Mazda BT-50 goes Kodo … and less kooky

Ready to fall in love with your ute? The new BT-50 is all about forming strong bonds, Mazda says.

NOT just begat with Isuzu but set to be built by it as well.

That’s one of the interesting factoids emerging from today’s international unveiling the new Mazda BT-50 one-tonne ute, which is set to go on sale in New Zealand before the end of the year. Potentially following very closely in the tyre tracks of its new twin, the Isuzu D-Max.

A media release discussing the model makes clear that this fresh and design, a total divorce from the Ford Ranger-derived current model that has been here for nine years, appears set to roll off the same assembly line in Thailand that has been producing the latest D-Max since late last year, albeit only for sale to Thai buyers.

The process appears identified by Mazda commenting that “the all-new BT-50 is supplied by Isuzu Motor Limited on an OEM basis.” OEM, of course, is shorthand for ‘original equipment manufacturer.’

That gives it a subtly different status to the current model, which came out a joint venture plant. However, Mazda’ determination to separate from Ford made that relationship impossible; all the moreso now that the Blue Oval has shacked up with a new partner, Volkswagen, and will have the lead role in producing the next Ranger and its Amarok equivalent.

Isuzu having lead development of the ladder-frame chassis and the drivetrain for both, with Mazda focusing on its specific requirements and design, with both being all but identical under their skins is reinforced by the images and technical detail released today.

The 3.0-litre turbodiesel engine makes the same 140kW and 450Nm in either application. Likewise, both brands’ offers have a 1065kg payload and are rated to haul 3.5 tonnes.

here’s the twin … the new Isuzu d-max.

Unsurprisingly the doublecab formats that are arriving first have the same 3125mm wheelbase, but Mazda’s body is slightly longer – at 5280mm versus 5265mm – though both are equal in width, at 1870mm, and height (1790mm).

The Mazda and Isuzu cabin shapes are shared yet the nose and tail stylings are patently different. While Mazda has again incorporated a visual identity that relates to its cars’ ‘Kodo’ design ethos, the impact of that appears set to far less controversial; mainly because the sharp nosed look that arguably blighted the second-gen model has been retired. Now BT-50 is back to where it began, conforming to class norms with a bluff frontage.

Mazda NZ managing director Dave Hodge is satisfied with the look, saying it obviously makes it immediately recognisable as part of the Mazda range of vehicles.

He also believes the new model will stand tall for its driving performance, functionality and safety. These factors will ensure the vehicle “will meet the needs of the wide range of situations where our New Zealand customers will be using the ute.”

Mazda says special care went into the vehicle’s design, ease of use and into creating peace of mind for the occupants. It also has enforced an aim to become a brand that can “create strong bonds with customers by focusing on the pure essence of cars — the joy of driving — and committing ourselves to preserve our beautiful earth, enrich people’s lives and make a bountiful society that lifts everybody’s spirits.”

First look: BT-50 noses into view

A more conformist nose treatment suggests we’re in for a sharper-looking BT-50.

this all mazda wants to show us of the new bt-50 … for now.

‘SOMETHING huge is on the horizon … 

So goes the wording accompanying a official image out of Mazda of the next-generation BT-50, a shadowy teaser released ahead of the all-new ute’s global reveal at 1pm NZST next Wednesday.

What can we make of the side profile shot? Quite a lot, really. The 2020 model is, of course, now spun from the upcoming Isuzu D-MAX, which has already been fully revealed. On the strength of this single image, it’s clear the next BT-50 not only divorces completely – and thankfully so – from the duck-billed styling of the outgoing vehicle, but it also separates quite distinctly from the new donor.

So when can we see it? Good question that. Actually, it should be ‘them’.

If not for Covid-19, the D-Max would have been first off the rank, the makers’ deal giving Isuzu a sales head start of several months.

The local distributor’s plan was to have a new D-Max at the national Feildays in Hamilton that should have opened next week. All off now, of course.

The giant rural extravaganza has become a digital event for next month and, in any event, the impact of coronavirus on global carmaking has also delayed the utes, which source from Thailand. So, now there’s talk of the D-Max coming in September and then BT-50 … some time after. But before Christmas. 

The teaser image seems to indicates the new BT-50 will emerge first in volume-selling dual-cab four-wheel-drive ute form, with single-cab and extra-cab versions likely to follow.

Fair to assume the ‘something big’ promotional line doesn’t just reference the newcomer’s size, which in doublecab format comes to a length of 5265mm, 1870mm wide and 1790mm height.

The new Isuzu D-Max, which is reportedly delayed, is the basis for the new BT-50. The old one, below, was twinned with the Ford Ranger … under the skin, at least.

Mazda NZ would clearly benefit from achieving a step up in volume as well. It’s been feeling pretty much nothing but pain from the outgoing model, which launched in 2011. Such a cruel blow, given it was a sister ship – under the skin at least – to the Ford Ranger which has been a huge success, the country’s best-selling ute. Not so the BT-50.

The partnership with Isuzu means a new start under the bonnet, with Mazda expected to pick up the D-Max’s 3.0-litre turbodiesel that, in generating 140kW and 450Nm, generates seven kiloWatts less power and 20Nm less torque than the Ford-supplied 3.2-litre five-cylinder turbodiesel in the current model.

Six-speed manual and automatics will be on offer. The four-wheel-drive system will include a two-speed transfer case and a rear locking diff. It also formats in rear-drive.

The Isuzu and Mazda are expected to share include a 3500kg braked towing capacity and 800mm water fording ability. D-Max’s approximate 1890kg kerb weight and a maximum 1024kg payload would also conceivably carry over.

Autonomous emergency braking is set to feature among driver-assist systems and it achieves an infotainment system with 9.0-inch colour touch-screen and Apple CarPlay and Android Auto connectivity. How much effort Mazda has put into revising the D-Max fascia, pictured, will become clear next week.

The high level trim will deliver leather seat trim, dual-zone climate control, keyless entry/start and a digital speedo.

a big touchscreen is a feature of the new D-Max fascia. Ditto for the mazda?

High-speed spin cycle

Coupes, sedans, station wagons and sports cars … even a pick-up truck and a bus, plus multiple concepts and a fair few race cars. The power of smooth and high-revving Mazda rotaries has spread far.

