We talk to Mazda’s local boss about latest product, dealing with Clean Car, why diesel has departed the car line and electric vehicle expectations.

MAZDA’S ‘large product platform’ has arrived - are you excited?

A vital architecture underpinning two luxury-focused cars that carry a weight of expectation also introduces new petrol powertrains.

Purely for CX-60, a new five-seater sports utility sitting between the CX-5 and CX-8, Hiroshima’s first plug-in hybrid. Basing off a 2.5-litre four-cylinder, it boasts power figures surpassing any other road-going model in the brand's range.

Also on the menu, for CX-60 and the similarly-styled but next-size up, seven-seater CX-90 that bumps the CX-9 into retirement, something from the past with a modern twist. Are you ready for a naturally-aspirated 3.0-litre six-cylinder with a 48 volt electric motor assist built into its eight-speed automatic transmission?

Is Mazda’s fanbase ready for the cars that take this make from the mainstream into the prestige sector?

Mazda New Zealand managing director David Hodge believes so.

“I don’t think there’s a major challenge in that. When we had our dealer event for these models, we had some competitor product here … a Lexus, a Volkswagen, an Audi, a Hyundai and a Volvo that we saw were direct competitors for CX-60.

“We are absolutely comfortable where we are priced versus genuine premium entry level cars and sub-premium brands. We think our pricing is bang on.

MotoringNZ: Because they share a common platform and drivetrains, is the intention to represent CX-60 and CX-90 as different-sized peas from the same pod, or do they each stand alone?

David Hodge: From an engineering perspective, yes there are similarities. But from a consumer perspective we think they offer different values to different buyers.

MNZ: You’ve hinted belief that CX-60 in particular has very strong market potential, but you’re not sharing any data to support this. Can you elaborate a little bit more on why you think it will do well?

DH: It’s been successful in Japan and in Europe. We would expect it to be successful here. CX-5 has been our rock and will continue to be, but it has a different role. We see CX-60 as definitely having more affinity with private buyers, whereas CX-5 has established quite a fleet base.

MNZ: Consumer trend suggests entering the plug-in hybrid sector makes strong sense; but what is the logic for also offering a six-cylinder petrol hybrid. Are you simply taking a punt with that one?

DH: Absolutely not. It comes down to usage and understanding of need. When you drill down on the values, you can see that the hybrid petrol will offer especially to those who might do more provincial and open road driving.

MNZ: Surely there’s a risk that consumers will simply think that six cylinder equates to high fuel burn and CO2 penalties?

DH: Well, they might, but we also point out that compared to the 2.5 four cylinder in the CX-5, the six cylinder has more power and is also more efficient through being coupled with the 48 volt hybrid. We see this engine being for us at least for the foreseeable future in this generation of the cars.

MN: CX-60 could have also been selected with a sic-cylinder diesel, but you’ve chosen not to take that one. Why?

DH: There are a number of factors. In terms of performance and running cost, there used to be a clear differentiation between diesel and petrol. That has gone.

The running cost on petrol is lower than for a diesel. So those reasons to buy are not there. plus there’s the market; just three percent is diesel.

The customer demands for diesel, such as with towing, are answered by the petrol. The gap with running costs, even before you involve road user charges, is now so small.

The diesel engine (in CX-60) also has shorter service intervals than the petrol, with makes Mazda Care (and its component of five years’ free servicing) a bit more expensive.

MNZ: Are you fully prepared for the diesel derivative to deliver as a parallel import model? What support can Mazda NZ lend to that vehicle?

DH: We can give guidance, we can give parts support, but as with any other parallel imported car, it’s the actual importer who is ultimately responsible for the vehicle.

MNZ: Is the Clean Car environment kind or challenging for Mazda NZ?

DH: So far, it’s been reasonably neutral. In terms of the Clean Car Standard (which levels a CO2 impost per vehicle on distributors), well we are nine months in and the cost to us has been less than what we had anticipated. The Clean Car Discount (which impacts with a rebate, or penalty, at time of purchase)? Conceptually it makes sense but changing it so early (on July 1) was just disruptive and it is probably effectively just an EV incentive targeted at those people who don’t need it.

MNZ: Speaking of EV, the MX-30 electric vehicle appears to be a hard sell for Mazda in many markets, New Zealand included. What’s caused this - is it misinterpretation of the car and what it aims to achieve or is the pricing an issue?

DH: probably the former. We think the pricing is okay. Understanding the values of an electric vehicle comes into it. If people understand the rationale of why its important to just keep a car charged every night, and have a refueling station at home rather than make a visit to an actual bespoke charger that’s out in the public, the whole concept of range and battery size changes. It is a hard message to get across when there are companies that talk about the importance of being able to drive from Auckland to Wellington on a single charge.

MNZ: How important is it to have an EV here; does your commitment to MX-30 remain strong?

DH: We still have it. The challenge is to educate and time will tell if that message is able to get through. We will keep trying, because we do believe in it and we see it as a good solution, especially for those living in metropolitan areas.

MNZ: Which will sell more strongly over the next 12 months - the MX-30 EV or the CX-60 PHEVs?

DH: By far the CX-60 PHEV. The MX-30 is niche. It is what it is. The battery size suits those who understand what their needs really are, particularly if you only drive in the city. Then it’s a perfect car, and fun to drive.

MNZ: The BT-50 utility is another Mazda that has been struggling to gain acceptance. All distributors are challenged with having to reduce their CO2 count; utes are high emitters. Would it simply be easier to drop the BT-50?

DH: We continually review everything at the moment. Every distributor and importer … if they are not looking at their entire portfolio and questioning what is right and what isn’t … well, they’re not doing their job.

BT-50 is still in our range … it has done well for us, we’re very pleased with the new 1.9-litre, which has the lowest CO2 in the class.

But given where (emissions)targets are going later this decade, it would be naive to think that this model will automatically, as of right, stay in the range.

There’s a race on to be first to have a low-emissions ute … we are not a manufacturer of a ute, we take an OEM product (from Isuzu). We’re not directly in that race.