Articles by Byron Mathioudakis

LDV is set to muscle in on the rapidly-expanding plug-in hybrid electric vehicle (PHEV) ute segment in Australia with a two-pronged strategy covering all bases and budgets.Unveiled in Beijing late last month, the T70 PHEV and Terron 9 PHEV are both expected to land locally sometime next year, though importer Ateco Automotive has yet to confirm this.The cheaper of the two will be the T70 PHEV. As a substantial update of the existing, 10-year-old T60 ute (it may retain the old name for Australia), it is expected to match and even undercut other similarly-electrified dual-cab utes also from China.These include the just-announced JAC Hunter PHEV that starts from $50,000 before on-road costs, the GWM Cannon PHEV that is due in Australia from August with pricing yet to be confirmed, as well as the as-yet-unnamed Chery ‘KP31’ that is being prepared for launch in a few months.Meanwhile, the Terron 9 PHEV will be the more-premium choice, taking on the BYD Shark 6 PHEV that kicks off from $57,990 before on-road costs in Premium grade (though a recently-released Cab Chassis version costs $2000 less).GWM’s larger second ute option, the Cannon Alpha PHEV that starts from $61,490 drive-away in base Lux guise, as well as the coming Nissan Frontier Pro PHEV, may also be in the larger LDV PHEV’s crosshairs.In contrast, Australia’s best-selling vehicle over the past two years, the Ford Ranger, is not even in the hunt against these Chinese alternatives, with the PHEV (imported from South Africa instead of Thailand like the rest of the range) commencing from $71,990 before on-road costs in XLT specification, soaring to $86,990 for the Stormtrak flagship.Despite anticipated sharp pricing, the LDV’s powertrain promises to be advanced, combining a petrol engine and an electric motor to offer both mechanical and electric four-wheel-drive capability.Other PHEV details, including powertrain outputs, battery size and range, will be revealed at a later stage.So, what are the other changes to the latest, facelifted T60/T70 series?More than just a makeover, it appears that almost every exterior panel is new from the windscreen forward and the rear window-back, including the sheetmetal and nose cone.And while the basic centre section carries over, the interior has also come in for a complete redesign, with its restyled dashboard incorporating a sizeable central touchscreen/instrumentation display, mimicking that of the Terron 9.Speaking of which, the latter is also set to donate its 163kW/520Nm 2.5-litre four-cylinder turbo-diesel engine to the smaller ute, replacing the 160kW/500Nm 2.0-litre unit as found in the existing T60 in Australia. Whether the same power and torque outputs also carry through is not known at this stage.The coming PHEV is not the first electrified LDV ute to be sold in Australia.The existing T60 has gone down in history as the first ute to offer a battery electric vehicle (EV) option as the eT60 back in 2022.But stratospheric pricing (from nearly $100,000), rear-drive only (so no 4x4 availability) and low carrying capacity scuppered any chance of success, leading to the EV's discontinuation in 2024. That failure seems to have also delayed the eTerron 9 EV indefinitely.LDV is unlikely to make the same mistakes with either the Terron 9 PHEV or T60/T70 PHEV if/when they get the green light for Australia.Watch this space.

