MG Motor Australia has announced that it will be launching its new IM electric luxury arm locally after making a public debut at next month’s Melbourne Motor Show, headed by the IM5 mid-size sedan and IM6 mid-size SUV.

IM Motors or “Intelligence in Motion” is a joint venture between MG’s parent company SAIC Motor and some Chinese technology companies including Alibaba Group. In Australia, the brand will be known as IM Presented by MG Motor.

1

So far, the company has confirmed two models for Australia: the IM5 sedan – known as the L6 in China – and the IM6 mid-size SUV, which is also known as the LS6.

Both sit on the same platform and offer both rear- and all-wheel drive drivetrains. In Thailand – another right-hand drive market – the IM6 will be available with either 75kWh or 100kWh battery packs for up to 634km of range (NEDC – WLTP figures are yet to be announced).

The rear-drive model makes 217kW/450Nm and the all-wheel drive model 572kW/850Nm – charging speeds are also yet to be announced, but the smaller battery uses a 400V battery and the larger, 800V.

1

Available features in Thailand for the IM6 include a 20-speaker sound system, a 26.3-inch touchscreen display with a 10.5-inch lower touchscreen, wireless smartphone mirroring and charging, 256-colour interior ambient lighting, heated/cooling/massaging front seats and vehicle-to-load functionality up to 6.6kW.

Both the IM5 and IM6 will also be available with a ‘IM HUB’ wireless charging pad, which can connect to various points in the car for device charging or for placing a lamp for reading, while other accessories will also be available like a clip-in table.

“We’re thrilled to introduce IM Presented by MG Motor to the Australian market, setting a new benchmark for luxury electric driving,” said MG Motor Australia’s Chief Executive Officer, Peter Ciao.

“With cutting-edge innovation wrapped in elegant design, both the IM5 and IM6 deliver an uncompromising blend of performance, refinement, and range – offering drivers the freedom to go further in absolute comfort. This is the future of premium electric mobility, and we’re proud to bring it to Australia and further extend our EV offering to Australian drivers.”

MG Motor Australia will announce further details of the IM by MG brand at the Melbourne Motor Show next month.

1

Hyundai is preparing to unveil a new concept car, one that’s reportedly due to debut at the Seoul Mobility Show that starts on April 3. Teased on Hyundai’s social media platforms, not much is known about the concept car.

No official information has been provided by Hyundai, but the teaser images from the company show a number of ghost motifs and some race car-like controls, which could mean that it’s a high-performance concept car.

1

The ghost graphics appear to have been placed all over the car, including on the bright orange high-mounted rear wing, window glass and other locations around the cabin.

The biggest clue to the likely high-performance mission for the concept car is what is probably a racing car steering wheel, showing functions like a boost button and track modes. It’s likely that this concept is electric, like the Wheels COTY-winning Ioniq 5 N, and the cute ghosts could be related to the new Inster electric city car.

Whatever it is, this new concept car provides a cute and racy look into Hyundai’s design future and we won’t have to wait long for it as it’s due to be revealed next week.

1

From catching just over 600 speeding drivers a year to more than 700 in one week – that is the astounding rise in offences detected by new automatic speed cameras in Tasmania in a sign of how latest-gen technology is cracking down on Australian drivers.

In an effort to reduce road trauma and the national road death toll, Australian states and territories are rapidly upgrading their motoring offence enforcement technology, replacing outdated equipment to catch speeding, seatbelt and mobile phone offences, with authorities claiming that everybody will benefit.

According to Yahoo, during a recent trial of new automatic speed cameras on the Tasman Bridge in Hobart, over 700 drivers were caught speeding each week.

Introduced last month, the Sensys Gatso cameras replaced 1990s cameras that were decommissioned in 2022. The new cameras are able to detect multiple cars in multiple lanes, unlike the older cameras.

The old cameras detected just 624 speeding vehicles in 2020-21 and 458 in 2021-22, while the new system is catching more than 700 speeders each week.

The testing phase for the new cameras is now complete and they are fully operational. Tasmania’s Department of State Growth said the upgraded technology also enables motorists who receive infringement notices to view images and videos of their alleged offences via the road user portal, just like in other parts of Australia like NSW.

