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When discussing MotorWeek‘s review of the frequently overlooked 1990 Isuzu Impulse, I delved into the intricacies of its Lotus-enhanced suspension, elevating it above its platform-sharing companion, the Geo Storm. However, in focusing solely on the coupe, I inadvertently omitted consideration for both the Wagonback and the Stylus sedan versions. Some of you reached out to express discontent with this omission, sharing your unwavering affection for Isuzu passenger vehicles, which have become exceedingly rare sights in North America.
One particular comment was made by our acquaintance John Voelcker, a delighted owner of an Impulse XS Wagonback. He expressed disappointment over the exclusion of two related vehicles. The first being the elusive Impulse XS ‘Wagonback’ two-door wagon, featuring the same high-performance DOHC and Lotus-tuned characteristics as the coupe, but with a more practical cargo area and a unique feature – fully removable rear side windows, allowing for an open-air driving experience if desired. These were also available as decontented Geo Storm variants and are equally scarce. The second vehicle is the Isuzu Stylus sedan, sharing the same mechanical components and foundation but in a sophisticated four-door design with a trunk. Unlike its Geo counterpart, as Chevrolet’s sub-brand had the Corolla-based Prizm in its lineup. The Stylus, much like the Wagonback, is a highly coveted model in today’s automotive enthusiast circles.
Isuzu Impulse Wagonback, John Voelcker
Indeed, John, that is correct. Before Isuzu shifted its focus from passenger cars to concentrate on its primary business of producing robust pickup trucks, the second-generation Impulse coupe expanded to include a two-door wagon variant and a sedan named Stylus. The Wagonback represented a sporty shooting brake with a rear hatch made of glass and the innovative side windows mentioned earlier. In the 1992 model year, XS models were equipped with a 1.8-liter engine generating 140 horsepower and 125 pound-feet of torque – an increase of ten units compared to the previous 1.6, facilitated by the extended stroke of the 1992 dual-overhead-camshaft powerplant.
Concurrently, at a premium of $2,800 over the XS model, the Impulse RS emerged as a turbocharged powerhouse delivering 160 horsepower with all-wheel drive capabilities. Positioned at such a price point, the RS failed to attract a significant North American audience. Nevertheless, the Lotus components continued to elevate all Isuzu models above those of GM’s Geo Storm range. As pointed out by Hemmings, Isuzu’s chief of vehicle development, Damon Delorenzis, openly acknowledged the British-influenced enhancements:
“We adjusted the suspension geometry to Lotus’ specifications, implemented a firmer shock damping setting, customized the stabilizer bar sizes and spring rates, and relocated the trailing arm positions.”
This comprehensive makeover included revised suspension geometry, while Lotus maintained the usage of Isuzu’s 1.6 engine and transmission in its front-wheel-drive Elan model. General Motors adeptly navigated its product lineup reshuffling, although it’s worth noting that Isuzu independently devised the Nishiboric passive steering system for the Impulse family, modulating the rear toe alignment based on varying suspension loads.
Despite being a unique Japanese vehicle from the early ’90s, the Stylus sedan presents an equally appealing yet more understated option. Due to Isuzu’s limited dealer network and the economic downturn in its home country, the brand struggled to compete with other budget-friendly performance sedans from Japan. As confirmed by dedicated Stylus enthusiast Scott Laprade, this is disappointing for all car enthusiasts.
“I just wanted to express my gratitude for acknowledging Isuzu cars in today’s post,” Laprade shared via email. “They are truly underrated vehicles with performance-oriented aspirations, offering genuine enjoyment in ownership and driving. I have consistently kept at least one in my collection for the past two decades.”
“My current 1991 Isuzu Stylus has surpassed 300,000 miles, and I have invested significant time and resources in maintaining its peak performance and appearance,” Laprade added. “Only 13,000 units were sold over three years, with very few equipped with all available factory options (like mine). Only a handful of these vehicles survived past the early 2000s, starting to show wear around 220,000 miles. I am proud to be part of a devoted group of enthusiasts who have preserved and kept these rare survivors in roadworthy condition.”
At gatherings such as Radwood, enthusiasts of Isuzu cars often discuss topics like the wonders of the Japanese economic bubble, importing parts overnight from Japan, or even how the expertise of ex-Lotus chief engineer Roger Becker influenced his son Matt Becker, who eventually rose to be the principal figure in Lotus’ vehicle development until his departure for Aston Martin in 2014.
Coincidentally, Matt Becker joined Lotus in 1988, coinciding with a period when Lotus Engineering significantly improved GM’s Isuzus for a select number of American customers.
John Voelcker
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