Mazda has enjoyed unprecedented success in North America with the CX-50 since its 2022 release, filling a unique space in the Japanese brand’s line-up while attracting a new type of buyer with its chunky, urban-adventure crossover styling.But, despite repeated requests since the beginning of this decade for a version to be sold in Australia, the company headquarters in Hiroshima has refused permission for the mid-size SUV to be re-engineered for us.But why?According to Mazda Australia Managing Director Vinesh Bhindi, the reasons why the CX-50 has not made it here yet has to do with a lack of support from Japan and the United Kingdom.“There isn't a factory that makes it in right-hand drive (RHD),” Bhindi told CarsGuide at the unveiling of the CX-6e SUV electric vehicle in Melbourne.“We still want it, but at this stage, the answer from head office is it's not available.”However, there’s more to it than that.Mazda Motor Corporation General Manager of Global Sales and Marketing Manabu Osuga went deeper, revealing the surprising reason for the lack of desire from other big RHD markets.“RHD is the challenge,” Osuga said. “There's two other key markets, Japan and the UK, and they're not warming to it as hard as Australia. So, that's really the challenge.“The CX-50 is quite big car for both the Japanese market and the European market, especially in terms of the width, which is much wider (than other comparable small-to-medium-sized SUVs).“It's even wider than the CX-5, and is even equivalent to the CX-60 through to the CX-90 (big SUV) sizes. So, because of that, Japan is not raising its hand and the UK is not raising its hand. Only Australia is raising its hand.“So, this generation is quite a tough equation that we need to solve, it's been so successful in the USA.”That said, Osuga is optimistically taking the ‘never-say-never’ approach that one day a future version of the CX-50 will land.“But, this stage, it doesn't stop us asking,” Osuga revealed. “(Developing for RHD requires) a high-level number, but if we can prepare, like, at least 50,000 units to 100,000 units (to be sold globally in RHD), then we can… discuss about it (being imported to Australia).”Bhindi stated that he will continue to support Osuga’s efforts, adding that he will not give up on the CX-50 fight for Australia.“(It’s been a massive hit) not just in the US, but also in Canada and Mexico,” Bhindi said.“And (the CX-50) has been tailored specifically for those markets, but which may not translate to other markets around the world.“We will continue to lobby with Japan and European colleagues to say, ‘let’s have a bigger (RHD SUV)!”Essentially a stretched and rebodied version of the smaller, Mazda 3-based CX-30, the CX-50 has garnered popularity with buyers who might have otherwise considered a Subaru Outback, before the latter grew into a significantly larger SUV than it has traditionally been.This vacating of a proven market segment may open opportunities for the CX-50 to become a more-global proposition in the future.As reported, the CX-50 is made at the joint-venture Mazda and Toyota Manufacturing USA factory in Alabama, USA, next to the Toyota Corolla Cross. The two vehicles are unrelated otherwise, except for sharing Toyota’s series-parallel hybrid system, since Mazda does not as yet produce one.This might change when the expected second-gen CX-50 arrives later this decade, probably in time for Mazda’s highly-anticipated SkyActiv-Z hybrid system that promises to break new ground for efficiency and performance, in keeping with the brand’s reputation for making driver-centric vehicles.Previously, Mazda has also cited limited manufacturing capacity at the JV plant as another reason why it has not bothered with CX-50 RHD.Whether this leads to another production site outside of the USA is unknown at this stage.If this happens, Japan and Thailand (another RHD market) have been mooted in past speculative reports as contenders, along with Mexico and perhaps China.Watch this space.

Rumours have been rife over the past few weeks that Mazda may be investigating the fully electric Deepal E07 Multitruck for Australia.And why not?With its unique design that combines the passenger compartment of a five-seat, large SUV with the versatility of a utility, the Chinese electric vehicle (EV) seems to evolve the coupe-utility formula that was so famously pioneered in Melbourne by Ford in the early 1930s.This is especially relevant at these times with spiking fuel prices and interest in electrification of all sorts booming at all-time highs in this country.In March 2026 alone, EV sales alone went from under nine per cent of total vehicle volume to nearly 15 per cent.Fanning the reports is Mazda’s decades-old relationship with Chinese partner Changan Automobile Technologies that owns Deepal, which is only now bearing fruit in this market, with the 6e EV liftback and its CX-6e EV SUV coming later in the year derived from and made by the latter brand.As such, for many speculators, a quick repurpose of the E07 Multitruck for the enormous ute segment in Australia seems like a no-brainer to new conquest buyers, especially as the Japanese company’s volumes have slipped some 12 per cent in the first three months of 2026.However, despite all the compelling arguments for an electrified ute to slip alongside the robust BT-50 diesel ute that is built and supplied by compatriot rival Isuzu, it seems almost certain that Mazda is neither developing nor intending to introduce a version of the Deepal SUV-cum-ute.