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IP Automotive LTD


#132

1955-62 IP LILY (Internal model code: F20)


The second generation Lily followed the same recipe as its predecessor, a small, affordable 2-door sedan for the masses. The big difference was that the body on frame construction now was ditched for an unitized body. The engine (20 kW 858 cc) was however inherited from the first generation Lily, as were the suspension both front and rear. The Rugger pickup now was built on its own platform (a development of the F10 Lily) since the unibody Lily was seen as less suitable for truck use. The only choice of transmission was a 3-speed manual (once again a carryover from the F10), but you could choose between Standard and Deluxe trim. The Deluxe featured 2-tone paint, hubcaps, chrome trim on the sills and grille surround as well as behind the door handles, backup lights, radio, cigar lighter, heater, dual sunvisors, armrests on the doors and a horn ring instead of just a button.


In 1957, the 858 cc engine was enlarged to 991 cc and now had a power output of 23 kW. It was joined by an all new 1188 cc 35 kW engine in 1958, when you also could get the 4 speed transmission from the Rugger as an option in the Deluxe. It was then produced with no major changes until 1962 when the much more contemporary looking F30 appeared on the market.

TECHNICAL DATA 1955 Standard (1957 Standard) (1958 Deluxe 1188cc 4-speed)
Wheelbase: 218 cm
Length: 383 cm
Width: 148 cm
Weight: 660 kg (667 kg) (743 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve cast iron pushrod
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: 145-85/14
Rim type: Steel

Cornering: 0.75 G (0.76 G) (0.74 G)
Top speed: 114 km/h (119 km/h) (139 km/h)
0-100: 35.9 s (26.7 s) (18.3 s)
Quartermile: 24.45 s (23.56 s) (21.16 s)
Gas mileage: 10 l/100 km (10.9 l/100 km) (11.3 l/100 km)

Brakes F/R: Drum/drum
Braking 100-0: 44.5 m (44.4 m) (47.5 m)

Price (recalculated to todays values): $9390 ($9420) ($10400)


#133

2004-2009 IP BOLERO (Internal model code: AB10)


After 43 years of production, the IP Icarus was axed for the 2004 model year (except for the bare bones Icarus “Fleet”, based on the 1987 A50 body and sold only to fleet customers, that still was in production). IP wanted to reach a younger audience with their luxury sedan than the very conservative and traditional Icarus always had been aimed towards, which lead to the sleeker, more contemporary looking Bolero taking its place in the model lineup. But there was no doubt that it had its roots in the Icarus line, being a large executive sedan, and the top of the line model in the lineup, except for the more or less handbuilt “Royalist” luxury limousine that was built in a few examples every year.

One difference between the Icarus and the Bolero was that the strut suspension, used on the Icarus since the start in 1960, now was ditched in favour of a double wishbone setup. It could be had with either rear wheel drive or a 43/57% rear biased AWD system, but the only transmission available was a 5 speed computer controlled automatic.


The engine choices was either a 3 litre V6 or a 4.5 litre V8, and the three trim levels were the “Premium”, the “VIP” and the “VIP II”. The Premium could only be had with the V6, and was loaded with features like electronic climate control, electric windows, electric seat controls, heated cloth/leather seats, leather steering wheel and shifter knob, wood trim on the dashboard, CD player, 9 airbags, stability control, cruise control, anti theft alarm with remote door locks and remote start, and much more.

The VIP trim added heated/ventilated full leather memory seats, climate control that could be set individually for the rear seat, heated leather/wood steering wheel, more wood paneling on the dashboard, an audio system developed in co-operation with Luxman, a cooler compartment in the glovebox and adaptive damping. The VIP could be had with either the V6 or the V8. On the outside it could be identified by the 18 inch wheels and (on the V8 model) a different rear bumper.

The VIP II was the top of the line model, featuring four individually adjustable heated/ventilated seats with nicer leather trim than in the VIP, suede upholstery in the ceiling, leather upholstery on the dashboard, sat-nav, active suspension, semi active damping, cooler compartment between the rear seats, and much more. On the outside it could be identified by the dual chrome strips in the grille. The VIP II could only be had with the V8.

