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.
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! 
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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)
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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.
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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…
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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.
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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.
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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
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It reminds me a lot of the Renault Gordini Teimoso, sold here under a cheap car tax that didn’t lasted long because all the cars under the tax were highly unsafe. It had 1 (ONE) tail light in the middle, and no mirrors!
And you also sat on beach chairs!
The other model was the Fusca Pé de Boi, equally unequiped.
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We had a similar model in the Volvo PV444 Export. It had tent chairs, the few remaining “chrome” pieces was painted silver instead, and there was absolutely no equipment at all. The strippers in the 40s and 50s really went to the extremes sometimes.
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1984-88 IP COLIBRI (Internal model code: J30)
When the third generation Colibri was released, it was marketed as the little brother of the Celestia. That’s why it followed the same styling theme, with the sedan having the round taillights that otherwise was a trademark for the Celestia. Hopes were that the image of the more upmarket car should improve the image of the Colibri too.
Four engines were available, the 1.3 litre 4E series engine was carried over from the J20 and an enlarged 1.5 litre version also was available, both with and without a turbo, also new was an 1.7 litre diesel, for the first time in the history of the Colibri.
The body types available was the 3 door hatchback, and a 4 door sedan, another first in the Colibri history. The hatchback was available with all the engines while the sedan was available with the 1.5 litre N/A and the 1.7 litre diesel. The available transmissions were a 3 speed auto (1.3, 1.5 N/A and 1.7 diesel), a 4 speed manual (1.3, 1.5 N/A) and a 5 speed manual (available with all the engines). The trim levels for the diesel and the N/A gasoline engines were the bare bones S and the more luxurious DX. With the S being bare bones with high back vinyl bucket seats, rubber carpeting on the floor, no glovebox door, no clock etc., the DX added full wheel covers, cloth trim with adjustable headrests, nylon carpeting on the floor, clock, radio, glovebox door, foam grip steering wheel instead of hard plastic, and remote mirrors. The Turbo added equipment like a leather sports steering wheel, contoured bucket seats, a full instrumentation, rear disc brakes, 14 inch alloy wheels, front fog lights, spoilers front and rear, a premium sound system with tape player and a glass sunroof.
Technically, it was still more or less a development of the 1970 Colibri, which meant a solid rear axle and McPherson struts up front. The J40 would see a change to a torsion beam rear axle. But the concept was working well on the small, simple and cheap Colibri, even though it was starting to feel less refined than the competition, which it got some criticism for in the automotive press as new.
The J30 Colibri was produced until the 1988 model year and replaced by the more modern J40 in 1989.
TECHNICAL DATA 1300S 4 speed hatchback (Turbo) (1700DX Diesel 5 speed sedan)
Wheelbase: 238 cm
Length: 396 cm (396 cm) /411 cm)
Width: 163 cm
Weight: 824 kg (964 kg) (973 kg)
Engine block type: 4 cyl inline cast iron
Head: 2 valve aluminium OHC
Displacement: 1296 cc (1488 cc) (1679 cc)
Bore: 72.5 mm (76 mm) (80 mm)
Stroke: 78.5 mm (82 mm) (83.6 mm)
Compression ratio: 8.5:1 (8.3:1) (21.8:1)
Power output: 47 kW@5500 RPM (85 kW@5500 RPM) (41 kW@4100 RPM)
Maximum torque: 97 Nm@3200 RPM (165 Nm@3400 RPM) (127 Nm@1800 RPM)
Fuel delivery: Single 1 barrel (MPI) (Mechanical rotary pump)
Fuel type: 95 unleaded (95 unleaded) (Diesel)
Tyre type: Radial
Tyre compound: Hard (Sports) (Hard)
Tyre dimension: 165/80R13 (185/65R14) (165/80R13)
Rim type: Steel (Alloy) (Steel)
Cornering: 0.84 G (1 G) (0.81 G)
Top speed: 166 km/h (191 km/h) (164 km/h)
0-100: 12.7 s (8.5 s) (19 s)
Quartermile:18.78 s (16.39 s) (22.6 s)
Gas mileage: 8.8 l/100 km (8.7 l/100 km) (6 l/100 km)
Brakes F/R: Solid disc/drum (Solid disc/solid disc) (Solid disc/drum)
Braking 100-0: 41.4 m (35.8 m) (44 m)
Price (recalculated to todays values): $10400 ($17200) ($12800)
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Thanks, it’s not like I didn’t have that song on my brain already since last time you posted it!
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You’ll hear it every time you post a yellow Colibri. And I didn’t posted the video last time because I was on mobile.
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There is still some generations left to post… 1989-94 and all the 2001-> generations… 
Oh, great…
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1968-73 IP RUGGER (Internal model code: Y30)
Even if it would be a stretch for most people to call it a beautiful swan, the Rugger was at least no longer an ugly duckling when the Y30 generation was released in 1968. The shape was now much more contemporary and stylish than the earlier generations had been. It also grew significantly in size, now being a much more serious hauler than ever before.
