Week 13: 1968 Isuzu 117 Coupe
Under the radar.
You may have heard the phrase used to describe something unexpected. Like a Stealth helicopter dropping off a few guests for a party at the neighbor's house, or the Los Angeles Kings making the playoffs... and then the second round.. Recently, the phrase struck close to home, when my wife slipped "under the radar" and got an attorney.
So imagine my surprise and shock upon arriving at the office to test this week's car. As I pulled into the carpark, I thought we were given a Jensen to test. Upon closer inspection, perhaps a classic Celica or a vintage Toyota. When I got closer, I found it was none of those things at all, but something rather...
Under the radar.
Who knew Isuzu made cars back in 1968? I sure as hell didn't. I was far too busy dodging the Vietnam draft, and positively glued to the television set as men like Martin Luther King Jr., RFK and Jim Clark dropped like flies. Then there was the space missions, the Black Panthers,
Laugh In, the Heidi Bowl, Hot Wheels, and the Zodiak Killer batting clean-up.
Back then, who could be bothered with cars made by truck companies? There were Mustangs, Camaros, and Cudas pounding the pavement across America, Lotus, Aston Martin, and Jaguar in England, and Ferrari owning the rest of Europe. This was also the height of the "win on Sunday, sell on Monday" mentality in automotive industry. If you weren't participating at Daytona, Indianapolis, or Le Mans, why should we care?
According to Polyphony Digital via Translator-san:
Translator-san
Most people would award the title of "the most beautiful Japanese car" to the 117 Coupe. Everyone gasped at its figure when it was unveiled at the 1967 Geneva Motor Show, and in particular, the round headlight model produced until 1977, is considered one of the leading cars of Japan in terms of graceful styling.
Car design maestro Giorgetto Giugiaro worked on a great number of Japanese cars. One of the first designs that he drew after moving to Turin's Carrozzeria Ghia as the young star designer, was the 117.
At first, mass-producing the beauty of the 117 Coupe was thought to be impossible. However, betraying that expectation, Isuzu was able to bring it to the market in 1968 as the single best luxury passenger car in Japan. The fact that only 50 were manufactured per month, was another factor of exclusivity that got the consumers stirring. Because it was built almost exactly like the show model, the productivity of some of the components was very low, making it impossible to speed up production.
The engine at the time of its release was a 1.6L DOHC, common with the highest grade model of the Bellett. With twin choke Solex carburetors common in sports models, it produced 118 HP. Later, it is increased in size to 1.8L and 2L, but due to the rising emissions restrictions, there was no significant increase in performance. In 1973, production quantity was expanded to the 1,000's.
The 117 was a breakthrough in that it brought in beauty and luxury to the world of Japanese cars, which had seen nothing but utility and functionality during its growth. it was continued to be produced until 1981, and toward the end of production, a limited "Giugiaro" version named after its designer was also released.
Ah, yes,
Giorgetto Giugiaro. You may remember his name from the DeLorean test we did for
Week 7. You may also know him for the Ferrari 250 GT Bertone, the BMW M1, the De Tomaso Mangusta, the Volkswagen Rabbit, the Lotus Esprit, or maybe just from the Chevy Lacetti used on Top Gear. Clearly, the man knows a thing or two about styling.
With only 50 units produced each year, our 1968 was a rare bird indeed. Thankfully, our producer had procured the services of Isuzu's Works factory team, which up until now I wasn't aware they had one. Isuzu isn't exactly known for going fast, and to be safe they also sent a factory representative named Iwo, who would guide us through the nuances of our luxury Coupe.
Iwo's family also produces 50 units a year. Imagine the diapers.
To demonstrate this fact, Iwo brought along a few relatives, and loaned us his son for the test. I say "loaned", but it was more like insistence. The driver our producer hired was busy at the local hospital, getting mended for injuries sustained on the way to the office, which doesn't say much for his skill behind the wheel. Iwo assured us that his son, Hoshima, was well qualified for our needs, having spent several years karting at his local track. Pressed for time, Hoshima was our only feasible option.
