IP Automotive LTD (Inactual)

[Knugcab]

1995-00 IP COLIBRI (Internal model code:J50)

When the fifth generation IP Colibri was released in 1995, it could hardly be called groundbreaking in any kind of way. It was a traditional compact, built after the usual recipe with a transverse engine, front wheel drive, strut suspension up front and torsion beam in the rear, with restrained but contemporary styling. The biggest step forward, compared to its predecessor, was probably the safety equipment. It now featured a drivers side air bag, headrests in the rear and door beams as standard equipment.

The base model was the 1400S, available only as a 3-door hatchback and with a 5 speed manual. On the outside, it could be recognized by its unpainted mirrors and 14 inch wheels. The standard equipment included power steering, central locking, electric mirrors, a drivers side air bag, ABS brakes, seatbelt pretensioners up front, four headrests, fog lights front and rear and a stereo tape player. Under the hood we found the 1.4 litre IP 4G14MA engine with an output of 69 kilowatts.

The next step upwards in the hierarchy was the 1600 DX, available as a 3 door hatchback or 4 door sedan, with a 5 speed manual or 4 speed automatic transmission. Under the hood was the 72 kW IP 4G16MA engine and on the outside it could be recognized by its 15 inch wheels and the colour keyed mirrors. On the inside there was a better tape deck and somewhat more elegant interior trim.

The sports model of the bunch was the 2000 GTX. Only available as the 3 door hatchback with the 5 speed manual, it had the IP 4S20MA engine under the hood, cranking out 109 kW. On the outside, it featured “sportier” bumpers, blacked out side parts of the grille, alloy wheels, spoilers front and rear and colour keyed door handles. The suspension was lowered and stiffer, and it had sporty bucket seats up front, a rear seat contoured for two people, a leather steering wheel, a complete instrumentation and a CD player.

TECHNICAL DATA 1400S (1600 DX sedan automatic) (2000 GTX)
Wheelbase: 248 cm
Length: 412 cm (431 cm) (412 cm)
Width: 168 cm
Weight: 1023 kg (1118 kg) (1123 kg)
Engine block type: 4 cyl inline aluminium
Head: 4 valve aluminium DOHC
Displacement: 1392 cc (1597 cc) (1998 cc)
Bore: 73.6 mm (76 mm) (86 mm)
Stroke: 81.8 mm (88 mm) (86 mm)
Compression ratio: 10.6:1 (10.4:1) (10.7:1)
Power output: 69 kW @ 6600 RPM (72 kW @ 6200 RPM) (109 kW @ 6900 RPM)
Maximum torque: 117 Nm @ 4100 RPM (142 Nm @ 3300 RPM) (183 Nm @ 4500 RPM)
Fuel delivery: MPI
Fuel type: 95 unleaded

Tyre type: Radial
Tyre compound: Hard (Hard) (Medium)
Tyre dimension: 185/65 R 14 (185/60 R15) (205/55R15)
Rim type: Steel (Steel) (Alloy)

Cornering: 0.86 G (0.86 G) (0.97 G)
Top speed: 198 km/h (201 km/h) (232 km/h)
0-100: 11.6 s (12.3 s) (8.5 s)
Quartermile: 18.55 s (18.91 s) (16.39 s)
Gas mileage: 8.3 l/100 km (9.3 l/100 km) (11.4 l/100 km)

Brakes F/R: Vented disc/drum (Vented disc/drum) (Vented disc/solid disc)
Braking 100-0: 40.9 m (40.8 m) (37.1 m)

Price (recalculated to todays values): $17100 ($18200) ($23600)

[Knugcab]

1983-88 IP BOULEVARD STAR (Internal model code: T10)

The quirky and boxy Boulevard Star was released in 1983, as an alternative for people that “wanted the practicality of a van, with a wagon-like format and driving experience”. The upright and boxy body made it surprisingly roomy for its size, and there was dual sliding doors in the rear. For even more practicality, there was no B-pillar, leaving a huge gap when both doors were wide open. The seats could be folded, moved, removed in lots of combinations too, so this really was a true multi purpouse vehicle.

The first model released was the 1.5 litre version with front wheel drive. In 1984, this was complemented by an all wheel drive version, and in 1985 with an 1.8 litre engine. There was lots of options you could get, like a luxury interior with four captains chairs instead of the rear bench, ABS (on the later models), power steering and numerous others, and there was probably more special editions than one could count to. However, despite many people loving its quirkiness, the T10 was replaced by the way less interesting T20 in 1989, IP wanted it to appeal to a wider group of customers, also, there was some safety and rigidity concerns about the pillarless body.

