Where It All Began

We profess to be all about the aftermarket selection and bringing out the potential in your car that the factory just plain left out, but where are all the posts concerning this topic? From here on out, that’s where our writing will swerve.

It can only start in one place - Isuzu. Yes, it’s a rare marque, and yes, they practically don’t exist today. Stamping out heavy-duty engines for the increasingly dubious corporation known as GM doesn’t count. In its day, however, Isuzu, when not being meddled with, made some great cars. The design and execution, for the most part, rivalled anything else from Japan, given the class and range of offerings.

In particular, a few models stand out, and are worthy of bowing down to every afternoon at 3:00pm. From 1985-1989, the first generation Isuzu Impulse came with turbocharged 2.0-Liter engine that produced 140 Japanese ponies and even more torque. A rather weak non-turbo version was also offered, but we can overlook that discrepancy. In 1988, GM brought in Lotus to design a suspension package, making the ‘88-’89 Turbo Impulses the best of the lot.

This being a singularly rare and unique car, like many Isuzu cars, the existing aftermarket just plain doesn’t exist. That said, if you’re creative and apply some common sense and basic tuning knowledge (as with every car), you can tweak the first-generation Impulse to become even better. Working with a factory turbo gives us a head-start, as a lot of the engineering and fabrication has already been done. Just like any other engine, think airflow — before and after the engine. A cold-air intake (that’s cold, as in cold, not short-ram or any other variation where the intake filter sits in the hot engine compartment) and good 2.5″ catback exhaust will work wonders.

Normally, this is where a good Isuzu specialist will step up to the bat. Back in the day, Isuzuperformance (headed by Bill Luton) was the only place to turn. Due to some unsavory business practices and downright selfishness on the part of Bill & Co., most of the original parts are now unavailable, as they have sold out and gone domestic with their production. As if Cavaliers and Sunfires needed more aftermarket support. Infuriatingly, Isuzu racing parts are still developed and flaunted on their home page, every one of them being “Not For Sale To The General Public”. Now that’s good business, and a good way to aid enthusiasts and customers alike.

The automotive world being what it has been for the past several decades, we here in the U.S. got screwed, as usual, out of the really cool options, such as the “Bella” or “Nero” trim level, the latter of which must have been named after the Roman emporer. Guigiaro penned the curvacious bodywork, which in all likelyhood began to fuel the jealousy that eventually ended in GM killing off Isuzu’s U.S. distribution. You may be able to tell we don’t care for GM that much.

Irmscher, a German tuning company, was involved with some trick bits, including body parts and suspension work . . . naturally available only on Japanese Impulses (called the Isuzu Piazza there). Those parts, incidentally, are even more rare than Isuzu cars themselves, somewhere around the likelihood of hearing Bush admit he screwed up the entire war in Iraq. If you ever find yourself in the enviable position of happening across an Irmscher part for a Piazza/Impulse, do everything in your power short of selling your children to get ahold of it. On second thought, go ahead and sell them–kids are everywhere. We’re talking rare car parts here.

Everywhere else in the world except here, an overboost package with another 40 horses came out in 1985. Fortunately, with a simple manual boost controller and blow-off valve, this can be attained rather easily for yourself. Mind you, dialing in something ridiculous like 30psi will get you perhaps to the end of your driveway in a spectacular cloud of smoke and regret. Stock boost is set at around 7.8, so if you aim for 10 (providing your engine is in good working order), you should be good to go.

Expert advice (to include more than you ever wanted to know about Isuzus, probably more than the Isuzu makers themselves) can be found at www.isuzone.org. For the first-generation Impulse, you want to talk to Soren. Conversely, as on many forums, if you jump in there and ask questions with out Searching yourself first, Robbie (skaterkid) will be talking to you. Be warned.

Sports Cars In Miniature

Time warp with us back to 1986 one more time, to a fabulous creation by Alfa Romeo known as the GTV-6. This was essentially a hatchback version of the Alfetta sedan with a wonderful 2.5 Liter V6 swapped in from the Alfa 6. Think along the same lines as a half-price, much swoopier first-generation BMW M6, or a even an larger, upmarket Isuzu Impulse, and you’re getting close. The same thought process prevailed — a midsized touring car with good looks and an even better powerplant.

That engine is what really carries the impact of this car’s significance, even more so than the perfect weight distribution achieved by putting the transaxle in the rear. The resulting perfect handling is a true joy when piloting the GTV-6 down a twisting back road, but that engine note is beyond perfect. It’s sublime.

