We’ve covered the SVX (a.k.a Alcyone SVX in Japan) in several posts over the years, so I’ll try and look at this from a novel perspective – that of someone who never really saw these before, but also of someone who’s a sucker for a good underdog story.
Those of you who were alive in the United States in the ‘90s probably remember the SVX. It seems they chiefly colonized North America. I cannot recall seeing a single one in Western Europe at the time. Apparently, Subaru only sold about 2500 there, so that explains it. Just over 14,000 found homes in the US – well over half of the 24,000 units made at Subaru’s Gunma plant.
That leaves us with the fact that fewer than 6000 were sold in Japan, which is less than 1000 per annum on average. A positively dreadful score. Times were tough indeed, economic headwinds and all: the car’s production life was bookended by the bursting of the Japanese Bubble Economy in 1991 and the Asian Financial Crisis in 1997. Good thing (or a bit of a pity) that Subaru never actually pulled the trigger on the Alcyone-based Amadeus shooting brake they exhibited at the 1991 Tokyo Motor Show.
Another huge issue facing the Alcyone SVX was JDM competition. It was absolute murder: Eunos Cosmo, Mazda RX-7, Toyota Supra and Soarer, Mitsubishi 3000GT, Nissan 300ZX, Honda NSX… Not to mention all those German or Italian exotics. The well-heeled sports car connoisseur was spoilt for choice, in those days.
But the Supra, the RX-7 and the 300ZX did all right, comparatively speaking – both at home and abroad. Why was the Subaru such a dud? Not that the SVX was a total Deadly Sin – Subaru are still alive and well, as far as I know. But in terms of complete (and quite glorious) two-door bombs, the jumbo Sub belongs to a select group of overreaching coupés that were just one or two sizes too big for their own good.
Paul called the SVX “the Japanese Citroën” – I quite agree. I’d even narrow it down to the SM: a futuristic Citroën with a Maserati V6 that died well before its time (and before it was anything close to reliable.) The Alfa Romeo Montreal also comes to mind: though renowned for their 4- and 6-cyl. engines in reasonable cars, Alfa went nuts and made a V8-powered supercar that nobody asked for and which nobody bought. Closer to the SVX both time-wise and culturally, the Eunos Cosmo, with its bespoke (and thirsty!) triple Wankel, also coincided with Japan’s economic crisis and consequently did not really fulfill its potential, to say the least.
In Japan, the SVX’s 3.3 litre flat-6 engine was far too big – anything over 3000cc was seen as overkill and taxed to oblivion. So the price, which was hefty to start off with, became astronomical. That was also the case in foreign markets, especially compared to the rest of Subaru’s range. Despite this ample displacement, only 230hp were fed to all four wheels to motivate this relatively heavy four-seater.
So although it was no slouch, the SVX was outgunned as a sports car by half of the field and outclassed as a luxury coupé by the other half. Add the fact that only a fragile automatic transmission was on offer, and you have a disaster costing Subaru US$3000 per car.
The green Alcyone I found was a later model “S4” – with a restyled grille, which I quite like. Those were made in the car’s last two production years and also featured a beige interior.
I should have taken a photo of that, but unfortunately did not. Hindsight is a bitch. I lucked out and found another SVX that I checked out for an interior shot, which turned out disappointingly dark. Ah well…
This other SVX was a silver example with a rear spoiler, which I don’t really care for. As a rule, Giugiaro’s designs work much better without added fiberglass bits. It also has the same aftermarket wheels as the green car, which is not necessarily desirable, but still somewhat interesting.
But hey, how likely am I to run into a happy canopy jalopy like this one again? Actually, I’ve got a follow-up JDM find to write up on this very attribute – another car I literally discovered as I photographed it on the street. As for the SVX, if it were not for its lame slushbox, it would be appealing. As it stands though, I’m fine with enjoying them vicariously.
Related posts:
Curbside Classic: 1992-97 Subaru SVX – A Tasty Surprise, by William Stopford
Curbside Classic: Subaru SVX – A Price Point Too Far, by Ian A. Williams
CC Capsule: 1992 Subaru SVX – The Japanese Citroen, by PN
Thanks to Possum Bourne rallying Subarus since before they had any kind of sporting ability NZ became the official Subaru country with more per head than even Japan ,aided by unrestricted used imports this market was and is to some extent drowning in Fuji Heavy industry product, SVXs are quite rare here but easy to spot with the DAF/Foden style windows, if you want a fast Subie lighter models with turbo go better.