TECHNICAL DATA 1983 1500 (1988 1800 AWD)
Wheelbase: 250 cm
Length: 433 cm
Width: 161 cm
Weight: 1024 kg (1191 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve aluminium SOHC (3 valve aluminium SOHC)
Displacement: 1488 cc (1808 cc)
Bore: 76 mm (83 mm)
Stroke: 82 mm (83.6 mm)
Compression ratio: 8.6:1 (8.8:1)
Power output: 55 kW@5800 RPM (67 kW@5800 RPM)
Maximum torque: 114 Nm@3500 RPM (136 Nm@2500 RPM)
Fuel delivery: Single 1 barrel (Single point injection)
Fuel type: 95 unleaded

Tyre type: Radial
Tyre compound: Hard
Tyre dimension: 175/80 R13 (185/80R14)
Rim type: Steel

Cornering: 0.82 G (0.77G)
Top speed: 170 km/h (174 km/h)
0-100: 13.5 s (13.3 s)
Quartermile: 19.15 s (19.02 s)
Gas mileage: 10.4 l/100 km (11 l/100 km)

Brakes F/R: Solid disc/drum
Braking 100-0: 43 m (49.2 m)

Price (recalculated to todays values):$12400 ($17600)

[Knugcab]

1968-72 IP LILY (Internal model code: F40)

The fourth generation Lily featured modern, up to date styling, and actually some technology unusual for a compact car of its era. Up front was a strut suspension, a technology that was tried and true already back then, but instead of the more common, and cheaper, live rear axle, there was now a semi-trailing arm suspension, a huge step forward from the ancient leaf springs and solid axle used up to the F30 Lily. Also, there was an overhead camshaft in all models except for the base model 1400S.

Speaking of the 1400S, it was the entry level model in the series, equipped with the pushrod 4J14SA engine. There was no side trim, a simpler grille than on the more upmarket models. Most of the chrome trim was instead painted a satin silver finish, and there was no aluminium panel around the taillights.

Inside it featured a black vinyl interior with rubber carpeting, and there was no clock, cigar lighter, door pockets or headrests. The radio was optional but there still was an aerial and a centre mounted dash speaker installed as standard, for an easy radio retrofit. Safety wise, it featured things like a padded dashboard, energy absorbing steering wheel, static 3-point belts up front and mounting points in the rear.

The 1400S was available as a 2 door sedan or 4 door station wagon, and only with a 4 speed manual.

The next step upwards was the 1700S, a combination of the 4L17TPA engine and front disc brakes of the 1700DX models, and the simpler “S” equipment. The 1700S was only available as a station wagon, and with a 4 speed manual or 3 speed automatic transmission.

The volume seller was the 1700DX model. It was available in all body styles (2 door pillarless hardtop, 2 door sedan, 4 door sedan or 4 door station wagon). Powered by the same 4L17TPA engine as the 1700S, it featured some more standard equipment. Outside, it had side trim, a more stylish looking grille, chrome surrounds around the taillights and side marker lights, and chrome wipers. There was a brushed aluminium panel behind the taillights that was lacking on the S models too.

Inside there was a cloth/vinyl interior that could be ordered in a variety of colours, carpeting on the floor, headrests up front, door storage pockets, clock, radio and cigar lighter. The 1700DX could be ordered with a 4 speed manual or a 3 speed auto.

The sports model of the series was the 1900GTX. Only available as the 2 door hardtop coupé, it was powered by the 4L19TPR engine, mated to a 5 speed manual. The suspension was beefed up and there was now disc brakes in the rear. Inside, it featured more supportive seats, a wood rimmed steering wheel, tachometer, oil pressure gauge, voltmeter, centre console and a radio with pushbutton selector. On the outside, it could be identified on a fiberglass front lip, sunroof and a black anodized aluminium panel in the rear instead of the brushed finish on the DX models. Also, it could be ordered with metallic paint (available also on the DX models from 1970 on).

TECHNICAL DATA 1400S 2 door (1700DX Wagon automatic) (1900GTX Coupé)
Wheelbase: 240 cm
Length: 408 cm (412 cm) (409 cm)
Width: 165 cm
Weight: 820 kg (956 kg) (937 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve cast iron OHV (2 valve aluminium DAOHC) (2 valve aluminium DAOHC)
Displacement: 1396 cc (1700 cc) (1892 cc)
Bore:76 mm (82 mm) (86.5 mm)
Stroke:77 mm (80.5 mm) (80.5 mm)
Compression ratio: 7.8:1 (9.3:1) (9.4:1)
Power output: 49 kW@4900 RPM (64 kW@5200 RPM) (81 kW@5500 RPM)
Maximum torque: 99 Nm@4000 RPM (134 Nm@3500 RPM) (149 Nm@4800 RPM)
Fuel delivery: Single 1 barrel (Single 2 barrel) (Single 2 barrel)
Fuel type: 92 leaded (98 leaded) (98 leaded)

Tyre type: Crossply (Crossply) (Radial)
Tyre compound: Hard (Hard) (Medium)
Tyre dimension: 145/90-13 (175/80-13) (185/70R14)
Rim type: Steel

