PRIMUS - The First Choice

[Happyhungryhippo]

As it was wished by the one or other, I’ll start a lore thread for my cars. The Primus company was founded in 1940 by two Hetvesian immigrants in Gasmea, and they wanted to build fancy cars. However, when the factory was ready in 1942, they were forced to build military vehicles for the war.
In 1948, this is where they finally began with - an own Jeep, not just a license product. Starting with rather utility-oriented worker cars, they soon focussed on establishing the brand on the passenger car market.
The following eras could be seperated:

The early days, 1948-1954

Starting with utility vehicles, the customers of Primus were mostly companies and organizations, so their first passenger car was also a very durable one with good value, but while being a successful fleet car, it did not appeal the private buyers. Nevertheless, sales and growth were solid.

First sucessful expansion, 1955-1966

The introduction of the Astrona in 1960 marked a turning point: It was developed in Frunia and the first car not to be designed for Gasmean taste, and it was very modern when it was presented. The Iratus following in 1962 went even further, still having Gasmean design influence, but it was a technically advanced car. While Primus transferred towards international styling and modern technology, a second brand was founded to keep the conservative Gasmean buyers - Globus Motors.

Really stepping up, 1967-1979

The Primus Imperator was the sign that the company was now among the industry leaders - a progressive and performing luxury car that was ahead of its competitors, with an unique and radical new design that was adapted by all Primus models following. Primus had only few models, but these were very successfull. Globus had some success with their large cars, while the smaller ones did not really ignite. The oil crisis and emission regulations were a concern, and even if Globus had more in their portfolio than the mother company, it was not equally successful, but still far away from failing.

The technocratic era, 1980-1993

The 1979 small Urbano showed a new design and engineering objective - efficiency. The 1980 Imperator II finally introduced a new era - not only the most efficient in it´s class, but also stuffed with electronic gadgets. Primus took over the industry leadership in electronics, however, sometimes this affected the reliability negatively, but overall the image improved since a Primus now stood for innovation. The Primus brand also expanded their portfolio, with the premium offroad Aventura being a cash-cow. The new compact Advance model even became car of the year in 1984.
Globus seemed already dead by the early 80s, but slowly recovered. Gas-guzzlers were discontinued without mercy, and uninspired but cheap econoboxes took over, except for the Phoenix that served as a figurehead, showing that Globus would build cool cars, if they could. By 1990, Globus surfed on a success wave with the new Bravura and Grand Cruiser, finally regaining market share.

Reorganisation, 1994-2008
Downfall, 2009-2015
Searching a way fo former glory, since 2015

Between 1963 and 2011 Globus existed, the Gasmean value brand of the company, building cars for the local market, often simpler but also cheaper than Primus vehicles without lacking quality and sophistication.

I will surely edit this post a lot of times to give a short overwiew on all models, for better descriptions you can read the following posts, introducing the cars and naming a few hard facts. But that will take a LOT of time…

PRIMUS lineup 1955

Publica, Publica Gran Turismo, Sentinel, Atlas, GPM, Duratrans

PRIMUS lineup 1960
Publica F, Astrona, Sentinel, Atlas, GPM, Duratrans

PRIMUS lineup 1965
Publica F, Astrona, Iratus, Alpha, GPM, Duratrans

GLOBUS lineup 1965
Ratio, Comet, Comet SuperSport de Luxe, Sentinel, Atlas

PRIMUS lineup 1970
Publica, Astrona, Imperator, Iratus, Alpha

GLOBUS lineup 1970
Comet, Stallion, Dominator, Grand Cruiser, Country Cruiser, Atlas, Ratio, DuraTrans

PRIMUS models 1975
Publica, Astrona, Imperator, RT320

GLOBUS portfolio 1975
Comet, Premier, Comet Fastback, Grand Cruiser, Country Cruiser, Atlas, Ratio, DuraTrans

1980 Primus models
Urbano, GTS, Astrona, Imperator, RT320

1980 Globus models
Premier, Stallion, Grand Cruiser, Country Cruiser, Atlas, DuraTrans

1985 Primus models
Urbano, Advance, Astrona, Imperator, RT320, Aventura

1985 Globus models
Intruder, Stallion, Bravura, Premier, Traveller, Phoenix, Ranger, Ratio, DuraTrans

1990 Primus model program
Urbano, Advance, Solair, Astrona, Imperator, Ares, Aventura

1990 Globus model program
Bravura, Bravura convertible, Stallion, Traveller, Grand Cruiser, Phoenix, Ranger

1990 Globus Professional models
Ratio, Metro, Express, DuraTrans

[abg7]

It’s about time Primus and Globus got their own thread - I’ve already seen some of their cars elsewhere.

