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IP Automotive LTD


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)


1970-78 IP COLIBRI (Internal model code: J10)

When the first generation IP Colibri was released in 1970, it was in many ways a groundbreaking car and a milestone in the IP history. Until its release, all IP cars had the engine mounted longitudinally driving the rear wheels, while the Colibri adopted the modern formula for small cars with transverse engine and front wheel drive. Also, even though there had been small cars in the lineup before, this was a new kind of approach to it. While earlier small cars had been small mostly to be cheaper to produce and sell than a large car, this was the first one that made its smallness a sales point. It was not just aimed at buyers wanting a cheap car, it was as much aimed to buyers wanting a nimble, easy to drive car for crowded city traffic.

The first model released was the 2 door sedan. Available in “S” or “SX” trim, the differences were quite small. The SX offered slightly wider tyres, disc brakes up front and a simple radio. Other than that, the cars were bare bones with vinyl interior, rubber floor mats and even clock and cigar lighter being options at extra cost. The engine was an 1.1 litre four from the 4A series introduced with the Commuter in 1966 and a 4 speed manual was the only transmission available. Suspension wise, it was quite conventional for a FWD car with struts up front and a coil sprung solid axle in the rear, the later one said to be more or less a copy of a Saab 96 rear suspension.

In 1973 the alternative of an 1.2 litre engine arrived, as well as a more practical hatchback body. The 1.2 could only be had in the SX trim. Despite being touted as an easy to drive city car though, there was never an automatic transmission available, the 4 speed manual stayed.

When the J10 was replaced by the larger J20 in 1979, many people thought that it grew too big and that the Colibri now had abandoned its roots. However, with the arrival of the first generation IP Urbana in 1983, IP once again had a car this size in its model lineup.

TECHNICAL DATA 1100S sedan (1200SX hatchback)
Wheelbase: 234 cm
Length: 362 cm (358 cm)
Width: 145 cm
Weight: 658 kg (716 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve cast iron OHV
Displacement: 1092 cc (1188 cc)
Bore: 70.2 mm (73 mm)
Stroke: 70.6 mm (71 mm)
Compression ratio: 7.5:1 (8.9:1)
Power output: 33 kW@4900 RPM (44 kW@4900 RPM)
Maximum torque: 75 Nm@3500 RPM (91 Nm@4100 RPM)
Fuel delivery: Single 1 barrel (Twin 1 barrel)
Fuel type: 92 leaded (98 leaded)

Tyre type: Radial
Tyre compound: Hard
Tyre dimension: 145/80R12 (155/75R12)
Rim type: Steel

Cornering: 0.83 G (0.85 G)
Top speed: 153 km/h (169 km/h)
0-100: 15.4 s (13.6 s)
Quartermile: 20.25 s (19.5 s)
Gas mileage: 8.8 l/100 km

Brakes F/R: Drum/drum (Solid disc/drum)
Braking 100-0: 42 m (41.4 m)

Price (recalculated to todays values): $9560 ($10 000)


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)


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.


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


1993-02 IP URBANA (Internal model code: R20)

Released already in 1983, the R10 IP Urbana was getting a bit long in the tooth in the early 90s. Competitors had more modern offerings, with better comfort, safer and with more modern styling. The answer to that was the new R20 generation, launched for the 1993 model year.

The boxy body of its predecessor was now gone, replaced by a more period correct blobby shape. For the first time ever you could get it with four doors, both as a traditional sedan and as a “5-door” hatchback. However, the strong seller continued to be the classic 3-door hatchback style that had been the only choice for the R10 Urbana customer.

The engines was of course mounted transversely under the hood, driving the front wheels through either a 4 speed auto or a 5 speed manual. The suspension layout of the R10 was kept, with a coil sprung solid axle in the rear and Mc Pherson struts up front. The engines were all new units, developed specially for the R20, and was available in 1100, 1300 and 1400 cc form. The equipment levels available was the very rudimentary S, and the DX with slightly more creature comforts. Though it was a very basic vehicle in its original form. The S had no luxury whatsoever except for a simple tape player. The DX package added remote controlled (manual) mirrors, a digital clock, soft vinyl door panels instead of hard plastic, somewhat more comfortable and supportive seats. On the outside it could be identified by front and rear spoilers and could also be painted in metallic colours. On the 1400 models, you also got bigger drum brakes in the rear. But despite being a car for crowded city traffic, power steering was not available even as an option!