The Bolero blew some new life into the IP luxury cars and was produced without any major changes until 2009.

TECHNICAL DATA V6 Premium RWD (V8 VIP RWD) (V8 VIP II AWD)
Wheelbase:287 cm
Length: 490 cm
Width: 175 cm
Weight: 1707 kg (1863 kg) (1932 kg)

Engine block type: V6 aluminium (V8 AlSi) (V8 AlSi)
Head: 4 valve aluminium DOHC (4 valve AlSi DOHC) (4 valve AlSi DOHC)
Displacement: 2983 cc (4493 cc) (4493 cc)
Bore: 89 mm (93 mm) (93 mm)
Stroke: 80 mm (82.7 mm) (82.7 mm)
Compression ratio: 10.4:1 (11.1:1) (11.1:1)
Power output: 173 kW@6700 RPM (249 kW@6700 RPM) (249 kW@6700 RPM)
Maximum torque: 271 Nm@4800 RPM (408 Nm@4600 RPM) (408 Nm@4600 RPM)
Fuel delivery:MPI (DI) (DI)
Fuel type:95 unleaded

Tyre type: Radial
Tyre compound: Hard
Tyre dimension: 235/50R17 (235/45R18) (235/45R18)
Rim type: Alloy

Cornering: 0.9 G
Top speed: 265 km/h (286 km/h) (275 km/h)
0-100: 8.5 s (6.9 s) (7.4 s)
Quartermile: 16.39 s (14.94 s) (15.43 s)
Gas mileage: 10.7 l/100 km (9.6 l/100 km) (10.8 l/100 km)

Brakes F/R: Vented disc/solid disc (Vented disc/vented disc) (Vented disc/vented disc)
Braking 100-0: 39.7 m (39.5 m) (39.7 m)

Price (recalculated to todays values): $36000 ($47800) ($57700)


#134

There’s a celulose products factory on a neighbour city here that’s called International Paper. I like to think your company and theirs are related somehow. Also I’d take a '55 Lily to drop a V8 and some slicks, like those drag racing Nash Metropolitans .


#135

OOC:
To be honest there is a history behind the name. I was drawing a lot of cars out of my imagination when I was younger and one time I ran out of inspiration what to call it, so I just took two random letters and then came up with something it should mean. For some reason it stuck in my head. Unfortunately when I created this thread I didn’t see the similarity to the BP logo, nor the fact that it sounds like “I pee” in english, but yeah, try to be nice and overlook that… :joy:


#136

Hahahaha!!! At least you didn’t name your company after licking shit!

Bog = Slang for shit, poop, scat etc.
Liq = Pronunciation that sounds like “Lick”!

But the name resonated for me, I liked the way Bogliq sounded, so I now basically spam the forums with polished turds! :laughing::flushed::nauseated_face::face_vomiting::face_with_thermometer::mask:


#137

A turd is a turd even if you paint it blue…


#138

1986-92 IP LILY (Internal model code: F70)


In 1986 the Lily switched over to a front wheel drive platform. However, the suspension used more or less the same concept with semi trailing arms in the rear and McPherson struts up front. The two door models now were gone, and left was a 4-door sedan and a 4-door station wagon. Following the latest trend in automotive design, it also featured integrated aero bumpers and composite headlights.

Three engines were available, a 2 litre N/A diesel, an 1.8 litre N/A gasoline unit and an 1.8 litre turbo. The choice of transmission was either a 4 speed manual, a 5 speed manual or a 3 speed auto. The diesel and turbo, however, could only be had with the 5 speed. The available trim levels were the entry level “DX”, the somewhat more luxurious “DX2” and the sporty “GTX”. The DX and DX2 could be had with either the diesel or the N/A gasoline engine, while the GTX only was available with the turbo.


