My childhood was dictated by a few well-known facts about the USA automotive market. One, I lived in California. This was a very convenient place for importers to start their operations first, as its ports were across the Pacific from Japan and the Republic of Korea. Also, the state's market had a track record of customer acceptance of Japanese and Korean imports. Toyota and Nissan started in California and saw their fortunes grow there over time.
What do you think this particular SUV needs to make it stand out in a crowded market? It's an odd looking entry, isn't it?
Perhaps it needs a mask. Nissan created a new preview site for their upcoming GT-R coupe as a play on the multitude of videos posted of their prototypes in action at the Nurburgring. Each one of these testers had a black mask obscuring the front end of each vehicle. Therefore, Nissan dubbed their preview site after the "black mask." This gives the upcoming supercar a bit of mystery before its official unveiling at the upcoming Tokyo Auto Show.
However, the vehicle I'm reviewing needs more than just a black mask. To set the record straight, the vehicle in question is neither a high performance coupe nor a Nissan product.
What the Suzuki XL-7 needed was a paper bag.
Captive imports…and why did they exist anyway?
At a time when the call was to tune down the horsepower and prepare for an oil crisis, a recession and a never ending war overseas, domestic automakers figured it was high time to build another round of compact cars. By going smaller, there were two routes to take: Build them domestically or import them from a global partner somewhere. Three out of the four North American automakers chose the latter.
Chrysler had been selling Simcas and Sunbeams alongside Barracudas and Imperials through the 1960s. Simca and Sunbeam were a part of growing European operation for the Pentastar. In turn, Chrysler looked high and low to match the incoming compacts from General Motors, Ford and American Motors. They went across both the Atlantic and Pacific for their answers. Ford sold some European products at their dealerships in the past – the Cortina was the most popular and the Capri was a mainstay at Lincoln-Mercury dealerships. GM sold Opels at Buick dealers, but would soon play the captive import game as early as 1976.
You could also stretch the captive import involvement to AMC – that is if you include the subcompact Metropolitan that was jointly developed between Nash and Austin. They actually sold Metropolitans with the Hudson badge for a bit. At one time, Mitsubishi imported the Hyundai Excel for some of its dealers in the USA.