Cornering: 0.75 G (0.81 G) (0.92 G)
Top speed: 162 km/h (174 km/h) (185 km/h)
0-100:15.1 s (14.8 s) (9.9 s)
Quartermile:20.41 s (20.25 s) (17.47 s)
Gas mileage: 14.4l/100 km (13.5 l/100 km) (14.2 l/100 km)

Brakes F/R: Drum/drum (Solid disc/drum) (Solid disc/solid disc)
Braking 100-0: 44.7 m (44.7 m) (41.4 m)
Price (recalculated to todays values): $10300 ($11800) ($13400)

[abg7]

The F40 Lily has a narrower track than it should, which makes it seem too big for its boots even though it actually isn’t - more wheel offset front and rear wouldn’t go amiss. Another benefit is that a wider track reduces body roll without having to adjust the suspension in any way. Just don’t make the wheels stick out from the arches, though.

At any rate, this version of the Lily is a definite step forward compared to its immediate predecessor.

[Knugcab]

OOC: Yeah, you are right, I often forget to adjust the wheel offset. However, when looking at cars from the 60s, there is often tons of space outwards. Not as extreme as this though. Will adjust it…

[Knugcab]

1986-93 IP OCELOT (Internal model code: Q20)

When the second generation Ocelot was released in 1986, the slow selling sedan was axed, leaving only the coupé in the lineup. As earlier, it was aimed at the “personal luxury car” market, and featured most of the technology one could ask for in the era.

There was three models available, the 2300, the 3000 and the Turbo. All of them were powered by the 6GV series of engines, mated to either a five speed manual, or an advanced for its era four speed computer controlled automatic. As was more or less standard for rear wheel drive IP models back then, it had a strut suspension up front, and semi trailing arms in the rear. The unibody was galvanized to prevent corrosion, and to save weight many of the outer panels were aluminium.

Standard equipment included leather upholstery, heated front seats, tinted glass, electronic climate control, electric windows, seat adjustment and mirrors, cruise control, a primitive trip computer, power steering, tilt/telescoping leather steering wheel, central locking, a 4-speaker tape player and much more. Safety-wise, it had headrests and 3-point inertia reel seatbelts on all four seats, with the front buckles mounted to the seats to ensure a proper adjustment, steel reinforcements in the doors, anti lock brakes, energy absorbing steering column and wheel and a third brakelight, to mention a few things. There was no difference in standard equipment among the three models, and hardly no options since the car already had most of the equipment you could ask for.

Unfortunately, the IP Ocelot only lasted for two generations. When the second generation was axed in 1993, it was left without any direct replacement.

TECHNICAL DATA 2300 automatic (3000 manual) (Turbo manual)
Wheelbase: 264 cm
Length: 467 cm
Width: 175 cm
Weight: 1454 kg (1472 kg) (1536 kg)

Engine block type: 6 cyl V cast iron
Head: 3 valve aluminium SOHC
Displacement: 2287 cc (2994 cc)
Bore: 81 mm (89 mm)
Stroke: 74 mm (85.5 mm)
Compression ratio: 8.5:1
Power output: 91 kW@5700 RPM (130 kW@5900 RPM) (194 kW@6200 RPM)
Maximum torque: 175 Nm@2800 RPM (235 Nm@3900 RPM) (301 Nm@6100 RPM)
Fuel delivery: MPI
Fuel type: 91 unleaded (91 unleaded) (95 unleaded)

Tyre type: Radial
Tyre compound: Hard (Hard) (Medium)
Tyre dimension: 205/65R15 (205/65R15) (225/55R16)
Rim type: Alloy

Cornering: 0.83 G (0.83 G) (0.93 G)
Top speed: 203 km/h (235 km/h) (254 km/h)
0-100: 12.5 s (8.47 s) (7.62 s)
Quartermile: 18.78 s (16.15 s) (15.66 s)
Gas mileage: 11.9 l/100 km (13.2 l/100 km) (14.7 l/100 km)

Brakes F/R: Vented disc/solid disc
Braking 100-0: 42 m (42 m) (38.3 m)

Price (recalculated to todays values): $31600 ($31100) ($32400)

[ZoomZoomer32]

Hmmmmm Ocelot… You might get a call from Gatto Motors’ lawyer sometimes in the future

[Knugcab]

OOC:
There was a car called Ocelot in the old lineup (which I decided to scrap, due to various reasons) too, which I think was way before any Gatto cars were put up here on the forum. So, it is just a name that already existed that is being reused, and by no means am I trying to be a copycat (no pun intended). However, I think that it is a problem that it is hard sometimes to know if any other manufacturer in the Automationverse is using the model name. I have tried to check that up earlier when coming up with new model names, but it can sometimes be hard to find out and easy to miss, other times it’s almost like it feels OK to be using a name if the user haven’t logged in since the Kee era, and so on…

[ZoomZoomer32]

No need to worry. The lawyer wanted to call to see how stuff’s going. Gatto Motors’ Ocelot isn’t even remotely in the same type of market as this one, so there will be no problems

[Knugcab]

THE CONCEPT CARS, PART 1
2010 IP FX4

(OOC: Yes, the body is a couple of years too new, but being a concept car, it’s only natural IMO)

With retro inspired cars gaining popularity during the 2000s, and with the return of classic nameplates like the Camaro and the Challenger, IP jumped on the bandwagon by presenting the FX4 concept at the 2010 Geneva international motor show.

