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Isuzu Piazza
1987 Isuzu Impulse RS Turbo in the US
Overview
ManufacturerIsuzu
Production1981–1993
AssemblyJapan: Kawasaki, Kanagawa (Kawasaki Plant)
Body and chassis
ClassSports car
Chronology
PredecessorIsuzu 117 Coupé

The Isuzu Piazza is a small, sporty 3-door liftback coupé which was manufactured by Isuzu from 1981 until 1992 in two generations. The Isuzu Piazza was marketed as the Isuzu Impulse in North America and as the Holden Piazza in Australia.

The first generation Piazza was a rear-wheel drive car, and in the United Kingdom it was the first widely available Isuzu passenger car. The second generation was available as front-wheel drive or all-wheel drive. It was the basis for the lower-priced Gemini Coupé, known as the Geo Storm in the US market.

As of 2010, the number of registered Impulses in North America totaled only 2,300, making Impulses very rare.[1]

First generation (JR120/130; 1980)

[edit]
First generation (JR120/130)
1988 Isuzu Piazza XE Handling by Lotus (Japan)
Overview
Also calledIsuzu Impulse (North America)
Holden Piazza (Australia)
Production1980–1990
DesignerGiorgetto Giugiaro at Italdesign
Body and chassis
Body style3-door liftback coupé
LayoutFront-engine, rear-wheel-drive
RelatedIsuzu Gemini
Powertrain
Engine
Transmission
Dimensions
Wheelbase2,440 mm (96.1 in)
Length
  • Base: 4,385 mm (172.6 in)
  • US, turbo: 4,385 mm (172.6 in)
WidthBase: 1,655 mm (65.2 in)
Height1,300 mm (51 in)
Chronology
SuccessorHolden Calibra (Australia)
Rear view of a Piazza Nero XJ (Japan)

In 1978, Isuzu commissioned Giorgetto Giugiaro to design a new sporty car to replace the 117 Coupe (also a Giugiaro design).[2] They delivered several T Series Chevettes (developed in 1973 in South America) to the Italdesign studio in Italy and allowed Giugiaro free rein over the design. The result of this effort was the wedge-shaped three-door hatchback called the Asso di Fiori ("Ace of Clubs") prototype and show car. It was shown at the 1979 Tokyo Motor Show to rave reviews. Giugiaro referred to the design as his fifth "Copernican revolution", integrating the design innovations of many different previous designs into one, mass producible, vehicle.[3] Within 48 hours of its unveiling at the Tokyo Motor Show, Isuzu fast tracked the vehicle into production with minimal changes to the design.[4][5] Items that remained included the single blade front windshield wiper, and an integrated steering wheel adjustment that also moved the instrument cluster, with wiper controls and exterior lighting controls installed just behind the steering wheel on either side, a feature that later appeared on the Ford Probe.

The first Piazza rolled off the production line in September 1980[6] in Fujisawa, Japan, available with either 120 PS (88 kW), 120 lb⋅ft (163 N⋅m) 2.0 L SOHC inline-four MPFI engine, a carryover from the Isuzu 117 Coupé, or a 135 PS (99 kW), 123 lb⋅ft (167 N⋅m) 2.0 L DOHC MPFI I4 engine. Five-speed manual and 4-speed automatic transmissions were available, and all models were rear-wheel drive. In April 1984, a 180 PS (132 kW), 185 lb⋅ft (251 N⋅m) turbocharged SOHC I4 engine was introduced, and the DOHC naturally aspirated engine was phased out in years that followed. Piazzas were available in a multitude of trim levels including Bella, XN, XJ, XE, XG, Nero, and others. There were three different suspension tuning levels, standard, Irmscher, and Lotus.[7] Production continued through 1990.[6]

United States

[edit]
Isuzu Impulse

For the US market, this vehicle was introduced as the Impulse in 1983. For the 1983 and 1984 model years, only one engine was available, the 2.0 L SOHC inline-four engine, rated at 90 hp (67 kW), 108 lb⋅ft (146 N⋅m). A MPFI turbocharged model was introduced in 1985, with a 2.0 L SOHC engine rated at 140 hp (104 kW) and 166 lb⋅ft (225 N⋅m). The 1987 model year had the RS model which came with a 4ZC1 turbo engine. The 1988 model year saw several changes. Mild exterior and interior changes were made to the appearance of the vehicle (including a larger rear spoiler and fixed headlights without pop up covers).