[Skygel14]

Great decision, the brand needs its lore and to be able to appreciate all its details. So we can see the models on a page with their detailed information

[Happyhungryhippo]

As stated, in 1948 the first own car came on sale - the GPM, which stands for “General Purpose Military”. However, civiallians could also buy one. As there was a worldwide demand for such vehicles, Primus looked for partners and found some to spread the car into the world. However, it was a really basic 4x4, unlike most with an inline 6. it used a four-cylinder, the 4A48 family, without being too weak for it’s time and use. But it was really really basic to be cheap and reliable even when operating in difficult conditions. At least a manual locker was installed - you got quite far offroad just as expected from this type of vehicle.

Building a jeep was the only logical step, because that’s the only type of vehicle the company had experienced with and the bosses feared jumping into cold water.

Primus GPM48
Front engine 4x4
built: 1948-1953
LxW: 2,97x1,49m
Power: 54 hp, 121nm
0-100: 25,8s
speed: 111 kph
cons.: 14,2 ltr regular L
three-speed manual
price: 5770 $

Of course, a company can’t survive with a single model. So for 1950, the Duratrans was sold alongside the GPM. Primus saw two advantages in a delivery van: Many parts from the offroad could be reused, as the car should be simple and durable, and after the war the economy grew again and there was worldwide demand for such vehicles. The Duratrans was quite large, classified as heavy delivery vehicle. The engine power seems low for that, but outside Gasmea delivery vehicles had rarely more than 35 horsepower, so the 54 from the 2.0 4A48 were not that bad. 1120 stands for 1,1 tons load capacity, two liter engine. However, don’t expect a fast car…
The car became instantly successful and made “PRIMUS” popular among companies, a fact that would greatly influence the following descisions.

Primus DuraTrans 1120
Front engine RWD
built: 1950-1955
LxW: 4,97x1,92m
Power: 54 hp, 121nm
0-100: 38,6s
speed: 106 kph
cons.: 14,8 ltr regular L
three-speed manual
price: 5750 $

However, building passenger cars has been a goal since the beginning. As Primus customers were mainly companies and governments, the car should follow the rule “simple-durable-affordable”. The task was creating a car that moves four adults as reliable as possible with bearable comfort, yet being more reliable and cheaper than other midsize cars.

The Publica, a car meant to suit the general public and being versatile and reliable, looked exactly the way it was built: Sturdy, simple, nothing experimental or fancy. Unusual was the choice of two solid axles, but the front now on coil instead of leaf springs to improve the drivability. It was done because of three reasons:

1. Reusing as much existing parts as possible and keeping it cheap
2. Road conditions were rough in the early 50s, the Publica was able to drive on bad roads without taking damage
3. Reliability - the Publica shouldn’t leave you stranded somewhere after a mean bump. Every service garage even in small villages should get along with it.

Despite all the effort, the Publica was not as successful as the other models. However, fleets of existing Primus Customers used it, knowing and liking the idea behind it. Good interior space, low consumption, extraordinary durability with an extreme load capacity made it a successful fleet car. But on the private market, the Publica wasn’t a strong contender unless the customer lived in a rural area where the simple chassis was a real advantage or you were a frequent traveller profiting from the low consumption and outstanding reliability, however then the trampling chassis was annoying on long trips. Two engines were offered - the base Publica 15 with an 1.5, the nicer Publica 18 with an 1.8. The horsepower difference was only three horsepower, but the 1.8 had noticeably more torque and featured mufflers that made it less loud. The 18 also added a better interior with armrests and a basic radio. The latter was sometimes ordered in the 15, however, it did not make much sense because the engine was so loud. On the exterior, the 18 featured two-tone paint and reverse lights. The 18 recieved a four-speed syncromesh transmission, possibly the only advanced technology thing in this car.

Publica 15:

Primus Publica 15
Front engine RWD
built: 1953-1959
LxW: 4,56x1,79m
Power: 60 hp, 103 nm
0-100: 22,8s
speed: 129 kph
cons.: 11,3 ltr regular L
three-speed manual
price: 6030 $

Publica 18:

Primus Publica 18
Front engine RWD
built: 1953-1959
LxW: 4,56x1,79m
Power: 63 hp, 128 nm
0-100: 19,4s
speed: 134 kph
cons.: 10,7 ltr regular L
four-speed manual
price: 7080 $

In 1954, the GPM was updated with a new engine. Not much else can be said about it. Only minor things were changed, the most noticeable a second wiper on the foldable windshield because the single one the driver side looked a little wrong in place. The new engine delivered a welcomened plus on power, however the car was still hard to drive onroad.

