It is said that blood cannot be squeezed out of a stone and old dogs can’t learn new tricks. But can I wring another post out of the Isuzu 117 Coupé? You bet. I’ve been sitting on these pics for over two years now, because for some reason a glut of 117s pressed itself in front of my damn smartphone back in 2020. Actually, there have been a few more in the interim – and most of them were of the square-eyed variety, but this one was always going to be the featured player. Time for it to be shared with the wider world.
The year was 1977 and the month was November. The Isuzu 117 Coupé entered its tenth year of existence mere weeks earlier, but it was also embarking onto the third and final stage of its production life. The starkest change was, quite prominently, front and middle on either side: the hitherto circular quad headlights that the car sported since the late ‘60s were ditched in favour of a set of trendy rectangular ones.
They did to the 117 Coupé exactly what they also did to the Florian it was based on, in other words. Even the Diesel engine eventually made it to the “sporty” 117 from the saloon. At least they didn’t slap that awful grille on the two-door as well.
None of that chintzy B.S. here – the mythical Chinese lion that was always at the centre of the 117 Coupé’s identity is still there, keeping the guard up. This feline form was selected by Giugiaro himself to adorn the Isuzu, and it is said that he was involved in this last facelift. This is certainly not always the norm in automotive history: many times, one designer will create the car and some other, sometimes lesser hand will try to give it an update.
So I guess it could have been a lot worse. The rear end actually improved with time in my opinion, with those bigger taillight clusters.
Aerodynamic add-ons such as a front air dam and wheel arch fairings were tacked on, but remained relatively unobtrusive. On the other hand, the thicker bumpers with rubber inserts are a sign of the times – the dreaded late ‘70s. At least, this car’s pretty restricted market presence outside Japan allowed it to eschew the humiliation of the Botox 5mph concrete blocks on either end that disfigured countless other cars.
The thickness was also extended to the fender mirrors, though that was also becoming quite common on JDM cars as a whole. They are chromed on this car, but many have them finished in body colour. They stick out, but not quite as much as the late-model 117 Coupé’s worst change, i.e. those squared quads that look like they came straight off a late ‘70s Firebird.
For ten years, between its 1968 introduction pictured above and the squaring of certain innocent circles in late 1977, the 117 Coupé had its eyes on the ball and kept things nice and circular, quad-wise.
The new headlights aren’t a total deal-breaker – the 117 Coupé, even in its late form, still turns heads and sold quite well, given its age. Actually, it edged even closer in appearance to another lion-festooned Italian-designed two-door from the late ‘60s: the Peugeot 504C, especially the first iteration thereof, made between 1969 and 1974, is oddly prescient of the Isuzu’s late period.
The 504C is superior to the 117 in many respects: looks, ride, reliability, brakes… But not everything is as clear-cut. This 117 is the high-end XE version, with much better trim than the Peugeot. Plus it’s a “double-star,” which indicates that it’s packing a fuel-injected 2-litre DOHC engine (or more accurately, given its 1949cc displacement, the 1.95 litre). Unless we use the later V6-powered version of the 504 for comparison, the two cars are about even there. Disc brakes were fitted on all wheels for all models in 1979, making the very last Isuzus as good as the 504 on that score as well.
The twin-carb 1.8 that came before was no longer employable due to new emissions regulations enacted in 1979, though its single OHC version was still in the lower-tier 117s. The 130hp 2-litre was the biggest engine used in the 117 Coupé, (at least until Isuzu shoehorned a 72hp 2.2 litre Diesel in there for MY 1980, for some unknown reason) but it was not the most powerful.
The standard issue transmission for the “**XE” was a 5-speed manual, but many were fitted with a 3-speed auto, like today’s example. The quality and layout of the interior, if we go back to the Peugeot 504C comparison for a minute, swings the pendulum back towards the 117 Coupé.
Over the years, the 117 Coupé went from being a virtually coachbuilt luxury car to a more mass-produced vehicle when Isuzu tied the knot with GM in the early ‘70s. As such, the 117 Coupé we have here is more de-contented and less premium than before, but it still oozes quality. The suede upholstery in this one looks very inviting, though the rear seat is a tad wanting in the headroom department.