The 2.0 L non-turbo engine was replaced with a 2.3-liter version, rated at 110 hp (82 kW) and 127 lb⋅ft (172 N⋅m) of torque. The 2.3 L engine was offered only in the US market, because the larger engine would have obligated Japanese consumers to pay more annual road tax, thereby affecting sales, as well as the larger engine conflicted with Japanese government regulations concerning maximum displacement for cars classified as "compact". All Impulses received a Lotus-tuned suspension beginning in the 1988 model year, which consisted of redesigned sway bars, stiffer dampers, and a change in previous spring rates.[8]

In the US market, the Impulse was marketed as "everything standard", meaning that all Impulses came with all available equipment for the vehicle's model year, and only two trim levels offered: non-turbo and Turbo. There were, however, some special edition models, most notably the RS model of the 1987 model year, available only in white body color with pewter color trim, and featuring the stiffest suspension available on any Impulse, very close to the Irmscher suspension sold only in Japan. For the 1989 model year, a Special Edition non-turbo model was offered which was equipped with the Turbo model wheels and interior trim.

Performance of the Turbo model was comparable to the Mitsubishi Starion/Dodge Conquest, as demonstrated by the fact that the acceleration and handling numbers reported by the auto enthusiast magazines were within 0.1–0.2 seconds between the vehicles.[9]

United Kingdom

[edit]

In the UK, the Piazza was introduced in 1985 and sold in only one trim level, available only with a 147 bhp (110 kW), 2.0-litre turbocharged 4ZC1-T engine. Under a gentlemen's agreement to limit imports of Japanese cars to 11 percent of the overall market, Isuzu was limited to 600 examples for the first year.[10] The Piazza was Isuzu's first entry into the Japanese market under their own name (some Isuzu light trucks had been sold with Bedford badging for years), although it was soon joined by the 4WD Trooper.

The Piazza had a shaky start in the UK with the first importer Isuzu GB, based in Maidstone, Kent going out of business in 1986, and London car dealer Alan Day bought the remaining stock of Piazzas at a bargain price. These cars were sold by Alan Day at significantly reduced price; the main reason Isuzu GB went out of business was due to high unit price. In 1987 International Motors Group of West Bromwich (IM Group) were awarded the official Isuzu franchise for the UK. (They also at the time represented Subaru and Hyundai in the UK.) IM Group still marketed the Piazza in single trim/engine form, but they only sold the updated 'Lotus' Piazza. The earlier cars sold by Day became known as 'pre-Lotus' cars; the suspension and handling of these pre-Lotus cars was derided by UK Press as poor, especially the live axle arrangement at the rear, which by the late 1980s was seen to be antiquated. The updated 'Handling by Lotus' car was available from 1987 and the handling, although keeping the live axle arrangement, was transformed by Lotus in the UK after significant development work, involving modified suspension layouts, larger brakes, specially produced dampers and Goodyear tyres. The 'Handling by Lotus' cars had updated interior and exterior equipment. The exterior having a redesigned rear, with a large 'hoop' spoiler, new rear lamps, new rear badging with 'Handling by Lotus' badges and removal of the rubber side bumper strakes for a cleaner, more modern look. The updated interior trim was mainly 'tweed' check fabric, an updated centre console, but the loss of air conditioning to keep the price down for the UK market.

Isuzu (UK) Ltd, the West Bromwich-based importer, sold the Lotus Piazza from 1987 to 1989, before concentrating on the 4WD Isuzu Trooper. They never sold the second generation Piazza in the UK, or in any other European market.

Australia

[edit]
The Piazza was marketed in Australia as the Holden Piazza and was designated as the YB series

In Australia, the Piazza was introduced very late (April 1986), and offered only in Turbo form.[11] It was badged as a Holden Piazza.[12] Priced too high and with flawed handling, it was a slow seller and was taken off the market in the latter half of 1987, after only 379 examples had been sold.[13] A few years later, the Holden Piazza was replaced by the Opel Vectra-based Holden Calibra in Australia.

Second generation (JT22; 1990)

[edit]
Second generation (JT22)
Isuzu Piazza in Japan
Overview
Also calledAsüna Sunfire (Canada)
Isuzu Impulse (North America)
Production1990–1993
Body and chassis
Body style3-door liftback coupé
3-door station wagon
LayoutFront engine, front-wheel drive / four-wheel drive
RelatedIsuzu Gemini/Stylus
Geo Storm
Isuzu PA Nero
Powertrain
Engine1.6 L 4XE1 DOHC I4 (US, Canada only)
1.6 L 4XE1W turbo DOHC I4
1.8 L 4XF1 DOHC I4
Transmission5-speed manual
Dimensions
Wheelbase2,451 mm (96.5 in)
LengthBase: 4,168 mm (164.1 in)
4,216 mm (166.0 in)
Width1,694 mm (66.7 in)
HeightBase: 1,313 mm (51.7 in)
1,298 mm (51.1 in)
Isuzu Impulse RS Turbo, rear view (Canada)

