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Is your hero the Marquis de Sade?

Then have we got a vehicle for you–the 1999 Isuzu VehiCross, the most unusual-looking sport-utility on the market, a machine that will force those walking, jogging or driving to stop and gawk.

Of course, as we found in testing the vehicle, unusual styling does not mean unusual ride, handling or performance, if by “unusual” you mean well above the norm rather then way below it.

VehiCross is one of the most torturous vehicles we’ve ever driven. No pain, no gain? No way.

This was a hand-built prototype, so some allowances have to be made, but the allowances are for worn, frayed or loose trim parts or scratches, not for system design.

How does VehiCross punish you? Let us count the ways.

VehiCross sits what appears to be about 3 feet off the ground. And, as if that doesn’t make step-in height enough of an adventure, it rests on very large P245/70R16 mud and snow radial tires, which help lift it even more.

Since trucks and sport-utes became the rage, a groin pull has been a no-cost option. But VehiCross offers a doubly-whammy when trying to enter the cabin. The step-in height is very high, the roof line is very low. You stand the real risk of banging your noggin on the door opening when trying to slip into the cabin. Under entry instructions, the owner’s manual should read: “First remove your head . . .”

A groin pull and a migraine, and you haven’t even turned the key.

Taking a few folks in the cabin adds to the plight. This is a two-door, built off the same platform as the two-door Trooper built and sold in Japan. It usually is difficult for any passenger to get into the back seat of any two-door vehicle (except the Toyota Camry Solara and the Saturn coupe , which solved the problem by adding a rear access door).

But VehiCross is even more troublesome because when the front seat is moved as far forward as the tracks allow, you are left with minimum space to slip into the back seat.

Once in back, your struggle is rewarded by a seat bottom that rests directly over the rear axle. That means each time the tires find an abrasion in the road, the suspension transmits the information back to the occupants in the form of a tap on the butt.

Then there’s the problem of visibility. The rear swingout door houses the spare tire in a compartment. Since the tire is round, the top of the compartment is round–and so big it takes up much of the space usually occupied by the rear window. The window ends up half-moon shaped.

That means you can see very little of what’s happening behind you from the driver’s seat, unless, of course, you were silly enough to slip two friends in back, in which case you will be viewing those folks gesturing at you with fingers and fists.

The two tiny side windows offer no assistance in trying to see out of the vehicle. In backing out of the lot, it’s best if you have your front-seat passenger get out and offer hand s ignals.

Let’s not forget that the VehiCross is built off the two-door Japanese version of the Trooper, putting it on a very short 91-inch wheelbase that’s only 162 inches long overall. The cabin is narrow–a snug fit.

At least the sporty Recaro bucket seats offer some relief, or they would if they didn’t sit so high that the roofline is in your field of vision when looking out the windshield.

And then there’s the 3.5-liter, 215-horsepower, 24-valve V-6 engine, a little rocket to say the least. But fuel economy is a scant 15 m.p.g. city/19 m.p.g. highway, so be prepared to refill the rocket often.

That’s the same 3.5 V-6 as in the Trooper. The Isuzu Amigo and Rodeo share a 3.2-liter V-6.

The 3.5 may be very potent, but with the short wheelbase and high body, you don’t want to test the rocket’s power too often because the raised center of gravity makes the machine a bit wobbly.

Approach a corner at speed? Not advised.

So, you can assume VehiCross has as much c hance of surviving in this market as the Suzuki Samurai, a sport-ute whose small size and questionable stability led to its demise.

Actually, we would suspect Isuzu will sell all they can build. For the last few months, Isuzu let dealers display the vehicle in showrooms and take orders early. While it doesn’t go on sale until March, production through April is spoken for by consumers who took a look at the machine and fell head over heels for it. Those who simply fell head over heels trying to get in or out probably didn’t fill out an order form.

But we digress.

What Isuzu wanted and what it delivers is one of the most unusual vehicles to reach the streets. Viper, Prowler and VehiCross.

