100 Years of Mazda
Japanese maverick of the motor industry
Mazda began in 1920 as the Toyo Cork Kogyo Co Ltd, renaming itself as ‘Toyo Kogyo Co Ltd’ in 1927. Yes, it made cork sheet before moving into manufacturing machine tools in 1931.
Financial troubles led to more rethinking and with the help of Hiroshima Bank and industry leaders, the company got back on its feet by making a motorized tricycle called the ‘Mazda-go’ (model name ‘DA’) and trucks using the Mazda name, as well as munitions during World War II.
Founded in Hiroshima, well away from other major Japanese car manufacturers, the company is still based in the southern city today and takes a similarly individualist approach in developing its products.
Mazda’s first car was the tiny 360, produced in 1960. Company president Tsuneji Matsuda (which is pronounced ‘Mazda’ in Japan) believed the company needed to develop a unique technology to put itself ahead of other Japanese manufacturers and establish its international reputation. This progressive drive was encouraged by the Japanese government’s Basic Administrative Policy for Automotive Development introduced in 1961, and the Extraordinary Act to Promote Specific Industries in 1963. This resulted in Mazda being consolidated into a group, which included Toyota and Nissan, focusing on passenger car development. However, fearing it would be absorbed into one of the big manufacturers, Mazda started down a path of innovation that would lead to its present-day strength.
To achieve this, Mazda formed a
Mazda was consolidated into a group, which included Toyota and Nissan, focusing on passenger car development
link with German car and motorcycle manufacturer NSU, which had just released the Wankel rotary-powered Ro 80. The new rotary engine, redeveloped by Mazda, was first put into the Cosmo Sport, then the R100 coupé soon after. Mazda would be the sole manufacturer to remain faithful to the Wankel rotary design, solving many of its inherent problems after others had given up.
Mazda engineers tackled the rotary’s apex-seal problems using a redesigned carbon-aluminium rotor tip. The manufacturer’s range of rotary-powered RX-2, RX-3, and RX-4 sports-focused passenger cars earned good reputations for reliability and performance with an emphasis on driving enjoyment.
Spurred on by tougher US emission regulations, Mazda also found solutions to again improve the rotary in 1974. The oil crisis of 1974 was a blow to all thirsty performance engines, which most definitely included rotaries, but a determined Mazda set about its five-year Phoenix Project that
year. It had planned to use the rotary design across the board but eventually conceded that the rotary was best suited to sportier applications.
An innovative heat-exchange system and other detail improvements helped achieve a 50 per cent improvement in emissions in time for the launch of the RX-7 in 1978. The RX-7 The RX-7 built an enviable record on the track, particularly in the US built an enviable record on the track, particularly in the US where it won its class first time out at the 24 Hours of Daytona, followed up by plenty of success in rallying.
To insulate itself further from the oil shock, Mazda entered into a partnership with Ford. A former aerospace engineer, Alan Mulally, was put in charge in 1996 and set Mazda on a recovery path. He was called on to do it again for
Ford USA in 2006 and stabilized the company to avoid bankruptcy.
Here in New Zealand, we saw a range of cars and pickups badged with both Ford and Mazda until 1997 when assembly ceased.
In 2008, Ford sold its interest in Mazda for $US540M, reducing its shareholding in Mazda from
33.4 per cent to 13 per cent, then to three per cent in 2010, and zero by 2015. Mazda bought back 6.87 per cent of its stock, with 20 other unidentified Mazda business partners taking the rest in 2008. Mazda continues a strategic relationship with joint ventures with Ford such as with the Ford Ranger / Mazda BT-250 models.
In May 2015, Mazda signed an agreement with Toyota to form a long-term partnership supplying the manufacturer with fuel-efficient Sky-active petrol and diesel engine technology in exchange for hydrogen fuel cell systems. Mazda had racked up a cumulative production in Japan of 50 million units by 15 May 2018, and it aims to sell 1,660,000 cars this fiscal year in an impressive structural reform.
“ZOOM ZOOM”
To date, the finest result for the rotary engine and Mazda occurred at Le Mans in 1991 when the amazing 787B took line honours. It was the first Japanese car to win the famous 24-hour race and the first non-piston-engine car to do so.
Mazda had previously tried with RX-7S but they just weren’t competitive in the top class and had to settle for competing in the IMSA GTP class. Time was of the essence as the FIA would be moving towards banning rotary engines, so an all-out effort was needed for 1991. Designed by Englishman Nigel Stroud, the 787 debuted in 1990. Stroud’s credentials included time with March, Hesketh, and Lotus under Harvey Postlewaite.
For 1991, Stroud completed the tub, which was then sent to Japan and Mazdaspeed. It featured carbon-fibre composites in a honeycomb structure, different suspension geometry to 1990, larger wheels, and carbon-ceramic disc brakes for a total weight of just 850kg.
Mazda had developed a very special engine for this car, the R26B. Consisting of four rotors fed by variable inlet trumpets and three spark plugs per rotor, the new design saw power jump to a healthy 522kw at 9000rpm and torque jump to 608Nm at 6500rpm. The engine could make 693kw at 10,500rpm, but the former setting was used for reliability. (Source: Mazda Museum.) Drive was through a Porsche transaxle.
Three cars were built and the winning car (787B-002), with
Johnny Herbert at the wheel, beat the favourite Jaguars home — the Mazda’s pace was phenomenal. It was then retired to spend most of its time in the Mazda Museum in Hiroshima. The other two cars continued racing that season to finish fourth and fifth in the Japan and world championships, respectively. Inspected after Le Mans, the R26B was found to be in exceptional condition, proving the durability of these little engines. This wasn’t the end for the R26B engine, either, as it saw continued service in a Mazda RX-792P for the premier IMSA GTP category.
In 2011, 787B-002 was restored by Mazda staff who had participated in the original Le Mans programme. Testing at Mazda’s Mine Proving Grounds drew a huge crowd of enthusiasts in preparation for a 20th-anniversary demonstration run at Le Mans prior to the main race.
With four replicas completed at the same time as the restoration of 787B-002, one was donated to the Le Mans museum and one was seen last year in New Zealand. This amazing car draws crowds wherever it goes and, in perhaps the ultimate modern accolade, it has featured in a long list of video games over the years.
“The fact is that if you want a sports car, the MX-5 is perfect. Nothing on the road will give you better value. Nothing will give you so much fun. The only reason I’m giving it five stars is because I can’t give it fourteen” Jeremy Clarkson