The second generation Piazza/Impulse was designed on General Motors's second generation R-body "world car" platform. GM had commissioned Isuzu to build a replacement for the Spectrum, this time including a sportier model called the Storm (Gemini Coupé in Japan). The body design of the Storm was strongly influenced by GM and drew heavily from GM Europe's design submission for the Lotus Elan M100.[14][15] Under Shiro Nakamura,[16] Isuzu's then head of design, the third generation Gemini sedan was first designed on this platform, and then attention was turned to a sporty coupé to replace the first generation Impulse. Starting with the Storm, alternative front and rear treatments were made, retaining the "capsule" theme of the Gemini sedan, and drawing heavy influence from the rear-wheel drive Impulse (semi-concealed headlights with integrated grille as well as hood and taillight styling) while also expanding on the "European look", which later became a central point of marketing the vehicle in Japan.

In the United States, the three-door hatchback debuted as the Impulse XS in 1989 for the 1990 model year. It was offered only in front-wheel drive with a DOHC 1.6 L (1588 cc) inline-four engine which produced 130 hp (97 kW) and 102 lb·ft (138 Nm). The suspension consisted of MacPherson struts both front and rear, with a rigid trailing arm front suspension and a multi-link rear suspension, featuring Nishiboric passive steering. Because of labor shortages in Japan, however, the car was only ready for press introductions in March 1990 and went on sale shortly thereafter.[17]

For the 1991 model year, the Impulse RS was introduced with a 160 hp (119 kW) and 150 lb·ft (203 Nm) turbocharged engine and all-wheel drive drivetrain which featured rear viscous differential and center planetary differential and viscous coupling. The wagonback model was also introduced for the 1991 model year, only available with the normally aspirated 1.6 L engine.

For the 1992 model year, the Turbo model was discontinued and the base engine was replaced with a 1.8 L (1809 cc) engine, sharing the same bore but with a longer stroke due to the taller engine block. This larger powerplant was good for 140 hp (104 kW) and 125 lb·ft (169 Nm).[18] Both body styles continued into 1992, but very few were produced.

The second generation Impulse was produced in very low numbers, totaling slightly over 13,000 units, with that number including the production of the Isuzu Stylus. General Motors, who owned nearly half of Isuzu, also owned Lotus Cars at the time. Lotus selected the 1.6-litre engine and transmission from the Isuzu Gemini for the Lotus Elan M100 and a following generation of that engine eventually ended up in the Impulse. Lotus was subcontracted by Isuzu to fine-tune the suspension of the Impulse, through selection of stiffer dampers, larger sway bars, and softer springs. All of the second generation Impulses had the Lotus-tuned suspension.

A non-Lotus innovation in the Impulse was the development of the Nishiboric passive rear-wheel steering system which adjusted the toe of the rear wheels by changing the rear wheel alignment through the range of suspension travel.

The combination of the burst of the Japanese economic bubble, rising emissions and crash safety requirements, and continued restrictive market segment changes by General Motors forced Isuzu out of the car making market and brought an end to the Impulse.

In the Japanese market, this vehicle was sold as the Piazza from July 1991 through the spring of 1992. The second generation Piazza was offered only in front-wheel drive with the 1.8 L engine. All of the second generation Piazzas came with the Lotus-tuned suspension. The Japanese were also offered the Geo Storm version of the Piazza, called the Piazza PA-Nero. This model was exclusive to the Japanese import dealership network Yanase Co., Ltd., under a special arrangement that sold GM products in Japan.

In Canada, the same models, with minor variations, were sold in the 1990 and 1991 model years. No Impulses were made for Canada for the 1992 model year. In 1993 the 1.8 L model was sold in Canada as the Asüna Sunfire, but only with the hatchback body.[18] With the phaseout of the Asüna brand in 1993, the Sunfire name moved to a Pontiac, as its version of the third-generation Chevrolet Cavalier on the GM J platform rather than an Isuzu platform.