Sensys Gatso is responsible for 16 mobile speed cameras across Tasmania, which have detected more than 60,000 speeding offences in the past 12 months alone.

1

Tasmania is not the only state in Australia upgrading its speed cameras. In New South Wales, two average speed camera locations on the Pacific Highway between Kew and Lake Innes, and the Hume Highway between Coolac and Gundagai are now monitoring all cars and trucks – not just heavy vehicles as before – while Victoria has expanded the operating hours of its mobile speed cameras to catch more drivers.

In Queensland, new AI-equipped cameras have been introduced to detect mobile phone use and those not wearing seatbelts, while Western Australia added six new mobile cameras at the end of 2024 and four new ‘smart cameras’ are reportedly planned for Perth freeways as well.

Despite debate from the public, road safety bodies argue that automated enforcement is saving lives with the NSW government providing statistics like a 40 per cent reduction in fatal crashes in areas with average speed cameras.

What are your thoughts on governments updating their road safety cameras? Let us know in the comments below.

We all know we live in challenging times. Almost everything costs more than it used to, putting pressure on consumers to spend less, while it’s clear we need to address a demonstrably warming climate too.

With that in mind, what are the 10 most fuel efficient non-PHEV/EV vehicles on sale in Australia? Here’s the WhichCar guide:

1

Toyota Yaris: 3.3L/100km

The Yaris is Australia’s most fuel efficient non-PHEV/EV vehicle, rated at just 3.3L/100km thanks to its 1.5-litre hybrid drivetrain. A non-hybrid engine of the same displacement used to be available, but the hybrid’s popularity meant that Toyota Australia culled petrol variants. Adding further to the hip-pocket saving ability of the Yaris is that it runs on 91RON regular unleaded fuel, while its emissions are rated at just 76g/km, the lowest of any non-PHEV/EV in Australia.

1

Suzuki Swift manual, Toyota Yaris Cross 2WD and Lexus LBX: 3.8L/100km

Coming in second place are three other Japanese cars, two of which are heavily related to the Yaris. The Swift’s new mild-hybrid drivetrain is very efficient but especially so when combined with the standard five-speed manual that’s available only on the base model. The Yaris Cross and LBX use the same drivetrain as the Yaris, but their larger bodies make them a bit less aerodynamic.

1

Toyota Corolla sedan, Hyundai Kona Hybrid and Hyundai i30 Sedan Hybrid: 3.9L/100km

The most efficient Corolla is the sedan, which is more aerodynamic than the hatchback. All regular Corolla models use a new 1.8-litre hybrid drivetrain for low fuel consumption, but with a 13kW power increase compared with the previous system. The Kona Hybrid and i30 Sedan Hybrid use a 1.6-litre hybrid drivetrain to achieve the same consumption, though use a six-speed automatic transmission for a more normal driving experience than Toyota’s hybrid system.

1

Suzuki Swift auto, Toyota Corolla hatchback, Toyota Yaris Cross AWD, Toyota Camry, Toyota C-HR and Kia Niro Hybrid: 4.0L/100km

The CVT automatic transmission that’s standard across most of the Swift range uses slightly more fuel than the manual at 4.0L/100km, but it’s still one of the thriftiest cars that money can buy. In no surprise, many Toyota hybrids are smack bang on the 4L/100km rating – it’s incredible that a large sedan like the Camry can use the same amount of fuel as a tiny SUV. But one car often forgotten – the Kia Niro – is also a fuel miser.

1

Toyota C-HR GR Sport: 4.1L/100km

Despite the extra 43kW that the larger 2.0-litre hybrid drivetrain in the C-HR GR Sport produces versus the smaller 1.8-litre hybrid system in lesser C-HR models, it officially only uses 0.1L/100km more of fuel. It’s also a lot quicker and more enjoyable to drive, proving that you can have your cake and eat it too.

1

Honda Civic, Peugeot 308 and Lexus UX300h: 4.2L/100km

Honda’s latest hybrid system isn’t quite as frugal as Toyota hybrids, but it’s pretty close and we think that a lot of drivers will appreciate its stepped ratio gearbox, which gives a more natural feel. Peugeot’s new mild-hybrid range appears for the first time on this list with the 308, which is impressive given that it’s not a full hybrid system.