NO consideration of the 100-year history of Mazda would be complete without celebrating this Hiroshima brand’s convention-defying development and success with the rotary engine.

From the launch of the 1967 Mazda Cosmo to the end of RX-8 production in 2012, Mazda produced just shy of two million rotary production cars.

Yet, arguably it was the rotary engine’s success in competition that made it and the Mazda brand famous and helped to sell those production models.

From Mazda’s very first efforts in international motorsport with the Cosmo in 1968, the rotary engine’s lightweight, small size, power and fast revving nature have made it perfect for competition. In the early 1970s the Mazda RX-3 was raced in championships around the globe, while the first-generation RX-7 took this to a new level winning championships on four continents.

the Cosmo was Mazda’s first production rotary car, produced in 1967 and based on this 1963 concept revealed at the 1963 Tokyo motor show. Seven years on, Mazda wheeled out the somewhat more adventurous RX500, seen below at its unveiling and now a museum piece, taken to the Mazda’dedicated 2014 Goodwood Festival of Speed.

Most famously, in 1991 the Mazda 787B of Johnny Herbert, Volker Weidler and Bertrand Gachot won the Le Mans 24 Hours – making Mazda the first Japanese brand to do so. 

However, it wasn’t just four decades of production cars and motorsport success that made the rotary famous.

Mazda’s hallmark engine also appeared in a host of concept cars, so in Mazda’s centenary year we take a look at some of the most radical and advanced rotary powered and inspired concept cars, starting with the prototype rotary sports car driven to the 1963 Tokyo Motor Show by the father of Mazda’s rotary engine, Kenichi Yamamoto. 

Strictly a test prototype rather than a pure concept car, it led to the production of 60 Cosmo test mules in 1965, followed by the first production Cosmo sports cars in 1967. Subtly different from later production Cosmos, the 1963 802 prototypes were the first chapter Mazda’s rotary success story.

Similarly, the Bertone-designed Mazda RX-87 concept of 1967 was almost identical to the beautiful 1969 R130 Luce Coupe production car it previewed and likewise the 1967 RX-85 concept became the 1968 Mazda R100 coupe. 

1967 brought the RX-87 design study

Revealed at the 1970 Tokyo Motor Show, the next rotary concept car was unlike anything seen before, a pure futuristic design it was a showcase for safety technology and looked like a car from a different planet to the Cosmo, Luce and R100 rotary production cars on sale at the time.

The Mazda RX-500 was a wedge shaped mid-engined, rear wheel drive sports car with forward opening butterfly swing doors. Promoted as a road safety test bed, it had multicoloured rear strip lights at the rear that indicated whether the car was speeding up, cruising or slowing down by changing colour. 

The 10A 184kW rotary engine was accessed by gullwing opening engine covers. Painted orange with no headlights for its show debut it was later repainted silver, today the RX-500 concept still draws attention at the Hiroshima City Transport Museum. It also starred on the Cartier Style De Luxe lawn at the 2014 Goodwood Festival of Speed.

Even more radical than the RX-500, the 1983 Mazda Le Mans Prototype was penned by maverick designer Luigi Colani, who was famous for his radical ‘biodynamic’ forms.

the Colani car never went beyond conceptual stage, but was fast. very fast.

While it never went beyond conceptual stage, the 1983 Le Mans Prototype was an extreme wing car that was conceived to be powered by an over 600kW four-rotor engine and could have been capable of 380kmh if it had become a reality. 

The one-off theme continued with the 1985 Mazda MX-03, which unlike the Colani Le Mans Prototype, was a fully working concept. Powered by a triple rotor 232kW engine, this low-slung coupe was pure futuristic exuberance, with a cabin that featured an aircraft style yoke rather than a wheel, plus digital displays and a head-up display, its technology tally also including four-wheel steering and all-wheel drive, while the long low body delivered an aerodynamic Cd figure of just 0.25. 

Completely different from the MX-03, the MX-04 concept was a front-engine rear-wheel drive sports car chassis that had removable fibreglass panels, but not just one, but two different sets, allowing the car to switch from a glass dome roofed coupe to a beach buggy style open sided roadster. Powered by a rotary engine this barmy shape-shifting sports car was shown at the 1987 Tokyo Motor Show and while it was never a serious contender for production, by then Mazda was already developing the MX-5, and just two-years later, the most famous non-rotary Mazda sports car arrived. 

No prizes for guessing what the RX-01 concept was a pointer to.

By the 1990s, Mazda’s rotary engine had scored its biggest achievement with victory in the Le Mans 24 Hours, but revealed at the 1995 Tokyo Motor Show, the Mazda RX-01 previewed the next-generation of rotary road cars. A fully drivable concept It featured what would go on to be the Renesis engine that powered the last production rotary to date – the RX-8. With a 2+2 seat layout, some of the RX-01’s styling cues also hinted to the RX-8, which was revealed in 2003. 

Highlighting the flexibility of Mazda’s rotary engine technology, between 2005 and 2007 Mazda produced duel-fuel hydrogen/petrol powered rotary prototype testbed Mazda RX-8s and Mazda5s, which were leased to companies in Japan and Norway.

Highlighting the suitability of rotary engines for use with hydrogen, the RX-8 RE Hydrogen was the fifth Mazda rotary to be powered by hydrogen after earlier HR-X, HR-X2, MX-5 and 626 rotary powered concepts and prototypes. Further highlighting Mazda’s environmental development, the 2007 Mazda5 RE Hydrogen was a plug-in hybrid, while the 2013 Mazda2 EV prototype featured a tiny 330cc 22kW single-rotor range-extender engine. Today, Mazda is committed to the development of a rotary range-extender version of the forthcoming Mazda MX-30. 

Mazda recognised the potentials of the rotary engine with hydrogen, so built a wide variety of development cars, based on current production fare, plus some adventurous concepts, such as 1991’s HR-X concept.