The DX featured standard equipment that was about average in its class at the time. Cloth upholstery, tape player, carpeting on the floor, digital clock, inertia reel 3-point belts on all outboard positions and a lap belt in the centre rear seat, a rear centre arm rest, heated rear window and a lockable glovebox for example. The DX2 was somewhat more luxurious, adding painted bumpers, full wheel covers, power steering, chrome trim around the windows and electric, painted mirrors. The GTX added 15 inch alloy wheels, anti lock brakes, leather sports steering wheel, contoured bucket seats up front, premium sound, full instrumentation and a glass sunroof. Cosmetical differences included dual tailpipes, side skirts, different front bumper, blacked out taillights and a rear spoiler. The GTX could not be had as a station wagon. For 1990, the DX2 designation was scrapped, while the DX was upgraded to feature all equipment that the old DX2 model had. To get the painted bumpers and mirrors, though, you had to order a special “appearance package”.

The F70 got replaced by the F80 for the 1993 model year, which also meant the death of the station wagon.

TECHNICAL DATA 2000 DX Diesel sedan (1800 DX2 wagon automatic) (1800 GTX Turbo)
Wheelbase: 253 cm
Length: 450 cm (445 cm) (450 cm)
Width: 178 cm
Weight: 1094 kg (1145 kg) (1159 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve DAOHC aluminium (3 valve SOHC aluminium) (3 valve SOHC aluminium)
Displacement: 1951 cc (1808 cc) (1808 cc)
Bore: 85 mm (83 mm) (83 mm)
Stroke: 86 mm (83.6 mm) (83.6 mm)

Compression ratio: 22:1 (8.6:1) (8.3:1)
Power output: 45 kW@4200 RPM (66 kW@5500 RPM) (99 kW@5400 RPM)
Maximum torque: 137 Nm@1800 RPM (132 Nm@3200 RPM) (190 Nm@4400 RPM)
Fuel delivery: Mechanical rotor pump (single 2 barrel carb) (MPI)
Fuel type: Diesel (95 unleaded) (95 unleaded)

Tyre type: Radial
Tyre compound: Hard (Hard) (Medium)
Tyre dimension: 175/70R14 (185/70R14) (195/60R15)
Rim type: Steel (Steel) (Alloy)

Cornering: 0.83 G (0.85 G) (0.92 G)
Top speed: 169 km/h (192 km/h) (204 km/h)
0-100: 16.5 s (15.1 s) (9.55 s)
Quartermile: 20.7 s (20.4 s) (17.23 s)
Gas mileage: 7.8 l/100 km (11.5 l/100 km) (9.6 l/100 km)

Brakes F/R: Solid disc/drum (Solid disc/drum) (Solid disc/solid disc)
Braking 100-0: 42.6 m (41.6 m) (37.9 m)

Price (recalculated to todays values): $13900 ($15100) ($20400)

1986-89 IP LILY V6 AMERICA (Internal model code: FX70)


The V6 America was in many ways a different animal, hence the own model code. It was primarily aimed at the north american market, as its name implied, and was much different body-wise, with a totally different front end, and a lenghtened front structure. Other differences on the outside included lots of chrome trim that the 4 cylinder models never had, special gold anodized wheels, wider side trim and the blacked out taillights from the Turbo but with the chrome surrounds from the DX.


On the inside, it was more luxurious than the other models, with things like velour upholstery, central locking, wood trim on the dashboard, electric windows, heated seats, remote trunk release, premium sound and a tilt/telescoping leather steering wheel. Strangely enough the glass sunroof from the Turbo remained an option. It featured the 4 wheel disc anti lock braking system from the Turbo though (albeit with smaller discs up front) and the only transmission available was the automatic. In 1990 the V6 America was replaced with the new, smaller FWD Vagant (while the old, larger RWD Vagant was renamed the Royal Vagant).