Safety wise, it was lagging behind in a time when it became a sales argument even for small cars. IP claimed that it was improved over the R10, but the list of safety equipment was weak. There was headrests up front, 3-point seatbelts (with adjustable height up front) on the outboard positions and a lap belt in the middle rear seat, childproof door locks in the rear and some other equipment that more or less could be expected as standard by then.

A facelift in 1997 tried to make the Urbana a little more civilized. On the outside, the bumpers were different, and now painted the same colour as the body. There was clear indicators, the new 14 inch wheels now sported full wheel covers and much of the grey plastic was replaced with either paint or chrome.

The more important changes were on the inside though. Now power steering was standard, as well as ABS brakes in the 1300 and 1400 models (optional in the 1100). There was headrests in the rear, steel reinforcement beams in the doors, pretensioning seatbelts and a drivers side airbag as standard to improve the safety. This made the facelifted model much more up to date when compared to its competitors, and made the model stay viable in the market until replaced by the R30 for the 2003 model year.

TECHNICAL DATA 1993 1100S 3-door manual (1300DX 5-door automatic) (1400DX 4-door manual)
Wheelbase: 237 cm
Length: 370 cm (370 cm) (407 cm)
Width: 168 cm
Weight: 890 kg (959 kg) (980 kg)

Engine block type: 4 cyl inline aluminium
Head: 4 valve aluminium DOHC
Displacement: 1098 cc (1274 cc) (1398 cc)
Bore: 69 mm (71 mm) (73 mm)
Stroke: 73.5 mm (80.5 mm) (83.5 mm)
Compression ratio:10.1:1 (10.4:1) (10.4:1)
Power output: 40 kW@5600 RPM (55 kW@6000 RPM) (59 kW@6000 RPM)
Maximum torque: 90 Nm@3200 RPM (108 Nm@2900 RPM) (119 Nm@3100 RPM)
Fuel delivery: MPI
Fuel type: 95 unleaded

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

Cornering: 0.87 G
Top speed: 166 km/h (173 km/h) (182 km/h)
0-100: 14.9 s (13.4 s) (11.3 s)
Quartermile: 19.86 s (19.02 s) (18.07 s)
Gas mileage: 6.2 l/100 km (7.8 l/100 km) (7.4 l/100 km)

Brakes F/R: Solid disc/drum
Braking 100-0: 40.8 m (42.8 m) (41.7 m)

Price (recalculated to todays values): $13300 ($ 14200) ($13900)


1963-67 IP LILY (Internal model code: F30)

In 1963, the third generation Lily meant the end for the boxy and upright 50s styling, now featuring a sleek and modern looking body. Like its predecessor, it was built on an unibody platform, but a new feature was the strut suspension up front, borrowed from the “Flaire” sports car. The leaf sprung rear end was inherited from its predecessor, but that was still a common feature on cars in this class back then. It was available as a 2- or 4 door sedan as well as a station wagon, with 1000, 1200 and (from 1965 on) 1400 cc engines, and in two trims, Standard and De Luxe. The standard trim had a very basic interior, no chrome trim on the sills or pillars and no hubcaps. Also it featured a 3 speed transmission and was not available with 2-tone paint.

The Deluxe trim featured extra equipment like chrome hubcaps, sill and B-pillar chrome trim, 4 speed manual transmission, 2-tone paint available at no extra cost, armrests on the doors, clock, cigar lighter, a lockable glovebox and a simple AM radio.

Engines, bodystyles and trim level could be combined in any way. What you got with the 1400 engine that was available from the 1965 model year, however, was bigger brakes all around.

Seen in retrospective, even though being a big leap forward, the F30 generation Lily still had too many flaws to be seen as a viable alternative in its class. However, it did an important job in paving the way for the new, improved F40. Bigger, more competent with more modern technology, it was the success that the F30 never became. But without all the improvements being made during the first three generations of Lily, it would never have gotten there.

