Key Takeaways
- Mid-engine kei with gullwing doors; true collectible
- Originality drives value; mods often reduce price
- Rust and accident repairs are the biggest risks
- Parts scarcity raises ownership cost and downtime
- Import demand keeps prices firm despite cycles
- Low miles help, but condition/history matter more
Technical Specifications
Engine Options
| Engine | Displacement | Power | Boost | Notes |
|---|---|---|---|---|
| F6A | 0.657L | 64 PS @ 6500rpm (estimated) | estimated ~10-11 psi | Kei limit output; intercooled turbo (est.) |
| F6A | 0.657L | 63 hp @ 6500rpm (estimated) | estimated ~10-11 psi | Alt unit conversion; same JIS rating (est.) |
Transmission Options
| Type | Ratios | Availability | Notes |
|---|---|---|---|
| 5-speed Manual | 3.416/2.045/1.333/1.000/0.795 | All AZ-1 trims | Ratios estimated; factory 5MT only |
| Final drive | 4.300 | All AZ-1 trims | Estimated final drive |
Livability
- Headroom
- 36.0"
- Helmet fit is tight; tall drivers hit roof/door
- Rear Seats
- None
- Two-seat only; no occasional rear perch
- Cargo
- 3.5 cu ft
- Tiny frunk + behind seats; weekend bag max
Variants & Trims
| Generation | Trim | Engine | Key Features |
|---|---|---|---|
| PG6SA (1992-1994) | Autozam AZ-1 (Std) | F6A 657cc I3 Turbo (DOHC 12V) | Gullwing doors, mid-engine RWD, 5MT, alloy wheels |
| PG6SA (1992-1994) | Autozam AZ-1 (L) | F6A 657cc I3 Turbo (DOHC 12V) | Std + added comfort trim, audio, interior upgrades |
| PG6SA (1992-1994) | Autozam AZ-1 (M2 1015) | F6A 657cc I3 Turbo (DOHC 12V) | M2-tuned parts, unique trim, limited-run equipment |
| PG6SA (1992-1994) | Autozam AZ-1 Mazdaspeed | F6A 657cc I3 Turbo (DOHC 12V) | Mazdaspeed aero, wheels, sport parts, limited |
| PG6SA (1992-1994) | Autozam AZ-1 (Type A) | F6A 657cc I3 Turbo (DOHC 12V) | Std equipment package, 5MT, midship layout |
| PG6SA (1992-1994) | Autozam AZ-1 (Type B) | F6A 657cc I3 Turbo (DOHC 12V) | Equipment package variant, interior/option differences |
| PG6SA (1992-1994) | Autozam AZ-1 (Type C) | F6A 657cc I3 Turbo (DOHC 12V) | Equipment package variant, option content differences |
| PG6SA (1992-1994) | Autozam AZ-1 (Type D) | F6A 657cc I3 Turbo (DOHC 12V) | Equipment package variant, option content differences |
| PG6SA (1992-1994) | Autozam AZ-1 (Type E) | F6A 657cc I3 Turbo (DOHC 12V) | Equipment package variant, option content differences |
| PG6SA (1992-1994) | Autozam AZ-1 (Type F) | F6A 657cc I3 Turbo (DOHC 12V) | Equipment package variant, option content differences |
| PG6SA (1992-1994) | Autozam AZ-1 (Type G) | F6A 657cc I3 Turbo (DOHC 12V) | Equipment package variant, option content differences |
| PG6SA (1992-1994) | Autozam AZ-1 (Type H) | F6A 657cc I3 Turbo (DOHC 12V) | Equipment package variant, option content differences |
| PG6SA (1992-1994) | Autozam AZ-1 (Type I) | F6A 657cc I3 Turbo (DOHC 12V) | Equipment package variant, option content differences |
| PG6SA (1992-1994) | Autozam AZ-1 (Type J) | F6A 657cc I3 Turbo (DOHC 12V) | Equipment package variant, option content differences |
| PG6SA (1992-1994) | Autozam AZ-1 (Type K) | F6A 657cc I3 Turbo (DOHC 12V) | Equipment package variant, option content differences |
| PG6SA (1992-1994) | Autozam AZ-1 (Type L) | F6A 657cc I3 Turbo (DOHC 12V) | Equipment package variant, option content differences |
Should You Buy a Mazda Autozam az 1 PG6SA?