However, other 21st century rotary concepts focused very much on the performance elements of the rotary engine: revealed at the 2008 Detroit Motor Show, the stunning Mazda Furai was built on the chassis of a Courage C65 LMP2 race car and its 331kW triple-rotor engine was powered by ethanol fuel. A fully working race car-based concept, it was developed by Mazda North America and was tested at several US and European tracks. Named Furai meaning ‘sound of wind’, this racy concept was the fifth and last of the ‘Nagare’ line of concept cars from Mazda. 

The fourth car in this lineage also featured a rotary: unveiled in 2007, the Mazda Taiki concept was a dramatically aerodynamically optimised coupe with a tapered teardrop shaped body that scooped inside the covered rear wheels. Inspired by flowing robes its sleek body had a drag coefficient of just 0.25 and it was arguably the most radical looking of the ‘Nagare’ concept cars. With butterfly doors and a darkened glasshouse it was a pure concept fantasy but was conceived to be powered by the same Renesis engine as the RX-8. 

The Furai (above) and Taiki (below) concepts were the last and most alluring of the Nagare line if concepts.

Mazda’s Le Mans heritage with the rotary engine came to the fore again in 2014 with the reveal of the Mazda LM55 Vision Gran Turismo virtual concept car. A digitally rendered concept for the Gran Turismo computer game, this low-slung Le Mans style prototype was named after the race number worn by the winning 787B at Le Mans in 1991. Bringing the performance and sound of the rotary engine to a whole new generation virtually in the gaming world, the LM55 Vision came to life as a full-size show car at the 2015 Goodwood Festival of Speed where it proudly sat atop Mazda’s Kodo design inspired central feature sculpture alongside the Mazda 787B.

However, it was later in 2015 at the Tokyo Motor Show that Mazda revealed what is arguably the most beautiful concept car conceived for a rotary engine: the RX-Vision.

Mazda’s vision of the perfect front-engine, rear-wheel drive sports car and the ultimate expression of Kodo design, the RX-Vision’s stunning proportions and delicate surfacing saw it named the ‘Most Beautiful Concept Car of the Year’ at the 31st Festival Automobile International, while it also made an appearance at the exclusive Concorso d’Eleganza Villa d’Esta in 2016. Under the long bonnet of the RX-Vision, Mazda’s designers envisaged that this sports car would be powered by a next-generation of rotary engine called Skyactiv-R. 

anyone can drive the RX-Vision GT3 … providing they have a gaming console.

Taking this imagination, a step further and bringing the RX-Vision to life in the virtual world, Mazda’s designers created the RX-Vision GT3. Just as the LM55 came to life in the virtual world in 2014, the RX-Vision GT3 was added to Gran Turismo Sport on May 22. With its wider front and rear track width and expanded wheel arches, the lower and more purposeful GT3 version features the wings and rear diffuser you’d expect of a virtual racer. And rotary fans in the digital world get to enjoy the next-generation four-rotor 420kW Skyactiv-R engine. 

Today, 57 years after the first Cosmo prototype previewed Mazda’s debut rotary sports car, the rotary engine lives on in the hearts and minds of Mazda’s engineers as the technology is explored for its part in Mazda’s multi-solution approach to ever more efficient cars, including range-extender applications. Additionally, concept cars like the RX-Vision influence the look and styling of Mazda’s current range, while the RX-Vision GT3 brings the rotary to life in the virtual world. 

MX family spans well beyond roadster

A history of Mazda’s MX models reminds that this monicker has attached to more than just the world’s best-selling roadster.

These are the MX models we know best … but the entire family is much, much larger

IN a year that sees Mazda celebrate its centenary, the Japanese firm is also looking to the future with the debut of its first all-electric production vehicle – the Mazda MX-30.

With customer deliveries expected to begin in early 2021, the MX-30 is a unique, stylish and versatile crossover EV; a stand-out addition to the Mazda line-up.

Yet why does it wear the MX moniker? This piece supplied by Mazda takes up the story:

A badge made most famous by the MX-5. Well, a look back through Mazda’s history highlights that the MX name pre-dates the world’s best-selling roadster and in fact has been used more than a dozen times across a broad spread of production, concept and racing Mazdas.

Mazda explains that the MX prefix is given to a car that takes on a challenge to create and deliver new values without being confined by convention regardless of vehicle type.

When it was revealed in 1989 the Mazda MX-5 was exactly this kind of car, as the automotive industry as a whole moved away from the affordable sports car, Mazda defied convention to create a perfect modern reinterpretation of the classic rear-wheel drive roadster.

More than three decades later the MX-5 needs no introduction, but the first car to wear the MX badge is less famous, however there’s no forgetting it once you’ve seen it.

1983 MX-02

1985 MX-05

1987 MX-04

1987 MX-04 ROADSTER

MX-03

MXR-01

Revealed in 1981, the Mazda MX-81 Aria concept car was created by Italian styling house Bertone, who using Mazda 323 running gear created a futuristic wedge-shaped hatchback.

With its gold paint, huge glasshouse and pop-up lights it stood out at the Tokyo Motor Show, but with its recessed square steering wheel, TV screen cockpit and side swinging front seats, it was arguably the interior that was the most radical. A one-off concept that certainly met the defy convention ethos of MX models, it led to a future relationship with Bertone, while things like the high-mounted taillights and pop-up headlamps appeared in future Mazda production cars later in the eighties.

Next in the MX lineage was the 1983 MX-02 concept car, a big flat sided five-door hatch with large windows, aerodynamic rear wheel covers and flared in door mirrors. Unique features included rear wheel steering and a windscreen head-up display.

The one-off theme continued with the 1985 Mazda MX-03, which again was a radical looking concept car, but this time it was a defy convention sports car that was powered by a triple rotor 315ps engine. Conceived purely as a concept, this low-slung coupe, was pure futuristic exuberance, with a cabin that featured an aircraft style yoke rather than a wheel, plus digital displays and a head-up display, its technology tally also including four-wheel steering and all-wheel drive, while the long low body delivered an aerodynamic Cd figure of just 0.25.

While the MX-02 and MX-03 shared some of the same futuristic design cues, the MX-04 was completely different. Revealed at the 1987 Tokyo Motor Show, the MX-04 was a front-engine rear-wheel drive sports car chassis that had removable fibreglass panels, but not just one, but two different sets, allowing the car to switch from a glass dome roofed coupe to a beach buggy style open sided roadster. 