TECHNICAL DATA 1000 Standard 2-door (1200 Deluxe 4-door) (1400 Deluxe wagon)
Wheelbase: 240 cm
Length: 397 cm
Width: 163 cm
Weight: 739 kg (848 kg) (918 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve cast iron OHV
Displacement: 991 cc (1188 cc) (1396 cc)
Bore:63 mm (73 mm) (76 mm)
Stroke: 79.5 mm (71 mm) (77 mm)
Compression ratio: 7.2:1 (7.6:1) (7.8:1)
Power output: 23 kW@4800 RPM (35 kW@4500 RPM) (49 kW@4900 RPM)
Maximum torque:66 Nm@2300 RPM (82 Nm@3400 RPM) (99 Nm@4000 RPM)
Fuel delivery: Single 1-barrel eco (Dual 1-barrel eco) (Single 1-barrel)
Fuel type:92 leaded

Tyre type: Crossply
Tyre compound: Hard
Tyre dimension:155/80-13
Rim type: Steel

Cornering: 0.77 G (0.76 G) (0.76 G)
Top speed: 128 km/h (147 km/h) (166 km/h)
0-100: 28.5 s (20.6 s) (16.6 s)
Quartermile: 23.41 s (22.35 s) (21 s)
Gas mileage: 12.3 l/100 km (11.3 l/100 km) (15.4 l/100 km)

Brakes F/R: Drum/drum
Braking 100-0: 42.4 m (44.4 m) (44.3 m)

Price (recalculated to todays values): $ 9060 ($10000) ($10300)


1982-98 IP ICARUS (Internal model code: A40)

The fourth generation IP Icarus was introduced for the 1982 model year. Abandoned was now the coke bottle styling of its predecessor, replaced by a boxier look that now was gaining popularity in USA and Asia. Technically however, there was no huge leaps forward. Like the A30, it featured a strut suspension up front, semi trailing arms in the rear and the engine was mounted longitudinally, driving the rear wheels. However, except for the 3-speed auto, the transmissions were new. The standard 4-speed manual was now replaced by a 5-speed, and all new was a computer controlled 4-speed auto.

The engines were nothing to write home about either, all of them had their roots in the 60s. The gasoline powered units was the overhead camshaft 4L and 6L units, the 4 cylinder being a 2 litre and the 6 cylinder available as 2.4 and 2.8 litre versions. You could also get a 2.5 litre 4 cylinder 4DS diesel.

The base model was the “DX”. Available as sedan or station wagon, with 2 or 2.4 litre gasoline engine (2.8 was available, though only in the station wagon), or 2.5 litre diesel. Standard equipment included velour upholstery, AM/FM 8 track stereo radio, electric mirrors, colour matched interior panels and seatbelts, tinted glass, carpeting on the floor, digital clock, leather steering wheel, headrests and inertia reel seatbelts on all outboard positions (except for the third row in the wagon with lap belts only), side impact beams in the doors and centre arm rests front and rear. The wagon now featured a split rear seat.

The mid range trim level was the GLX, available with all the engines, but only as a 4 door sedan. The GLX trim added leather upholstery, a self-seeking 4-speaker 8-track player, electric windows, air conditioning, wood paneling on the dashboard, wire wheel covers and a manual sunroof.

Top of the range was the VIP, only available as a 2.8 litre sedan. The VIP package added alloy wheels, reclining bucket seats in the rear, thicker carpeting on the floor, real wood veneer on the door trim, higher quality perforated leather upholstery, a cooler compartment between the rear seats, electric sunblinds in the rear window, and the list of optional equipment was too long to list.

While the sedan model was replaced in 1988, the station wagon got a facelift. The bumpers now were plastic and painted silver (as was the whole car below the beltline), there was new side trim in plastic with chrome inserts, composite headlights replaced the sealed beams, the grille surround now was painted, and there was new doors with mirrors (that was placed on the front fenders on earlier models) and new door handles, also a new, more modern type of door trim, now featuring controls for the electric mirrors and optional electric windows, that was placed in the centre console earlier.