“It’s not happening,” according to a Mazda Australia spokesperson speaking to CarsGuide earlier this week. “The E07 is an interesting concept, but there are no plans at all for it.“The reports are wrong.”It is difficult to argue with the facts. Firstly, just 66 examples of the E07 Multitruck were registered in the first three months on sale in Australia, suggesting most ute consumers are yet to be convinced of the concept.Secondly, with the Deepal kicking off from $65,000 before on-road costs for the RWD model and from $74,000 for the high-performance AWD version, a Mazda version would likely sit above the BT-50, competing directly with the company’s menagerie of large, premium SUVs from the CX-60 through to the three-row CX-90 flagship.And, as we have reported previously, the E07 Multitruck is a ute-ified SUV EV with a large and heavy 80kWh battery that eats into potential payload, rather than a purpose-built pick-up. It just doesn’t have the capacities and capabilities of a traditional utility – or even some SUVs.And another big, expensive SUV is not what Mazda needs right now.The flurry of stories, which went global, emanated from a roundtable in Melbourne back in March, when senior Mazda and Changan Mazda officials were asked about the possibility of launching a version of the E07 Multitruck.“We can’t talk about future product,” was the reply from Changan Mazda General Manager of Tech Development Centre and Program Manager for product development in China of CX-50, 6e and CX-6e Hiroshi Ozawa.“But I think it is a very interesting vehicle and I like that type of vehicle that opens up. And I think in Australia people may like it, but Mazda does not produce trucks on its own.“But, if there is a global need we may have to consider it as well. But not at the moment, and we are not studying such a model currently.”A nice-to-have rather than a must-have response, then, from a Japanese company that is a comparative minnow in the automotive world, with limited resources, falling sales in Australia and much more pressing new-model priorities that lay ahead.

GWM says it is bowing to public pressure by putting the Tank 400 back on the table for consideration in Australia.The larger, chunkier and more aggressive version of the popular Tank 300 had been sidelined for Australia since making its debut at the 2021 Shanghai Auto before hitting global markets as a 2023 model, but consistent requests have led to the rethink.We understand that a $60,000-to-$70,000 price tag is the target, thanks to premium positioning, and it's likely to include GWM’s new efficiency-focused Hi4-Z plug-in hybrid electric vehicle (PHEV) system.That powertrain in 2.0-litre four-cylinder turbo-petrol guise paired with a rear-mounted electric motor and 59kWh battery can offer a claimed EV-only range of 200km and more than 1000km combined in some related GWM models.There is also the more 4x4-orientated Hi4-T PHEV, with extra driven differentials and other off-road-biased tech, giving the 400 a wide breadth of capability.The brand’s vaunted new 3.0-litre four-cylinder turbo-diesel hybrid system is also expected to feature at some point, as the Hi4 hybrid grades, though nothing has been announced.However, the Tank 400 you see in these pictures will not be the version Australians might be able to buy, given a major makeover is in the pipeline for sometime next year, meaning that we won’t likely see the SUV before 2028 at the earliest.“We’re definitely considering the 400 now,” according to a GWM spokesperson, speaking to CarsGuide at the China Auto Show in Beijing last week, adding that the company will gauge Australian consumer reaction to the media coverage from the event.“We’ll see how our dealers and customers react to it.”To that end, journalists were invited to sample the current model under extremely heavy and very limited supervision at GWM’s new proving ground in Hebei near the company’s headquarters in Baoding.So, what is the 400 and how does it fit into the Tank hierarchy? Based on the body-on-frame platform as found underneath the Tank 300 and 500, as well as their respective Cannon and Cannon Alpha ute counterparts, the 400 is most closely aligned with the 300.However, it is more than 100mm longer in body and wheelbase, as well as 30mm wider overall. Consequently, the five-seater body is considerably larger in those dimensions as well, bringing a big increase in passenger space as well as cargo capacity compared to the donor 4WD.If given the green light, GWM hopes to pitch the 400 against other premium 4WDs with some off-road capability, like the Denza B5 and Land Rover Defender.