Powered by a rotary engine this barmy shape-shifting sports car was never a serious contender for production, but little did outsiders know that Mazda was already developing the MX-5, and just two-years later, the most famous car to wear a MX badge arrived.

And the next cars to wear the MX badge were also production models, both cars built on the MX-5’s success and offered very different coupe styles.

MX-3

MX MICROSPORT

MX SPORT TOURER

MX-5 SPEEDSTER CONCEPT

MX-5 SPYDER CONCEPT

MX-5 SUPERLIGHT CONCEPT

MX CROSS SPORT

Sold from 1992 to 1993, the Mazda MX-3 was a four-seat coupe hatchback that disregarded the convention for normal hatchbacks to offer buyers something far more stylish and sportier, while it further earnt its MX badge by being available with the world’s smallest mass-produced V6 engine. The larger MX-6 coupe conveyed big premium coupe style for family saloon money, but in the 1990s arguably the most radical car to wear the MX badge was the Mazda MXR-01.

After the rotary powered Mazda 787B took victory in the 1991 Le Mans 24 Hours, the FIA promptly banned rotary powered cars, leaving Mazda looking for a new car for the 1992 World Sportscar Championship at very short notice.

A solution arrived in the shape of the incredible Mazda MXR-01 prototype race car. Based on the previous seasons Jaguar XJR-14, the British firms’ withdrawal from sportscar racing, allowed Mazda to adapt this radical Ross Brawn designed prototype and fit a Mazda badged V10 Judd engine. Famed for its incredible grip and downforce, just five examples where built, but sadly the collapse of the World Sportscar Championship at the end of 1992 spelt the end of Mazda’s world level motorsport programme and denied the MXR-01 the chance of success.

Into the 21st century the MX moniker returned to adorn concept cars, all of which stayed true to the MX ethos of delivering something new by challenging convention: the 2001 MX-Sport Tourer concept was a radical MPV concept with freestyle doors and sweeping body design, that highlighted the fact an MPVs did not have to be boxy or dull, something the resulting Mazda5 proved. In fact, the 2004 Mazda MX-Flexa was a concept that was even closer to the final ground-breaking Mazda5 production car, sharing its popular sliding rear doors.

The 2002 MX-Sport Runabout concept previewed the modern look of the second-generation Mazda2, while the 2003 MX-Sportif was the concept that previewed the first generation Mazda3, which was a big step forward from the outgoing Mazda 323.

The MX-MicroSport was a US focused hatchback concept, revealed at the 2004 Detroit Motor Show, but the nineties MX concept that really started Mazda on the road to another success story that set it apart from other brands, was the 2005 MX-Crossport.

Inspired by the Mazda RX-8 sportscar this was a sporty looking SUV concept with sculpted wheel arches, slender headlamps and bold shoulder lines that previewed the Mazda CX-7 - a pivotal car that established the fact that Mazda could build a stylish, sporty SUV with car like dynamics to rival the best SUVs from premium brands. A car that established a lineage of award-winning SUVs that leads to today’s CX-5 and CX-30 - the MX-Crossport sat at the start of this SUV success story.

And now with the arrival of the ground-breaking MX-30, it’s appropriate that the MX name returns to a production model – as Mazda’s first production EV, the MX-30 is a car that represents a new chapter in Mazda’s history.

2021 MX-30 - MAZDA’S ENTRY INTO THE ELECTRIC SCENE

Special Kei provided an enduring taste

Mazda’s first car was a cheeky little coupe. It’s never broken the two-door hardtop habit.

the enduringly awesome cosmo

MORE reminder of Mazda’s determination to never bend to car design and engineering conformity has come with reminder of how many two-door cars it has knocked out over the years.

The tenor of an in-house history of the company’s coupes, released as part of this being the brand’s 100th year, is a fascinating insight into its enduring commitment to this design style. 

Whereas many other Japanese makes committed more deeply to mainstream sedan shapes that were far more likely to win greater volume returns (that’s how Toyota, Mitsubishi and Nissan did it), Mazda always played beyond conservative tastes.

 That a conviction formed right at the start about how coupes best reflecting core brand philosophies remains adhered to now is a tribute to the make’s independent spirit. It hasn’t been a smooth road, but what a trip!

Agreed, that first offer, the R360 microcar designed for the domestic ‘kei’ category, is an utterly humble thing in comparison with the far more sporting products that have ultimately followed, but it nonetheless speaks clearly to Mazda’s intent to make cars that were attractive and visionary.

Of course, there was more. Mazda also identified that the best coupes around when it kicked into car-making in 1960 (having been involved in other industry, and starting out as cork supplier in the 1930s) were those that delivered performance-enhancing structures like rigidity, aerodynamics and weight reduction. These have also remained central elements of the brands product philosophy, wrapped up in the ‘fun to drive’ ethos that even the R360 was able to cheekily demonstrate, albeit less by virtue of its outright performance than the happy fact of it being the lightest in class.

Anyway, that made it an immediate bestseller, capturing 65 percent of Japan’s burgeoning microcar segment and 15 percent of the domestic market in 1960, the year of its launch.

Here’s the how the history unfolded from thereon, in the maker’s own words:

“The Mazda Carol P360 coupe, which had a longer wheelbase and a four-cylinder engine, joined the line-up in 1962 with comparable success.

Mazda’s first performance car was also a coupe, unveiled at the 1964 Tokyo Motor Show, the Mazda Cosmo Sport 110S would arrive on the market in 1967 as the world’s first production model with a twin-rotor engine. With space-age looks matched by the powertrain’s turbine-like sound, it was the beginning of an illustrious age of unconventional rotary sports coupes at Mazda. The Cosmo Sport also launched the brand’s international motorsport career.

However, the big international sales breakthrough would come with the Familia/R100 and Capella/616/RX-2 series – the respective forerunners to the Mazda3 and Mazda6 – along with the Grand Familia/818/RX-3. Mazda took its rotary engine global with these models starting in 1968, and their Italo-design inspired looks electrified buyers, quickly driving overseas unit sales into six-figures.