1

Toyota Corolla Cross 2WD, MG 3 Hybrid+, Honda Accord and Honda HR-V Hybrid: 4.3L/100km

The Corolla Cross’ 2.0-litre hybrid system is both powerful and frugal, though its larger body makes it thirstier than the C-HR with the same drivetrain. MG’s new hybrid small hatch puts it on the list for the first time, with its new hybrid system making a healthy 150kW of power – yet officially using just 4.3L/100km. Once again, Honda makes it to this list with both the large Accord sedan and the HR-V small SUV – the Accord uses the Civic’s 2.0-litre hybrid system, while the HR-V uses a smaller 1.5-litre unit for the same 4.3L/100km rating.

1

Toyota Corolla Cross AWD and Peugeot 2008: 4.4L/100km

The all-wheel drive Corolla Cross is slightly less frugal than the two-wheel drive model – not enough to likely notice in the real world, however – and it’s the same story with the 2008, which is 0.2L/100km off its 308 sibling. Helping running costs for the Corolla Cross is that it runs on 91RON regular unleaded – but the 2008 must be filled with minimum 95RON premium unleaded.

1

Toyota RAV4 2WD, MG ZS Hybrid+ and Peugeot 408: 4.7L/100km

Toyota’s best-selling product – the RAV4 – makes it on to this list for the first time with impressive efficiency that is undoubtedly one of the reasons as to why it’s so popular. It also runs on regular unleaded fuel, helping running costs. The new MG ZS Hybrid is also impressively frugal, using the MG3’s hybrid system but only rated at 0.4L/100km more, and yet another Peugeot makes it on to the list: the 408 coupe SUV with its new mild-hybrid system, which is soon to launch in Australia.

1

Toyota RAV4 AWD, Lexus ES and Audi Q5 35 TDI: 4.8L/100km

The all-wheel drive RAV4 is a touch thirstier than the front-wheel drive model because of its extra weight, but still impressively frugal. Using the same hybrid system is the Lexus ES300h, though it’s yet to upgrade to the latest-generation Toyota Lexus system as the new Camry, which is officially 0.8L/100km thriftier. Finally, the only diesel on the list: the entry-level front-wheel drive Audi Q5 35 TDI, which proves that you don’t need a hybrid system to be ultra efficient.

Which of these top 10 efficient cars would you drive on a daily basis? Leave a comment below.

Ahead of a June arrival, or one month after the special new Launch Series, Tesla has revealed pricing of the facelifted Model Y mid-size electric SUV. Priced from $58,900 plus on-road costs, the ‘Juniper’ Model Y is $3,000 more expensive than its predecessor at the entry point to the range – but $4,500 less than the Launch Series.

As detailed previously, the updated Model Y introduces new front and rear styling and an overhauled interior with a larger 15.4-inch central touchscreen.

1

Driving range in the entry-level Model Y RWD has increased by 11km to a WLTP-rated 466km, with the Long Range AWD receiving an 18km increase to 551km. The 220kW RWD sprints to 100km/h in 5.9 seconds, which is a second faster than the pre-updated car, and the 331kW Long Range in just 4.8 seconds (or 4.3 seconds with ‘Acceleration Boost’).

Tesla has also overhauled the suspension, which has reportedly resulted in a 22 per cent reduction in road noise and a 20 per cent reduction in impact and wind noise.

1

1

6

The updated Tesla Model Y ‘Juniper’ is now on sale in Australia and the first deliveries are due locally in June.

It’s only been on sale locally for 18 months but MG has revealed a replacement to the MG4 electric hatchback in China. While it’s yet to be confirmed for other markets, MG described it as its first global market reveal for 2025.

MG filed a number of names with the Chinese government for the new car, including MG3 EV and MG E5 so it could be called something else in other markets, but has revealed it in China as MG4.

The interior is yet to be shown, but the exterior is softer than the angular current model, and looks less sporty overall.

1

So far, only one variant has been revealed: a single motor powertrain making 120kW with an LFP battery of an unspecified capacity. The new MG4 reportedly weighs 1,485kg, which is around 240kg less than the current model.