The design was obviously inspired by, but not a direct copy of, the 1968-72 IP Lily 1900 GTX Coupé. Even the name was a play on the internal model code for the fourth generation Lily, F40. X4 was said to stand for “X times four”, with X being “10” in roman numerals. But according to IP, this was by no means only a retrofuturistic revamp of the F40 Lily, it should rather be seen as “a way to take a great and timeless concept into the 2010s and beyond”.

Being a pure design study, the FX4 didn’t feature any revolutionary technology, even though it at least was driveable. However, it was said that the car was engineered to be put into production with only minor changes. And there was actually lots of talk about maybe putting a somewhat watered down version in production. But in the end, it was said that the FX4 would not be “economically viable” to put in production, which was seen as a sad decision by some enthusiasts.

[Knugcab]

1982-86 IP FLORETTE (Internal model code: V10)

When the Florette was introduced for the 1982 model year, it replaced the short lived Colibri Coupé. Even though the first bodystyle available was a sporty 2+2 notchback coupé, it never was intended to be a sports car, rather an alternative for people that wanted a small and economical car that looked sporty, that didn’t have the needs for a roomy or practical car. The engines available was an 1.3 or an 1.5 litre inline 4, driving the front wheels through either a 3-speed automatic or a 5 speed manual. It had a strut suspension up front and a solid axle with coil springs in the rear.

For the 1983 model year, the somewhat more practical fastback joined the lineup, though the differences were small other than the roof and trunk shape. It featured the same equipment level, somewhat pedestrian but still with the most important things being there, high back bucket seats with a cloth/vinyl upholstery, carpeting on the floor, electric clock, heated rear window, tape player, inertia reel seatbelts up front, interval wipers, folding rear seat (in the fastback) and actually a glass sunroof, though a non-sliding one with only popup function.

TECHNICAL DATA 1300 Notchback manual (1500 Fastback manual)
Wheelbase: 238 cm
Length: 393 cm (407 cm)
Width: 169 cm
Weight: 821 kg (846 kg)
Engine block type: 4 cyl inline cast iron
Head: 2 valve aluminium SOHC
Displacement: 1296 cc (1488 cc)
Bore: 72.5 mm (76 mm)
Stroke: 78.5 mm (82 mm)
Compression ratio: 8.5:1 (8.6:1)
Power output: 47 kW@5500 RPM (55 kW@5800 RPM)
Maximum torque: 97 Nm@3200 RPM (114 Nm@3500 RPM)
Fuel delivery: Single 1 barrel
Fuel type: 95 unleaded

Tyre type: Radial
Tyre compound: Hard
Tyre dimension: 175/70R13
Rim type: Steel

Cornering: 0.86 G
Top speed: 168 km/h (180 km/h)
0-100: 12.4 s (10.7 s)
Quartermile: 18.42 s (17.83 s)
Gas mileage: 8.7 l/100 km (9.1 l/100 km)

Brakes F/R: Solid disc/drum
Braking 100-0: 40 m (40.1 m)
Price (recalculated to todays values): $11000 ($11100)

[Knugcab]

THE CONCEPT CARS, PART 2
1964 IP GT COUPÉ

When shown at the 1964 Chicago auto show, the design of the GT Coupé was hardly groundbreaking in any way, not even for 1964, though it would introduce some design features that would later be seen on production models.

The use of halogen headlights would still be many years away, due to the legal requirements of sealed beams in some countries (mainly the US), but it reintroduced the “tombstone” grille seen on the early cars, now incorporated in a wider grille, which would create some brand identity and soon was seen on other models. Also, the flush mounted door handles and the recessed area around the taillights would soon be incorporated in other models.

Still, it was a very important concept, even if not destined for production, most of the technology were, making the GT Coupé something of a rolling test bench. The engine was a prototype to the overhead camshaft IP 4L engine that would soon be incorporated in many models and survive well into the 80s. Another technology that was to be introduced in other models was the front disc brakes and the independent rear suspension. Also, IP showing a modern sports coupé had many people guessing that something was in the making, considering that the primitive first generation Flaire roadster was ancient already as new and gained some bad reputation among the sports car enthusiasts. And they were right. Even if there was huge differences design-wise, the second generation Flaire released some years later can be seen as a spiritual successor to the GT Coupé.