  • 1991 Isuzu Impulse RS interior showcasing the "space capsule" design theme
    1991 Isuzu Impulse RS interior showcasing the "space capsule" design theme
  • 1993 Asüna Sunfire (Canada)
    1993 Asüna Sunfire (Canada)

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Isuzu Piazza

View on Grokipedia
from Grokipedia
The Isuzu Piazza is a compact, sporty three-door coupé manufactured by the Japanese automaker from 1981 to 1990, with a low-production second generation continuing until 1992. Designed by Italian automotive stylist at Italdesign, the Piazza evolved from the 1979 Asso di Fiori unveiled at the Tokyo Motor Show and succeeded the earlier as Isuzu's flagship sports model. It featured innovative styling elements such as pop-up headlights, a sleek wedge-shaped profile with integrated door channels to eliminate external drips, and a practical four-seat interior in a unibody based on the GM T-Car platform. Marketed under various names including Impulse in and Piazza in , the first-generation model was and equipped with inline-four engines ranging from a 1.9-liter SOHC naturally aspirated unit producing 120 PS (88 kW) to a 1.9-liter DOHC naturally aspirated unit producing 135 PS (99 kW), while the turbocharged 2.0-liter SOHC version delivered 145–150 PS (107–110 kW). The second generation offered with an optional all-wheel-drive system in select variants. Transmission choices included five-speed manuals and four-speed automatics, while suspension setups varied from standard to performance-oriented options like the "Handling by Lotus" package, which featured re-engineered components for sharper dynamics and was introduced for the 1988 model year to boost appeal in export markets. Over 110,000 units of the first generation were produced, with more than 60% sold in , though international sales were modest—such as 1,662 official imports to the and approximately 300 to —reflecting Isuzu's challenges in penetrating global segments during the .

Introduction

Background and naming

The Isuzu Piazza was developed as the direct successor to the , a model that had represented Isuzu's foray into stylish s since the late . Launched in , the Piazza positioned Isuzu more firmly in the premium sports coupe segment, targeting buyers seeking a blend of performance and sophistication akin to rivals like the . In its home market of and select international regions, the car retained the name "Piazza," derived from the Italian word meaning "plaza" or "square," which alluded to the model's open, expansive styling and its roots under of Italdesign. For the North American market, adopted the name "Impulse" to emphasize the car's dynamic and spirited character. In , reflecting 's partnership with , the vehicle was badge-engineered and sold as the Piazza, facilitating broader distribution through GM's division. The Piazza debuted in in , with initial production occurring at Isuzu's Fujisawa plant in , a key facility for the company's passenger vehicle assembly since the . Spanning two generations, the model remained in production until 1993.

Model overview

The Piazza is a compact coupé produced by Isuzu across two generations from 1981 to 1993. It features a 3-door body style with 2+2 seating, measuring approximately 4.3 meters in length and 1.65 meters in width in its first-generation form. The first generation employed a rear-wheel-drive layout, while the second generation shifted to to enhance packaging and efficiency. Positioned as an affordable sports coupé for driving enthusiasts, the Piazza competed directly with models such as the and in the compact performance segment during the 1980s. Its styling and handling aimed to appeal to buyers seeking a stylish, engaging alternative to mainstream sedans without the premium pricing of exotic sports cars. Key innovations included pop-up headlights on the first-generation model, contributing to its distinctive, futuristic aesthetic, and a Lotus-tuned suspension on the second generation for improved dynamics. Total production across both generations exceeded 110,000 units, with the majority sold in the .

Development

First-generation development

The development of the first-generation Isuzu Piazza began in 1978 when commissioned Italian designer of Italdesign to create a successor to the 117 Coupé, seeking a sporty coupé that blended Italian styling flair with Japanese engineering precision. Giugiaro's design drew inspiration from the wedge-shaped aesthetics popular in late-1970s European sports cars, resulting in a low, angular profile with a sharply tapered nose and flush surfaces that minimized aerodynamic drag. This aesthetic echoed contemporaries like the , emphasizing a dynamic, forward-thrusting silhouette intended to position the Piazza as 's prestige model. The project progressed rapidly, with Giugiaro unveiling the Asso di Fiori ("Ace of Clubs") prototype at the 1979 Tokyo Motor Show, where it received widespread acclaim for its innovative form as the fifth in Italdesign's series of "ace" concept cars. This show car served as the direct precursor to the production model, retaining nearly all of its clean lines and proportions with minimal alterations. Prototypes underwent testing in 1980, focusing on refining the rear-wheel-drive layout and overall balance, before the Piazza entered production later that year and officially debuted in mid-1981. The timeline reflected Isuzu's ambition to modernize its lineup with a more aerodynamic and technologically advanced vehicle compared to the boxier 117 Coupé, ultimately leading to over 110,000 units produced during the first generation's run. Engineering efforts centered on achieving lightweight yet rigid construction through unibody design with stamped steel panels, prioritizing a low center of gravity for enhanced handling. The suspension featured an independent double wishbone setup at the front for precise steering response, paired with a rigid rear axle using a five-link system and coil springs to balance sporty dynamics with daily comfort. Developers grappled with integrating rear-wheel drive to preserve the car's sporting character while ensuring usability for broader markets, opting against front-wheel-drive proposals to maintain traditional proportions and weight distribution that supported the wedge profile's visual and performance intent. Interior innovations included adjustable control "satellites" near the instrument panel, allowing drivers to operate functions without removing hands from the wheel, underscoring the focus on ergonomic advancement.