Measuring 4,395mm long, 1,842mm wide, 1,551mm tall and riding on a 2,750mm long wheelbase, the new model is 108mm longer, 6mm wider and 47mm taller, plus with a 45mm-longer wheelbase than the current model.

2

While the MG4 was the third most-popular EV in Australia in 2024 and sells well in markets like Europe, but it’s far less popular in its home market and the update will no doubt have the company hoping for better sales.

MG Motor Australia is yet to confirm local details of the new MG4 though if it goes on sale locally, that will likely happen later in 2025.

MG Motor Australia is reviewing this new model and considering it for the Australian market. It is important to note this model is not built on the same platform as the existing MG4 and will not replace the current model.

March 2025: Fewer than 2000 cars will be offered, anywhere

Following last year’s announcement that the hyper Renault 5 Turbo 3E will be sold in Australia, it’s now clear that we might see very few of them.

In an announcement made this week, Renault confirmed it will limit the 3E’s production run to just 1980 numbered examples – ostensibly in honour of the original R5 Turbo’s 1980 debut.

4

How many will we get?

Given the 3E will be offered in a number of regions, including wealthy performance enthusiast markets like Europe, the Middle East, Japan and (of course) Australia, it’s likely the local scene will be lucky to spot one of these at the occasional fair-weather ‘cars & coffee’, let alone with any regularity.

A broad palette of exterior and interior colour options will be offered, drawing inspiration from the iconic liveries of the Renault 5 Turbo and Turbo 2, including the ‘Rouge Grenade’ and the ‘Tour de Corse 1982’ rally design. More modern colour schemes will also be available.

1

Other options encompass motorsport liveries and interior trim, including seats, dashboard, door panels, and the centre console.

Working with with Renault designers, each buyer can create a unique vehicle configuration – and choose the number of their build, as available.

Reservations will open in the coming weeks and the first deliveries will take place in the course of 2027, although exact Australian timing and pricing is still to be announced.

5

December 30: Regular R5 EV? The news is there’s no news

A Renault Australia spokesperson has confirmed that while the more affordable Renault 5 E-Tech remains of interest, there’s nothing to announce.

Jump ahead for the full comment, or continue reading below for details on the Renault 5 Turbo 3E coming to Australia.

1

December 24: Renault 5 Turbo 3E coming to Australia!

Renault has confirmed the electric Renault 5 Turbo 3E hot hatch will be available in Australia, announced just in time for Christmas.

“We have been working around the clock with head office in France to secure the Renault 5 Turbo 3E for Australia, and we finally locked it in just hours away from the start of the holiday shutdown period,” said Renault Australia boss Glen Sealey.

Of course, while the confirmed 3E is a box-fresh Christmas announcement, we were first teased with its potential by way of a more retro-bodied prototype revealed back in 2022. 👇

Then there was the unofficial and even more retro-styled Renault 5 Turbo 3, revealed that same year.

Developed by an LA-based trio of Frenchmen going by the name Legende Automobile, this restomod boasts a carbon-fibre body styled to match the original, while power comes from a more traditional combustion source. Read more about it at the story linked below. 👇

1

So what does the legit Renault 5 Turbo 3E bring?

This modernised, all-electric evolution of the 1980s Renault 5 Turbo adds high-performance capability to the new Renault 5 E-Tech range – although the two share only superficial ‘throwback’ styling similarities.

For fans already impressed with the regular 5 E-Tech‘s retro styling, this 5 Turbo 3E model is sure to have the ‘take my money’ GIFs playing on repeat.

In the Turbo 3E’s case, its styling is more faithful than ever to its iconic predecessor, with front-end styling and an overall shape that draws much closer to that hero hatch’s styling. And, of course, it’s dropped the back doors to properly emulate the look created by the original car’s rear-engined design.

As for its name – newcomers to the legend might assume the 3E has three motors. Rather, its name represents a continuation of the line, with the last entry being known as the Renault 5 Turbo 2.

1

The Renault 5 Turbo 3E upgrades its power game to new dual electric motors at the rear wheels for an exclusively rear-wheel drive layout, to deliver a claimed 500hp (373kW) and a 0-100km/h time of 3.5 seconds.

These numbers make the 5 Turbo 3E the fastest-accelerating production model in the company’s history – if not quite “worthy of even a hypercar” as Renault suggests in its announcement materials.