Primus GPM54
Front engine 4x4
built: 1954-1959
LxW: 2,97x1,49m
Power: 56 hp, 122 nm
0-100: 20,9s
speed: 121 kph
cons.: 12,8 ltr regular L
three-speed manual
price: 6090 $

Do you like the way of presentation? How can I include charts that show the specs of multiple trims side by side?

[Happyhungryhippo]

As already mentioned in the first overwiew post, 1955 was a huge change for the company that now featured a “real” lineup with many cars for different markets.
Primus aquired their loyal B2B customers for a white-collar premium car, adressing management and even the bosses. The Sentinel profited from seven years experience in fit and finish, and it provided a pleasant driving experience. Featuring double wishbone in front and coils in the rear, it was no longer a chunky ride like the Publica. The three-speed automatic was in charge of distributing the power of a V8 engine, and the order was to keep it reasonnable to please fleet managers. 5,2 liter displacement seemed a balanced size. The OHV V8 was indeed a good piece of engineering, delivering strong but not excessive 163 horsepower. The styling reflected that, no experiments or fancy stuff was expected from a Primus. Reasonnable luxury for a competetive price paved it’s way into the driveways of wealthier Gasmeans, in the other parts of the world the demands for V8 was there, but not as much as in it’s origin country, nevertheless, they were offered worldwide. The rear even featured a slight Hetvesian influence to differ it from other Gasmean competitors and give a link to the Publica that also had a more “global” styling.
The car was not only liked in B2B business but also by the private people (finally!), so the developement expenses were well spent. Many new things apart from the automatic transmission had to be developed, like a power steering and newest safety equipment.

Primus Sentinel 520
Front engine RWD
built: 1955-1957
LxW: 5,31x2,07m
Power: 163 hp, 346 nm
0-100: 12,7s
speed: 174 kph
cons.: 20,3 ltr regular L
three-speed automatic
price: 13.500 $

To fill the gap between the Publica 18 and the Sentinel, Primus took the Publica, turned into a fastback coupe and fitted the drivetrain of the Sentinel into it. Mating the “trucky” chassis to that luxury parts was a very daring move, and the sales reflected that - it was no success in Gasmea, and an export didn’t happen because of the low volume. But it was no flop for the company: It was a kitbash of existing parts and therefore very cheap and easy to develop, not needing many sales to prevent losses. And the public discussed that controverse car, so it was mainly an advert on wheels that worked for that purpose. And those who wanted cheap V8 power loved it for sure.

Primus Publica Gran Turismo
Front engine RWD
built: 1955-1959
LxW: 4,59x1,79m
Power: 163 hp, 346 nm
0-100: 10,4s
speed: 183 kph
cons.: 16,5 ltr regular L
three-speed automatic
price: 9680 $

Last but not least, a pickup truck was missing in the lineup for being a B2B company. Using the DuraTrans as base was an idea quickly binned because too many compromises would have been neccessary, on the other hand, the company was too small to develop both a V8 and a six-cylinder engine at a time simultaneously. So a smaller (4.0 liter) and totally lowtech variant of the new A8V55 family was used, delivering 105 horsepower. This was a lot better than most utility trucks, and even if the Atlas was otherwise very basic, it became more expensive than the competitors with I6 around 80 horsepower.
A 4x4 was not offered, however, a manual locker made driving on construction sites more bearable. Only technical option was a fourth gear, the car shown in the pictures was ordered with that.

Primus Atlas
Front engine RWD
built: 1955-1958
LxW: 4,86x1,89m
Power: 105 hp, 262 nm
0-100: 14,7s
speed: 133 kph
cons.: 17,2 ltr regular L
three-speed manual
price: 7130 $

The DuraTrans had giant load capacity, however, you better used light items because of the limited engine power - a problem also most competitors had, to be fair. To improve this, the updated engine from the '54 GPM found it’s way into the DuraTrans for 1956. As Primus understood that unlike jeeps the vans really do need to look good because they represent the company, an update to the styling was out of question, letting the van look more sophisticated and more expensive. Still not a fast vehicle, the '56 DuraTrans profited from slightly more power and continued the good sales of the model. Not only that it was looking better and driving noticeably fas… eh, less awfully slow, it was also slightly cheaper to buy (the routine in production pays off) and needed a hint less fuel.