Even more stunning was the Mazda Luce R130 coupe introduced in 1969. Designed at Bertone by Giorgetto Giugiaro (who had also styled the first Familia), it was Mazda’s only front wheel-driven rotary model and is now a sought-after collector’s item. Slotted above the RX-2 and RX-3, the Luce R130 would make way in 1972 for the Mazda RX-4. Marketed as luxurious and sporty, the hardtop coupe version was available with an “AP” (anti-pollution) rotary that improved emissions and fuel economy. The engine would also see service on the RX-3 and Mazda Cosmo/RX-5 launched in 1975 in coupe and fastback format. Performance of the 110-135PS rotary RX coupes, with kerb weights in the 900-1,100kg range, was very respectable for the time.

The Hiroshima carmaker took this recipe for driving fun up a level in 1978 with the Mazda RX-7, whose unique wedge-shaped design featured a wraparound glass rear window. Under the bonnet of Mazda’s first truly mass-market sports car was a completely redesigned rotary engine. Propelling a lightweight structure with near-perfect weight distribution, it was exceptional to drive. Successful on the racetrack and rally stage, the RX-7 developed over three model generations into a high-performance twin-turbocharged super-coupé on par with the best the competition had to offer. With some 811,000 produced, the RX-7 remains the most popular rotary powered car in history.

Less well known is the Eunos Cosmo, a Japan-only luxury sports coupe built from 1990 until 1995. It was the only production model with a three-rotor engine; the 300PS twin-turbo “20B-REW” was also the largest-ever production rotary. The Cosmo introduced many new cutting-edge technologies, like the first built-in GPS navigation system and a touchscreen display.

Another domestic market model, the Autozam AZ-1, was remarkable in its own way. Weighing only 720kg, the exciting mid-engined kei coupe developed under Toshihiko Hira, MX-5 programme manager, had gullwing doors and a 9,000rpm redline – in a segment personified by utilitarian “boxes on wheels”.

This was typical Mazda, always seeking new ways of making its coupes look and feel special. The Mazda 929 coupe (1982-86), with its lowerable opera windows in the B-pillar, is yet another example. The stylish Mazda MX-6 (1987-97), meanwhile, had optional four-wheel steering. And the compact Mazda MX-3 (1992-98) was available with the 1.8-litre K8 engine, the world’s smallest mass-production V6.

Even back in those days, Mazda dabbled in crossover designs, widely considered a 21st-century phenomena. The Mazda 323F (1989-98) made a family friendly five-seater out of a wedge-shaped sports coupe with pop-up headlights, while the Mazda Xedos 6 (1992-99) walked the line between luxury coupe and mid-sized saloon. And the Mazda RX-8 (2003-12), a two-row “quad coupé” with freestyle doors yet, again demonstrated the company’s sophistication when it came to refreshing coupe design.

Today Mazda continues to push design convention with models like the Mazda MX-5 RF (“Retractable Fastback”). As with the previous generation MX-5 Roadster Coupe, the RF’s one-of-a-kind power hardtop gives the world’s most popular roadster the comfort of an enclosed cabin, while concept cars like the Mazda RX-Vision and Vision Coupe demonstrate how stunning coupe design influences the Kodo: Soul of Motion design philosophy that delivers the award-winning styling you find across the whole Mazda range, something demonstrated by the 2020 World Car Design of the Year winning Mazda3.”

Ute outlook Pt 1: Mazda's new love ... Max

Our national obsession for utilities, especially family-minded dual-cabs, knows no bounds. The market is booming at the moment, and filled with plenty of strong options. Yet surely you’re also keen to know something about what’s coming up next, when and from whom? So, here’s the first instalment of a three-part analysis.

2020 D-Max

ONE of the big motoring stories over the next few months is going to be all about utes – what’s going to be new, and who is going to be building them.

It’s called platform sharing, folks.  And the art of sharing development costs. In recent times it’s seen the likes the Mazda BT-50 built on the same platform as the Ford Ranger, the Mercedes-Benz X-Class built on the same underpinnings as the Nissan Navara, and the Holden Colorado sharing the platform of the Isuzu D-Max.

Now the deckchairs have been re-arranged and the platform sharing has started all over again. But while the process itself is remaining the same,  the outcomes are a lot different.

So which new ute is being developed with which other new ute – or even utes? In this series of articles, we provide the breakdowns, starting with a pair of newly-weds.

Back in the day when Ford owned 35 percent of Mazda,  the Australian division of the blue oval company was largely responsible for development of what remains New Zealand’s biggest-selling vehicle, the Ranger.

And, thanks to the ownership scenario at the time, Mazda conceived its BT-50 version off the Ranger. Although it featured such differences as unique body styling and different suspension settings, the two utes shared the same chassis and same powertrain and were even built in the same factory in Thailand.

While the process saved a lot of money in development costs, in New Zealand  this platform sharing scenario proved to be something of a double-edged sword for Mazda.

That was because of Mazda’s 24 Kiwi dealerships, 18 of them were also Ford dealerships – and for sales staff it was easier to sell the hugely popular and masculine-looking Ranger than the BT-50, despite the fact Mazda NZ went to great lengths to differentiate between the two, particularly as regards pricing.

 End result: Ranger has a 20 per cent share of New Zealand’s ute market, while the almost identical BT-50 owns 5 per cent.

2020 D-Mx

Ford doesn’t own any stake in Mazda any more – it sold its shareholding in 2010 – and the current BT-50 is the only remaining remnant of that ownership scenario.  And now that’s about to change, thanks to a supply agreement Mazda brokered four years ago with Isuzu.

At the time, the two brands said the agreement would allow Mazda to “maintain own-brand market coverage.” In other words, get out from under the shadow of Ford.

And Isuzu? Back in 2016 it said the agreement would allow it to “enhance its product competitiveness”. In other words, rid itself of lingering claims that its D-Max ute has for all intents and purposes always been a Holden Colorado.

Actually, it’s always been the other way around.

At one stage General Motors owned 49 per cent of Isuzu,  which gave the Detroit giant access to Isuzu light trucks.  That explains why the Holden Rodeo sold in Australasia from 2002 to 2008 was in fact the original Isuzu D-Max.