GWM has revealed further details about the coming Jolion Max for Australia.Due out in about October this year, the Max – as the suffix suggests – is a new, larger and roomier addition to the regular Jolion range, prioritising rear-seat passenger space as well as cargo capacity.To sit above the regular version in the small-SUV line-up, it will attempt to fill the void left by the redesigned H6 mid-sized SUV set for the first quarter of next year.Among other changes, the latter features increased body dimensions, more cabin space and a claimed step up in quality, prompting GWM to push prices up closer to direct rivals, including the Mazda CX-5, Mitsubishi Outlander and Nissan X-Trail.Taking the ruler out, the coming Max’s length is 4590mm, width is 1877mm, height is 1675mm and wheelbase is 2710mm, compared to the standard Jolion’s corresponding 4472mm, 1874mm, 1581mm and 2700mm measurements, respectively.The upcoming 2027 H6, meanwhile, offers 4780mm/1895mm/1730mm/2800mm, up from the current model’s 4653mm/1886mm/2738mm respectively.Interestingly, the Max has been on sale in China for some time as a more family-focused alternative to the regular version that launched in Australia in 2021.Whether the newcomer also offers a 1.5-litre four-cylinder turbo-petrol engine in the lower grades is yet to be announced. In China, the base Max makes 110kW of power and 220Nm of torque.GWM is pinning its hopes on the electrified versions, namely a 164kW/482Nm Max hybrid, 238kW/528Nm plug-in hybrid electric vehicle (PHEV) and 150kW/260Nm EV.All should help with some much-needed credits, as the entire industry faces increasingly stringent New Vehicle Efficiency Standard (NEVS) regulations in the coming years.In China, the Max’s WLTP combined average fuel consumption figures are 7.4 litres per 100km (petrol), 5.5L/100km (hybrid) and 1.8L/100km (PHEV), while the EV is rated at 15.7kWh/100km.The latter is of particular significance as it will be the first sub-brand outside of the struggling Ora to offer an EV, broadening the appeal and scope of a GWM EV in Australia.Note that the hybrid and PHEV Max grades are down on luggage capacity compared to the petrol and EV, by 50 litres at 362L. In contrast, the regular Jolion is just 255L in the hybrid and either 291L and 337L according to wheel/tyre size.As promised in October last year at the GWM Tech Day in Victoria, the Max will adopt the Australian-specific AT1 steering and suspension tuning, as overseen by ex-Holden chassis specialist Rob Trubiani, to better meet local consumer expectations.Whether the Max will supplant or sell alongside either one of the current Jolion body styles has yet to be confirmed.In 2024, the original Jolion (badged Jolion Pro elsewhere) was joined by a different yet similar-looking version based on the China-market Chitu. Though it was touted as all-new in Australia, it also debuted around 2021.

GWM has finally confirmed more details about the coming Cannon plug-in hybrid (PHEV) ute.Launching in August in Australia, it will be the first electrified application in the Cannon ute range, as the Chinese brand attempts to tackle BYD for domination in this segment.And the best news?Sitting below the Cannon Alpha Hi4-T PHEV launched last year, the smaller workhorse of the GWM ute range will likely be Australia’s cheapest PHEV ute, starting from under $50,000. That’s a dual-cab plug-in hybrid starting with a ‘4’ in the price.To put this into context, the BYD Shark 6 Dynamic currently retails from $55,990 (all prices henceforth are before on-road costs). But that is for the new cab-chassis version, while the Premium dual-cab ute remains from $57,900.Plus, the Cannon Hi4-T PHEV is anticipated to have a 3500kg braked-towing capacity, against the Shark 6 Premium’s 2500kg capacity. To match that in the BYD, you’ll need to step up to the coming Shark 6 Performance with a 2.0-litre PHEV, coming in May, from $62,900.“The expectation is that this should achieve the 3.5-tonne tow,” according to GWM Public Relations Manager, Justin Stefani.“In China, it is rated at 3000kg but we use an Australian supplier for our tow bars that have a higher capacity.”We now also know some of the specifications for the Cannon Hi4-T PHEV.Using the same powertrain as the Cannon Alpha PHEV, it will be powered by a 2.0-litre turbo petrol engine, making 300kW of power and a hefty 750Nm of torque in Chinese specification (against the Australian Alpha PHEV’s 650Nm).The 0-100km/h time is 6.4 seconds, on the way to a top speed of 180km/h, while the WLTC (not WLTP) electric-only range is rated at 84km, while consumption from the 33.1kWh battery is said to average 2.4kWh/100km. Combined range in China is listed at about 900km.Measuring 5416mm long, 1947mm wide and 2mm-higher than the regular internal combustion engine versions at 1886mm high, it will continue to offer a cargo capacity of 1248 litres, as well as 232mm of ground clearance.“Cannon will continue as two-pronged strategy with Alpha premium option, making GWM the only OEM with a PHEV dual-strategy mid-sized trucks,” Stefani added.