[Knugcab]

2002-06 IP COMMUTER (Internal model code: U80)

Released in 1966 and being a strong seller until the early 90s, the 8th generation marked the end of the Commuter series after declining in sales for a bunch of years. The styling was conservative for 2002, which was done on purpouse since it did reflect the taste of the buyers still interested in the Commuter, and there was now only one body style, a 4 door sedan. There was only two engines available, an 1.8 litre four in the S and SE models, and a 2.5 litre five cylinder in the sporty GS version, all naturally aspirated. However, technology wise, the U80 was far from forgotten during the development, introducing things like a 6 speed manual transmission (4 speed computer controlled automatic optional), electric power steering and traction control to the range.

Speaking of technology, all models were front wheel drive, since the AWD option was dropped a couple of years ago, featured a transverse engine, strut suspension up front and semi trailing arms in the rear. The unibody and panels were formed from corrosion resistant steel. The base model was the 1800S, though by no means a bare bones model, featuring ABS, traction control, manual A/C, electric windows up front, electric mirrors, CD player, dual airbags (side airbags optional) among other things. The 1800SE was mostly a cosmetical package, adding more luxurious interior fabrics and colour matched panels, painted mirrors and alloy wheels, though a sunroof and a better sound system also was added.

The sports model, the five cylinder GS, only available with a six speed manual, added contoured sports seats up front, a chunky leather wrapped steering wheel, faux carbon fibre panels and gearknob inside, 16 inch alloys, dual tailpipes, painted door handles, a rear wing and smoked turn signals in the rear.

After 40 years of production, 2006 meant the end of the IP Commuter, by the time becoming a more or less forgotten model in the lineup.

TECHNICAL DATA 1800S manual (1800 SE automatic) (2500 GS manual)
Wheelbase: 248 cm
Length: 451 cm
Width: 176 cm
Weight: 1220 kg (1258 kg) (1310 kg)

Engine block type: 4 cyl inline AlSi (4 cyl inline AlSi) (5 cyl inline AlSi)
Head: 4 valve AlSi DOHC
Bore: 80 mm (80 mm) (82.5 mm)
Stroke: 88 mm (88 mm) (93 mm)
Compression ratio: 11.6:1 (11.6:1) (10.9:1)
Power output: 87.5 kW@6700 RPM (87.5 kW@6700 RPM) (130 kW@7100 RPM)
Maximum torque: 157.5 Nm@3700 RPM (157.5 Nm@3700 RPM) (226 Nm@4000 RPM)
Fuel delivery: Direct injection
Fuel type: 95 unleaded

Tyre type: Radial
Tyre compound: Hard (Hard) (Medium)
Tyre dimension: 185/65R15 (185/65R15) (205/50R16)
Rim type: Steel (Alloy) (Alloy)

Cornering: 0.86 G (0.86 G) (0.96 G)
Top speed: 221 km/h (216 km/h) (243 km/h)
0-100: 9.55 s (11 s) (7.62 s)
Quartermile: 17.10 s (18.18 s) (15.66 s)
Gas mileage: 6.2 l/100 km (6.5 l/100 km) (6.3 l/100 km)

Brakes F/R: Vented disc/solid disc (Vented disc/solid disc) (Vented disc/vented disc)
Braking 100-0: 40.8 m (41.1 m) (37.1 m)

Price (recalculated to todays values): $21200 ($22800) ($28700)

[Knugcab]

1955-62 IP RUGGER (Internal model code: Y10)

With the second generation Lily switching over to an unibody platform, the commercial versions of the Lily was discontinued and replaced by the body on frame IP Rugger. Like the Lily, it switched over to an independent front suspension, but naturally for a commercial vehicle, kept the leaf sprung rear axle. The three available body styles was a single cab pickup, a panel van and a 2 door station wagon. To start with the only engine available was the 858 cc inline four already used in the Lily since a couple of years, always mated to a 4 speed manual (much needed in a commercial vehicle with a tiny engine). Equipment wise it was a bare bones vehicle, featuring no creature comforts at all, with rubber carpeting on the floor and pergamoide upholstery.

In 1958 the 858 cc engine was replaced, now giving a choice of an 1 litre engine that was an enlarged version of the old unit, or an all new 1.2 litre engine. After that, the first generation Rugger was produced with not very many changes until 1961 as a pickup or panel van. However, the wagon version was produced for one more year before being replaced by a station wagon variant of the new third generation IP Lily in 1963.

TECHNICAL DATA 858 cc pickup (1 litre panel van) (1.2 litre wagon)
Wheelbase: 218 cm
Length: 384 cm
Width: 150 cm
Weight: 674 kg (690 kg) (756 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve cast iron OHV
Displacement: 858 cc (991 cc) (1188 cc)
Bore: 60 mm (63 mm) (73 mm)
Stroke: 76 mm (79.5 mm) (71 mm)
Compression ratio: 7:1 (7.2:1) (7.6:1)
Power output: 20 kW@4300 RPM (23 kW@4800 RPM) (35 kW@4500 RPM)
Maximum torque: 56 Nm@1800 RPM (66 Nm@2300 RPM) (82 Nm@3400 RPM)
Fuel delivery: Single 1 barrel eco (Single 1 barrel eco) (Twin 1 barrel eco)
Fuel type: 92 leaded