Second-generation development

The second-generation Isuzu Piazza, known internationally as the Impulse, represented a significant shift from its predecessor, adopting a front-wheel-drive layout to align with prevailing automotive trends toward improved and interior space utilization. This redesign was motivated by the need to modernize the aging first-generation platform amid evolving consumer preferences for more aerodynamic, rounded styling and enhanced ride comfort in the late sports segment. Development of the JT22 platform occurred in close collaboration with , utilizing the company's second-generation R-body "world car" architecture to facilitate broader global export potential, including markets in where it was rebadged and shared components with the . Isuzu maintained its partnership with for suspension tuning, leveraging GM's connections to both firms to refine handling characteristics that balanced sporty responsiveness with everyday comfort, a feature standardized across all variants. The Piazza debuted in in October 1989 as the 1990 model year vehicle, with U.S. sales commencing shortly thereafter to capitalize on refined achieving a of 0.31, which contributed to better high-speed stability and efficiency. Key innovations included an optional four-wheel steering (4WS) system, branded as Nishibori passive rear-wheel steering on higher-trim RS models, which improved maneuverability by subtly adjusting rear wheel angles through suspension travel. Additionally, the powertrains featured updated electronic systems calibrated for stricter emissions standards, ensuring compliance with emerging global regulations while maintaining performance.

First generation (JR; 1981–1990)

Design and features

The first-generation Isuzu Piazza (JR series; 1981–1990) featured an angular wedge-shaped exterior designed by at Italdesign, evolving directly from the 1979 Asso di Fiori with clean lines, pop-up headlights, and integrated door channels to minimize water intrusion. The three-door measured approximately 4,310 mm in length, 1,655 mm in width, 1,300 mm in height, and had a of 2,440 mm, providing a compact yet practical four-seat interior in a unibody structure. Curb weight varied from 1,100 to 1,250 kg depending on the variant, balancing sportiness with everyday usability. The interior emphasized driver comfort with innovative features such as the world's first memory tilt steering wheel, variable multi-adjustable seats, digital instrument cluster, and a satellite switch for controls. Standard equipment on base models included power windows, central locking, and , while higher trims added options like a power , , and an upgraded audio system with cassette player. Safety features comprised four-wheel disc brakes, with (ABS) introduced in later models from 1987. Unique styling elements included aerodynamic spoilers and 14- or 15-inch alloy wheels on performance variants. The suspension was front and semi-trailing arm rear, with a "Handling by Lotus" package available from 1987 featuring re-tuned components for improved dynamics.

Powertrain and performance

The first-generation Isuzu Piazza utilized as standard, with an optional all-wheel-drive system available on select turbocharged variants for enhanced traction. Primary engines were 2.0-liter inline-four units: the SOHC 4ZC1 producing 88–90 kW (120 PS) and 162 Nm, the DOHC 4ZD1 variant delivering 99 kW (135 PS) and 170 Nm, and the turbocharged SOHC 4ZC1-T offering 103–110 kW (140–150 PS) and 220–240 Nm. These were paired with electronic for better efficiency and compliance with emissions standards, with a 1.9-liter SOHC version used in some export markets rated at 66 kW (90 PS). Transmission options included a five-speed manual gearbox for sporty driving or a four-speed automatic for comfort, both directing power to the front wheels or all four in AWD configurations. The curb weight of 1,100–1,250 kg contributed to responsive handling, with fuel economy ranging from 8–10 /100 km in combined cycles. Performance varied by engine: naturally aspirated models achieved 0–100 km/h in 9.5–10.5 seconds with top speeds of 190–200 km/h, while turbo variants sprinted to 100 km/h in 8.0–8.5 seconds and reached 210–220 km/h. The Lotus-tuned suspension on later models used double-wishbone front and semi-trailing arm rear setups, providing sharp cornering and reduced body roll, as noted in contemporary road tests for its balanced dynamics suitable for both spirited driving and long tours.

