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IP Automotive LTD


1982-91 IP URBANA Mk1

With the Colibri growing in size for the second generation, the Urbana was the new entry level model at its release in 1982. Featuring an all new 3-cylinder 995 cc engine with 3 valves per cylinder and throttle body fuel injection, a power output of 43 hp and a torque of 79 Nm meant that the performance wasn’t really amazing, 0-100 was done in 16.5 seconds and the top speed was as low as 129 km/h. Average fuel consumtion of 8.5 litres per 100 km was OK for its time but not really amazing today considering how small the car and engine was.

Of course, it utilized a transversely mounted engine and front wheel drive, which now was universal practice among small cars, and simplicity was something that the whole construction oozed of. Inside, luxuries were sparse, there was space for four adults on simple vinyl clad seats with only lap belts in the rear, though 3 point belts up front and all of them of reel type. Overall, safety was no big priority, it had basic stuff like front head restraints and a telescoping steering column. About the only surprise when it came to equipment was the five speed manual gearbox, which of course meant improved economy.

In 1987 the Urbana got some improvements. The bumpers now was painted the body color (the easiest way to spot the difference between a 1986 and a 1987 model), and the engine got a multi-point EFI and high flow catalyst. That meant the power bumped up to 50 hk, the 0-100 time was reduced to 14.5 seconds and the top speed raised to 136 km/h. The big improvements was in fuel economy though, now down to 6.7 litres per 100 km.

The Urbana was mostly a budget model, however, in 1987 a low volume pocket-rocket was released, the 1000 GTT/CS, replacing the Stanley/Colibri 1300 GTT/CS. A turbo bumped up the power to 116 hp in the little 3-cylinder, meaning that it now could do 175 km/h and accelerate from 0-100 in 8 seconds flat. Disc brakes with ABS and 14" alloy wheels with low profile tyres instead of the skinny 12" steelies was other improvements. The GTT/CS was only built in a limited number per year though.

The Urbana became a sales success, maybe not so strange, being a very cheap and still versatile and useable car. In 1991 the final examples of the first generation rolled off the line. Though (except for the GTT/CS) it’s still waiting to achieve any collector car status at all.



The third generation Celestia was introduced for the 1982 model year. The coupé now was discontinued, leaving the sedan alone in the lineup. As before, the Sport Sedan was the entry level model. The Hicam engine, that was introduced with the first generation Celestia, now was gone too. Instead, under the bonnet was a four cylinder version of the twincam six cylinder in the Flaire, displacing 2.1 litres and with a power output of 124 hp. That meant that 0-100 km/h was done in 8.82 seconds and the top speed was 191 km/h. Fuel economy also was improved from the previous generation, needing 11.3 litres per 100 km.

However, some other technology, like the suspension, was more or less carried over from the previous generation Celestia. The body was all new though, both stiffer, safer and using more corrosion resistant materials than the previous generation. Other new features was a variable ratio power steering, a geared LSD, and four wheel ventilated disc brakes, all of them making the car easier to live with than its predecessor.

Since the Sprint Coupé now was gone, the Sprint Sedan replaced it in the lineup. As before, you got flared arches, wider tyres, spoilers and sports suspension. The engine now used was a turbo version of the same 2.1 litre “Dualcam” four as used in the Sport Sedan, with a power output of 238 hp and a torque of 284 Nm. Actually, it was a bit slower than the old Sprint Coupé acceleration wise, 0-100 was taking 7.2 seconds, but it now could reach a top speed of 220 km/h.

Magnesium wheels and bigger brakes also was standard, like before. All Celestias featured a very sports oriented interior with seating for four (all of them deeply contoured and featuring headrests and 3 point seatbelts), leather steering wheel, digital dashboard with aluminium inserts and a short throw gearlever.

However, many people felt that the Celestia was losing its bite a bit, lacking some soul. The third generation never was the image booster that the first and second generation was, and by the end of the 80s it almost had faded away, something the fourth generation was trying to fix. That is getting clear when looking at the values today, third generation Celestias are clearly cheaper than both second and fourth generation cars. Even Sprint Sedans can still be found at affordable prices, which can’t be said about the earlier Sprint Coupés.


The 3rd-gen Celestia’s taillights are too modern for its boxy 80s body - they look more appropriate on something from the late 90s/early 00s. Ditto for the front bumper vents.