Hoshima- son of Iwo, Dragon of the 117
Performance as Purchased: November 27, 2010, Astra Silver (
Grey)
Displacement: 1,584 cc
Max. Power:
115 hp @ 6,500 rpm
Max. Torque:
102 ft-lbs. @ 5,000 rpm
Drivetrain: RWD
Length: 4,280 mm Height: 1,320 mm Weight: 1050 kg
Tires: Comfort (Soft)
Performance Points:
339
Mileage: 0.0 mi.
With handcrafted cars come handcrafted problems. No two parts are identical, and repairs must be made in a meticulous fashion. When only 50 are produced each year, this makes everything far more difficult and time consuming than it does on your normal passenger car. The paint must be kept original, the mileage low, and anything you do to it has a direct effect on its value. You simply don't take a car like this to Jiffy Lube, and expect to rake in the cash when the time is due.
Iwo's men didn't rip into the car like the crews we've seen before. Each part was gently removed, inspected, cleaned, and nurtured. As the crew worked, there was no useless banter, no childish pranks, nor any messing about. It was as if Iwo had brought in a team of nannies to look after the car, each giving the car love and affection as if it were their own child. All told, Mike and the Mechanics had caressed only
6 extra ponies, and
6 Performance Points. Were were told that we likely wouldn't feel those extra ponies, and our producer assured us that the extra Performance Points were worth the effort.
He still couldn't tell me what they do, though. Something about admission to a water park of some sort.
For those keeping score at home, other notable data includes: Max. Power: 121 hp, Max. Torque: 107 lb-ft., Max. Performance Points: 345
Mike (standing) and the Mechanics
Having both car and driver sorted, our crew packed up and headed to our test track to see what this Japanese-Italian coupe was capable of. Hoshima settled into the plush seating, and familiarised himself with the controls in the same manner one would encounter an old flame. Iwo says he has a passion for the classics, and it's easy to see from afar. Slowly, Hoshima slid to the line, in preparation for displaying 121 hp of hand-crafted speed.
When the lights went green, young Hoshima gave her all she was worth. Sadly, while other cars of the time were mastering the quarter mile, ours was still an infant. Halfway down the track, our spotters noticed Hoshima rocking back and forth in the seat, attempting to will the car faster. No amount of pushing, begging, pleading, nor any prayers were able to help. What seemed like years passed, before the data displayed a quarter mile time of
0:17.976, and a 0-60 time of
0:10.539.
For those keeping score at home, other notable data includes: 0-1 mi.: 0:44.540, 0-100 mph: 0:28.979, Max. G-Force: 0.52G, Top Speed: 122.7 mph
For a car that looks like this, I can't help but be disappointed by the numbers. By far, this is the slowest car we've ever tested for the Car of the Week, and with its pedigree we were sure she wouldn't let us down. Hoshima arrived back in the pits, and initially conveyed a similar amount of disappointment, confirming initial reports of rocking in the seat. However, he offered me a chance to better explain the car by asking me to join him for a joyride.
As we left, Hoshima began to describe his "cool down" trip back into the pits. No longer concerned with pushing the cars limits, he talked of taking in the details around him. The interior, the steering, the sound of the engine. Looking out the window, it struck me too. I don't think we've ever actually rolled a window down in the Car of the Week, but I sure as hell did now. Leaning back, the scent of the outside air began mixing with the interior, producing near-illegal forms of automotive euphoria.
Of course, like any relaxing drive through an unfamiliar country, it simply isn't complete until you're accosted by the locals in their tarted up weapons of mass compensation. Children convinced that their cars will be on the next cover of
TunerNOSport magazine, and use words like "Nos" and call everyone "bro". Okay, these fellows weren't as bad, but they did look like they wanted to race, and why is Hoshima-san smiling.
Oh
(expletive).
At the stop sign, the hooligans line up and began revving their engines. Instantly we're all off, twisting our way through country roads in a nearly priceless, and equally as slow, classic against two local youths. With uphill and downhill sections, Hoshima-san uses every ounce available to keep up, and it isn't actually quite bad. There isn't a lot on tap, but when it's used the car seems to come alive.