Japanese market

The first-generation Isuzu Piazza (JR120/JR130) launched in September 1980 for the in , positioned as a premium sharing components with the for efficiency. It featured Giugiaro styling with pop-up headlights, digital instrumentation, and advanced seating, available in trims such as the base XE, mid-level XG, and upscale Nero variants. The "Handling by Lotus" edition, introduced in 1987, included specialized suspension tuning and was priced higher for enthusiasts. Powertrains centered on the 2.0-liter DOHC inline-four (4ZD1) producing 135 PS, mated to a five-speed manual or four-speed automatic, with turbo options added in 1983. Launch prices started at approximately ¥1.8 million for the base XE, rising to ¥2.5 million for top trims like the turbo Nero, reflecting its status during Japan's period. Japanese exclusives included unique color options and integration with local GM platforms. Production totaled over 110,000 units overall, with more than 60% (around 66,000) sold domestically from 1981 to 1990, appealing to buyers seeking stylish performance amid competition from models like the . Sales peaked early but moderated due to market saturation and economic shifts.

Export markets

The first-generation Piazza was exported as the Isuzu Impulse in starting in 1983, with adaptations for local regulations including detuned engines for emissions. In the United States, it offered the 2.0-liter SOHC engine at 90 hp initially, later adding turbo versions at 140 hp with optional Lotus handling package; annual sales averaged around 10,000 units through , totaling approximately 50,000 before discontinuation due to modest demand in a competitive segment. In , sold as the Piazza from 1983, it emphasized the DOHC and turbo engines with right-hand-drive options for markets like the , where official imports reached 1,662 units by 1990, praised for handling but limited by importer networks. received the rebadged Holden Piazza from 1986, featuring the turbo 2.0-liter engine at 140 hp, power features, and Lotus tuning; around 1,300 units were sold through 's dealerships, targeting enthusiasts in a market favoring local models. Export strategies highlighted the "Handling by Lotus" attributes and Giugiaro design to compete globally, but challenges like the 1980s fuel crises and rivalry from and constrained volumes, leading Isuzu to refine focus on trucks by the late 1980s.

Second generation (JT; 1990–1993)

Design and features

The second-generation Isuzu Piazza featured an exterior design that evolved toward softer, more rounded lines compared to the angular wedge shape of its predecessor, emphasizing a smoother aerodynamic profile suitable for grand touring. Semi-retractable four-lamp headlights replaced the pop-up units of the first generation, contributing to a more contemporary front , while the overall length measured approximately 4,225 mm with a longer of 2,450 mm to enhance stability. The curb weight hovered around 1,100 kg, balancing lightness with structural rigidity. Inside, the cabin offered greater spaciousness, particularly in rear seating and legroom, thanks to the extended and optimized , fostering a sense of comfort for extended journeys. Materials were upgraded with higher-quality fabrics and plastics, paired with ergonomic bucket seats that provided firm support without sacrificing plushness, and options for digital climate control added to the refined ambiance. Standard equipment included power windows, , and a tilt-adjustable , with higher trims offering an optional power and an enhanced audio system featuring a cassette player and multiple speakers for better acoustics. Safety enhancements arrived in 1992 with the addition of a driver-side as standard, complementing the four-wheel disc brakes. Unique elements like aerodynamic rear spoilers and 16-inch alloy wheels were standard on upper trims, aiding both aesthetics and . The suspension, tuned by Lotus engineers for a compliant yet responsive ride, further underscored the model's grand touring ethos.

