As Holden was to Australia there was a plan to develop New Zealand’s own mass produced model, but it never came to fruition.
Inspired by the English car manufacturing industry, New Zealand-born businessman and entrepreneur Alan Gibbs devised the idea of a locally conceived model upon his return from the United Kingdom in 1965.
Working within the New Zealand Government’s Department of Prime Minister and Cabinet on the Import Licensing Scheme gave Gibbs a hint of how hard the process of the venture may potential be, but in 1966 alongside brother Ian, the Anziel Limited company was established.
Requiring an import licence for the assembly plant, parts and materials, the Gibbs brothers enlisted Reliant Motor Co of England to produce a suitable design to ensure the quality of the local product.
Reliant, more famous for its three-wheeled vehicles had built a model named the FW5 for Turkey, which was a mid-range saloon aimed at low production to limit the expense of plant and tooling. It ticked all the boxes for the Anziel concept.
August 1966 proved a pivotal month for the Anziel project as the Gibbs brothers sought the New Zealand Government’s consent for an import licence to produce 3000 cars per annum starting from mid-1968.
Minister of Trade Jack Marshall made the disappointing decision to decline the request due to the country’s falling export revenues forcing a balance of trade problem for the government. Also impacted were other established manufacturers due to reduced licences and awarding one to Anziel was viewed as counter-proactive.
Despite this setback, the Gibbs brothers continued to lobby and were granted a licence to import a prototype built by Reliant. Arriving in 1967 as a Reliant FW5, it provided an insight in what the Gibbs brothers concept was to be.
A two-door model, the Anziel Nova was powered by Ford’s venerable 1498cc, pre-crossflow Kent engine mated to a four-speed gearbox powering to an expected top speed of 140km/h (90mph). Plans were to also include a four-door version, station wagon, commercial van and light truck.
Enlisting Sir Laurence Hartnett to promote the Nova at its official launch on September 17, 1967 was a coup. Hartnett is considered the father of the Australia’s car industry after aiding in building Holden during its infancy.
The launch revealed the Nova was to be sold at NZ$2,400 placing it more expensive than the Hillman Hunter, Toyota Corona and Isuzu Bellett, but the advantage was the higher local content included reducing the requirement of overseas funds.
Marshall and Minister of Customs Norman Shelton failed to be impressed by the project as New Zealand at the time was unable to afford to spend overseas funds on such a project, though it’d be considered in the future.
There was no change after discussions the following year as a licence to produce 600 units was offered, but was still insufficient. Battles continued into 1969 and even a request to obtain funds to pay a fee to Reliant for its technical assistance was denied.
A final nail in the coffin came in 1970 when changes made by the government allowed cheaper imports.
Some three decades later, Alan Gibbs developed an amphibious car named the Aquada. Featuring a 2.5-litre Rover V6 engine, it powered to 160km/h on land and 27 knots on the water. Richard Branson ended up breaking the record for crossing the English Channel in 2004.