323F are recyclable.
Recycled plastic components are used extensively, including the foot rest and splash
shield in the rear wheel housing. Mazda’s “Designed-for-disassembly” practices include
zipper-fitted seat covers.
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SPECIFICATIONS
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DIMENSIONS
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