If you want to own a car with proper ‘gullwing’ doors it’s fair to say that you don’t have a huge choice available, at least at the attainable end of the market. A DeLorean, Bricklin SV-1 and this – the Autozam AZ-1 – potentially remain your most sensible options. I’m excluding the Tesla Model X’s ‘falcon’ doors in this equation, as they’re on the rear…
‘What exactly is an Autozam?’ I hear you ask. As was common practice in Japan, this Mazda sub-brand was set up in the 1980s to offer small, tax-efficient kei-jidōsha cars, in this case primarily based on existing Suzuki models. It also became the official Japanese importer for Lancia.
The idea for the AZ-1 was seeded back in 1985 with Suzuki’s mid-engined RS/1 sports car prototype. While the idea continued to evolve, it was ultimately dropped by Suzuki in favour of the front-engined Cappuccino. Mazda, however, saw potential in the project, and handed it over to chief designer Toshihiko Hirai to work on alongside the MX-5, with a relatively limited budget.
Mazda showed the first prototypes in 1989 at the Tokyo motor show, but it didn’t go on sale until late 1992. Unlike the aluminium-underpinned prototypes, the underlying structure of the production car was steel, with composite body panels. Much of the development work was undertaken in the UK by Lotus!
As with all kei-cars, the AZ-1 was limited to a 660cc engine capacity and, rather than develop its own unit, Mazda simply borrowed the 12-valve three-cylinder turbocharged unit and five-speed manual gearbox from the Suzuki Alto. It pushed out a respectable 62bhp and 63lb ft of torque, so performance was sprightly, with a 0-62mph time of just over ten seconds. Top speed was electronically limited to 87mph, but de-restricted it’s thought to top out at around 110mph.
While there had been a bit of a boom for the baby sports cars in Japan during 1991, with the Honda Beat and Suzuki Cappuccino proving especially popular, the slightly more expensive AZ-1 – not far off the price of an MX-5 – was launched just as the country went into recession at the end of 1992, hitting predicted sales badly.
Which version to buy?
In total, Mazda built only 4392 AZ-1s, as well as 531 re-badged Suzuki Cara models (the difference being a pair of bumper-mounted foglights for the Cara). The only colours offered were red and blue. Many remained unsold well after production had come to an end a year later, so, in an effort to shift them, Mazda began modifying them and offering a few cool special editions.
The most sought-after today is the Mazdaspeed model, which added a less-than-subtle bodykit and rear spoiler, as well as several mechanical upgrades – including a limited-slip differential, shorter suspension springs and a sports exhaust. In 1994 came a version sold by (yet another Mazda sub-brand) M2. This included bonnet-mounted spotlights and could be had in white, black or silver.
While contemporary testers compared the driving experience to being that of a miniature Group C racer, the stark reality is that the AZ-1’s cabin is very cramped. If you do fit, however, there is an absolutely ridiculous amount of fun to be had. You should also expect to be accosted by crazed JDM enthusiasts at every petrol fill-up.
Checkpoints and common problems
- Rust is a concern despite composite body panels. Check the underlying steel structure, particularly floorpans, sills and lower sections of the door apertures. Inspect the gullwing door openings carefully and make sure both doors align correctly and operate smoothly. Worn struts are common but distorted apertures can indicate a more serious issue.
- The Suzuki F6A engine is generally robust, but cooling system maintenance is vital as overheating often leads to head gasket failure. Cam cover leaks are common.
- The five-speed gearbox is hardy, although worn cables and tired engine mounts can lead to a baggy-feeling shift.
- Water leaks around the roof and side windows are another well-known issue, so check for damp carpets, water stains and corrosion under the interior trim.
- Many AZ-1s have been modified, often with increased boost or aftermarket turbos – not a problem if done correctly with the supporting paperwork.
How much to pay?
A surge in popularity of kei-class sports cars in the USA has had an impact on AZ-1 values, so expect £12,000 to be the starting point for a usable car in Japan, or a solid project elsewhere. Good original examples range from £18,000 to £25,000; the very best low-mileage examples can exceed £30,000. This offers a rough guide to where collector-grade cars now sit in the UK and Europe.
It was never officially sold outside Japan and availability in Europe is limited. US demand has driven values up, and there the starting point is $25,000-35,000.
Rare Mazdaspeed and M2 variants are extremely scarce, but when they appear they can fetch £30,000-45,000