A couple countries’ distance away, Porsche looked at their 924, with its paltry 110 horsepower. Then they looked at the 944 parked right next to it, with it’s 928-V8-chopped-in-half engine featuring 144 horses. The higher pricing meant slow sales, something they could not afford to have, especially right after the 924 model had essentially bailed them out of the gas crisis. They looked back at the 924. Even with a turbo installed, something wasn’t quite right. The smoothness in regards to power output and driveability wasn’t really there. They looked at the 944 again, itself an evolution of the 924 platform and its direct replacement. Hey! Let’s take the 2.5 Liter from the 944 and dump it in the trimmer, lighter 924!

The result is quite an amazing niche car — the 924S. True, the existing 944 Turbo could leave it behind, say nothing of a 911. But for the briefest of moments, this was the best all-motor budget Porsche to be had: faster than a normal 944 due to less weight. Priced under $20K, it featured 150 horses, 25 more than the standard 924. Standstill to 60 could be had in under 8 seconds, and handling was a high point, with near-perfect weight distribution thanks to the rear-mounted transmission (are we sensing a pattern here?).

Today, this same car plus 60-70K miles can be had for less than six grand. You should be emptying your pockets at this point, and well on your way to the classifieds! Soon after, more powerful 944 models emerged, and by 1989 the 924S was no more, as Porsche began focusing on a more upmarket direction. If you can live with the rather plain, minimalist interior, this is your budget Porsche.

With the introduction of the Mark II Celica Supra in 1982, Toyota introduced a sweeping new design with popup headlights, and a rear sunshade meant to thumb its nose at the louvers of Nissan’s Z cars. Today, of course, the Supra is very reknowned amongst petrolheads thanks to the 1993-1998 Mark IV model and its seemingly indestructible engine — several tuners have extracted over 1000 horsepower from its hellish depths.

For those of us not looking for a 10-second quarter mile (and something more monetarily manageable), the 85-86 Celica Supra is a very good find. As the last years of its generation, the 2.8 Liter DOHC inline six was bumped to over 160 ponies, which enabled 60mph in less than 8.5 seconds. The rear spoiler was changed to a two-piece version, and Toyota added defogger-equipped side mirrors, factory theft-deterrent system, and auto-off lights with illuminated entry.

As with all 1982-1986 Celica Supras, you can choose from “Performance-Type” or “Luxury-Type”. Naturally, human nature would want those two combined, but there you are. Mechanically, there is no difference, but our choice in this case would be the “P-Type” with its fender flares, analog dash, limited slip diff, and optional leather interior and headlight washers. Prices range from $3K-$5K for examples in good shape, but you’ll be hard-pressed to find one under 100,000 miles. But with Japanese reliability, that normally isn’t a problem. Go Z hunting.

Subaru has always been just that little bit different. Much like the neighborhood kid who insisted on keeping to himself all the time and peering at you from behind the curtains as you walked past his house. Particularly in the 1970s and 80s, you got some of the funkiest designs and features from Subarus. Some called them “unique”, others were much less kind. The XT6 was one of the keepers.

From 1988-1991, Subaru’s wedge of cheese was stuffed with a 2.7-Liter Flat Six engine. The 145 horsepower eminating from within didn’t exactly scream “Porsche”, but it was much stronger and smoother than the turbocharged XT previously available. The suspension, which could be lowered and raised, was beefed up to support the heavier engine, and the power steering unit was upgraded to a unique variable-assist system that eliminated the standard power steering pump.

All this sounds halfway interesting, but in the end, it was a design exercise (along with its successor, the SVX) that never really did much in the way of advancing Subaru’s popularity. Gadgets abounded, such as headlight washers, steering wheel with a single vertical and a single horizontal spoke, pistol-grip shifter, and an instrument cluster that tilted with the steering wheel. Room inside is decent, trunk space isn’t bad, and when prompted, the cheese wedge can move down the road quite well (due in part to its extremely aerodynamic properties), emitting that distinctive flat-cylindered engine wobble. Some find it quite addictive. If you want to turn heads, plan on spending 3-4 grand on a good example with a manual shifter.

Mitsubishi has a reputation among us car nuts for making some great cars with hairdryers under the hood, cleverly disguised as turbochargers. Models such as the 3000GT, all the different Eclipse and Lancer Evolution variations, and the Galant VR-4 owe their existence to the 1982-1990 Starion. It featured a 2.6-Liter turbocharged engine and rear-wheel drive, and rowing the stick vigorously could get you from here to there with great aplomb. Opt for the widebody version, and it’s quite a looker too, with a more chunky appearance than most doorwedge shapes of the period. The aerodynamics were quite well-designed for the time period, and the resulting slippery-ness was responsible for the Starion’s reputation as one of the world’s fastest mass-produced cars.

Admittedly, this engine won’t respond to drastic tuning quite the same way the Eclipse/Evolution’s 2.0 Turbo would, for example, but there are modifications to be had in the way of chipping and turbo/intercooler/exhaust upgrading. And since many Starions (today around the $came with a limited-slip differential and anti-lock brakes, you can worry less about spinning off into a ditch and more about trying to stick with that 3-series that’s irritatingly quick through the bends. As with most 2+2 cars, rear passengers will need to be either circus midgets or pets. No pet giraffes, however.