Built on a carbon-fibre superstructure, the car is designed for high strength and reduced weight, aligning with its performance focus.

For now, further details remain a secret, meaning we’ll have to wait to know more about its battery, driving range and charging times – not to mention production numbers and pricing.

If you don’t mind being in the dark on those deets, Renault Australia has put up an ‘expressions of interest’ page on its local website.

9

What about the normal Renault 5 E-Tech for Australia?

On that one, there appears to be nothing new to know.

Renault’s Australian arm made no mention of the regular 5 EV in its Turbo 3E announcement, although it has long been open that it is eager to get it here.

Speaking with Wheels in November, a Renault Australia spokesperson said: “we are actively assessing that product for Australia”.

This week, the brand told Wheels: “Securing the R5 Turbo is step one of a number of products coming to Australia from Renault. As more news develops, we’ll keep you informed.”

And so the matter of the Renault 5 E-Tech remains little more than a ‘nothing to say’ situation, but if you want one, making your feelings known to Renault dealers and the brand directly is your best start.

For more on the regular 5, see our story linked below.

Audi Australia has announced initial details for the new A5 and S5 sedan and wagon, which replaces the A4 in the brand’s line-up, ahead of their arrival later this year.

Priced from $79,900 plus on-road costs, just a single variant of the A5 range will be offered at launch initially, and only in a liftback (called sedan by Audi) bodystyle with the S5 sedan and wagon sitting above it.

The former A5 coupe and convertible are no longer offered globally.

1

The A5 uses a 2.0-litre turbocharged four-cylinder petrol engine making 150kW of power, while the S5 upgrades that to a larger 3.0-litre turbo V6 making 270kW/550Nm.

Both use a seven-speed dual-clutch automatic transmission, while the S5 benefits from a 48-volt mild-hybrid system (MHEV Plus) that’s can drive the car on electric power alone, at low speeds, for short distances.

Pricing for the S5 is yet to be announced, though Audi Australia has confirmed that special ‘edition one’ variants of both the liftback and wagon will be offered with black trim pieces and unique interior and exterior details.

1

That’s on top of other available features such as a 20-speaker Bang & Olufsen sound system with speakers in the front headrests, a head-up display, Matrix LED headlights, OLED tail-lights, a panoramic sunroof with electrochromatic glass instead of a sunshade and the brand’s latest ‘Digital Stage’ MMI infotainment system, incorporating a 14.5-inch touchscreen and an 11.9-inch digital driver’s display with wireless smartphone mirroring, digital radio and sat-nav.

Overseas, a 110kW version of the 2.0-litre turbo-petrol engine, as well as a 150kW 2.0-litre turbo-diesel, are offered but are yet to be announced for Australia.

Deliveries of the new Audi A5 and S5 will commence later in 2025, with full local details yet to be announced.

Chinese EV giant BYD has launched a new 1,000-volt ‘Super E-Platform’ that’s reportedly capable of charging as fast as it takes to fill an ICE car, with 400km of charge added in just five minutes.

According to BYD, its new platform will end long waits at EV chargers and EVs will become as easy to charge as petrol and diesel vehicles are to fill with fuel.

1

Current leaders in electric vehicle charging such as Hyundai, Kia, Genesis and BYD employ 800-volt architectures, allowing for peak charging speeds of up to around 350kW – around a third of what BYD’s new architecture will be capable of.

Globally, no EV chargers are capable of charging at 1,000kW but BYD says that it will roll out more than 4,000 ultra-fast chargers in China to compliment the new Super E-Platform.

According to BYD, the new charging tech will debut on its new Han L and Tang L EVs, and both are now available to order in China. BYD conducted testing on the Han L and found that a five-minute charge gave the car 470km of range.

The Han L starts at around A$60,000 in China and features a 500kW rear motor and an 83.2kWh LFP battery. The Tang L SUV features the same motors as the Han L but uses a larger 100kWh battery and is priced from around A$62,000.

BYD is yet to make any announcement about the new charging tech spreading to other global markets, but we’d wager it being quite a distance off for local EV stations in Australia. According to charging app PlugShare, there are less than 40 350kW fast chargers for EV owners to charge at.