The problem, Isuzu said, is that most sport-utilities look very much alike. Can’t tell the players without memorizing the hood logos. With dozens of automakers competing for consumer attention, how does a little upstart from Japan have a chance to attract people away from the name brands?

Isuzu thinks it can find 200 buyers a month to purchase a vehicle that will allow them to stand out in the crowd, a vehicle that will serve as winter and off-road hauler, because it comes with four-wheel drive.

VehiCross’s four-wheel-drive is one of those no-brainer automatic systems that allows you to run in rear-wheel-drive on clear roads but switches to 4WD when the sensors detect slippage at any wheel. You don’t have to fiddle with a transfer case unless you’re in a spot that demands four-wheel low. Then you can grab the lever and pull.

Another plus, zinc-plated steel is used for the upper body while the lower body, wheel-lip moldings and bumpers are made from unpainted polypropylene plastic for rust-free longevity.

Another plus: no options. Only have to add freight and you get a fully equipped vehicle with 4WD, air bags, four-wheel anti-lock brakes, Recaro seats and a powerful engine, though if anyone can find a clock on this vehicle, let us know. But the price for not having to fool with options is $28,900.

By comparison, the smaller Amigo ranges from $16,000 to $24,000, the larger Rodeo $19,000 to $31,000, the largest Trooper (four-door only sold in U.S.) from $28,000 to $34,000.

Standard equipment includes 4-speed automatic transmission with winter and power modes, power windows, power mirrors with defoggers, power locks, tilt steering with cruise control, AM/FM stereo with cassette and six speakers.

Not since the Plymouth Prowler, has a vehicle caused such a stir. The reason, of course, is that VehiCross looks like it just arrived off a Hollywood movie set, where it was driven, perhaps, by Arnold or Bruce.

Concept vehicles often capture the imagination, but turn to vanilla when the manufacturer decides to produce it. VehiCross is one of those rare breeds that looks like a concept car actually built.

Give Isuzu credit. It dared to be different, to take a risk. VehiCross shows that Isuzu can come up with a design that wi ll lure consumers.

Now it has to prove it can come up with the engineering to keep consumers happy once they get in the cabin.

It needs to civilize its creation with a more forgiving suspension; smaller, more ride- and handling-sensitive tires; a foldover front passenger seat that allows folks to get in back; a repositioning of that seat so you don’t rest over the axle; and a smaller engine option that boosts the mileage rating and allows Isuzu to trim the price.

Isuzu may not be a household name, but it is going to play a key role based on the fact General Motors recently increased its equity stake in the automaker. Rumors abound that Isuzu is going to have a hand in the design and development of the next generation Chevrolet S-10 pickup truck, a high-volume profit center for Chevy and, therefore, GM.

Perhaps more important, Isuzu has come up with a way to produce body stampings using ceramic dies rather than the traditional cast iron. Isuzu says a ceramic die can be p r oduced in half the time as cast iron and cost about half the typical $1 million to $1.5 million per die.

Ceramic dies not only would cut production cost, they also would allow for quick design changes and not force an automaker to stick with a design longer than it wants simply to amortize die costs.

>> 1999 Isuzu VehiCross
© 1999 Chicago Tribune Wheelbase: 91.8 inches Length: 162.6 inches Engine: 3.5-liter, 215-h.p., 24-valve V-6 Transmission: 4-speed automatic Fuel economy: 15 m.p.g. city/19 m.p.g. highway Base price: $28,900 Price as tested: $28,900. Fully equipped with no options. Add $495 for freight. Pluses: Fully equipped with no options. Torque on Demand, a four-wheel-drive system that senses wheel spin to automatically engage 4WD. Novel, make that unique, styling. Minuses: Limited side and rear vision. High step in/low roof means Bufferin should be standard. Suspension harsh and oversized tires don’t help, especially in corners. Only a two-door with blocked rear-seat entry. Fully equipped, but lot of money for small SUV. Not mileage to write home about, unless you write home for gas money. >>