The Usual Suspects

At this point, nearly six months after this blog was launched, we should probably go back and explain a bit more of what we are about. This article was begun back in November, but not actually finished and published until now.

Within, you’ll not find a single minivan. There will be no Kias featured, as they have yet to produce a vehicle that’s good for more than being taken out back and shot. If you find yourself with a Kia in your driveway, don’t feel bad. Many good citizens have been taken in by that 7-year/100,000 mile warranty, which is a marketing ploy, nothing more. Some cars are built with a warranty in mind, and some are built to last.

Minivans, incidentally, are of the devil, a creation devised solely to clog up our streets with folk who were duped into actually paying money for something with no soul or passion in either the styling or driving experience. At no point does any boy or girl under the age of, say, 18 pine after a Chevy Town & Windstar of any description. Minivans — and all conniving crossover vehicles purporting to be a minivan spinoff — are a commonly known cause premature graying of the hair and a general listlessness in their owners. No doubt a special level of hell consists of being forced to drive in the left lane behind a minivan who refuses under any circumstances to keep up with the speed limit for fear it might disturb their ongoing cell phone conversation.

A recent article expounded on the greatness of modern Buicks. Apparently, a JD Power survey pegged them at or near the top for reliability and fewest components replaced. That may sound good to those who insist on an isolated, marshmallow-like ride and who never explore more than the first twenty percent or so of the gas pedal, but we would submit to you that there are others out there who long to read of true driver’s cars.

To that end, we exist. More, we strive to bring you the greats of the pre-owned genre. It is beyond our comprehension why anyone in their right mind would willingly shell out tens of thousands of their hard-earned money for a lifeless blob such as a Dodge Caliber or Ford Fusion/Flex/Funk/Edge/Whatever. Why, when you could spend less than one ten of thousand and get yourself an amazing Mercedes 190E 2.3-16, for example, or, domestically, a Ford Contour SVT? Acura’s Legend, Audi’s A6 2.7T, Infiniti’s I30t, Lincoln’s LS (a bit underdeveloped, but nonetheless), the list goes on . . . and that’s all within the realm of the sport sedan.

Keep your ear to the ground.

The Atrocities of Safe Auto Insurance

Their commercials have littered the TV rotation of late. Appallingly, they appeal to the most horrible drivers in the land, touting their wares as the savior of those who shouldn’t be on the road in the first place.

This blatant act of lunacy is just too awful to ignore - for us, anyway. Commercials showing drivers swerving everywhere, hitting other cars, and generally displaying horrendous car control — and then congratulating these drivers (and, of course, all the miscreant drivers watching the commercial) by offering them “insurance that other companies won’t touch”.

So we’re all aware of the current economic conditions, especially with regard to the real estate lending fiasco, yes? The reason so many “investors” (you may refer to them as “gamblers”, and they’ve been losing big lately) and lenders have been taking a beating is because they took gigantic risks on subprime mortgages in the first place. Very subprime. People who, in all honesty, had no business taking on payments they couldn’t afford.

Safe Auto Insurance appeals to the same class of individual, beckoning to those who in all likelihood barely scraped by on their driver’s exam, then promptly forgot everything on it. “Arrested for driving with no license like an idiot? Get Safe Auto!” “Are you completely insane behind the wheel, with no sense of how road signs work, or traffic flow, or where your mirrors are? Should you even be driving a car? Don’t worry about it! Safe Auto’s got you covered!” “Did you just murder someone, and are attempting to get to the airport and flee the country? Call your friendly Safe Auto operator, they probably have something on their robotic-drone script to get you your plane tickets quicker!”

Some may think this is overreacting, but then they may be those unsafe drivers that Safe Auto promises to insure and put on the road with all the rest of us. If there was a way to boycott this company without wasting a whole lot of time and not getting very far, we would do it, along with gigantic faceless auto discount parts warehouses with horrendous customer service that employ call centers full of people who have never popped a hood in their life. Those companies are next.

The store moves, and having moved, moves on

Our first online store effort was through ProStores, the draw there being their integration with eBay and the relative inexpensiveness of a store package. This past week they updated our package, and with the updates came an incomprehensible page layout that would have confused and irritated people. We know because when we looked at our store we were confused and irritated.

Thusly, we chose Flying Cart as our replacement. The look there is so much cleaner and better set up. We can list an unspeakable amount of items, unlike before, and the categories are arranged in a way that gives us warm fuzzies and causes us to weep uncontrollably with joy. Updates will come fast and furious from now on (no reference to the dubious motion picture intended), so hold on for the ride.

ZF Clubsport