Tyre type: Crossply
Tyre compound: Hard
Tyre dimension: 135/95-14
Rim type: Steel

Cornering: 0.74 G (0.74 G) (0.7 G)
Top speed: 103 km/h (118 km/h) (131 km/h)
0-100: 40.8 s (26.1 s) (18.1 s)
Quartermile: 23.85 s (22.35 s) (20.7 s)
Gas mileage: 13.9 l/100 km (12.4 l/100 km) (12.3 l/100 km)

Brakes F/R: Drum/drum
Braking 100-0: 45.7 m (45.9 m) (48.3 m)

Price (recalculated to todays values): $7580 ($7620) ($8110)

[Knugcab]

THE CONCEPT CARS, PART 3
1975 IXSV 2

With many manufacturers presenting experimental safety vehicles in the 70s, IP was no exception. The 1975 IXSV (Ip eXperimental Safety Vehicle) 2 was their second attempt, a follow up to the 1972 IXSV 1.

Being based on the second generation Vagant, the passenger cell had heavy reinforcements and the front and rear crumple zones were lenghtened by a lot. The huge rubber bumper surrounding the grille not only was effective in protecting the bodywork in low speed accidents, it was also said to be much more pedrestrian friendy than a regular car front would have been.

An interesting take was also the rubber blocks on the doors. Supported by heavy steel reinforcements in the doors, they was said to have three functions. Very small impacts, like the door of another car being slammed into the door at a parking lot, was absorbed by the rubber. Inside, they featured a crushable honeycomb structure absorbing energy in a crash. In minor accidents, the idea was that the blocks should crumple, saving the door with just a new block needing to be bolted in place, which would have lowered insurance costs. At higher speed impacts, the strenghtened doors and bodywork would of course have to cope with the impact, but the crumpling of the blocks still would have lessened the energy transferred to the cars safety cell.

The front seatbelts was attached to the seats themselves, to ensure that they always was in the correct position. If the seatbelt was not fastened, the automatic transmission could only be used in low or reverse, a system that would not have been to inconvenient when it came to moving the car shorter distances but still would have made it hard to drive without a seatbelt. The rear headrests could be folded down flush with the seatback to improve rear vision, but as soon as there was a passenger in that seat, the headrest popped up in place. Other technical gizmos included front airbags, a backup camera and daytime running lights.

Maybe seen as something from a totally bygone era today, the ESVs of the 70s still was an important experiment that made features we take for granted today see the light of day. Other features are forgotten and might as well be so for all the future.

[ZoomZoomer32]

Interesting concept! The ESV era was weird to say the least

[Knugcab]

1979-83 IP COLIBRI (Internal model code: J20)

While the styling made it obvious that it was still a Colibri, the second generation introduced in 1979 in many ways was a different animal than its predecessor. For many people, the looks of the new generation was a letdown, with the cute and cheerful image of its predecessor being replaced with a more grown up, boring look. Speaking of grown up, still being a small car, the second generation grew considerably compared to its predecessor, leaving no real supermini in the IP lineup until the release of the 1983 Urbana.

For this generation only, a 2 door station wagon joined the lineup. The hatchback of the previous generation was retained while the sedan was dropped. New was also a notchback 2+2 coupé, that was discontinued in 1982 in favour of the new IP Florette.

The engines available from the start were the old pushrod 4A units from the 60s, in 1.2 or 1.4 litre form. Now being adapted to use unleaded fuels, they got criticism for getting thirsty in relation to their power output, and while the 1.2 litre 4A stayed, the 1.4 litre was replaced by an 1.3 litre version of the all new 4E engine in 1981. “S” and “DX” trims were available, the S being a bare bones variant with rubber carpeting, vinyl upholstery, no clock but strangely enough an AM radio. The DX added some bells and whistles like a more exclusive fabric/vinyl upholstery, clock, nylon carpeting, storage pockets on the doors and a lockable glovebox door instead of the gaping hole in the S. Safety wise, it got an upgrade too, with highback bucket seats and inertia reel seatbelts up front (optional in the rear).

Technically, it stayed true to its roots though, with the J10 being successful as the first front wheel drive platform from IP, the concept with a transverse engine and strut/solid axle coil sprung suspension combo was retained. But IP now had developed a 3 speed auto even for the front wheel drive platform, being optional for the first time ever in a Colibri.