GWM is breaking ranks with most of the car industry with a new family of diesel-powered four-cylinder hybrid and plug-in hybrid electric vehicles (PHEV).Expected to be deployed across the company’s range of SUVs and commercial vehicles starting from next year, these engines will give the Chinese brand a different selling point in a hybrid electrification market that is almost completely petrol-engine aligned.Confirmed by GWM Chief Technology Officer, Nicole Wu, at last week’s China Auto Show in Beijing, the diesel hybrids reflect the brand’s desire to offer the right engine for as many buyers as possible.“We are developing diesel hybrids,” she told the Australian media."(We are developing) multiple powertrain systems, to provide high-efficiency engines, combined with transmission and motors, including diesel, petrol, hybrid and plug-in hybrid."It is very complicated, so we invest a lot in this area."Asked how these could meet increasingly-restrictive global emissions regulations, Wu said that GWM has a number of innovations under development, but stopped short of revealing what they are.“For the emissions such as NOx (nitrogen oxide) we have technical solutions,” she revealed.“We have both hybrid or plug-in hybrid diesels (coming)… (Consumers will be able to) choose what you want.”China inevitably will be the first market to gain these diesel hybrids, starting from early next year, with the rest of the world planned to follow suit as required after that.“Maybe the first quarter of 2027,” Wu revealed. “That really depends on the real situation in each market.”Other details are scant, but it is understood that the hybrid and PHEV diesels will be available in all engine capacity configurations, including GWM’s coming big 3.0-litre four-cylinder unit, as well as the existing 2.0-litre and 2.4-litre sizes.Additionally, they will be used in both the longitudinal-engined, four-wheel-drive body-on-frame applications such as the Cannon Alpha ute and its Tank 500 and smaller Tank 300 siblings, as well as transverse-engined two-wheel-drive vehicles across the GWM range.More specifically, it is likely that the longitudinal diesel utes and 4WDs will come in either the company’s new EV-first Hi4-Z extended-range EV tech and more off-road focussed Hi4-T PHEV flagship, while the transverse models will come in a simpler hybrid-diesel format.According to GWM Chief Engineer and Technical Director at GWM Vehicle Integration Centre, Adam Thomson, hybrid technologies are largely interchangeable regardless of fuel type, meaning that petrol and diesel-based hybrid tech can be shared if necessary.“Emission treatment systems on a diesel engine, built for a conventional car and a hybrid car, are similar,” he explained. “The solution to the emissions issue is actually the same one.”Watch this space as we’ll let you know more soon.

Australia's cheapest-ever EV is here, in the striking shape of the perfectly-timed BYD Atto 1 Essential from $24,000. And even the up-spec Premium, as tested here, from $28,000 promises price parity with petrol equivalents. But, behind the breakthrough is a talented and refined yet ultimately flawed supermini from China. So, while the Atto 1 is inexpensive, does it represent great value?