Ansichtssache. Round tailights were always round.


Yes, I agree with you to be honest, the whole design became sort of too modern for 1982 in the end. I probably wouldn’t have used this body either if I did this car today, rather some of the boxier 70s bodies available as mods, but there was a little fewer of both bodies and fixtures to choose between before I knew how to download the mods, and always a fiddling between what’s looking good and what’s period correct.

Regarding the taillights, I was not really clear what to do with the first generation, using the Cortina inspired body, with its slanted fins that was a bit hard to do something with, so finally I decided to put some round lights in a vent of this shape, it looked quite good and not out of place, and I decided that it would be something of a styling trademark for future generations, but somehow I agree that they became a bit too modern here too, strangely enough.

But, 1982-83 was the time when streamlining was coming at a steady pace with Audi 100, Ford Sierra etc. - and in a parallell universe, this could have been done in 1982, it isn’t completely unrealistic. In our world, however, I wonder if the market would have been ready for it?



While the Freeway Star had been quite popular with its nimble dimensions, it was still too much of a commercial vehicle for many peoples tastes. That’s why the very innovative Boulevard Star was introduced in 1983. Built very much like a passenger vehicle, and with a wheelbase of 2.23 metres and an overall length of only 3.73 metres, it was very tiny and nimble, yet versatile for its size. It featured rear sliding doors on both sides, and the B-pillar was eliminated completely, meaning that with all the doors open, there was a huge gap to load through. Of course, it even featured a top hinged rear hatch. Up front was two bucket seats, with a quite crude bench seat in the rear. However, the flexibility was great, the seat could be taken out completely to form a huge load space, and folded flat together with the front seats to make the vehicle a bed on wheels for two people.

At the launch in 1983, the only available model was the 1300S. Being seen as “the car of the future”, it featured some radical styling touches like hideaway headlamps (not popup ones actually), high mounted turning signals on the rear hatch and a rear wing. However, it recieved quite much criticism for looking too tacky, many people had a hard time to accept the somewhat strange looks of the Boulevard Star.

The 1300S used the now very familiar 1.3 litre LEE engine, here in its throttle body injected version, with a power output of 63 hp. When mated to a 5 speed manual gearbox, it managed to accelerate up to 100 km/h in 13.9 seconds and reach a top speed of 142 km/h. It had a heavy fuel thirst for its size though, requiring 11.8 litres per 100 km, which was a point that often was criticized by the 80s automotive press.

The construction was a bit different from other front wheel drive IP vehicles, utilizing a longitudinal engine. The reason was to better adopt an all wheel drive system, which was done some years later. Equipment-wise it featured some quite basic stuff, like remote contolled (but still manual) mirrors, rear demister, clock, 8 track player, inertia reel 3 point belts up front and lap belts in the rear, fabric trim and carpet on the floor.

In 1986, an all wheel drive version was introduced. To cope with the AWD, it featured a turbo version of the 1.3 litre LEE engine, with 77 hp. For some reason, IP decided to use an ancient ZF 3HP22 3-speed automatic gearbox behind this engine, seriously hampering performance. The top speed was a tragic figure at 129 km/h and 0-100 took 16.3 seconds. The fuel economy was horrible too, 14 litres per 100 km.

There was a serious amount of work put into its rough road capabilities though. With a lever, you could lock the rear differential completely, the ground clearance was raised and it featured all terrain tyres, even if they were very tiny.

Everything changed already in 1987, making the 1986 AWD Turbo a short-lived model. Now the engines used was the 1.6 litre “Trinity” 12-valve 4 cylinder units, in N/A or Turbo form. The engine in the 1600S was rated at 76 hp, giving the car capabilities to reach 100 km/h in 11.8 seconds and a top speed of 150 km/h. At only 7.9 litres per 100 km, the fuel economy was the real winner though. The new AWD Turbo had a power output of 107 hp, resulting in a top speed of 157 km/h and a 0-100 time of 13.5 seconds. Gone was the old 3-speed auto, from now on it featured the Anhultz sourced 4-speed computer controlled automatic from the IP Mimas (which actually was nothing more than a rebadged Anhultz Mimas), making the whole package much more pleasant. Also, power steering and a cassette stereo was now standard.

For 1990, the Boulevard Star recieved a facelift, making the somewhat quirky looks a bit toned down. The turning signals now was placed down at the taillamps and the rims grew to 14 inches from 13.