Why You'll Love It
- True mid-engine balance MR layout delivers kart-like turn-in and rotation; unique among kei cars.
- Gullwing-door theater Iconic doors and canopy styling create supercar vibes at kei scale.
- Strong collector demand Limited supply and global JDM interest keep liquidity high for clean cars.
- Lightweight performance feel Modest power feels lively due to ~720 kg curb weight and short gearing.
- Simple, analog driving No driver aids; direct steering and pedals reward skilled inputs.
- Kei running costs (some) Small tires and basic consumables can be affordable vs larger sports cars.
- Community knowledge base Enthusiast forums and importers document common fixes and parts sources.
Why You Might Not
- Rust is common and costly Sills, floors, rear subframe areas; repairs are labor-heavy and value-killing.
- Parts scarcity and delays Trim, glass, door hardware, and interior bits can be hard to source.
- Heat management challenges Mid-engine bay runs hot; cooling system health is critical in traffic.
- Tiny cabin and entry/exit Tall/broad drivers struggle; gullwings need space and good struts.
- Turbo F6A needs care Boost leaks, aging hoses, and oiling neglect can shorten turbo/engine life.
- Accident history is frequent Many were driven hard; check chassis alignment and repaired fiberglass panels.
- Modifications can hurt value Non-original wheels, aero, swaps reduce collector appeal unless period-correct.
- Highway comfort is limited Short wheelbase, noise, and gearing make long trips tiring.
Who Should NOT Buy This
- Drivers over 6'1" or broad-shouldered
- Anyone needing rear seats or child-seat capability
- People without indoor storage (leaks/rust risk)
- Owners who can't wrench or lack kei specialists
- Anyone expecting modern crash safety
- Daily commuters in heavy traffic or hot climates
- Buyers needing easy parts availability locally
- People who hate squeaks, rattles, and cabin noise
- Those wanting strong A/C and quick defogging
- Drivers who park in low garages (gullwing clearance)
- Anyone on a tight budget for surprise repairs
- Track-day users unwilling to upgrade cooling
- Buyers who require automatic transmission
- People who need highway passing power at low RPM
- Rust-belt residents without rust-proofing plans
- Anyone needing high ground clearance
- Owners who can't tolerate frequent maintenance
- People expecting dealership-level diagnostics/support
- Those who must pass strict emissions inspections
- Anyone uncomfortable with right-hand drive
Common Issues & Solutions
| Issue | Cause | Solution | Est. Cost |
|---|---|---|---|
| Overheating in traffic | Weak fans, clogged rad, air pockets, old hoses | New rad, fans/relays, bleed properly, replace hoses | $400-1200 |
| Head gasket failure | Overheating, detonation from lean boost, old coolant | MLS gasket, head skim, studs, fix cooling/AFR | $1200-2500 |
| Turbocharger oil smoke | Worn seals/bearings, coked oil from heat soak | Rebuild/replace turbo; add proper cooldown habits | $600-1600 |
| Boost leaks / low boost | Aged couplers, cracked hoses, loose clamps | Pressure test; replace hoses/couplers; proper clamps | $150-600 |
| Detonation under boost | Heat soak, bad fuel, overboost, weak ignition | Lower boost, fix IC fan/ducting, plugs/coils, tune | $200-1500 |
| Intercooler fan failure | Dead motor, relay, wiring corrosion, broken switch | Replace fan/relay; clean grounds; verify temp trigger | $150-500 |
| Timing belt overdue | Age neglect; low-mile imports still time out | Belt, tensioner, idlers, water pump, seals | $500-1200 |
| Water pump leak/noise | Old pump bearings/seal; contaminated coolant | Replace pump with timing service; flush coolant | $450-1100 |