But when GM began to sell down its shareholding in Isuzu, the two brands began to go their own ways. GM lost the right to the Rodeo name and changed the name of the Holden ute to Colorado, then Isuzu distribution operations were established in Australia in 2008 and New Zealand in 2010, which allowed the brand to begin to sell the D-Max.

It’s been like that ever since, with the D-Max and the Colorado essentially sharing the same platform but being increasingly their own vehicles – different engines and powertrains, different bodyshell designs (well, from the A pillar forward anyway), and built in different Thai assembly plants.

But now that’s all about to change. Instead of a BT-50 being a Ranger and a D-Max being a Colorado, the new BT-50 will be a new D-Max.

First to arrive will be the D-Max, which has already been launched in its home Thailand and was scheduled to be unveiled in New Zealand just after mid-year – in fact dealers were scheduled to be in Thailand in late April to watch the first kiwi models roll off the assembly line.

 But thanks to Covid-19 the assembly plant was shut down, and the trip had to be cancelled. Isuzu Utes NZ Ltd marketing manager Kathyrn Hayward said the company is now working with the factory to confirm a new arrival date for the D-Max.

“We will provide more information when we can,” she added.

A feature of the new ute is that it will be powered by a beefed-up version of the excellent 3.0-litre four cylinder turbo diesel that is under the bonnet of the current model. Power has gone up to 140 kilowatts and torque has risen to 450 Newton metres. It’s also going to have improved safety specification and more infotainment.

During last year’s Tokyo Motor Show, Isuzu told the attending media that the new D-Max was developed solely by Isuzu as the original equipment manufacturer, with the finished product then provided to Mazda.

A shared disclosure agreement with Isuzu means Mazda New Zealand is unable to disclose any specifics about how the brand has BT-50-ised the ute. That will become clear when the vehicle is launched here later this year.

 But Mazda NZ product and sales planning manager Tim Nalden did confirm that the current BT-50 is enjoying such a “halo” period at the moment – it’s achieving its highest monthly segment share levels since its first year on the market in 2011 – that it is leading the company to consider selling both models side-by-side for a period of time.

It’s going to be interesting how both these new models perform on the New Zealand ute market.

Last year the BT-50 was the sixth biggest selling ute here with 2325 sales, and the D-Max one place behind with 1802 sales. But in 2020/2021 a combination of the fact they are brand-new, and the imminent disappearance from the market of the volume-selling Holden Colorado,  could see a rise in registrations of both of these models.

CX-30 optimism remains though some orders lost

The CX-30 releases into a different market environment Mazda had forecast just a few weeks ago.

ACCEPTANCE this year’s new car market might crash and deliver just half the 2019 volume hasn’t destroyed Mazda NZ’s confidence, yet will steer sales expectation. 

In discussing hopes for the CX-30 compact crossover, which stands as the first new car to launch nationally since the Covd-19 lockdown enacted, the brand has admitted some would-be buyers have already u-turned and pulled out of deals.

The Mazda3-based five-seater priced from $41,490 to $50,990 will become available from next Tuesday, a timing that synchs in with a relaxation in national restrictions that allows resumption of car sales, though with caveat of this being contactless. So, no showroom visits and a continuation of social distancing which demands care when handing over new cars to customers.

The release is subsequent to a dismal forecast from the Motor Industry Association. The national body representing new vehicle distributors is predicting the new car and light commercial count this year could be 40 to 50 percent lower than last year’s count of 154,763 units 

The industry is also anticipating potential of hugely diminished fleet interest, mainly from the crucial rental sector, which appears to have skidded to a sudden halt as result of tourism freeze.

Nonetheless, Mazda NZ is putting on a brave face. It still sees some business sector opportunity for CX-30, moreso than comes with its other crossover contenders, notably from small to medium businesses.

Even so, it will be mainly reliant on private buyer interest in its new model which, as essentially an elevated version of the Mazda3 hatchback becomes the fifth crossover Hiroshima offers and places above the CX-3 and below the CX-5 that has been their best-selling model for some time.

In an online presentation today, Mazda NZ’s managing director, David Hodge, and his manager of product and sales planning, Tim Nalden, signalled that as much as CX-30 is ‘right’ for the market – aiming at the compact crossover category that was showing best growth prior to the coronavirus emergency - market conditions could not be more challenging.

The Auckland-domiciled operation has passed on sharing volume expectations for the car and admits that an original launch timing stymied by the lockdown has been so disrupted by the ensuing national situation that much pre-crisis forecasting has effectively been rendered useless.

Yet that wasn’t just his brand’s dilemma; Nalden hazards the entire car business is in the same situation.

“If you asked anyone (in the industry) what the forecast will be, I doubt anyone will be able to give an accurate reading.”

The market is all but impossible to read. “I suspect you will see that change, day by day, week by week, month by month as we work through this ... at the end of the day, who knows?”

The MIA’s sobering assessment of 2020 has come from canvassing opinion from all new vehicle distributors here and has since been supported by an Infometrics forecast, issued yesterday, Hodge says.

Nalden says Mazda NZ has lost orders for Mazda product, CX-30s included, since lockdown hit. He and expected more cancellations to come. This after such strong interest in CX-30 that 50 percent of the initial shipment had been spoken for during January and February.

“Yes, we have had some orders cancelled … and that is simply just potentially reflecting the state of the economy and anxiety around job security and also the propensity to be able to spend money.

“I would be surprised if 100 percent of all of the deposits currently on our vehicles are retained. 

“I think it’s just natural that we can’t expect everyone to stay there, nor should be expect to force people to have to follow through (on deals) if their financial position has changed.”

Hodge has reinforced that Mazda NZ will extend vehicle warranties if they expire during the period of the lockdown, and look after vehicles that have become overdue for their servicing.

As coronavirus continues to spread across the world, car makers are taking the extreme measure of plant closures, mainly in China, South Korea and Europe – though several there seem to be looking to restart soon – and in America, where makers have extended shutdown periods.

Japan’s car industry seems to have been spared the worst in that only factories outside of their home country have been hit. Domestic assembly lines, including those in Hiroshima that makes CX-30 and most other core passenger product for NZ, are still operating. The bigger question hangs over the supply of part from third-party providers. China is the primary provider of components for the world’s car makers; the epicentre of that industry is, ironically, the place where coronavirus was first identified, Wuhan. 