The front end recieved a restyling meaning that the car now was not looking nearly as radical as the original model. Other changes were more on the safety side, the rear seat now featured 3-point seatbelts and ABS became standard equipment.

While being something of a pioneer in 1983, more modern competitors had passed the Boulevard Star 11 years later, meaning that 1994 was the end of the first generation. Today it have recieved cult status for its quirky looks and clever features. Most sought after are 1987-89 AWD Turbo models. The facelifted models are somewhat lower in value, probably due to the quirkiness being toned down a bit.



Did not expect the gearbox to survive for that long.
that thing has real long gearing iirc

how is it gonna move with 107hp compared to a (potentially) significantly stronger Mimas?


Let’s just say it was some fiddling with the gearing done in the same basic box… :wink:


Could work.

The software applied is not affected by not knowing the gear ratio values.
Instead, it uses parameters (vehicle speed, throttle position, engine RPM) to determine the best usable gear.

This might send it into a weird pattern if the spacing between gears is too long.
Then it basically is like:

“Engine is getting fast… gotta shift up a gear”
[shifts up]
“DAIM… now we lost all the power, better restore it by downshifting!”
[shifts back down again]


  • gears abothe the affected one are almost useless as well
  • it cannot accelerate past said gear at rev-limiter


not trying to pressure, take all the time you need, but i would like to claim my prize of winning the challenge at some point in time :stuck_out_tongue:


Much to do at work last week before I get some weeks off, massive brainfog in the evenings… :confused:


As i said:
Take all the time you need.
Was kinda worried the thread would die off like my lore thread did lol.

And 8 days of nothing seemed unusual soo…


At least, there is only one model left for 1983 and then it’s 1984…


1983-91 IP LILY Mk5

Still sharing much of its components, and the basic floorpan, with the Mk3 Celestia, the Lily was a much more conservative entry than the sports oriented Celestia. With the fourth generation even getting criticism for being too sporty and not practical,the fifth generation was a step back to a more down to earth, boxy and practical styling than found on the Mk4.

The base model was confusingly named the 1700S. Confusing, because the engine actually had a displacement of 1.8 litres, basically a smaller version of the Celestias dualcam four. 94 hp didn’t really make it a rocket, but a top speed of 170 km/h and a 0-100 time of 11.5 seconds was cosidered adequate back then. A fuel consumtion of 9.4 litres per 100 km also was a good result for its size and time. Mated to the engine was a 5 speed manual. The brakes was much improved with discs all around. Power steering was now standard, as were a steerig column of the same corrugated, crumpling type as in the Flaire. Other equipment included remote (manual) door mirrors, carpeting on the floor, fabric upholstery, clock, door beams, four headrests and inertia reel seatbelts, power door locks and an 8 track player.

Another good thing, the ancient station wagon from the 60s was replaced with an all-new model. It was practical with loads of cargo space, but the design of the rear caused some controversy back in the days.

The high performance model was the 1800T. This time the displacement was accurate, it had the same bottom end as the 1700S, but with a turbocharger and making 148 hp. That meant a top speed of 191 km/h and a 0-100 time of 9.78 seconds, good for a family car in 1983.

On the outside the 1800T was identified by blacked out trim and a rear spoiler. A geared LSD and wide low profile tyres helped it with getting grip.

In 1986 the Lily V6 was introduced, replacing the Kingston Vagant in some markets, complementing it in others. The V6 had a longer nose, even though the new 18 valve V6 hardly was any longer than the inline four. A 4 speed computer controlled automatic was standard. The opposite of what the 1800T was doing, the V6 was concentrating more on comfort than sport. A cloth interior, wood panels on the dashboard and electric windows was some of the extras it had. The 105 hp 2.4 litre V6 didn’t make it a rocket mated to the auto trans. Top speed was 178 km/h and 0-100 took 13.7 seconds.

Compared to its predecessor, the Mk5 was a strong seller. Many surviving examples is still seen on the road, but the prices of nice examples, especially Astros and Turbos, are steadily rising.



In the early 80s, IP had seen competition from imports growing too strong in the home market. It was then decided that if they could not beat them, they could instead join them, and because of that they started looking for an european partner. After turning down G&W, Shromets european division and Epoch, the dutch manufacturer Anhultz was chosen after rigorous testing of their Mimas.