Even though the styling was feeling long in the tooth by the 90s, the wagon was known to be a sturdy, honest workhorse and was produced with no major changes until december of 1998. In 1994 the safety level was bumped up with pretensioning seatbelts and airbags up front, and the 3 speed automatic no longer was available as an option, and that was about it. This would be the last time IP offered a station wagon of this size. None of the later generations Icarus was ever available as a wagon.

TECHNICAL DATA 2000GLX sedan 3-speed auto (2500 DX wagon diesel manual) (2800 VIP sedan 4-speed auto)
Wheelbase: 265 cm
Length: 476 cm (487 cm) (476 cm)
Width: 180 cm
Weight: 1272 kg (1333 kg) (1334 kg)

Engine block type: 4 cyl inline cast iron (4 cyl inline cast iron) (6 cyl inline cast iron)
Head: 2 valve aluminium DAOHC (2 valve cast iron OHV) (2 valve aluminium DAOHC)
Displacement: 2003 cc (2487 cc) (2752 cc)
Bore: 89 mm (89 mm) (86 mm)
Stroke: 80.5 mm (100 mm) (79 mm)
Compression ratio: 7.7:1 (21.4:1) (8.1:1)
Power output: 73 kW@5800 RPM (50 kW@4000 RPM) (108 kW@5700 RPM)
Maximum torque: 138 Nm@3500 RPM (177 Nm@1600 RPM) (208 Nm@3500 RPM)
Fuel delivery: Single point EFI (Mechanical rotary pump) (Single point EFI)
Fuel type: 91 unleaded (Diesel) (91 unleaded)

Tyre type: Radial
Tyre compound: Hard
Tyre dimension: 195/70R15
Rim type: Steel

Cornering: 0.82 G (0.81 G) (0.8 G)
Top speed: 174 km/h (160 km/h) (196 km/h)
0-100: 14.5 s (18.7 s) (10.4 s)
Quartermile: 19.99 s (21.6 s) (17.7 s)
Gas mileage: 16.3 l/100 km (9.9 l/100 km) (15.1 l/100 km)

Brakes F/R: Vented disc/solid disc
Braking 100-0: 41.8 m (42.1 m) (42.7 m)

Price (recalculated to todays values): $20100 ($17500) ($24700)

OOC: Don’t ask me why the faux diesel is so unrealistically fast. :rofl: Power output is about what you could expect but you would not find this kind of performance IRL, oh well.


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)


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)


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)


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)


1960-65 IP ICARUS (Internal model code: A10)

The 1960 Icarus was the first try in making more upmarket cars that still were for the masses (the Royalist luxury limousine was never an alternative for most people). Along with the Flaire sports car, it was also pioneering the Mc Pherson struts that was adopted early by IP and that would be used in many models in the future. More conventional was the rear axle, still riding on leaf springs. Driving the rear wheels was a 1.9 litre pushrod inline four, via a 4 speed manual transmission (3 speed automatic available from 1964 on).1960-63 models had drum brakes all around while 1964-65 models featured front disc brakes.

There was three models available, a 4 door sedan, a station wagon and a panel van. As a pure workhorse, the panel van did not feature the luxuries of the passenger models. The front seats were very simple and covered with vinyl. It had a satin black steel dashboard, no side trim, bare steel wheels, silver painted bumpers and a simpler grille than the passenger models.

Station wagons still had a workhorse image in 1960, but still the wagon added some creature comforts, like fabric upholstery, radio, clock, cigar lighter, colour matched dashboard, 2-speed wipers and washer and some more sound insulation. On the outside, it featured wire wheel covers, side trim, chrome bumpers, hood ornament and a more exclusive grille.

The sedan added seats with thicker padding, reclining seatbacks and a really pleasant wool upholstery (or leather, which was very rarely ordered though), carpeting on the floor, storage pockets on the seatbacks, map light, a centre armrest in the rear, walnut dashboard and a pushbutton radio. The side trim was a little bit more exclusive than on the station wagon.

Safety was given more of a thought than usual. For example, there was a deep dish steering wheel designed to yield under impact, laminated windshield, padded dashboard, lap belts up front and mounting points in the rear, and the door locks were of a new type that should reduce the risk of the doors flying open in a crash.