And we passed a BMW. I can only imagine the look on the owners face when he realized he was passed by a car made by a truck company, but then again Lamborghini started off making tractors, and look where they are now. Turn after turn, Hoshima carries as much momentum through the corners as the squishy tires will allow, and still managing the keep the BMW at bay. A few miles later, the driver tears off in a separate direction, and I've had the same epiphany as Hoshima-san.
When we finally get back into the city, we're back to more fun. Hoshima-san and I stopped at a local petrol station to refuel, and were met by two locals with classic cars, likewise out on a cruise. GFurtado_82 was the proprietor of a Brazilian banking firm, and the other gentleman claimed to be One-Bad-Gt. With the introductions out of the way, our chatter eventually turned to all things petrol, including the precious 117 Coupe Hoshima-san and I were in. When we told the two of our previous encounter with the BMW, both invited us on their own personal tour of the city.
What they didn't tell us is that we'd be seeing every tourist stop along the way, simultaneously breaking every traffic code written in the books, some of them more than once.
It all started innocently enough, much like any other cruise. Eventually one will feel the need to display his automotive prowess, followed quickly by the others. Lights go off, feet go down, and all of a sudden everything becomes a blur. Signs flash by with important notices and warnings, but they get lost in the determination to catch up or stay ahead. Old ladies crossing the street are just another obstacle to avoid, much like a cone or pothole. You might even see flashing lights in the rear view mirror, provided that you ever looked at it in the first place.
Isuzu isn't known for racing cars, just like it isn't known for constructing sofas or decorating the White House. They don't have gobs of power, but this one did have exclusivity and luxury. Isuzu understood the other thing outside of racing that people enjoy... you know,
driving. The 117 wasn't the fastest, but you wouldn't know it at a red light. Cars of today have become slaves to the technology thrust into them, while the 117 is elegant because of its craftsmanship and simplicity. It doesn't need any of that pop-up headlamp frippery, nor cowl-inducted buffoonery.
All it needs to do is exactly what it was designed to do... put a smile on your face. To that end, there are few better. Now, if you don't mind, I've got a radar to re-calibrate.
Week 1: 2001 Alfa Romeo Spider 3.0i V6 24V
Week 2: 1966 Alfa Romeo Spider 1600 Duetto
Week 3: 2000 Toyota Sprinter Trueno GT-APEX (S. Shigeno Ver.)
Week 4: 2007 Audi TT Coupe 3.2 Quattro
Week 5: 1983 Nissan Silvia 240RS (S110) and 1985 Nissan 240RS Rally Car
Week 6: 1973 BMW 2002 Turbo
Week 7: 2004 DMC DeLorean S2
Week 8: 1971 Nissan Fairlady 240ZG (HS30) and 1971 Nissan 240ZG (HS30)
Week 9: 1985 Lancia Delta S4 Rally Car
Week 10: 1991 Mercedes-Benz 190 E 2.5- 16 Evolution II and 1992 AMG Mercedes-Benz 190 E 2.5- 16 Evolution II Touring Car
Week 11: 1999 Lotus Motor Sport Elise and 1996 Lotus Elise and 1998 Lotus Elise Sport 190
Week 12: 2001 Audi RS4
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but I saw the Isuzu and thought I would give it go. As a classic fan, I have at least one in my garage so hopefully I'll get a chance to get a few laps in and make a contribution!
), and as long you weren't too hot into the corner you won't go off the tarmac. Too much turn-in or a heavy boot, however, will bring on a polite but insistant oversteer which needs to be caught quickly to prevent a slow spin. Being too eager on the exit will often induce the inside rear to light-up with resultant loss of acceleration and stability.
). Staying with the Comfort Softs I headed for my own test/fun track 'Windy Hill'. Being based on MT Aso it is a short track with a wickedly steep uphill section - you approach this flat out from the undulating straight into a sweeping right in a hollow. You must brake hard as you hit the rise but keep control and momentum to take the hill and a blind left. The 117 deals with applomb: that slight high speed drift through the hollow (around 100mph) then the easy going ride and relatively low power mean you can go full throttle over the rise without the rears spinning up (around 40mph). Love it!