TECHNICAL DATA:
Wheelbase: 253 cm
Length: 462 cm
Width: 178 cm
Weight: 1207 kg

Engine block type: 6 cyl V aluminium
Head: 3 valve aluminium SOHC
Displacement: 2287 cc
Bore: 81 mm
Stroke: 74 mm

Compression ratio: 8.5:1
Power output: 91 kW@5700 RPM
Maximum torque: 175 Nm@2800 RPM
Fuel delivery: MPI
Fuel type: 91 unleaded

Tyre type: Radial
Tyre compound: Hard
Tyre dimension:185/65R15
Rim type: Alloy

Cornering: 0.83 G
Top speed: 204 km/h
0-100: 13 s
Quartermile: 19.5 s
Gas mileage: 10.2 l/100 km

Brakes F/R: Solid disc/solid disc
Braking 100-0: 41.8 m
Price (recalculated to todays values): $21600


#140

uhhh… ah yes, a teaser where you cant see anything so it teases literally nothing. Just want you want to see in a teaser. Just ignore that the “teaser” can be beaten by going into photoshop and literally just increasing the brightness and contrast


#141

I agree, it was half-assed TBH, removed it.


#142

I use MV Design as my company name since I was 5. It was M Design at the start, but that sounded terrible (And I wasn’t into cars so I didn’t knew about BMW). Meaning is simple, it’s my initials. Now Bridgell, my mock of shitty british cars is just some babling to sound british. Ressemblance to Bridgestone was noticed later but it was too late, it had stuck.


#143

TBH the similarity there is not much closer than for example Valvoline - Volvo. When I was around 4-5 years old I thought that the oil actually was called “Volvoline” and only could be used in Volvos, lol! :joy:


#144

Introducing the all new for 2021 9th generation IP Flaire. More info coming soon…


#145

1988-> IP ICARUS (Internal model code: A50)

A new IP Icarus was introduced for the 1988 model year, spare for the station wagon which continued on the old A40 platform. Even if the styling was a step forward from its predecessor, it was still very conservative in an era where cars started to get much more smooth and streamlined. Even though slightly shorter than its predecessor, it was built on a 5 cm longer wheelbase, improving the ride. But under the skin, the technology was still fairly conservative, like on its predecessor struts up front and semi trailing arms in the rear. One difference, however was the new computer controlled automatic transmission, standard on the 3 litre V6, optional on the 2.3 litre V6 and on the 2.5 litre diesel. The 4 cyl diesel was inherited from the A40 while the V6 units was identical with the ones in the Ocelot, though no turbo was available.


The base model for private customers was the DX, available with all the engines. Featuring a steel sunroof, velour interior, tape player, electric mirrors, leather wrapped steering wheel on a tilt/telescoping column, digital clock, tachometer, tinted glass, centre armrests front and rear, power steering and real wood trim on the dashboard, it was far from a stripper. Safety wise, things like steel beams in the doors, extensive padding on the interior details, headrests and intertia reel seatbelts on all outboard positions (static lap belt in the middle), energy absorbing bumpers and a safe position of the gas tank behind the rear seat made it a fairly safe place to be in for its era, should a crash occur.


The GLX was also available with all three engines. Added was alloy wheels, glass sunroof, premium sound, front fog lights, cruise control, trip computer, leather upholstery, electric windows, air conditioning, heated seats front and rear, wood trim on the door panels, anti lock brakes and a drivers side air bag.


The top model, however, was the VIP, only available with the 3 litre V6. On the outside a different grille, clear front indicators and turbine alloy wheels was the big differences from the GLX. Inside, however, it featured a more luxurious 4-seater interior, with softer leather and more wood trim than in the DX, and added some gizmos like separate climate controls for the rear passengers, cooler compartments between front and rear seats, a leather/wood steering wheel, ambient lighting and provision for a car phone.

The A50 for the private customers was produced until the 1992 model year.

