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IP Automotive LTD


#83

If it only was that good… :frowning: Corrected now though.


#92

I am by no means satisfied with neither my old designs or my old lore, so I plan on doing a complete rewrite of it, mainly the lack of bodies and fixtures back in 2018 meant that I could not create what I wanted. But since most of you probably had forgotten the brand anyway, I guess that it is OK… :joy:


#93

Welcome back! :grinning:


#94

Given that this is no longer the case right now, even on the stable release, it would make perfect sense to remake the company’s lore. Besides, cars that worked fine in earlier builds may turn out to be unusable today.


#95

Not doing it in chronological order this time, I have a more clear view on the timeline now and it could become a bit boring sometimes to not choose the models I wanted to talk about for the moment.

The first model we’re going to present is the 1975-79 IP WARBLER (Internal model code: H10)

The IP Warbler was introduced to fill the slot between the growing IP Lily and the small, cheap IP Commuter. Technically, it was a quite conventional layout. The IP 4L engine introduced in 1967 was mounted longitudinally in the engine bay, driving the rear wheels via a manual transmission (3 speed auto optional in the 1700 DX) and a solid rear axle. The latter also was showing that it was meant to fit in between the Lily and the Commuter. While it didn’t recieve the more advanced trailing arm rear suspension from the Lily, it featured a K-link suspension and coil springs contrary to the cheaper leaf spring suspension used in the Commuter. The coke bottle styling still was the rage in Asia, but it was dating rapidly.


The entry level model was the 1500S. Featuring the 4L15SA engine, with a 4 speed manual as its only transmission choice. Equipment wise, it featured bare steel wheels, a vinyl interior only available in black, rubber floor mats, a hard plastic steering wheel, AM radio, inertia reel seat belts up front and static in the rear, high back bucket seats, cigar lighter, heated rear window, parcel tray under the dashboard, black windshield wipers, black grille, narrow chrome strips on the sills and a narrow chrome strip on the bootlid.

The next step upwards was the 1700 DX, featuring the 4L17TPA engine. It was available with either a 4 speed manual or a 3 speed auto. It can be identified from the styled wheel covers, wider low profile tyres, fabric/vinyl interior colour availablle in a couple of different colours, leatherette steering wheel, electric clock, nylon carpeting on the floor, storage pockets in the doors, lockable glovebox, chrome inserts and chrome trim around the grille, chrome wipers, wider chrome strips on the sills and a black/chrome decor panel between the taillights. You could also get the 1700 DX in metallic paint.


The sportiest of the bunch, however, was the coupé model, the 1900 GTX. Featuring the 4L19TPR engine, and a 5 speed manual transmission. Outside it featured twin tail pipes, a satin black bonnet and a black fibreglass front lip. Inside, it had more supportive bucket seats up front, a rear seat contoured for two people, brushed aluminium inserts on the dashboard, a full instrumentation and a small, chunky leather steering wheel with brushed aluminium spokes. The tyres was even chunkier (for its time) than on the 1700 DX. The chassis tuning was sportier with a stiffer setup and gas shocks.

TECHNICAL DATA 1500S (1700 DX manual) (1900 GTX)
Wheelbase: 240 cm
Length: 409 cm
Width: 161 cm
Weight: 905 kg (942 kg) (916 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve aluminium DAOHC
Displacement: 1499 cc (1700 cc) (1892 cc)
Bore: 79.5 mm (82 mm) (86.5 mm)
Stroke 75.5 mm (80.5 mm) (80.5 mm)
Compression ratio: 7.8:1 (9.3:1) (9.4:1)
Power output: 45 kw@5700 RPM (63 kW@5600 RPM) (79 kW@5800 RPM)
Maximum torque:100 Nm@2800 RPM (130 Nm@3300 RPM) (146 Nm@4400 RPM)
Fuel delivery: Single 1 barrel eco (Single 2 barrel) (Single 2 barrel)
Fuel type: 92 leaded (98 leaded) (98 leaded)

Tyre type: Radial
Tyre compound: Hard (Hard) (Medium)
Tyre dimension: 155/75 R13 (175/70R13) (185/70R13)
Rim type: Steel

Cornering: 0.78 G (0.83 G) (0.92 G)
Top speed: 162 km/h (182 km/h) (191 km/h)
0-100: 15.1 s (11.6 s) (9.31 s)
Quartermile: 20.25 s (18.55 s) (16.99 s)
Gas mileage: 10.7 l/100 km (10.9 l/100 km) (13.4 l/100 km)

Brakes F/R: Solid disc/drum
Braking 100-0: 42.8 m (40.9 m) (37.9 m)

Price (recalulated to todays values): $10800 ($11300) ($13400)


#96

I like that. I just questioning why the motor placement is like that cause I feel like you might have made the mirrors a bit too big/off on the orange and blue car?