They looked like (and still do) nothing else on the road, the black top, of course those windows, and just the styling in general was so different – and not necessarily bad, just different. These still roam around here in very low numbers, and receive a turned head every time when spotted. As you said, the timing, price, low powered yet larger engine, and mandatory automatic coupled with somewhat high weight killed their chances.
Still, the fact that Subaru was able to create and sustain something like this that has zero commonality to anything else (including their traditional clientele) in their range is impressive. I don’t believe we got the revised grille opening here, it makes a surprisingly large difference in the appearance, albeit now making the front look a bit more like a Nissan Silvia.
A rare sight in the UK. The last one I saw was in a Bombsite Bertie used car lot looking very rough. I thought about buying it but even if restored who would want it?
It seems the strongest market for small sporty Japanese coupes in the US Midwest has always been teens buying used, which doesn’t do much for the manufacturer.
Considering where I used to see teens congregating with these cars, outside fast food drive throughs, those windows in a window would not work well for either food or general car to car conversation.
I read a review of this vehicle in Car & Driver but I do not recall ever seeing one on the road. Those windows-it would have been interesting to pull up to a drive through window at the local roadkill burger establishment in one. These vehicles were an answer to a question no one ever asked.
There’s still one or two hereabouts.
A reflection of the heady times in Japan during the bubble years. I’m a bit surprised they didn’t offer a 3.0 L version for the domestic market.
I had a ’96 SVX and LOVED it wish I never sold it. It was my daily driver, I went to numerous car shows with it and people thought it was part of the show. The 230HP was more than enough, the AWD was great. The auto trans was a weak point but they had no manual trans at the time strong enough to handle the HP. The sales were dismal because a sticker price of over $30K in the 90s for a Subaru was unheard of, at the time Subaru was considered a ‘cheap’ car.
Had the SVX being badged Acura or Lexus instead of Subaru, I wonder if things could have been different?
I’ve had one (a ’92) for the last 20 years. While it was introduced at a perfect storm of negative marketing, & economic misery, I found it striking in appearance, & was hooked. Once some of the mechanical issues (transmission failure) – cured with a cooler, & wheel bearings – cured with the proper grease, were sorted out, it’s been a completely reliable cruiser, & THAT is what it was intended to be. Need to burn rubber at every light? Buy a Camaro, or Mustang.
I too have been driving one ( actually I’m on my second one) since buying a new ’94 in Feb. of 1995. My two, the ’94 for seventeen years and a ’97 for the last eight plus years have been a joy. I love these cars, mine have been very reliable, and there is nothing like them on the road.
Would’ve bought that wagon in a heartbeat, I believe it still exists in Subarus ‘ attic somewhere.
Hi Ron,
I was always fascinated by these. Not a car that I would ever aspire to own, but somehow the world seemed a better place just knowing that these existed.
These cars fascinate me for many reasons. Total flop overall, but the crazy windows aren’t even the tip of the iceberg. Did you know two separate AWD systems existed, depending on the market they were sold? Or that early cars could be equipped with 4WS? Or that Americans were offered a FWD version to cheapen the entry cost once Subaru realized this car was a blunder of epic proportion? The transmission issues, figuratively and literally spreading killed these cars almost instantly on the market. Aiming for the stars and hitting the roof next door. Pity.
The FWD version got my attention, but it was just a little too prior to my degree-appropriate earning years to make it work.
Hey, T, don’t forget the 250 or so that sold new in Oz!
Alright, those sales maybe didn’t save it, although at $70-80K AUD – no, really – you’d reckon the profit margin on each might have done.
It’s possible the Amadeus is, well, ambitiously named for what resembles an unfortunate ensemble of a TVR and fishbowl , and one could express gratitude that Fujii Heavy Industry’s bravery did not extend to bespoiling the roads anywhere with it, but the eventual bravery in the SVX was surely misplaced. Not too fast, too automatic (and a melty one at that), too weirdly a combination of radical and radically dull in appearance, why would one? I completely understand why Ones (with the dough) by and large didn’t, apart from a few folk with a fetish for igniting their own money.
Funny thing is, the coupes you use for your spot-on comparison are all desirable things to this day, despite their lack of monied friends in their day. Alas, the Subie isn’t, just as it wasn’t, now and then respectively.