Were you looking for the place the Autozam AZ-1 – a kei car that would only ever be sold in Japan – was born, Basildon in Essex probably wouldn’t be the first place you’d hit upon. Yet tucked away in a nondescript trading estate in the south-east of England stood the industrial unit of Hawtal Whiting, and if you peered inside in early 1991, you’d have seen a tiny mid-engined coupe being subjected to all manner of torture tests.

Bodies-in-white were subjected to bending and torsion tests. Cars were pounded on a four-post road simulator and running prototypes were sneaked into covered trucks for shakedowns at Millbrook Proving Ground. Datasets were pored over, improvements to the suspension implemented and trim choices finalised. The production car might have been born in Essex, but the prototype story goes back a whole lot further.

1

How much further? 1948 is a good start. That’s when the kei car rule set was initially devised. Designed to stimulate both car post-war car ownership and kick-start Japan’s car industry, the rules specified physical size and engine displacement. For four-stroke engines, that displacement was a maximum of 150cc between 1949 and 1950, 300cc from 1950 to 1951, 360cc from 1951 to 1955 and 550cc from 1976 to 1990, when the Autozam AZ-1 was born.

Mazda began working on a kei-car concept in early 1985, creating a one-fifth scale clay model of a design it called the W140. The sharply raked nose left no space even for a tiny 550cc powerplant, which was instead slated to fit behind the driver. Mazda toyed with the idea of a doorless open roadster version but computer simulations showed that body rigidity would be shocking and the baby barchetta plan was dropped. A 1:1 clay model appeared in 1986, and by April of the following year, a running prototype using the engine from a Daihatsu Mira was built. This project was then approved for production feasibility testing, wearing the name AZ-550 Type A.

It probably hasn’t escaped your attention that another compact, mid-engined Japanese sports car with a similar shape had popped up in 1983 as the Toyota SV-3 concept at the Tokyo Auto Show. The very next year, this car would become the production MR2. There’s little doubt that the design of the MR2 influenced the engineering of the smaller W140/AZ-550/AZ-1.

1

Many web sources state that the Autozam drew its design inspiration from the Suzuki RS/x concepts, but the dates really don’t support this. Suzuki knew nothing of Mazda’s plans for the project until they were approached in 1988 to provide the engine for the vehicle. They agreed, but Mazda was similarly taken by surprise when the Autozam AZ-550 was revealed to the public at the 1989 Tokyo Show, only for Suzuki to be showing their kei car, the Cappuccino. These two models joined the Honda Beat, known as the ABC (Autozam, Beat, Cappuccino) by Japanese journalists.

Three versions of the AZ-550 Concept were revealed. The Type A would eventually morph into the production AZ-1. The type B had a bluffer front end, a less steeply raked windscreen and large, bulbous headlamps. The doors opened conventionally and it featured large rear light clusters. The Type C was the most extreme, drawing its influence from Mazda’s Le Mans-winning 787B. It was shown in blue and white with a bubble canopy, fender mirrors and a wing at the back, wearing the same number 201 on its flanks as the race car.

The purpose of the exercise was to gauge public interest, and more column inches went to the radical miniature race car than the other two combined. Despite this. Mazda came to realise that productionising and selling such a car would present its own unique suite of issues and decided that the Type A concept ought to get the green light. That’s where Basildon came in.

1

It was inevitable that the AZ-550 would undergo many changes before it became the production AZ-1. Two project leaders came and went before Toshihiko Hirai arrived as Head of Development. The man who oversaw the development of the Mazda MX-5 arrived with a steadier hand on the tiller.

In case you were wondering why the car wore Autozam badges rather than Mazda ones, it was explained by Mazda’s multi-channel sales strategy at the time, where there would be an Autozam kei car line (including the Carol and the Scrum van), the next tier up would be the sporty Eunos cars such as the MX-5 and then the more aspirational Anfini models.

On his first day on the project, Hirai ditched the AZ-550 show car’s pop-up lights, feeling that they were too heavy, costly, gimmicky and out of character for a kei car. He also claimed that the complexity of the motor system would be easily damaged if the front bumper was nudged. “I can’t put that burden on the customer,” said Hirai at the time.