The styling, however, was very conservative already in 1960 and really started to look dated in 1965. It was replaced by the much more squared off A20 generation by then. But the A10 still was an important step forward in making IP a manufacturer to count on.

TECHNICAL DATA: 1960 sedan manual (1964 wagon automatic)
Wheelbase: 255 cm
Length: 436 cm
Width: 161 cm
Weight: 1071 kg

Engine block type: 4 cyl inline cast iron
Head: 2 valve cast iron pushrod
Displacement: 1893 cc
Bore: 85.5 mm
Stroke: 82.5 mm
Compression ratio: 9.4:1
Power output: 60 kW@4300 RPM
Maximum torque: 140 Nm@3900 RPM
Fuel delivery: Twin 1 barrel
Fuel type :98 leaded

Tyre type: Crossply
Tyre compound:Hard
Tyre dimension: 175/85-14
Rim type: Steel

Cornering: 0.77 G
Top speed: 168 km/h (164 km/h)
0-100: 15.9 s (18.4 s)
Quartermile: 20.7 s (22.06 s)
Gas mileage: 17.6 l/100 km (18.3 l/100 km)

Brakes F/R: Drum/drum (disc/drum)
Braking 100-0: 54.6 m (51.3 m)

Price (recalculated to todays values): $12400 ($11800)


1997-2002 IP TURNPIKE STAR (Internal model code: G10)

In the 90s, there was a growing market for more car-like MPVs. IP had been an early adopter with the Boulevard Star in the 80s, but also saw the need for a larger, more luxury oriented model. If the Boulevard Star was the civilized cousin of the Freeway star, the Turnpike star had about the same relationship to the larger Highway star van. Compared to the Highway star it was a completely different animal though. The forward control design of the Highway star was ditched in favour of a safer, more car-like layout with a long bonnet, housing either a 2.7 litre 4-cylinder turbo diesel or a 3 litre gasoline N/A V6, driving the rear wheels through a 4 speed computer controlled automatic. The body featured unitized design, as opposed to the body on frame layout of the Highway star. In the rear there was no leaf sprung rear axle like on the Highway star, but instead a semi trailing arm IRS, allowing for a very comfortable ride. However, the front suspension shared most of its parts with the Highway star.

There was two versions available, the GLX and the VIP. Already the GLX had a pretty long list of standard equipment, like velour trim, air conditioning, tilt/telescoping steering wheel, electric windows, mirrors and sunroof, central locking, power steering, ABS, traction control and a CD player. But the VIP was the real luxury cruiser, featuring a fantastic interior with individual controls for the climate control for all seats, leather upholstery, thick carpeting on the floor, cooler compartments between the seats in the last 2 rows, and in the glovebox, wood paneling and ambient lighting in the ceiling, CD changer with surround sound and subwoofer, air suspension with adaptive damping, the list could be long. All models had three rows of seating with two individual sets of seats in each row, meaning that the MPV could seat six people.

Safety wise, both models featured twin front airbags, side airbags up front, headrests and 3-point belts with pretensioners for all passengers, door beams and much more, helping the G10 score extremely well in crash tests for its era.

The G10 Turnpike Star was produced until 2002, when it was replaced by the new G20.

TECHNICAL DATA: GLX turbo diesel (VIP V6)
Wheelbase: 278 cm
Length: 499 cm
Width: 177 cm
Weight: 1736 kg (1838 kg)

Engine block type: 4 cyl inline cast iron (6 cyl V cast iron)
Head: 2 valve cast iron pushrod (3 valve aluminium SOHC)
Displacement: 2720 cc (2994 cc)
Bore: 96 mm (87.5 mm)
Stroke: 94 mm (83 mm)
Compression ratio: 21.9:1 (9.7:1)
Power output: 94 kW@4000 RPM (138 kW@6100 RPM)
Maximum torque: 280 Nm@2100 RPM (247 Nm@3900 RPM)
Fuel delivery: Mechanical rotary pump (EFI)
Fuel type: Diesel (95 octane unleaded)