Powertrain and performance

The second-generation Isuzu Piazza (JT series, 1990–1993) featured a range of inline-four DOHC engines tailored to different markets, emphasizing efficiency and sporty response over the larger displacements of its predecessor. In the Japanese domestic market, the primary powerplant was the 1.8-liter 4XF1 engine, producing 110 kW (150 PS) at 6,600 rpm and 172 Nm of torque at 4,800 rpm, paired exclusively with front-wheel drive. Export markets, such as the United States where it was sold as the Isuzu Impulse, offered the 1.6-liter 4XE1 DOHC engine rated at 97 kW (132 PS) and 138 Nm, while the performance-oriented Impulse RS variant utilized a turbocharged version of the same 1.6-liter unit (4XE1-T) delivering 118 kW (160 PS) and 203 Nm, with all-wheel drive. These engines prioritized smooth power delivery and compliance with varying emissions standards, with the turbo model providing a notable boost in mid-range acceleration for enthusiasts. Transmission choices across variants included a five-speed manual gearbox standard on most models for precise control, or a four-speed automatic for more relaxed driving, both sending power to the front wheels in base configurations or all four in the RS setup. The setup contributed to a lightweight curb weight of approximately 1,100–1,200 kg, enhancing overall responsiveness without the complexity of the first-generation's four-wheel option. Fuel economy was improved over earlier models, averaging 7–9 L/100 km in combined driving cycles depending on the and transmission, reflecting advancements in electronic and lighter construction materials. Performance figures underscored the Piazza's grand tourer credentials, with the naturally aspirated 1.6-liter and 1.8-liter variants achieving 0–100 km/h times of 8.4–9.5 seconds and top speeds of 200–210 km/h, while the turbo RS model quickened to 7.5 seconds for the sprint and reached up to 220 km/h. Handling was a standout feature, thanks to a Lotus-tuned suspension system employing double-wishbone setups at both front and rear axles, which minimized body roll and provided balanced cornering dynamics during road tests. This engineering collaboration with Lotus Engineering resulted in a composed ride suitable for long-distance cruising, with reviewers noting the car's neutral handling and reduced understeer compared to contemporaries, aided by a low center of gravity from its compact three-door liftback design.

Japanese market

The second-generation Isuzu Piazza (JT221F) was launched in the in as a front-wheel-drive sports , sharing its platform and components with the for enhanced production efficiency and cost-sharing. This model emphasized refinement over the angular first-generation design, incorporating premium features such as a Momo leather-wrapped from , Recaro sport seats from , an integrated front air dam and rear spoiler, and semi-retractable four-lamp halogen headlights. The suspension was specifically tuned under the "handling by Lotus" program, providing sharp responsiveness tailored for enthusiast drivers on Japanese roads. Available trims included the entry-level 181XE and the higher-end 181XE/S, with the latter adding enhancements like BBS 15-inch alloy wheels, a cassette audio system, and . Launch pricing began at approximately ¥1.89 million for the base trim, reaching up to ¥2.51 million for the top variant, positioning it as a premium offering amid the late-stage . The core was a 1.8-liter DOHC inline-four (4XF1) producing 150 PS, paired with either a five-speed manual or four-speed . Japanese-market exclusives encompassed JDM-specific color palettes, such as deeper metallic tones not offered in exports, and a high level of local integration with the Gemini lineup for shared suspension and tuning. Sales totaled around 3,000 units from to 1993, targeting affluent buyers seeking a maturing sports experience during the economic boom's tail end, but volumes declined sharply following the asset bubble's burst in late , which dampened luxury demand. The model appealed to driving enthusiasts for its balanced handling and upscale interior, yet faced headwinds from escalating luxury consumption taxes on vehicles priced over ¥2 million and intensified rivalry from established competitors like the and , which offered broader appeal and stronger recognition in the segment.

Export markets

The second-generation Isuzu Piazza, marketed as the Impulse in , saw limited but notable export success in select regions, with adaptations emphasizing performance tuning and compliance with local regulations. In the United States and , the top-tier Impulse RS variant was offered from to , featuring a detuned turbocharged 1.6-liter inline-four producing 119 kW (160 hp) and 203 Nm of , paired with all-wheel drive and a five-speed . The suspension was specifically tuned by Lotus Engineering for enhanced handling, incorporating features like passive rear-wheel to improve stability, a collaboration facilitated by shared ownership under . Approximately 600 units of the AWD RS model were sold in , contributing to better than the first-generation Impulse due to its agile dynamics and sporty character, though overall sales remained low and led to discontinuation after as Isuzu shifted focus away from passenger cars. Export efforts for the second-generation Piazza emphasized of its "Lotus-tuned" attributes to differentiate it from competitors, with adaptations like detuned engines and regional drivetrain options enhancing appeal in diverse markets. However, sales were hampered by the early economic , including the Japanese "Lost Decade" that strained manufacturer resources, alongside rising fuel prices from the 1990-1991 crisis and intense competition from established imports. These factors contributed to Isuzu's decision to cease passenger car exports by 1993, redirecting efforts toward trucks and SUVs.