TECHNICAL DATA 2300 DX manual (3000 VIP automatic)
Wheelbase: 270 cm
Length: 469 cm
Width: 180 cm
Weight: 1317 kg (1381 kg)

Engine block type: 6 cyl V cast iron
Head: 3 valve aluminium OHC
Displacement: 2287 cc (2994 cc)
Bore: 81 mm (87.5 mm)
Stroke: 74 mm (83 mm)
Compression ratio: 8.5:1
Power output: 91 kW@5700 RPM (131 kW@6000 RPM)
Maximum torque: 175 Nm@2800 RPM (236 Nm@3900 RPM)
Fuel delivery: Multi point EFI

Tyre type: Radial
Tyre compound: Hard
Tyre dimension: 195/70R15 (205/65R15)
Rim type: Steel (Alloy)

Cornering: 0.82 G (0.83 G)
Top speed: 202 km/h (220 km/h)
0-100: 10.7 s (8.82 s)
Quartermile: 17.7 s (16.62 s)

Brakes F/R: Vented disc/solid disc
Braking 100-0: 41.6 m (41 m)

Price (recalculated to todays values): $20400 ($29300)


ICARUS FLEET

The Icarus Fleet replaced the old A20 Fleet with its roots in the late 60s Icarus. Mainly intended for customers like police and taxi, it was a bare bones affair. Gone was the plush interior from the regular models, instead it featured a very simple vinyl interior with bench seats. On the outside, it was simplified with lots of unpainted plastic trim and round sealed beams replacing the composite headlights.

1998 the Fleet got an update. Composite headlamps was added on the outside, as well as new taillamps. The interior got somewhat less bare bones and for safety a drivers side airbag and ABS brakes was added. A 2.7 litre turbo diesel replaced the old 2.5 litre N/A diesel with its roots in 1963, becoming the only engine since the V6 versions was dropped.

In 2008, many people was probably surprised when the Fleet got yet another update. Most people thought that it was doomed, however it was still a seller in mostly developing markets. The taillights got clear lenses, as well at the completely new headlights. There was now integrated indicators in the mirrors and the door handles was updated to the version used by most IP cars back then. On the inside, the front bench seat was replaced with buckets, for safety a passenger side airbag and side impact airbags was added, as well as a rear centre headrest and 3-point belt. The old hydraulic power steering was replaced by an electrical unit, and the automatic transmission got 5 speeds instead of 4. The wheels was enlarged from 15 to 16 inches and it finally recieved rear disc brakes.

Finally in 2018, the fleet got what seems to be its last facelift. Once again, a new headlight type, as well as LED lights in the rear. The news when it came to technology mainly was limited to electronic stability control.

The production of the fleet is scheduled to end in 2022 with no direct replacement.


#146

1984-88 IP CELESTIA (Internal model code: M50)


In the early 80s it was becoming kind of confusing for many people why IP had three models that was roughly the same size. The Celestia, the Ocelot and the Vagant. To make the internal competition even worse, a six cylinder version of the Lily was introduced at about the same time. According to IP, however, they were never supposed to be competitors to each other. The six cylinder Lily was an alternative for people that wanted somewhat more grunt and luxury without wanting to take the step upwards in size and haul around more car than they wanted. The Celestia was the entry level model in the class above the Lily and was also supposed to have kind of a sporty flair, as oppossed to the more traditional luxury in the Vagant, that since its introduction had taken kind of the role as the Celestia’s big brother. The Ocelot was more of a personal luxury car that was supposed to be a rolling techfest. After replacing the Vagant Starglider with the coupé version of the Ocelot, as well as axing the slow selling Ocelot sedan after just one generation, the model programme was somewhat less of a mess, though only the Celestia have survived into the 2020s in its original form, with an unclear future ahead.

There was some criticism that the M40 generation had lost much of the sporty image that the M20 and M30 had, so with the introduction of the Turbo model, there now was true sports sedans and coupés in the Celestia lineup again. If you didn’t want to go for a Turbo, there was the entry level DX and the more luxurious GLX to choose between. Body choices were 4 door sedan, 5 door wagon and 2 door coupé, and the engine lineup consisted of an 1.8 litre N/A I4, a 2 litre N/A diesel I4, a 2.5 litre turbo I4 and a 2.4 litre N/A I6. Trying to cope with emission standards, all models were fuel injected and (with the exception of the diesel) equipped with 3-way cats. Transmission choices were a 4 speed manual, 5 speed manual or 3 speed automatic.