Nalden says supply to New Zealand remains good and the stock count here is healthy.

“We've had a month without any selling, so naturally stock is higher than usual.”

Added Hodge: “Mazda has good stocks of new vehicles that should last us at least three months. But going forward, it is obvious the vehicle supply pipeline will be disrupted.”

Longer term, Nalden anticipates the situation in respect to ‘indent’ models – the industry parlance for variants of such low volume they are secured through placing customer orders at the factory - and also for supply in the medium term could yet become less clear. 

“While our factories in Japan and Thailand are still operational, each factory is running less staff and reduced shifts (for social distancing) and consequently outputs are lower.

“Also, given each country around the world is at different stages with the pandemic, component supply is less assured than normal.”

On top of this, the shipping lines are altering schedules, as volumes have changed markedly for all automotive brands.

This report includes additional reporting by Rob Maetzig

CX-30 snuggles close to sister models

The latest addition to Mazda’s already well-configured crossover family touches into siblings’ patches.

WHEN space is tight, muscle in – that’s the tactic Mazda has employed with it its latest addition to the CX family.

In advance of an on-line discussion tomorrow where strategies are expected to be outlined, the Auckland domiciled brand has released specification and pricing detail of its CX-30 five-seater elevated crossover hatch. 

The information confirms it will initially foot three versions, with a Takami flagship following in the second half of 2020.

Those here now have drivetrains already used elsewhere in the family - though CX-30’s versions of the SkyActive-G petrols are finessed for slightly different outputs – whereas the Takami will introduce the new SkyActiv-X tech.

The coupe-like styling delivers a new spin on the established Kodo styling. A more modern platform and enhanced versions of the driver assist and comfort tech that comes in other Mazdas also feature.

Also interesting is the price positioning of the base GSX front-drive, with a 140kW/200Nm 2.0-litre engine, and a pair of 140kW/252Nm 2.5-litre all-wheel-variants, badged GTX and Limited.

The recommended retails of $41,490, $44,990 and $50,990 further cement that, in order to make room for a car that would have been called CX-4 - had that designation not gone to a model developed purely for China - the product planners had to work beyond the clear air that existed between the CX-3 and CX-5, which defy the CX-30’s ‘first ever’ marketing tag (insisted because it goes a bit more coupe-like) by very obviously being sister cars. 

The newcomer’s potential to pluck sales from each camp has always seemed strong – it’s bigger and better-kitted than the CX-3 and more modern and arguably more stylish, inside and out, than the CX-5 and nips ahead on core safety and assist considerations. Any advantage with the latter should be a fleeting, as updates to CX-5 have been announced in other markets.

However, the pricing plan is bound to raise interest, as it establishes the newcomer with a foot in each existing camp.

Consumers eyeing up the entry CX-30 will note it is $205 cheaper than a CX-3 Takami but otherwise dearer than the less well-provisioned editions of the smallest Mazda rock hopper.

Consideration against the CX-5 reveals more to think about, as the incursion is more pronounced.

Keeping comparison to just petrol all-wheel-drive options seems only reasonable – there are two CX-5s with a turbodiesel, but that engine is not on CX-30’s horizon. 

Anyway, if customers chasing the most expensive CX-30, the Limited, are looking to see how it stacks up against CX-5, they’ll see it basically sits midway between the base and Limited editions of the larger model.

So there’s that to consider. Then there’s the size. The CX-30 was developed through recognition some customers think the CX-3 is a bit too small and the CX-5 a bit too big.

If actual dimensions are required to get a true feel for where it stands, then note that at 4395mm long and 1795mm wide, the CX-30 is 120mm longer and 30mm wider than a CX-3 and 155mm shorter, 45mm narrower and 150mm lower than a CX-5.

A first appraisal – prior to shut down – showed it’s roomier than the smaller car, more snug than the larger, but by less of a margin. Basically, it eats the CX-3 as a four to five seater, but is so close to being up to CX-5 level that it will create significant discussion about rear seat, head space and lower leg room.

Same goes when comparing cargo room. CX-30’s seats-up boot space of 317 litres above the boot floor is a useful 53L over the CX-3, while using underfloor storage brings the total to 430L on most variants. That’s just 12 litres short of the CX-5’s cited capacity. 

As for spec?  Yes, the GSX and GTX grades are more workmanlike, inside and out, but really only stand apart by having cloth trim (whereas the Limited steps up to black leather) and smaller wheels with less sporty tyres.

That first look suggests cabin environments are common and all variants have blind spot monitoring, lane departure warning and lane keep assist, radar cruise control with Stop and Go, rear cross traffic alert, reversing camera, traffic sign recognition and smart brake support. 

but the latest Mazda Connect infotainment system, with integrated satellite navigation plus phone-mirroring technologies Apple CarPlay and Android Auto, via an 8.8-inch wide-screen centre display, spans the family.

A high plaudit from our only recognized safety auditor, the Australasian New Car Assessment Programme, also goes to all models. ANCAP has given it a record near-perfect 99 percent score for passive safety in adult occupant protection and a five-star rating.

When it comes to considering how they perform, everything might come down to driving feel rather than outputs, because the one common link between all three is under their bonnets. 

The 2.0-litre in the CX-30 is also employed by the CX-3 – where the state of tune is lower - and entry CX-5, where the outputs are identical to those claimed for the new car. 

The 2.5-litre engine in CX-30 only otherwise goes into CX-5. It makes the same torque output in either application and there’s just 1kW power difference. All have six-speed automatics. The CX-30 all-wheel-drive system is like that in the CX-5 2.5 

With all this going on, Mazda NZ managing director Dave Hodge is patently not understating anything in proposing that this latest and fifth crossover has had to “create its own space in the small SUV segment”

Nonetheless, in comment sent out ahead of the on-line conference he suggests CX-30 will be able to chart its own course with confidence through having “the practicality of an SUV combined with coupé-like styling and dynamic handling inspired by its small car sibling, Mazda3.”

Proposing the car as complete package for customers looking for a practical, stylish vehicle without compromising on performance, he suggests it will do well simply from having a more modern interior than the CX cars positioned on either side of it and also from touting the most advanced systems and technology. 