| Oil leaks (top end) | Hardened cam cover gasket, PCV issues | Gasket/half-moons; service PCV; clean breathers | $150-450 |
| Rear main seal leak | Age, crankcase pressure, worn seal lip | Seal replacement during clutch; fix PCV | $700-1400 |
| Low oil pressure hot | Worn bearings/pump; thin oil; overheating history | Gauge verify; rebuild bottom end if confirmed | $2500-6000 |
| 2nd/3rd gear synchro grind | Worn synchros from hard shifts/old oil | Rebuild trans; quality gear oil; replace worn hubs | $1200-2500 |
| Clutch slip | Worn disc, oil contamination, higher boost | Clutch kit; resurface flywheel; fix oil leaks | $700-1500 |
| Clutch master/slave leak | Aged seals; moisture-contaminated fluid | Replace master/slave; flush with fresh DOT4 | $200-500 |
| CV boot tears / clicking | Age, heat, lowered suspension angles | Reboot or replace axle; align ride height | $200-700 |
| Wheel bearing noise | Age, water ingress, track heat | Replace hub/bearing; inspect knuckle wear | $250-700 |
| Brake caliper seizure | Corrosion, old fluid, torn dust boots | Rebuild/replace calipers; flush fluid; new hoses | $300-900 |
| Brake hard line rust | Road salt; trapped moisture under clips | Replace lines; inspect all unions; undercoat properly | $400-1200 |
| Steering rack leak/play | Torn boots, seal wear, contamination | Rebuild/replace rack; new boots; align | $600-1400 |
| Rear subframe corrosion | Salt exposure; thin factory coating | Replace/repair subframe; treat and cavity wax | $800-2500 |
| Floor/sill rust perforation | Water ingress from doors; trapped moisture | Cut/weld metal; fix seals/drains; rust-proof | $1500-6000 |
| Gullwing door sag | Hinge wear, cracked mounts, weak struts | Rebuild hinges/mounts; replace struts; align doors | $400-2000 |
| Door water leaks | Flattened seals, misalignment, blocked drains | New seals; adjust hinges/latches; clear drains | $200-1200 |
| Pop-up headlight issues | Worn gears, tired motors, sticky linkages | Service linkage; replace gears/motor; clean grounds | $200-800 |
| Charging/voltage problems | Weak alternator, corroded grounds, old battery | Alternator rebuild; renew grounds; proper battery | $250-700 |
| Random misfire under load | Old coils/leads, plug gap, poor grounds, boost leak | Ignition refresh; correct plugs/gap; fix leaks/grounds | $150-800 |
| Heater core leak | Corrosion from old coolant; age cracks | Replace heater core; flush system; new hoses | $600-1400 |
| A/C not cold | Leaks, dead compressor, incorrect refrigerant conversion | Leak test; replace drier/seals; recharge correctly | $400-1200 |
| Fuel pump weak/clogged | Tank rust/debris; old pump; stale fuel | Clean tank; new pump/filter; flush lines | $300-900 |
| Exhaust manifold cracks | Heat cycling; thin aftermarket headers | Weld/replace manifold; new studs; proper support | $300-1200 |
| Engine mount collapse | Age/heat; increased torque from mods | Replace mounts; avoid solid mounts for street | $250-800 |
| Cooling system air locks | Mid-engine plumbing; improper bleeding procedure | Vacuum fill/bleed; verify thermostat and cap | $100-400 |
Pre-Purchase Inspection Checklist
Critical Priority
- Rust: sills Inspect rocker/sill seams for bubbling & soft spots
- Rust: floorpans Lift mats; check floorpans for patches & pinholes
- Crash structure Check front rails for kinks; measure panel gaps
- Rear subframe Inspect rear subframe for rust, cracks, bent mounts
- Susp mount points Inspect strut tops & control arm mounts for cracks
- Compression test Warm compression; big spread suggests ring/valve issues
- Cooling system Pressure test; check radiator, cap, hoses, heater lines
- Radiator fans Confirm both fans cycle; overheating is catastrophic
- Oil pressure Verify hot idle pressure; low = worn pump/bearings
- Timing belt Confirm belt/water pump date; inspect for cracks