With the exception of the turbo (that was only available in the sedan and coupé, and only with a 5 speed manual) and that you only could get the 4 speed manual in the DX, you were free to combine bodystyle, engine, equipment level and transmission as you wanted. On the outside, the alloy wheels was the only sign (except for the badges) of a GLX. Inside, however, there was some differences like velour upholstery, electric mirrors, leather steering wheel, tachometer and a better sound system. The Turbo added a full instrumentation, contoured bucket seats up front, the 2 passenger rear seat from the coupé even in the sedan version, an even better sound system and fake aluminium panels on the dashboard. On the outside, the Turbo had a standard glass sunroof (that you could get as an option on both DX and GLX models though), special 15 inch alloy wheels instead of 14 inch, NACA ducts on the hood, and spoilers front and rear.

However, even if the Turbo was reasonably fast, it was met with a somewhat sour criticism from the motoring press. The transition into a sporty car made it crude, with lacking comfort for a car in its price class. The M50 generation was phased out in 1988, in favour of the new M60 model, which was the model that really helped to blow new life into the Celestia name again.

The Q20 IP Ocelot, released in 1986, borrowed most of its platform from the M50 Celestia.

TECHNICAL DATA 1800 DX Wagon automatic (2400 GLX Coupé 5 speed) (Turbo sedan)
Wheelbase: 264 cm
Length: 461 cm
Width: 175 cm
Weight: 1150 kg (1372 kg) (1278 kg)

Engine block type: 4 cyl inline cast iron (6 cyl inline cast iron) (4 cyl inline cast iron)
Head: 2 valve aluminium DAOHC (2 valve aluminium DAOHC) (4 valve aluminium DOHC)
Displacement: 1771 cc (2394 cc) (2498 cc)
Bore: 82.2 mm (83 mm) (94 mm)
Stroke: 83.4 mm (73.7 mm) (90 mm)
Compression ratio: 7.5:1 (7.5:1) (8.5:1)
Power output: 64 kW@5700 RPM (89 kW@5800 RPM) (153 kW@5900 RPM)
Maximum torque: 119 Nm@3900 RPM (164 Nm@3900 RPM) (274 Nm@4900 RPM)
Fuel delivery: SPI (SPI) (MPI)
Fuel type: 91 unleaded (91 unleaded) (95 unleaded)

Tyre type: Radial
Tyre compound: Hard (Hard) (Sports)
Tyre dimension: 195/80R14 (195/80R14) (225/65R15)
Rim type: Steel (Alloy) (Alloy)

Cornering: 0.82 G (0.78 G) (1.01 G)
Top speed: 177 km/h (211 km/h) (236 km/h)
0-100: 15.8 s (11.8 s) (7.1 s)
Quartermile: 20.7 s (18.55 s) (15.19 s)
Gas mileage: 14.2 l/100 km (16.9 l/100 km) (12.3 l/100 km)

Brakes F/R: Vented disc/drum (Vented disc/solid disc) (Vented disc/solid disc)
Braking 100-0: 42.7 m (44.9 m) (35.7 m)

Price (recalculated to todays values): $13100 ($17700) ($23300)


#147

2000-2004 IP VAGANT (Internal model code: FZ30)


In 1990, the Lily V6 America was discontinued and replaced with the FZ10 Vagant, a FWD car that was somewhat smaller than the old RWD Vagant. The RWD model remained in production, but was renamed the Royal Vagant.

For the 2000 model year, it was time for the third generation of the FZ series Vagant. To many peoples disappointment, the V6 now was gone, replaced by a new series of inline 5 engines, in 2 or 2.5 litre form. Chassis wise, it was more or less a carryover from the FZ20 generation, using McPherson struts up front and an advanced multilink suspension in the rear. As with the previous generations, a 4 door sedan was the only available body style.