1

Hirai’s job was made more difficult by the fact that the kei car legislation changed in 1990. Suddenly the maximum engine size had gone up to 660cc and another 10cm of body length was permitted. While it was possible to incorporate the bored-out engine from the Suzuki Alto, Hirai resisted pressure to retain the show car’s vestigial rear seats.

Every centimetre of space was precious and hotly argued over. The spare tyre was originally housed up front, but early in the process it became clear that in the event of an accident it could compromise the firewall and potentially injure passengers. Hirai slotted it behind the seats instead while still finding a way to deliver a little element of recline for the driver’s–seat. While he was undoubtedly a decisive – some might say dictatorial – character, part of Hirai’s genius was being able to lock down the big picture items while allowing specific teams the freedom to tweak the details.

It took three years to bring the AZ-1 to production readiness. The biggest job was changing the show car’s expensive aluminium chassis and replacing it with steel, a move Hirai claimed was necessary on the balance sheet but which he regrets on the basis of weight. The frame was still draped with plastic panels, but the sill width was now a good deal less, making entry and egress easier.

1

Mazda didn’t build the AZ-1 in-house either. Instead it contracted the services of Kurata Co Ltd. (latterly known as KeyLex), also based in Hiroshima. With a peak theoretical production rate of 1000 vehicles per month, Kurata ticked a lot of boxes. The very first AZ-1 rolled out of the plant on August 8, 1992, the official press launch was September 24 and the very first customer received their car on October 5. Buyers got to choose between two colourways: Siberia Blue paint with two-tone black and blue interior or Classic Red with red and black trim, both being fitted with Venetian Grey lower panels.

The AZ-1 had a major issue though. Mazda couldn’t sell them. The gestation process was so long in productionising the vehicle that by the time it arrived in dealers, the Japanese bubble economy had burst. Two-seat sports coupes with gullwing doors didn’t seem to be at the top of too many shopping lists. A little more expensive than both the Suzuki Cappuccino and the Honda Beat, the AZ-1’s asking price was almost that of an MX-5 and sales came nowhere near Mazda’s target of 800 units per month. Given that this car had been in development, in one stage or another, since 1984, it seems bizarre that it was in production for a little over 12 months. In that period Mazda sold 4392 units, plus 531 being accounted for by the badge-engineered Suzuki Cara sister car. By contrast, Suzuki sold 28,010 Cappuccinos and Honda found customers for 33,600 Beats, easily the weakest product of that particular trio.

1

In case you were wondering why production ended in June 1993 and you still see 1994 and 1995 model year cars being advertised, that’s because production easily outstripped demand. Unregistered cars were sitting about the dealer network for the following couple of years. In that period Mazda got a little creative, with special edition “optic” models such as the 1993 Mazdaspeed versions which added a raft of dealer-installed options. These featured solid body colours, with a revised bonnet, front air dam and rear spoiler. Firmer suspension was available, strut bars front and rear, a mechanical LSD, and an exotic ceramic and stainless steel exhaust. Perhaps the most sought-after item are the 13-inch alloy wheels that looked a bit ritzier than the standard car’s steelies. Mazda also launched the TYPE L, which was an audiophile version with a subwoofer in the rear.

M2 Incorporated, a Mazda subsidiary car atelier that existed between 1991 and 1995, produced some interesting variations on the AZ-1 theme.The M2 1014 of 1993 was a Safari-style off-road concept, while the 1015A was a rally-inspired concept and the 1015B was another concept with detachable plastic roof panels. The M2 1015 was sold to the public from July 1994, with a revised front end with faired-in fog lamps and the choice of black, white and silver paintwork. A mere 50 units were sold, with M2 being given the option for 50 more. All remaining stock was sold by 1995.

Wheels caught up with the AZ-1 back in April of that year, when the Zega automotive group in Melbourne offered us a group test of one alongside the Honda Beat and Suzuki Cappuccino. Writer Bob Hall was impressed by the drama of the Autozam.

“While the engine is the same as the Cappuccino’s and the statistics for power and torque read the same for both cars, they feel poles apart. Handling of the AZ-1 is somewhat sharper than that of the Cappuccino and in general it’s surprisingly even-tempered. In some situations there’s noticeable low-speed understeer but it goes pretty neutral as you press along,” Hall noted.