Converting the Mimas into an IP was a quick job. The grille was slightly changed and featured an IP badge in the corner, and the badging in the back was changed from “Anhultz Mimas” to “IP Mimas by Anhultz”. The origin was not being hidden in any way, considering that it was seen as trendy and chic to drive an european car in Mamaya back then. The Mimas was only to be sold under the IP badging in the south east asian market, leaving the rest of the world with only Anhultz badged cars.

Unlike other cars, except the Boulevard Star, the Mimas featured longitudinal front wheel drive. It also had a 4 speed computer controlled automatic gearbox for L-FWD that was developed way beyond any of the IP autos back then, and later, with reprogrammed software and some tweaking of the gearing, found the way into the Boulevard star to replace the inefficient ancient 3-speed, since it was not seen as economical to engineer a completely new auto for only one model. In front of it was a 24 valve inline six, though with only a single camshaft, featuring a turbocharger that unlike many of the units of the time mostly increased low end torque. 143 hp and 216 Nm could send the car up to 100 km/h in 9.31 seconds and if you did wait a little longer, up to 189 km/h. The other technology was not ground breaking but completely up to date. Double wishbones up front (unlike the struts used by nearly all domestic made IP cars) and a coil sprung solid axle in the rear, a geared LSD, 4 wheel disc brakes and variable ratio power steering. The interior was maybe a bit on the spartan side, but it featured a sane level of equipment without too many doo-dads and gizmos, and on the safety side the car was very developed for its time, featuring for example a drivers side air bag, which was something none of the in-house models could offer yet.

The Mimas sold well for the first two years, sales were dropping after that, even though it remained the most sold imported car in the country. Mostly because the trends changed and it was said that domestic companies should be supported. In 1988 the partnership with Anhultz ended for this time, but it would later show that this was not the last time the two companies should cooperate…



Nice car! Do you mind if i try to give you some competition?


I would love it. Automobile industry would be nothing without it.

But if you’re talking about the Mimas, it’s just a captive import and @Elizipeazie and the Anhultz corporation is the one that should have credit (and competition)


iI personally have no problem with you competing.
That is the reason technology is as advanced as it is.
Just tag me in the post of said car and you are good (i wanna know what you come up with)


1984-89 IP COMMUTER Mk3

In 1984 the Commuter was replaced with an all new model. Gone was the ancient leaf-sprung rear wheel drive platform. Now the drivetrain and chassis shared many of its components with the Colibri, which meant a light, coil sprung tube axle in the rear, transverse engine and front wheel drive.

The entry level model was the somewhat odd looking “Urback”. A 2 door, 4-seater hatchback with a very stubby rear, making it the shortest of the bunch. The Urback was only available as a sparsely equipped stripper with the 1.3 litre N/A engine.

If the Urback had some radical styling, the sedan was conservative almost to the point of being boring. Though it was a concept that found its buyers, the sedan by far outsold all the other body styles.

The sedan was also available as the Kingston branded “Sceptrus”, once again borrowing some styling cues from the Vagant, marketed as its little brother.

The Sceptrus was only available in one trim, as a sedan with the new “Trinity” OHC 12-valve inline four, in this version with an 1.5 litre displacement and 71 hp. The Commuter sedan, however, also was available with both the single point injected 1.3 litre “LEE” engine with its roots in the early 70s. However, being not only more powerful, reliable and refined, the Trinity was also giving much better fuel economy than the LEE, making it well worth the extra cost.

The station wagon, like the sedan, now had four doors which made it far more practical than the previous model. While the Mk2 wagon gained some criticism for being too radically styled, the Mk3 was almost the opposite, conservative and bland, but not at all controversial, making it outsell its predecessor by a far amount. The wagon was available with an 1.3 litre or an 1.5 litre engine.

More controversial styling, however, was found on the fastback coupé. Its front end, with a low mounted grille, a split top grille featuring tiny little DRLs and the popup headlamps didn’t gain much appreciation back then.

The fastback coupé was seen not only as an addition to the Commuter range, but also as a replacement for the Pandora. The front wheel drive layout, however, was a disappointment to many of the Pandora buyers, making IP reintroduce the rear wheel drive Pandora for the 1989 model year.