Equipment levels were the GLX or the VIP. The GLX could be had with the 2.0 or the 2.5 litre engine, and with a 5 speed manual or 5 speed computer controlled auto transmission. Standard equipment included leather/fabric upholstery, electric windows, heated electric mirrors, electronic climate control, leather wrapped tilt/telescoping steering wheel, cruise control, CD player, 4 airbags, pretensioning seatbelts with load limiters, ABS and traction control. The VIP was only available with the 2.5 litre engine and auto transmission, and included full leather upholstery, a premium sound system, heated electric memory seats, cooler compartment in the glovebox, separate climate controls for the rear seat and electronic stability control.


On the outside, only a different grille and chrome 17" alloys instead of silver 16" made it possible to identify the VIP model.

Though getting some criticism for being bland, lacking in comparision to especially european competitors, and not being a huge step forward compared to its predecessor, the FZ30 found its buyers. In 2005 it was replaced by the FZ40, where some energy was made to adress that criticism though.

TECHNICAL DATA 2000 GLX manual (2500 VIP automatic)
Wheelbase: 274 cm
Length: 474 cm
Width: 175 cm
Weight: 1382 kg
Engine block type: 5 cyl inline AlSi
Head: 4 valve AlSi DOHC
Displacement: 1990 cc (2486 cc)
Bore: 75.5 mm (82.5 mm)
Stroke: 89 mm (93 mm)
Compression ratio: 9.7:1
Power output: 109 kW@7200 RPM (122 kW@6900 RPM)
Maximum torque: 179 Nm@4000 RPM (221 Nm@3700 RPM)
Fuel delivery: MPI
Fuel type: 95 unleaded

Tyre type: Radial
Tyre compound: Hard (Medium)
Tyre dimension: 225/60R16 (235/55R17)
Rim type: Alloy

Cornering: 0.87 G (0.95 G)
Top speed: 232 km/h (236 km/h)
0–100: 9.3 s (9.1 s)
Quartermile: 16.86 s
Gas mileage: 7.4 l/100 km (8.5 l/100 km)

Brakes F/R: Vented disc/solid disc
Braking 100-0: 39.8 m (37 m)
Price (recalculated to todays values): $27900 ($34200)


#148

I really love how you carry your signature grille though the years. Sometimes is borderline unworthy to stamp/mold irl, but you still manage to fit it. That’s a great commitment.


#149

I guess that I have to put up the origin from 1948 soon. The idea is that it gradually disappeared during the 50s and early 60s, but that some interest in the company heritage took place in the mid 60s. Sort of how the Volvo diagonal bar was forgotten in the 40s to reappear on the 1969 164.

I agree with some people that the shape sometimes can look a bit out of place, but it’s a bit like how BMW have managed to carry over their kidneys and Alfa their triangle grille during the centuries… Sometimes it is questionable if it really did something good for the looks, other times it was a natural part of the design, but it always made sure that you could see what brand it really was even if you had never seen the actual model before.

And in automation, with a limited amount of fixed body types, the most realistic way to build brand identity is doing it with fixtures. You don’t have stuff like the Hofmeister kink to play around with…


#150

It could very well be the shape of the 1920s cars’ grilles, like Buggati’s. It wasn’t a complaint, in fact, I wish I had through of something like that in my beginnings. I do have a 3 side slanted vent design I try to fit to most of my cars, but sometimes it just doesn’t work (aero, or too cheap of a car to have it). A grille identification would be easier to make it fit in every car.


#151

1932-47 the company only made heavy trucks, though they can as well have had the tombstone shaped grille now when thinking about it…hmmmm.


#152

1948-54 IP LILY/IP RUGGER (Internal model code: F10)


The small and very simple F10 Lily was the vehicle that started it all in 1948. A tiny, bare bones vehicle, built up on a ladder frame, with a 720 cc 4-cylinder engine driving the leaf sprung rear axle through a 3-speed transmission. Technology wise, the only remarkable things was that it utilized an overhead valvetrain and an independent front suspension, which wasn’t the case with all the small cars at the time.