Between 1968 and 1981, Isuzu sold over 85,000 units of their fancy Italian-flavoured coupé. The early-model “handmade” ones only represented less than 3000 of that total, so those are the ones that command a serious amount of yen.
The square-eyed late model cars, on the other hand, are the most recent and sold over 30,000 units, so they tend to be the ones you run into.
I think if I were in the market for a 117, I would probably try for the goldilocks “Mark II” from the mid-‘70s: with its sexy round headlights and thin bumpers, it was mass-produced so spares are easier to come by and has the most desirable 140hp 1800cc engine. Ideally, that’s the one to get.
There are plenty of folks here who go ahead and scratch that itch: the 117 Coupé is without a doubt the most popular classic Isuzu. It’s certainly the one you’re most likely to encounter in the street. Which isn’t saying all that much, but it’s better to be the big fish in the smaller pond sometimes.
With time, beer goggles and increasing familiarity, the square eyes are hurting my optic nerve less and less, but this late variant of the 117 Coupé will never hit the note of near-Fiat Dino perfection that the older ones do. Some automotive facelifts go well, most do not. Just because this one could have been a whole lot worse doesn’t make it a great success.
Related posts:
Museum Classic: 1971 Isuzu 117 Coupé – Hang In There, by T87
Curbside Classic: 1975 Isuzu 117 XC Coupé (Series 2) – Quite XC-Looking, For An Isuzu, by T87
Vintage Review: 1971 Isuzu 117 Coupe – Road Test Magazine Showcases Isuzu’s First Italian Impulse, by GN
The alloy wheels are really working for it there. They give it a muscular “some ’70s Italian exotic you feel like you should remember the name of” vibe. (I’m assuming they’re plus-ones, as on the ’75 you shot — didn’t Japan still prohibit tires with aspect ratios lower than 70 at this point?)
I will say the rectangular headlights serve to provide at least a faint sense of visual continuity with the subsequent Piazza that would otherwise be lacking.
That Florian, though — yikes.
I think it’s gorgeous.
plastic sheeting on the driver door. to protect the interior material…. for the next owner?
not in my car. or on my 1962 living room set.
lars: Is it just me, or do the Japanese seem to love doyle things or clear plastic in their cars?
I must honestly say that I didn’t know Isuzu ever produced a sedan/cars. Maybe when I was in Japan I saw some but didn’t realize what I was looking at? When I hear Isuzu, I totally think trucks and smaller SUV’s.
Anyhow, this is a really nice car. I love the view from the back and even find the Florian sedan rather nice.
I think this is a good looking car in it’s current state. The only thing I might change is to remove those huge rearview mirrors from the fenders.
This car almost looks of Italian design.
It is — it was designed by Giorgetto Giugiaro, as the text alludes. Giugiaro also designed the 117 coupe’s successor, the Isuzu Piazza (known in the U.S. as the Isuzu Impulse)
Surely, one of the most beautiful Japanese cars of all time? More than capable of standing up against something with a much more glamourous badge and image?
It looks like the lovechild of an Aston Martin DBS and a Fiat Dino coupe. That is not a criticism.
Write up’s good too – thanks Tatra87
Thanks for the write-up. As far as I know Isuzu cars didn’t make it here to Canada until GM imported some later in the ’80s… at any rate this is a first for me and I agree it’s gorgeous.
That’s a very appealing design. I’d love to see one in person. I certainly see the FIAT Dino in there, as was mentioned.
I’m also reminded of the Glas 1700GT: smooth deceptively-simple-seeming lines forming a delicate overall appearance. If the Glas were a Coupe I’d imagine it would be even more similar.
And, for some reason the stance of the rear third, in the side view, brought to mind the NSU Ro80. I’m weird. But this Isuzu is not. It’s very cool.
As the original owner of an ’02 Rodeo, I am impressed with this car. That first body style would have sold well in the U.S. Shame.
A mate of mine who lives in Croydon got his hands on one of the few 117 coupes in the UK. It is one of these late square-headlamp models, power windows, air-con (as the Brits say), 5 speed. He loves it. Time to go visit him again (he had like 8 classics already).