- Brake lines Check hard lines for rust; flex lines for cracks
- VIN/ID plates Match chassis plate, stamped VIN, import paperwork
High Priority
- Rust: rear arches Check rear arch lips & inner tubs for rust/repairs
- Rust: front trunk Check frunk corners & drain areas for rust
- Rust: rear bay Inspect engine bay seams & rear panel for corrosion
- Front crossmember Check crossmember for rust & tow/impact damage
- Door hinges Check gullwing hinges for play, cracks, binding
- Door seals Check seals for tears; look for water tracks inside
- Roof gutters Inspect roof channels for cracks & blocked drains
- Windshield frame Check A-pillars for rust; look for glass replacement
- Engine cold start Listen for top-end tick; watch smoke on start
- Turbo condition Check shaft play & oil in inlet; boost response on road
- Boost leaks Inspect intercooler hoses for oil, splits, loose clamps
- Intercooler fan Verify fan runs; heat soak kills power & raises knock
- Coolant quality Look for rust/sludge; check overflow for oil sheen
- Oil leaks Check cam cover, turbo feed/return, rear main area
- Water pump Check weep hole stains; listen for bearing noise
- Fuel system Smell for fuel; inspect lines, filter, injector seals
- Fuel tank rust Check tank straps/neck; rust flakes clog pump/filter
- Ignition system Inspect coils/leads; misfire under boost is common
- ECU mods Check for piggybacks/boost controllers; verify safe tune
- Exhaust cracks Check manifold/downpipe for cracks & missing studs
- Transmission Test 2nd/3rd synchros; grind = rebuild soon
- Clutch slip Full-boost pull in 3rd; watch RPM flare
- Driveshafts/CVs Check CV boots; click on lock; vibration on accel
- Brakes Inspect caliper sliders, seized pistons, pad taper
- Steering rack Check for leaks & play; torn boots let grit in
- Alignment wear Uneven tire wear suggests bent arms/subframe shift
- Battery/charging Check alternator output; low voltage causes ECU issues
- Heater core Check sweet smell/fogging; leaks soak carpets
- Interior leaks Check damp carpets behind seats & footwells
- Seat rails Check for looseness; floor rust often starts here
- Service records Look for timing belt, coolant, brake fluid history
Medium Priority
- Door struts Confirm doors stay up; struts not weak or leaking
- Rear hatch glass Check for delam, leaks, and trim fitment
- Underbody panels Confirm undertrays present; missing = heat/water issues
- Catalyst status Confirm cat present if required; check for rattles
- Clutch hydraulics Check master/slave leaks; pedal feel consistent
- Wheel bearings Listen for hum; check play; rear bearings take heat
- Shocks/struts Check for leaks; bounce test; AZ-1 hates cheap coils
- Bushings Inspect trailing arm & control arm bush cracks
- Wheels/tires Verify correct stagger; mismatched sizes upset handling
- Ground points Inspect engine/body grounds; corrosion causes misfires
- Fusebox Check for melted terminals; old relays cause no-start
- Lighting Test pop-ups, signals, brake lights; check stalks
- A/C function Confirm compressor engages; check for converted refrigerant
- Cluster warning Verify all warning lamps work; missing bulbs hide faults
Generation History
AZ-1 (PG6SA) (1992-1994)
- 657cc F6A turbo; 64 PS kei limit
- Mid-engine RWD; 5MT standard
- Gullwing doors; aluminum door frames
- Autozam brand; Mazda dealer channel
- Lightweight ~720 kg; sharp steering feel
- Limited production; niche halo kei sports
AZ-1 Mazdaspeed (1992-1994)
- Factory aero kit and unique trim
- Often seen with dealer/factory options
- Most collectible sub-variant in market
- Premium for complete, correct pieces
AZ-1 M2 1015/1028 (1992-1994)
- Rare M2 Inc. tuned/trimmed specials
- Hard-to-verify provenance; docs matter
- Highest ceiling when authentic and complete