TECHNICAL DATA 1979 1200S hatchback manual (1979 1400S Wagon manual) (1981 1300DX Coupe automatic)
Wheelbase:234 cm
Length: 398 cm (400 cm) (399 cm)
Width: 165 cm
Weight: 828 kg (835 kg) (822 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve aluminium OHV (2 valve aluminium OHV) (2 valve aluminium OHC)
Displacement: 1188 cc (1397 cc) (1296 cc)
Bore: 73 mm (76 mm) (72.5 mm)
Stroke: 71 mm (77 mm) (78.5 mm)
Compression ratio: 7.3:1 (7:1) (8.5:1)
Power output: 40 kW@5200 RPM (45 kW@5200 RPM) (47 kW@5500 RPM)
Maximum torque:84 Nm@3500 RPM (94 Nm@3800 RPM) (97 Nm@3200 RPM)
Fuel delivery: Twin 1 barrel (Single 1 barrel) (Single 1 barrel)
Fuel type: 91 unleaded (91 unleaded) (95 unleaded)

Tyre type: Radial
Tyre compound: Hard
Tyre dimension: 155/80R13
Rim type: Steel

Cornering: 0.83 G
Top speed: 149 km/h (157 km/h) (156 km/h)
0-100: 17.2 s (16 s) (15.9 s)
Quartermile: 21.45 s (21 s) (20.56 s)
Gas mileage: 9.8 l/100 km (11.2 l/100 km) (9.2 l/100 km)

Brakes F/R: Solid disc/drum
Braking 0-100: 42.7 m

Price (recalculated to todays values): $10200 ($10200) ($10900)

[Knugcab]

2010-17 IP URBANA (Internal model code: R40)

For the fourth time since 1983, a new Urbana was released for the 2010 model year. Now the only bodystyle available was a 5 door hatchback, and the only engine type in the model was an all new 1.2 litre 3-cylinder, with or without turbo.

The turbo model was by no means a hot hatch, and differed on the outside only by having 16 inch alloy wheels instead of 15 inch styled steel wheels with special wheel covers (mistaken for alloys by many people). Instead it was meant to bump up the torque all over the rev range and still offer decent fuel economy. The transmissions available was either a manual (5 speed in the N/A, 6 speed in the turbo) or a 5 speed computer controlled automatic. The engine was of course driving the front wheels and mounted transversely in the engine bay, and the suspension was quite conventional for a small hatchback with struts up front and torsion beam in the rear.

Standard equipment included electric mirrors and windows, central locking, power steering, CD player, manual air conditioning, six airbags, ABS and for the first time in the history of the model, ESC.

In 2015 the R40 recieved a facelift. Technically, the only major change was that the 5 speed auto was replaced by a 6 speed DCT. Up front it featured an all new bumper, new headlights and foglights, and the grille was now the full size tombstone grille that IP was implementing in all their new models, itself inspired by the 1948 IP Lily, and seen incorporated in the grille in a downscaled form on most models since the mid 60s, it was now back as a full size grille instead of just being a piece of decor trim.

In the rear the changes were small, only incorporating a new bumper and a larger high mounted stoplight. In its facelifted form, the R40 was produced until 2017 when the R50 took over.

TECHNICAL DATA: 2010 N/A Manual (2015 Turbo DCT)
Wheelbase: 247 cm
Length: 392 cm
Width: 172 cm
Weight: 1213 kg (1208 kg)

Engine block type: 3 cyl inline AlSi
Head: 4 valve AlSi DOHC, VVT on all cams
Displacement: 1198 cc
Bore:78 mm
Stroke: 83.6 mm
Compression ratio: 11.6:1 (10.9:1)
Power output: 58 kW@6600 RPM (75 kW@6700 RPM)
Maximum torque: 106 Nm@2900 RPM (136 Nm@3400 RPM)
Fuel delivery: Direct injection
Fuel type: 95 unleaded

Tyre type: Radial
Tyre compound: Hard
Tyre dimension: 185/65R15 (185/60R16)
Rim type: Steel (Alloy)

Cornering: 0.86 G (0.88 G)
Top speed: 185 km/h (202 km/h)
0-100: 13.5 s (10.1 s)
Quartermile: 19.26 s (17.34 s)
Gas mileage: 5.9 l/100 km (4.8 l/100 km)

Brakes F/R: Vented disc/solid disc
Braking 0-100: 41.3 m (40.2 m)

Price (recalculated to todays values): $21600 ($23200)

[Knugcab]

1973-84 IP FREEWAY STAR (Internal model code: E10)

The large Highway Star van, one of the oldest nameplates in the IP lineup, got a smaller companion in the Freeway Star in 1973. One big difference from its bigger brother was that it had an unitized body, instead of being built on a separate frame. The rest of the concept was tried and true though, the 1.2 litre engine mounted up front in a “doghouse” that you could reach from the inside, driving the leaf sprung rear axle via a 4 speed manual transmission, and up front a double wishbone suspension.

From the start, it was available as a passenger or a cargo van. Also, for conversion companies, there was a special version sold of the cargo van, with bulkhead delete, only a simple drivers seat and painted only in primer. But the passenger van had a clever and flexible interior already without putting your faith in conversion companies, the rear bench seat could be folded down flat together with the front seats to form a bed, the front seats were swiveling and there was small collapsible tables built into the side doors.

The Cargo van featured a little less chrome trim and a simpler grille, the Passenger van (and conversion special) models using a grille inspired by the IP Colibri.