There was not much equipment to talk about. Except for the bumpers and the single hand-driven wiper, there was not much brightwork at all on the outside. The bare steelies had no hubcaps, and on the inside there was not much more to write home about. Simple pergamoide upholstery on the sparsely padded seats, rubber carpeting on the floor, only a single sunvisor, and no creature comforts at all.

With the simple standard model selling like hotcakes to a public in desperate need of transportation after world war 2, there was room for development. Already in 1950, the underpowered 720 cc engine was replaced with an enlarged 858 cc version of the same unit. Also released at the same time was the “Deluxe” version. Much more luxurious looking on the outside, with side trim, rear bumper guards, chrome grille, headlamp trim, door handles, window trim, gas cap and taillight housings, blinker turn signals instead of the flip out type arrow indicators on the standard, dual vacuum wipers instead of the single manual wiper and hubcaps instead of just bare steelies. Even on the inside there was a different story, since it featured a glovebox door, fabric upholstery, arm rests on the doors, cigar lighter, heater, dual sunvisors, banjo style steering wheel and even an AM radio.

TECHNICAL DATA 1948 standard (1950 De Luxe)
Wheelbase: 206 cm
Length: 333 cm
Width: 141 cm
Weight: 608 kg (685 kg)

Engine block type: 4 cyl inline cast iron
Head: 2 valve cast iron pushrod
Displacement: 720 cc (858 cc)
Bore: 57 mm (60 mm)
Stroke: 70.5 mm (76 mm)
Compression ratio: 6.8:1 (7:1)
Power output: 15 kW@4000 RPM (20 kW@4300 RPM)
Maximum torque: 45 Nm@2300 RPM (56 Nm@1800 RPM)
Fuel delivery: Single 1-barrel eco
Fuel type: 92 leaded

Tyre type: Crossply
Tyre compound: Hard
Tyre dimension: 125/95-15
Rim type: Steel

Cornering: 0.7 G (0.67 G)
Top speed: 111 km/h (115 km/h)
0-100: 43.8 s (31.2 s)
Quartermile: 26.1 s (24.31 s)
Gas mileage: 9.1 l/100 km (10.5 l/100 km)

Brakes F/R: Drum/drum
Braking 100-0: 52.1 m (58 m)

Price (recalculated to todays values): $7490 ($9320)

RUGGER


The BOF layout made the little Lily very simple to convert to commercial use, and in 1950 the Rugger was released, as a pickup truck or panel van. Technically similar to the standard version of the Lily, the difference was mainly the 4 speed gearbox which was more or less necessary in a commercial vehicle with small sub 1-litre engines.


Since the second generation Lily was built on an unibody platform, the first generation Rugger was the only one that shared its underpinnings with a passenger car. So the gen 1 Rugger is classed as a F-platform vehicle and not as an Y-platform as all the later Ruggers (except for the US market only Royal Rugger built from 2004 onwards). In 1955 the 2 door sedan Lily was replaced by the F20 Lily while the Rugger panel van and pickup truck was replaced by the Y10 Rugger.

TECHNICAL DATA 1950 panel van
Wheelbase: 206 cm
Length: 361 cm
Width: 141 cm
Weight: 654 kg

Engine block type: 4 cyl inline cast iron
Head: 2 valve cast iron pushrod
Displacement: 858 cc
Bore: 60 mm
Stroke: 76 mm
Power output: 20 kW@4300 RPM
Maximum torque: 56 Nm@1800 RPM
Fuel delivery: Single 1 barrel eco
Fuel type: 92 leaded

Tyre type: Crossply
Tyre compound: Hard
Tyre dimension: 135/90-15
Rim type: Steel

Cornering: 0.72 G
Top speed: 110 km/h
0-100: 31.1 s
Quartermile: 23.56 s
Gas mileage: 11.4 l/100 km

Brakes F/R: Drum/drum
Braking 100-0: 55.4 m

Price (recalculated to todays values): $7540