BYD is on a roll with unprecedented growth and a knack for innovation consumers didn’t know they wanted.But how does its least-expensive small SUV EV, the new Atto 2, stack up?Offered in two grades from $31,990 (all are before on-road costs) for the Dynamic and $35,990 for the Premium as tested here, the Kia Seltos-sized Atto 2 screams its value proposition from the rooftops, given the low pricing, high specification and family-friendly proportions.However, the BYD delivers less power at 130kW, a smaller battery at 51.3kWh and a lower battery range of up to 345km (all figures quoted are WLTP) than its immediate competition.For instance, Chery’s Jaecoo J5 EV with 150kW and 58.9kWh battery starts from where the Atto 2 leaves off at $35,990, but boasts a 402km range, while its 150kW E5 (previously Omoda) Urban cousin with a 61kWh battery and 430km range is just $1000 extra.Still, none can touch the Dynamic’s $32K starting price. And that’s no Les Mis spec either, with keyless entry/start (driver’s side only though), rear camera and parking sensors, climate control air-con, rain-sensing wipers, 10.1-inch touchscreen, wireless Apple CarPlay/Android Auto and digital radio. But cloth would be nice rather than the standard vinyl trim.There’s also a decent wedge of Advanced Driver Assist Systems (ADAS) tech, including Autonomous Emergency Braking (AEB), lane-keep assist, blind-spot monitoring, rear cross-traffic alert and adaptive cruise control.Paying $4.0K for the Premium’s 360-degree camera set-up, 12.8-inch rotating touchscreen, heated/vented front seats with powered adjustability for the driver, an audio upgrade, glass roof (thankfully with sunshade) and roof rails are nice rather than must-haves.It also scores a trusted tyre brand (Kuhmo) in lieu of mysterious Westlake items. Speaking of which, neither offer a spare wheel. That’s unacceptable in Australia.Which is a pity because it is clear BYD’s engineers created a compact SUV that is stupendously user-friendly, starting with its effortless ease of entry/egress afforded by big doors and a high roofline.After taking in the airy and attractive cabin presentation, you’ll also likely be impressed by the various and very-welcome switches on what is an invitingly clean and high-quality dash.The layout is still heavily screen-based, but at least most of the oft-used functions have hard buttons to press. They’re neatly arranged and natural to learn, meaning the Atto 2 sidesteps the alien feel of most other software-based interiors from China. And when using the electronic displays, they’re slick, responsive and logical.Indeed, most of the touchpoints look and feel good, from the big cupholders and inclined phone charger pad in the driver’s eye line, to the simple column shifter and equally delightful detailing that’s prevalent in a lot of the complementing textures deployed throughout.BYD has also looked after the big stuff, starting with a commanding driving position that helps with good all-around vision, ample (electronic) instrumentation, strong ventilation, a large glove box and all the storage you’re ever likely to ask for.Reflecting its role as a family car (or ride share staple), the lofty rear seat is equally complete in execution, with unimpeded access, stacks of space even for taller adults, a pleasantly-angled fixed backrest and sufficient (outboard) cushion support.If you’re into box ticking, this BYD’s got you covered out back, with a folding centre armrest containing cupholders, USB A and C ports, a (single) rear vent, map pockets with segmented device storage, overhead lights and grab handles. Clearly, the Atto 2’s been designed from the inside out.Further behind is a practical, sensible boot area that’s a cinch to load and unload, with the somewhat high-set floor at least hiding extra storage underneath for cables and such. Capacity is rated at 380 litres, or 1320L with the 60/40 backrests folded down.Push the start button and select Drive, and the BYD continues to stand out amongst its Chinese compatriots by being a surprisingly decent drive.Depending on which mode you’re in, performance ranges from adequate to energetic, with the front wheels chirping in 'Sport' mode if you’re in enough of a hurry. BYD says 0-100km/h takes 7.9 seconds.Power delivery is smooth, quiet and assured, as you’d expect from an EV, with our Premium’s Kuhmo rubber keeping things under control in heavy rain conditions when tested. Speaking of which, our trip computer showed we averaged around 16.3kWh/100km during our time with the BYD, which seems about average.The Atto 2’s steering is also set up to feel light for low-speed parking ease, yet precise enough when the turns become tighter, displaying notable levels of roadholding grip. Feedback from the wheel is a bit too muted for enthusiasts to get excited about, and there is some rattle from the rack through bumpy bits, but the suspension (struts up front and a torsion beam out back) does a good job isolating its occupants from the rough stuff. So far, so good.But push on harder, say through a faster corner, and over a rougher patch of bitumen, and the soft suspension starts to feel wallowy, with a disappointing heaving motion that discourages any sort of sporty driving.Meanwhile, the ADAS will keep trying to apply steering correction. The little stabs of pull become incredibly tiresome, with the steering feeling sticky and artificial, instead of smooth and fluid, on a straight road at speed as a result. A driver should not have to turn off the safety functions to avoid fighting off tiring, distracting electronic interference.Great around the suburbs, the Atto 2 thus is flawed as a highway cruiser. The solution is an Aussie road tune. A back-to-back drive in the far-more-sophisticated Kia EV3 will reveal what’s possible.That said, the BYD is 33 per cent cheaper and that will be more than enough for most EV buyers to put up with any dynamic inadequacies.