In 1980 the model recieved a facelift, finally getting some modernities like radial tyres, power steering and a 5 speed gearbox. Also new was a 2 litre diesel while the the gasoline engine was enlarged to 1.4 litres.

Up front there was a new grille with square headlights (now looking the same on both passenger and cargo versions, also, the cargo recieved the extra chrome trim only used on the passenger version before. The door handles were changed, as were the taillights and the bumpers were now painted black. Inside, there was some cosmetic revisions done, making the van more in touch with the 80s.

Without any major changes after that, the E10 was produced until 1984 when it was replaced with the more modern, but maybe less charming, E20.

In the US, many people remember the E10 Freeway Star from the much famous launch campaign, both TV and print ads, featuring the beagle “Sloppy” and the bird “Boondock” from the cartoon “Walnuts”. Among the different ads were one where Sloppy had traded his red doghouse for a red Freeway star because you could actually sleep inside the van and didn’t have to sleep on the roof, another one showed how the Freeway Star could be transformed into basically anything, EXCEPT for a Sopwith Camel which actually made Sloppy a bit disappointed with the Freeway Star.

Also, there was almost a silly number of special editions, mostly concentrating on cosmetical stuff and a few luxury bits, like the 1974 “Royal” in two tones of brown with luxury hubcaps, lots of chrome dress up parts, a tan velour interior, air conditioning and power steering, or the US exclusive 1976 “Celebration” with a somewhat similar equipment, but of course painted red, white and blue and with a matching interior.

TECHNICAL DATA: 1973 Passenger van 1.2 (1980 Cargo van 2.0 D)
Wheelbase: 196 cm
Length: 386 cm
Width: 191 cm
Weight: 878 kg (967 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve aluminium pushrod (2 valve aluminium DAOHC)
Displacement: 1188 cc (1951 cc)
Bore: 73 mm (85 mm)
Stroke: 71 mm (86 mm)

Compression ratio: 8.9:1 (22:1)
Power output: 44 kW@4900 RPM (45 kW@4200 RPM)
Maximum torque: 91 Nm@4100 RPM (137 Nm@1800 RPM)
Fuel delivery: Twin 1 barrel (Mechanical rotor pump)
Fuel type: 98 leaded (Diesel)

Tyre type: Crossply (Radial)
Tyre compound: Hard
Tyre dimension: 135/80-13 (155/70R13)
Rim type: Steel

Cornering: 0.74 G (0.8 G)
Top speed: 136 km/h (140 km/h)
0-100: 16.9 s (15.5 s)
Quartermile: 20.56 s (19.75 s)
Gas mileage: 13.2 l/100 km (9.9 l/100 km)

Brakes F/R: Solid disc/drum
Braking 100-0: 49 m (47 m)

Price (recalculated to todays values): $9500 ($11400)

[Knugcab]

1965-73 IP HIGHWAY STAR (Internal model code: K20)

In 1965, the Highway Star van was updated for the first time. Technically, the large step forward from its predecessor was that the front solid axle got replaced by a double wishbone suspension. Other than that the technology was quite straightforward. It had a ladder chassis underneath, and a leaf sprung solid rear axle, propelled by an 1.6 litre 4J pushrod engine through a 4 speed manual transmission, no other choices were available at all regarding the driveline.

Two bodystyles were available. A cargo van, which was a very simple affair with most chrome replaced by silver paint, fiberboard door trim, very simple vinyl seats, rubber carpeting on the floor, fiberboard ceiling and almost nothing when it came to equipment. The other bodystyle was a passenger van, that could be had with multiple combinations of seating, and on the outside it featured some more chrome and could be had with 2-tone paint. On the inside there was more comfortable seats with fabric/vinyl trim, upholstered door cards and ceiling, and some more equipment like a cigar lighter, clock, radio, two speed wipers, dual sunvisors and day/night mirror.

The K20 generation was produced virtually unchanged until the 1973 model year.

TECHNICAL DATA 8 Passenger van (Cargo van)
Wheelbase: 217 cm
Length: 421 cm
Width: 172 cm
Weight: 1054 kg (956 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve cast iron pushrod
Displacement: 1565 cc
Bore: 78 mm
Stroke: 82 mm
Compression ratio: 8.8:1
Power output: 56 kW@4800 RPM
Maximum torque: 118 Nm@4100 RPM
Fuel delivery: Single 2 barrel
Fuel type: 98 leaded

Tyre type: Crossply
Tyre compound: Hard
Tyre dimension: 165/80-14
Rim type: Steel

Cornering: 0.75 G (0.8 G)
Top speed: 138 km/h
0-100: 15.9 s (14.5 s)
Quartermile: 20.25 s (19.62 s)
Gas mileage: 17.2 l/100 km (16.6 l/100 km)

Brakes F/R: Drum/drum
Braking 100-0: 52.5 m (48 m)

Price (recalculated to todays values): $9540 ($8510)