1

“The 720kg AZ-1 was coaxed by Car Graphic to a 0-100km/h time of 9.2s, with 16.6s required to cover the standing-start 400m run. Both times were slightly quicker than those of the lighter Cappuccino,” said Hall.

His verdict went to the Suzuki, as it offered superior accommodation, Hall finding the headroom of the Autozam compromised by the gullwing doors and its raucous character and dynamic focus rendered it more of a specialist proposition than the somewhat friendlier Cappuccino. Yet it’s exactly that focus and sense of specialness that has built the AZ-1’s contemporary status.

Suspension is struts all round with a 25mm stabiliser bar up front and a 20mm item aft. With very low unsprung weight, dampers are right-sized, with 70mm of wheel stroke in bump and 80mm in rebound. The brakes are tiny, discs all round, of radius 91mm up front and 96.5mm at the back. Steering is a quickish 2.2 turns lock-to lock. Weight distribution is claimed to be 44:56 front to rear, which sounds about right.

1

Hirai knew exactly what he was after in terms of dynamics. “The joy of driving is not just about going fast,” he claimed. “Even when going slowly we wanted to create a car that the driver can feel in complete control of. To keep the idea undiluted, it was important to stay simple and clear. Obviously it would be possible to add more equipment. However, lightness is the basis of athletic performance, and those creature comforts come with a weight penalty. It would just not do. We instead poured all of our energy into the fun of driving,” he said in 1993. Those words rang true back then and make even more sense now.

On Australian roads today, where family sedans can tip the scales at two and a half tonnes, an AZ-1 looks hilariously tiny. It’s the width as much as anything – just 1395mm – which looks so alien, this low-slung car fully 90mm narrower than a behemoth such as a Kia Picanto. Getting into one requires a certain amount of suppleness, and you’ll spot the owner because they’ll be able to slide in quickly and then grab the gullwing door’s pull tag before the door’s action has reached the end of its damped travel. It’s a very slick move. Certainly slicker than flailing for it and having to half-climb out in order to shut yourself in or worse, asking for help.

Being so rare, values are notably punchier than those of a Beat or a Cappuccino. A well-looked after car will typically nudge around $40,000, whereas the equivalent Hondas and Suzukis hover at around half that sum. It’s nothing much to do with provenance or ability, more the fact that gullwing doors have always been cool.

1

Running an AZ-1 can be a little more involved than you’d think given its fairly proletarian mechanicals. Oil leaks are an issue, especially around the cam housing gaskets and the tiny Hitachi turbo’s oil feed. The gear shifter should feel tight and positive. If it has a flabby action, you’re looking at a new set of shifter bushings. Suspension parts aren’t too hard to get hold of and sway bar bushings can wear. Pattern plastic panels are available, but the exterior parts that are tricky to obtain are windscreens and the finishes around the glass. Getting your hands on decent 155/65/R13 rubber can also be a challenge. For what its worth, Chevy/Daewoo Matiz, Fiat Seicento, Rover 100 and Suzuki Alto/Wagon R all rode on this size tyre.

Rust can be an issue and the plastic body panels can hide a few nasty surprises. Lift carpets, poke around beneath the wheel arches and check door frames. Also check for a cracked dash, as the cluster hood is no longer in stock. Desirable features include the ABS option (check for the module in the front boot) and the foglight/defrost button. Dealer-fit options also included a Momo leather steering wheel, a CD autochanger, CIBIE fog lights and 13-inch aluminium wheels.

There’s a small but very knowledgeable cadre of AZ-1 owners online and they’re an enterprising bunch. They have to be as this is a very specialist car that lacks widespread parts support. As a result,a whole series of home hacks have been developed for it which, for many owners, is exactly part of the appeal. They’re the ones dedicated to keeping this intriguing part of Mazda’s history on the road and we salute them.

Toshihiko Hirai looks back on the AZ-1 project with affection. He’s most proud of the MX-5, as you might expect, referring to it as his eldest son. If the iconic MX-5 is the peak of his life’s work as an engineer, then the Autozam might be thought of as an enjoyable wildcard. “The AZ-1 is my second son: a jerky horse who can’t be trained.”

1