#97

I guess you mean mirror placement, that’s mostly to get some old school Asian feeling, though I think getting the size right is hard for some reason, I got some criticism earlier for making too small mirrors, so maybe bit of overcompensating…


#98

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)


#99

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)


#100

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)


#101

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.


#102

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…


#103

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)


TV & Movie Car Challenge (Round 9): Amateur Hour [2/4 OF RESULTS COMPLETE]
#104

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


#105

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…


#106

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


#107

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.


#108

1972-77 IP VAGANT (Internal model code: Z20)

The lukewarm reception that the first generation Vagant got when it first was released in 1967 didn’t stop IP from making a successor, rather one could say that they tried harder to make a car that could shine in the areas where the Z10 Vagant had its shortcomings. The new Vagant was larger, more luxurious, more stylish and could now be had with a six cylinder engine, which was important improvements in the market where the Vagant was trying to succeed.


Two bodystyles were available, a four door sedan and a two door coupé, called the Starglider. There was two trim levels available, the four cylinder 2000 DX and the six cylinder 2600 GLX. Standard equipment in the 2000 DX included thick carpeting on the floor, velour upholstery with colour matching steering wheel, dashboard, seatbelts etc., storage pockets both in the doors and at the front seatbacks, centre armrests front and rear, woodgrain dashboard inserts, electric clock, sliding sunroof, vinyl roof, heated rear window, a self seeking stereo AM radio, among other things. The GLX trim did not add much, but it had a very welcome power steering that was much needed with the heavy six cylinder up front, disc brakes in the rear and a tape player. Safety equipment included a collapsible steering column, inertia reel 3 point belts on all outboard positions (and a static lap belt in the centre rear seat in the sedan), front headrests, a safe location of the gas tank over the rear axle, effective crumple zones front and rear with a reinforced passenger area, and thick safety padding on the dashboard and other interior components.

Both trim levels could be had with either a 4 speed manual or a 3 speed auto, which was driving the rear wheels. Up front there was McPherson struts and in the rear a semi trailing arm axle, already something that was becoming typical on larger RWD IP models. Unfortunately, the implementation of all the modern technology for its era in a car that still should be sold to a somewhat reasonable price, resulted in a dodgy reliability record, the second generation Vagant did not have the best reputation on the used car market, being prone to breakdowns and expensive repairs, not to mention the rust issues it had, so today few examples are remaining even though the Z20 Vagant sold quite well as new.

TECHNICAL DATA 2000 DX manual sedan (2600 GLX automatic coupé)
Wheelbase: 265 cm
Length: 448 cm (447 cm)
Width: 171 cm
Weight: 1138 kg (1184 kg)
Engine block type: 4 cyl inline cast iron (6 cyl inline cast iron)
Head: 2 valve aluminium DAOHC
Displacement: 2003 cc (2564 cc)
Bore: 89 mm (83 mm)
Stroke: 80.5 mm (79 mm)
Compression ratio: 9:1 (9.2:1)
Power output: 81 kW@5500 RPM (108 kW@5500 RPM)
Maximum torque: 160 Nm@3800 RPM (206 Nm@3900 RPM)
Fuel delivery: Single 2 barrel (Twin 2 barrel)
Fuel type: 98 leaded

Tyre type: Radial
Tyre compound: Hard (Medium)
Tyre dimension: 185/75R14 (195/75R14)
Rim type: Steel

Cornering: 0.81 G (0.85 G)
Top speed: 179 km/h (201 km/h)
0-100: 11 s (10 s)
Quartermile: 17.94 s (17.34 s)
Gas mileage: 13.2 l/100 km (16.2 l/100 km)

Brakes F/R: Solid disc/drum (Solid disc/solid disc)
Braking 100-0: 48.4 m (40.7 m)
Price (recalculated to todays values): $14000 ($17600)


#109

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)


#110

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.