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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.