IP Automotive LTD (Inactual)

Knugcab · 21 July 2020 10:41

THE CONCEPT CARS, PART 3
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.

ZoomZoomer32 · 21 July 2020 10:51

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

Knugcab · 7 August 2020 18:42

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)

Knugcab · 8 August 2020 20:58

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)

Knugcab · 10 August 2020 18:04

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)

Knugcab · 15 August 2020 05:34

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)

Knugcab · 21 August 2020 21:20

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)

HighOctaneLove · 28 August 2020 04:03

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

Knugcab · 28 August 2020 04:11

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.

abg7 · 28 August 2020 06:21

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.

Knugcab · 28 August 2020 07:09

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.

ZoomZoomer32 · 28 August 2020 17:05

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

Knugcab · 2 September 2020 07:59

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)

Knugcab · 2 September 2020 18:36

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)

Marcus_gt500 · 2 September 2020 20:57

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 .

Knugcab · 3 September 2020 04:13

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…

HighOctaneLove · 3 September 2020 05:00

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!

Knugcab · 3 September 2020 05:07

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

Dorifto_Dorito · 3 September 2020 19:20

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~~

Knugcab · 3 September 2020 19:33

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