Tyre type: Radial
Tyre compound: Hard
Tyre dimension: 225/65R16
Rim type: Alloy

Cornering: 0.83 G
Top speed: 180 km/h (233 km/h)
0-100: 12.9 s (12.1 s)
Quartermile: 18.78 s (18.78 s)
Gas mileage: 9.8 l/100 km (15.2 l/100 km)

Brakes F/R: Vented disc/solid disc
Braking 100-0: 42.5 m (42.9 m)

Price (recalculated to todays values): $24300 ($38600)


1992-98 IP FLORETTE (Internal model code: V30)

The Florette got a refresh for the 1992 model year. Still a sporty 2+2 coupé like in its previous iterations, and still featuring mostly recycled chassis components from the V20, with transverse engine, FWD, struts up front and torsion beam suspension in the rear, it was hardly revolutionary in any way, rather a refinement of the concept introduced with the V10 and improved in the V20.

The models available were the base model 1600 DX and the sporty 2000 GTX. A manual 5 speed transmission was standard in both models, but the 1600 DX could be optioned with a 4 speed auto.

Standard equipment in the DX included electric mirrors, digital clock, rear wiper/washer, power steering, central locking, tape player, heated rear window and cloth upholstery. The GTX added contoured bucket seats up front, leather sports steering wheel, a full instrumentation, variable ratio power steering, rear disc brakes and ABS, alloy wheels and a glass sunroof (optional on the DX). On the outside the GTX could be identified by its different bumpers, clear indicators up front, rear wing, lowered suspension, exhaust outlets on both sides and decor panel between the taillights.

For the 1996 model year, it got a small refresh, ABS brakes were now standard on the DX while both models got a drivers side airbag, pretensioning seatbelts and side impact beams in the doors. On the outside, the main difference was that the DX now featured the clear front indicators from the GTX.

At the end of the 1998 model year, the Florette was discontinued after three generations, without any direct successor.

TECHNICAL DATA 1600 DX Automatic (2000 GTX Manual)
Wheelbase: 240 cm
Length: 411 cm
Width: 170 cm
Weight: 976 kg (995 kg)

Engine block type: 4 cyl inline cast iron (4 cyl inline aluminium)
Head: 4 valve aluminium DOHC
Displacement: 1597 cc (1998 cc)
Bore: 76 mm (86 mm)
Stroke: 88 mm (86 mm)
Compression ratio: 10.4:1 (10.7:1)
Power output: 72 kW@6200 RPM (108 kW@6800 RPM)
Maximum torque: 142 Nm@3300 RPM (182 Nm@4600 RPM)
Fuel delivery: MPI
Fuel type: 95 unleaded

Tyre type: Radial
Tyre compound: Hard (Medium)
Tyre dimension: 185/60R14 (205/50R15)
Rim type: Steel (Alloy)

Cornering: 0.89 G (1.00 G)
Top speed: 220 km/h (247 km/h)
0-100: 10.5 s (7.03 s)
Quartermile: 17.83 s (15.31 s)
Gas mileage: 8.4 l/100 km (10.9 l/100 km)

Brakes F/R: Vented disc/drum (Vented disc/solid disc)
Braking 100-0: 39.8 m (36.1 m)

Price (recalculated to todays values): $16000 ($20600)


i really like the front end design of the V30 Florette, 11/10: Will go back to 1995 and buy one in bright yellow!!!


I think that overall it is my favourite design this far, I guess that I am getting the grip when it comes to car design now.

And yes, a bright yellow GTX would just Scream “90s”, in a good way, I guess.


I agree with both of you. Throughout the 90s, increasing insurance rates made hot hatches unviable for most drivers, and their manufacturers generally switched their attention to two-door coupes instead. The V30 Florette, especially in GTX trim and finished in a bright color, would have fit right into that contemporary zeitgeist.


I guess that explains why the sports trim of the J50 Colibri became somewhat more of a warm hatch (shared the same engine, but larger and heavier) and the Florette that started out as a chic economy sports coupé now was seriously fast in the GTX version. Too sad that there was not much available to fill the hole it left in the lineup, but that also was a sign of the times I guess.


@Knugcab man, you’re really hitting new peaks with your designs. Lovely car!