Technically, however, it was still very straightforward, of course being built on a body-on-frame platform, with a double wishbone front suspension and a leaf sprung solid axle in the rear, it was no doubt that this was still a truck.
There was two engines available, 1.4 or 1.6 litre inline 4 from the 4J series (the 1.6 also having slightly bigger brakes). Transmission-wise the only alternative was a 4 speed manual, and the only bodystyle was a single cab pickup, since the panel van now was discontinued. It could be had in two trim levels. The S was a bare bones vehicle with rubber carpeting on the floor, a simple vinyl bench seat, black steel wheels, silver paint on the bumpers and no radio. The DX added chrome bumpers and trim, body coloured steel wheels, a more “exclusive” grille, chrome trim on the sills, wheel arches and around the windows, chrome side trim, a cloth/vinyl bench seat, nylon carpeting, cigar lighter, clock and an AM radio. Also the DX could be had in two tone paint.
Safety wise, like most pickup trucks of the era, it featured only the most basic equipment such as lap belts, a recessed steering wheel hub and a laminated windshield. The DX also added headrests on the outboard positions.
Despite still selling well, the Y40 arrived already in 1973, this time being a step forward in technology rather than design. However, the Y30 1400S continued production until december of 1973, being sold as a cheaper alternative to the Y40.
TECHNICAL DATA 1400S (1600 DX)
Wheelbase: 249 cm
Length: 445 cm
Width: 166 cm
Weight: 924 kg (961 kg)
Engine block type: 4 cyl inline cast iron
Head: 2 valve cast iron OHV
Displacement: 1396 cc (1565 cc)
Bore: 76 mm (78 mm)
Stroke: 77 mm (82 mm)
Compression ratio: 7.8:1 (8.8:1)
Power output: 49 kW@4900 RPM (56 kW@4800 RPM)
Maximum torque: 99 Nm@4000 RPM (118 Nm@4100 RPM)
Fuel delivery: Single 1 barrel (Single 2 barrel)
Fuel type: 92 leaded (98 leaded)
Tyre type: Crossply
Tyre compound: Hard
Tyre dimension: 175/85-14
Rim type: Steel
Cornering: 0.78 G
Top speed: 159 km/h (166 km/h)
0-100: 17 s (14.7 s)
Quartermile: 21.16 s (19.99 s)
Gas mileage: 15.9 l/100 km (13.9 l/100 km)
Brakes F/R: Drum/drum
Braking 100-0: 47.9 m (47.8 m)
Price (recalculated to todays values): $8440 ($9040)
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1966-70 IP COMMUTER (Internal model code: U10)
For every generation, the Lily had been growing like if there was no tomorrow. The solution for keeping a foot in the compact car market instead of growing out of it was the new, smaller IP Commuter. The design itself took some styling influences from the IP GT Coupé concept car shown a year earlier. The recessed panel in the rear with its dual circular taillights, the flush mounted door handles and the incorporation of the old “tombstone” grille as a styling element inside the larger, regular grille was styling cues that all were borrowed from the GT Coupé.
Technically, it was conventional but still somewhat up to date for its era. Unibody construction, rear wheel drive with a leaf sprung solid axle, and strut suspension up front.
Being a cheap economy car, the base model (with no designation) was minimalism on wheels. The DX model added some brightwork around the windows, extra side trim, dog dish hubcaps, chrome mirrors, bumper guards, radio, cigar lighter, clock and opening rear side windows. A two door sedan was the only available bodystyle, as well as a four speed manual was the only transmission, no automatics in this generation. The base engine was an 1.1 litre inline 4 while an 1.2 litre version could be had as an option in the DX. Safety equipment included a laminated windshield, static seat belts up front, padded top on the dashboard and a recessed steering wheel hub.
TECHNICAL DATA 1100 (1200 DX)
Wheelbase: 222 cm
Length: 380 cm
Width: 155 cm
Weight: 721 kg (771 kg)
Engine block type: 4 cyl inline cast iron
Head: 2 valve cast iron pushrod
Displacement: 1092 cc (1188 cc)
Bore: 70.2 mm (73.0 mm)
Stroke: 70.6 mm (71.0 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: Crossply
Tyre compound: Hard
Tyre dimension: 135/90-12 (145-85/12)
Rim type: Steel
Cornering: 0.74 G (0.78 G)
Top speed: 139 km/h (150 km/h)
0-100: 19.4 s (16 s)
Quartermile: 21.91 s (21.16 s)
Gas mileage: 10.6 l/100 km (10.8 l/100 km)
Brakes F/R: Drum/drum
Braking 100-0: 45.5 m (44.9 m)
Price (recalculated to todays values): $9380 ($10100)
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OK, with 3D fixtures being a revolution at least IMO, and since I have learned a lot about both engineering and design lately, and considering that I am not really satisfied with my lore, I am going to do a third and hopefully last rewrite now. Not so extensive this time since modell series etc. will be kept and I will let old posts stay until I have redone that exact model, but just so you know, don’t give the old posts too much attention anymore.
I will try not to rush it as much this time, hopefully leading to more realistic cars. Maybe better looking too even though this brand is not about beautiful design.
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HMU if you need some design realism help.
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