Reception and legacy

Critical reviews

The first-generation Isuzu Piazza, introduced in 1981, received acclaim for its innovative styling penned by at Italdesign, often described as a "" in due to its integrated lines, hidden gutters, and flush glass surfaces that set it apart from boxier contemporaries. Reviewers praised its sharp handling, particularly in turbocharged variants, where the Lotus-tuned suspension delivered responsive cornering and a sporty feel competitive with more established rivals. However, base models were frequently criticized for underpowered performance from the 2.0-liter SOHC engine, dubbed the "Torqueless Wonder" by for its lackluster acceleration and torque delivery. Build quality also drew complaints, with reports of electronic glitches, rust susceptibility, and less refined underpinnings based on a dated rear-wheel-drive platform shared with the . The second-generation Piazza (1990–1993), rebadged as the Impulse RS in export markets, was lauded for its enhanced , including a turbocharged 1.6-liter DOHC producing 160 horsepower and all-wheel drive, enabling 0-60 mph sprints in about 7 seconds and superior braking performance—stopping from 60 mph in 116 feet, better than the Turbo. highlighted its Lotus-tuned suspension as a standout, providing excellent track handling and a "sublime" ride that made it an underrated , with softer springs and firmer struts enhancing composure over the first generation. Critics noted faults in its bland, less distinctive styling compared to the angular first-gen design, a harsh and noisy cabin lacking refinement for daily use, and a high that positioned it awkwardly against more polished competitors. The all-wheel-drive system, while innovative, sometimes led to confusing transitions between in dynamic tests. In comparisons, the Piazza was often seen as more reliable than the mid-engine but less purely sporty, with its all-wheel-drive layout (second-generation RS) and practical form appealing to a niche beyond the raw thrills of the MR2; against the , it offered superior turbocharged torque and AWD traction but lagged in brand recognition and interior quality. Overall, its front-wheel-drive sports configuration carved a unique space, blending grand touring comfort with performance but struggling against rear-drive icons like the Celica GT-S. Retrospective views emphasize the Piazza's among JDM enthusiasts, driven by its rarity—fewer than 800 second-gen RS units produced for the U.S.—and innovative engineering like the Lotus collaboration, leading to rising collector values as a forgotten gem of Japanese design. Modern enthusiasts appreciate its ahead-of-its-time features, such as turbo efficiency and tunable dynamics, fostering dedicated online communities despite parts scarcity.

Production and sales

The Isuzu Piazza was manufactured exclusively in at the company's Fujisawa plant in , with no overseas assembly facilities used for the model across its two generations spanning 1981 to 1993. Total production exceeded 123,000 units over the model's run, with the first generation (1981–1990) comprising over 110,000 vehicles, primarily destined for the domestic market where over 60% of units were sold. Sales peaked in during 1984 for the first generation, reflecting strong initial domestic demand for the sporty , while export markets saw more modest volumes. In the United States, where it was marketed as the Impulse, annual imports reached a high of 13,377 non-turbo units in 1985, contributing to a first-generation total of roughly 68,000 vehicles imported through 1989. The second generation (1990–1993) achieved far lower production of about 13,000 units globally, including variants like the sedan. In the United States, second-generation sales were limited to around 2,000 units, including fewer than 800 Impulse RS models. Global sales began declining after 1987 amid shifting consumer preferences toward SUVs and four-wheel-drive vehicles, with export figures dropping notably in and by the late . Production of the second generation ended in 1993 as redirected resources toward trucks and SUVs, including the popular model.

Cultural impact

The first-generation Isuzu Piazza gained a niche in through its participation in Japan's Super Silhouette racing series during the early 1980s, where modified versions competed in high-profile events like the All Japan Fuji Grand Championship, showcasing the model's sporty potential despite limited overall success. The second generation saw more restrained racing involvement, primarily through tuned variants in domestic Japanese events, though it did not achieve the same prominence as its predecessor. In popular media, the Piazza has appeared as a playable vehicle in the Gran Turismo video game series, including models like the 1981 PIAZZA XE in , 5, PSP, and 6, highlighting its angular design to gaming audiences. It also featured in the 1982–1985 and 1984 Yoroshiku Mechadoc by Ryuji Tsugihara, a racing-themed series that incorporated real Japanese cars like the Piazza to depict competitive street and track scenes, contributing to its status as a JDM icon of styling. The Piazza's rarity—due to low production and Isuzu's eventual exit from passenger cars—has elevated its collector appeal, with well-preserved first-generation turbo examples fetching $10,000 to $25,000 at auctions and sales in recent years. Enthusiast communities sustain interest, including the UK-based Isuzu Piazza Turbo Owners Club founded in and the Australia-New Zealand Piazza Owners Club active since 2002, which host forums, parts sharing, and events for owners in the , , and beyond. As a symbol of Isuzu's brief foray into sporty passenger , the Piazza briefly bolstered the brand's image as an innovative challenger in the JDM market during the , but its commercial underperformance underscored the company's struggling ambitions in that segment, paving the way for a pivot to trucks and commercial by the mid-1990s.

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