Integral to CX-30’s drive experience is Mazda’s G-Vectoring Control Plus (GVC Plus) which sets out to enhance handling stability by using brake and engine control to help the vehicle respond to sudden steering inputs and give the driver confidence when cornering.

The CX-30’s 2.5-litre also have cylinder deactivation, which contributes to fuel economy by shutting-down the outer two cylinders when driving at constant speeds, and the all-wheel-drive has 27 sensors that monitor environmental and vehicle conditions at a computation rate of 200 times per second to predict traction requirements before wheel slip occurs.

Special edition Mazdas honour a corker Kei

Who’d ever guess a brand that aces with the young-at-heart has just hit its century?

MAZDA marking its 100th year with the business it is best known for nowadays is a reminder that, like most car brands, it started out doing something else.

Still, vehicles are its game now, so the 100th Anniversary Special Edition models that will be availing to Kiwi customers soon are the best carriers of the celebratory mood.

Think of these as being a recognition of what could be called a corker of an idea, which traces back to January 30, 1920, in the make’s home city of Hiroshima, Japan. More about that in a minute.

But, obviously, with vehicles by far and away being what it’s best known for nowadays, they’re the best products to tie back to a special moment in time.

Basically, all the passenger models Mazda makes are coming to the party, with a special trim that’ll has gone into production and will remain available until March next year. None are in New Zealand yet. Mazda NZ will announce more about what cars it will offer and when in coming months.

The special vehicles are easily identified. They’re in a white (Snow Flake White Pearl Mica)-and-burgundy two-tone. Also included are burgundy floor carpets, specially-embossed floor mats and head rests, unique key fobs and centre wheelcaps with a 100th Anniversary logo. And, of course, a special badge.

The colour scheme is all part of the story, being a hat-tip to Mazda’s first passenger car, the R360 Coupe. Which came out 60 years ago.

So what was Mazda up to for the 40 years prior to that? Well, plenty of stuff.

The company’s genesis goes back to the Toyo Cork Kogyo Co Ltd, which was founded in Hiroshima. As the name suggests, it was an industry that made products from cork.

Seven years later the company changed its name to Toyo Kogyo Co Ltd,  and four years after that it moved into the manufacture of vehicles when it introduced a three-wheel ‘truck’ called Mazda-Go, which  was powered by an air-cooled single cylinder motorcycle engine.

This vehicle was the world’s first engine-powered rickshaw, and it also represented first use of the word Mazda, which derives from Ahura Mazda – the god of harmony, intelligence and wisdom. This in the hope that it would brighten the image of the little vehicle. Well, that’s how the company history relates it.

There has also always been a theory that the word had a close association with the company’s founder, Jujiro Matsuda, whose family name was pronounced very close to “Mazda”.

Whatever the reason, the little rickshaw’s name obviously worked, because the Mazda-Go and its successors went on to enjoy a strong career right through into the post-WW2 era, when it began to be replaced by a range of three-wheeled Mazda trucks such as the K360 and the T-2000.

And of course that in turn led to Toyo Kogyo turning its attention to passenger vehicles, which resulted in the 1960 launch of one of the original Japanese ‘Kei’ cars, the famous Mazda R360 Coupe.

And that’s the car that Mazda Motor Corporation is now honouring with its range of 100th Anniversary Special Edition vehicles.

Sales are scheduled to kick off in Japan from June, firstly with the Mazda, Mazda3 and CX-3, followed from July with the CX-30, CX-5, CX-8, MX-5 and RF, and finally from September with the Mazda6.

Then it will be the turn of the rest of the world – New Zealand included – to get their hands on the celebratory cars.

In so many respects the little R360 Coupe is the ideal car for Mazda to use as the centrepoint of its centennial celebrations.

By today’s standards the car looked quite weird. Maybe even kooky. And also by today’s standards it was seriously underpowered – it offered all of 12kW of power and 22Nm of torque.

But this was 1960, a time when Japan was still recovering economically and socially from the ravages of World War 2, and the only way most families could afford a vehicle was to opt for the insurance and tax breaks on offer with the so-called Kei car, which had to be the smallest highway-legal passenger vehicle.

When the first Kei cars were built in 1949, the rules said their engines must have cubic capacities of no more than 150cc. That was increased to 360cc in late 1955, and that immediately led to development of a raft of micro-mini cars including such product as the Suzuki Suzulight and the Subaru 360.

And then, in May 1960, the Mazda R360 Coupe. The little two-door 2+2 had a wheelbase of just 1753mm, weighed 380kg, and was powered by a rear-mounted 356cc engine that developed the 12kW and 22Nm. To put those figures into some sort of perspective, the smallest Mazda you can buy in New Zealand today, the Mazda2, has a 2570mm wheelbase, weighs 1100kg, and has a 1496cc engine that develops 82kW and 144Nm.

But 60 years ago, the Japanese loved the R360. It immediately proved so successful that more than 23,000 of them were sold during the remainder of that year, and it soon gained a massive 65 per cent of the domestic Kei car market. 

As a result, not only did it sell for six years, but it spawned other product – a convertible, a front-engined pickup truck, and perhaps most significantly a four-door sedan called the P360 ‘Carol’ that remained on the market for eight years until 1970.

Actually you can still buy a new Mazda Carol in Japan – but these days it is a rebadged Suzuki Alto. As a result there are plenty of used import Suzuki-built Carols in New Zealand, and we at MotoringNZ.com are aware of at least one 1962 Carol here, but we don’t know if there are any of the original R360 Coupes in the country. We hope there is. Maybe an owner somewhere can contact us to let us know what it is like to drive?

From a technology perspective, what was admirable about the R360 Coupe was its innovation. It was the first use of a four-stroke engine in a passenger vehicle, it had a torque converter, a four-wheel independent suspension, and there was significant use of alloy in an effort to keep its weight down.

Little wonder then that its manufacturer went on to produce the technologically advanced product it is famous for. Product such as all the rotary-engined Mazdas that began with the Cosmo Sport in 1967, the famous MX-5 roadster  from 1989, and all the SkyActiv features in today’s passenger vehicles.

It’s all worth celebrating, isn’t it? So happy 100th birthday, Mazda.