- Often misrepresented; inspect carefully
Suzuki Cara (twin) (1993-1995)
- Badge-engineered AZ-1 sold as Suzuki
- Different nose/trim; similar mechanicals
- Rarer in some markets; values vary
- Parts interchange helps ownership
Market Data
Production Numbers & Rarity
| Generation | Years | Total Built | Notes |
|---|---|---|---|
| PG6SA (AZ-1) | 1992-1994 | ~4,392 (estimated) | Commonly cited total; verify by factory ledger |
Rarest variant: M2 1015
How It Compares
| Feature | PG6SA | Honda Beat PP1 | Suzuki Cappuccino EA11R |
|---|---|---|---|
| Layout | Mid-engine RWD | Mid-engine RWD | Front-engine FWD |
| Engine | 657cc F6A turbo I3 | 656cc E07A NA I3 | 657cc F6A turbo I3 |
| Power (JDM kei cap) | 64 PS (claimed) | 64 PS (claimed) | 64 PS (claimed) |
| Induction | Turbocharged | Naturally aspirated | Turbocharged |
| Transmission | 5MT | 5MT | 5MT |
| Curb weight | ~720 kg | ~760 kg | ~725-750 kg |
| Body style | Coupe, gullwing | Roadster, targa | Roadster, hardtop |
| Practicality | Very low cargo | Low cargo | Moderate for kei |
| Driving character | Boosty, pointy MR | High-rev NA, playful | Turbo FR feel, stable |
| Parts availability | Challenging | Challenging | Moderate |
| Collector premium | High (icon factor) | High (purist appeal) | High (usable classic) |
| Rarity in export mkts | Very rare | Rare | Less rare |
| Value sensitivity | High to originality | High to condition | Moderate |
| Direct rival (twin) | Autozam AZ-1 | Same platform | Same kei era niche |
| Maintenance complexity | Medium-high (MR) | Medium (MR NA) | Medium (FR turbo) |
| Cabin space | Tight | Tight | Tight but airy |
Comparable Alternatives
Honda Beat PP1
Same kei era; MR purity, NA character, strong collector base
Suzuki Cappuccino EA11R
Kei sports icon; turbo FR feel, more usable roof options
Suzuki Cara PG6SS
AZ-1 twin; similar drive, sometimes different pricing/rarity
Daihatsu Copen L880K
Later kei roadster; easier parts, modern comfort, still small/fun
Toyota MR2 SW20
Bigger MR alternative; more power and support, less rare/quirky
Frequently Asked Questions
- What is the Autozam AZ-1 and why is it special?
- A 1992–1994 kei mid-engine coupe with gullwing doors. Rarity and design drive collector demand.
- What should I pay for a good AZ-1 today?
- Most trade around $18k–$45k; top originals can exceed $55k. Rust-free, stock cars bring premiums.
- When is the AZ-1 legal to import to the US?
- Under the 25-year rule, 1992 cars became legal in 2017; the last 1994 cars in 2019.
- What are the biggest problem areas to inspect?
- Rust, crash repairs, cooling system health, door struts/hinges, and missing trim. Verify chassis straightness.
- Is the AZ-1 reliable as a weekend car?
- Yes if maintained: fresh hoses, coolant, and turbo oiling. Expect age-related issues and parts hunting.
- Do modifications hurt AZ-1 value?
- Often yes. Collectors pay for original wheels/trim/aero. Period-correct upgrades with documentation fare better.
- How does it compare to a Honda Beat or Cappuccino?
- AZ-1 is the most exotic (gullwing MR turbo). Beat is revvy NA; Cappuccino is more usable with FR balance.
- What options or variants are most desirable?
- Mazdaspeed-equipped cars and verified M2 specials lead. Documentation and complete parts are critical.
Sources & References
- Mazda Autozam AZ-1 period brochures/spec sheets — Mazda/Autozam
- Japanese kei car regulations (64 PS era context) — Japan MLIT (context)
- Bring a Trailer AZ-1 sales results archive — Bring a Trailer
- Cars & Bids AZ-1 auction results archive — Cars & Bids
- Goo-net Exchange AZ-1 listings and pricing — Goo-net Exchange
- Best Car / Option period road tests (AZ-1 era) — Best Car / Option
- Factory service manual references (F6A/kei era) — Mazda/Suzuki (ref)