You could get it with the 1.3 litre or 1.5 litre N/A engines, as well as a 125 hp 1.3 litre turbo, an engine not available in the other bodystyles. The Turbo featured spoilers front and rear, 4 wheel disc brakes, alloy wheels, NACA ducts on the bonnet and “TURBO” stickers on the bottom of the doors, as well as the 4-seater interior borrowed from the Urback (all other models being 5-seaters, including the 1.3/1.5 coupé).

The Turbo could reach a top speed of 180 km/h and did 0-100 in 7.14 seconds, but it came at a price, 13.2 litres per 100 km really wasn’t good figures by such a small car. The 1.5 litre N/A models were slower, 12.2 seconds to 100 and a top speed of 158, but on the other hand they had great fuel economy at 7.4 litres per 100 km, making the 1.5 engine the most popular. The 59 hp 1.3 litre N/A engine was not as painfully slow as you could think, 13.7 seconds to 100 and 141 km/h top speed, but on the other hand it had far worse fuel economy than the 1.5 at 9.8 litres per 100 km, showing that it was time to retire the old LEE engine.

The Commuter Mk3 was the model that really made the Commuter sales take off, when it was discontinued for the 1990 model year it actually had the record as the most sold IP model ever. Their reputation for reliability, practicality and good economy also made them popular as second hand cars, keeping the values up. But today, like most compact cars of the 80s, they are still waiting to recieve any classic car status at all. Prices are low, but since the good reputation remains, at least sedans and wagons in good condition and preferrably with the 1.5 litre engines are easy to sell.


1984-93 IP WARBLER Mk2

Just like the Commuter, the Warbler changed to a front wheel drive platform in 1984. And just like the Commuter (and Colibri/Stanley), the engine was mounted transversely, though unlike the Commuter, the rear suspension was of a more advanced torsion beam type. Just like before, the only body style was a hatchback, but this time it featured rear doors, making it more practical.

The base engine was the old 1.3 litre LEE unit with its roots in the 70s. A power output of 58 hp didn’t really make it a rocket, 0-100 km/h was done in 14.6 seconds and it had a top speed of 144 km/h. Better performance AND fuel economy was gained with the new for 1984 1.6 litre 76 hp 12-valve “Trinity” engine. 11 seconds to 100 was not bad for a compact family car of this era, the top speed was still quite modest though, at 156 km/h. More of an achievement was the fuel economy, brought down to 8.2 litres per 100 km, not much worse than the early Urbana!

IP was very much into turbocharging already in the early 80s and the Warbler was not any exception. The Turbo model differed on the outside by using a different (and body coloured) front bumper with an intake for the intercooler, and featuring alloy wheels and an extra pair of high beams. It also had an 8-track stereo and gas shocks. However, it was never aimed at the hot hatch crowd, and power output was a modest 107 hp. The Turbo was there mostly to improve performance and driveability without sacrificing fuel economy. With a 0-100 time of 10.5 seconds and a top speed of 174 km/h, with only a slight bump in fuel consumtion up to 8.9 litres per 100 km, one can say that they succeeded.

In 1989 the Warbler got a facelift with new composite “aero” headlamps. The 1.6 litre Trinity engine remained in the lineup while the LEE engine was scrapped. Instead, the base model used an 1.4 litre Trinity unit with 64 hp. The fuel economy was vastly improved from 10 litres per 100 km to 7.4. 0-100 took 12.8 seconds and the top speed was 146 km/h. The suspension was retuned for much better comfort and handling, and a cassette stereo now was standard equipment in all models. The turbo engine was stroked to 1.8 litres, giving it a power output of 126 hp, improving the 0-100 time to 8.23 seconds and the top speed to 183 km/h. The turbo also gained ABS brakes and an improved cassette stereo compared to the other models.

In the early 90s though, it was clear that the Warbler could not keep up with the competition. Especially safety wise it gained much criticism, since nothing had been done to improve it since 1984, unlike many competitors, there was no air bags, no door beams and not even 3 point seatbelts in the rear (except for markets requiring them). Also, the squared off design was looking really old fashioned in the era of the aerodynamics. It had remained a strong seller until the end though, nearly matching the sales of the Mk3 Commuter. Today it is quite much of a forgotten model though, it was an economical throwaway car, and mostly used as such too. You don’t see many of them on the road today, but if you find one, even good examples can be picked up for almost nothing.