Mazda has indicated that the incoming, fifth-generation MX-5 will side-step electrification altogether and remain purely petrol-powered – at least, initially.The new MX-5 is expected to be unveiled sometime next year, in contrast to some earlier reports claiming that the long-lived, two-seater convertible will be replaced by an all-electric coupe in the vein of the Iconic SP concept car first seen at the 2023 Japan Mobility Show in Tokyo.According to Mazda Motor Corporation General Manager of Global Sales and Marketing, Manabu Osuga, the next MX-5 will likely not adopt any form of electrification if it is to achieve the goal of weighing as close to, or even under, 1000kg.“At the moment, electric is going the opposite direction of fulfilling the MX-5’s (core) concept, as it needs to remain a lightweight sportscar, and electric means heavier,” he told CarsGuide last month in Melbourne.“We want to make the weight less than one tonne before additional equipment, then with additional equipment 1.1 tonne, but we don’t want it to exceed 1.2 tonne (in total) if it is to be a lightweight sportscar.”However, Osuga-san did indicate that the next MX-5 may be the last of its type, with future iterations likely switching to some sort of electric power, while maintain the basic roadster look and format.“This might be more of an internal conversation, but the MX-5’s model lifecycle is longer than other models,” he admitted. “Then, once we make the fifth-gen, that might be the last model to use internal combustion.“So, our focus on the fifth gen is enormous… there are very deep discussions we are having with the executive team on how to make the fifth-gen MX-5 a pure MX-5. From that viewpoint, our intention is: ‘OK, consider this as the last pure ICE model, then what we can do (next) is our discussion.”Osuga-san believes that it is still possible to refine the combustion process of a naturally-aspirated ICE without the need of heavy hybrid assistance to achieve future emissions and safety regulations within a small, lightweight convertible that’s the same size as today’s ND series.“(Keeping mass low) is what we need to protect for (the NE) to be an MX-5,” he explained. “Any electric device is going against that. And also, the size of the car needs to be (like today’s) lightweight sportscar.“So, from that sense, our first step in our way of thinking is how we can apply pure internal combustion to the car. Then, if it's not the right solution (in the future), then we will think about another solution. But a pure lightweight sportscar is always our starting point.”Furthermore, as well as not gaining weight, the NE will likely not become any larger, either, as it will follow in the footsteps of the latest CX-5 in being a major reskin of the outgoing model, rather than an all-new-from-the-ground-up redesign (like the ND was), retaining the classic shape and stance.“With the (current-generation MX-5) ND, we took the concept back to the original,” Osuga-san said. “A lightweight sportscar to have fun in, engaging the customer, engaging the fan in the best way.“In the fifth-gen, safety protocols, environmental regulations, etc, should make the car heavier.“But we care about power to weight ratio and that Jinba Ittai feel (Mazda’s long-time marketing spin on how a driver should feel connected to a car as a rider is with a horse) should be at the highest level of that feeling in any MX-5. So, we are putting that DNA in. We will never change that philosophy.“That car needs to be a lightweight sportscar. And the side proportion of the MX-5 is iconic. Just like (Porsche’s) 911, it is about proportion. For us, the side proportion of the MX-5 is always the branded message.“Making it a lightweight sportscar is driving everything we are thinking about the fifth gen.”Osuga-san added that the NE’s designers and engineers are laser-focused in making the best-possible version of the MX-5 that they can, even with all the aforementioned limitations bearing heavily on them.“We always want to make a ‘wow’ moment for the fans,” he believes. “With the fourth-gen MX-5, we had the wow moment. We want to exceed the fourth-gen with the wow experience for the fifth-gen for fans to experience.”