But there was one problem: Getting the cars into export: Shipping cost and local import taxes hampered the international sales in cost-sensitive markets like vans and trucks, so a Frunian factory was put under construction. And some engineers were hired as well, to make sure the Primus cars will offer what the international market required.

Primus DuraTrans 1120b
Front engine RWD
built: 1956-1959
LxW: 4,97x1,92m
Power: 56 hp, 122 nm
0-100: 31,1s
speed: 111 kph
cons.: 14,1 ltr regular L
three-speed manual
price: 5580 $

Talking about styling, Gasmea in the mid to late 50s was difficult. Customers expected every year a visible difference, and large competitors followed that. Being a lot smaller, Primus couldn’t. 1957 sales of the Sentinel dropped from really good to average. For 1958, Primus offered an updated Sentinel with a refined engine but - most important - more daring design, using tons of chrome and adding tailfins and following the increasingly popular “space age style”. To underline the progress, a completely new interior was installed. Luckily, the sales jumped up again to very pleasant amounts.

Primus Sentinel 520b
Front engine RWD
built: 1958-1961
LxW: 5,31x2,07m
Power: 165 hp, 346 nm
0-100: 12,3s
speed: 182 kph
cons.: 20,5 ltr regular L
three-speed automatic
price: 13.900 $

The high expectancies on modern design in Gasmea also affected the Atlas. The Publica was left out as it did not play a role on the consumer market and was already fading out, scheduled to be dropped in 1959. The Atlas however, should be continued in the 60s, so some effort was put into it. Unlike the Sentinel, the Atlas kept it’s engine unchanged, this was no premium vehicle where the customers expected a horsepower race to get the car sold. But as the Atlas was a more premium truck than most competitors, the fourth gear became standard in 1959 - as well as a styling that followed the Sentinel and left strict conservatism in favor for space age. Sales showed that this was done right, for being a more premium truck in a segment that went usually totally for cost, the sales report was totally fine.

Primus Atlas '59
Front engine RWD
built: 1959-1962
LxW: 4,86x1,89m
Power: 105 hp, 262 nm
0-100: 13,9s
speed: 133 kph
cons.: 17,0 ltr regular L
four-speed manual
price: 7190 $

[Happyhungryhippo]

The new decade started with an almost completely new lineup, as the success of the Sentinel brought some urgently needed money while the other models were at least within or close to the sales forecast.

The GPM recieved an updated engine, now less noisy and a little stronger despite shrinking from 2 to 1,8 liter in size. The most important change was now a bearable interior with more comfort, even a radio was available as option. Not optional, but standard, became a four-speed synchromesh gearbox. Despite the low practicality (two seater with a softtop difficult to operate) and still not really impressive comfort, the sales were still strong, so the technical refreshment was welcomened by the customers. It was well worth the few dollars more compared to the GPM54.

Primus GPM60
Front engine 4x4
built: 1960-1965
LxW: 2,97x1,49m
Power: 60 hp, 126 nm
0-100: 17,2 s
speed: 128 kph
cons.: 10,7 ltr regular L
four-speed manual
price: 6350 $

Similar technical improvements happened to the Duratrans, not only a much nicer interior but also an updated exterior. The new 60 horsepower engine and the four-speed improved the performance, not too bad for a car that has to pull heavy stuff uphill, as it is still classified as heavy delivery vehicle. Sales success was still strong, keeping Primus well in the company car game. The booming economy allowed for a higher price, and even with the improvements the van was still cheap for the cargo space it offered.

Primus DuraTrans 1118
Front engine RWD
built: 1960-1965
LxW: 4,97x1,92m
Power: 60 hp, 126 nm
0-100: 24,3s
speed: 116 kph
cons.: 12,7 ltr regular L
four-speed manual
price: 5900 $

The blueprint of a simple company passenger vehicle, the Publica, disappeared …half. The 53 Publica was no longer on sale, but it’s already by 1960 standards dated chassis was reused, however, it became smaller. A chassis with solid axles in front and rear was no longer accepted in the midsize segment, so the new Publica F was smaller and a class below. As a vehicle for the public, the car had to be as practical, easy to drive and reliable for a low price. Even a basic radio was included in the price.
Despite the ancient suspension, it was surprisingly secure on the road, however, sportiness was something you should not talk about too much. Even large parts of the interior were reused from the old Publica to cut the cost of development. The most important feature was front-wheel drive (therefore the F), as the first Primus ever to maximize interior space and reduce the effort needed to handle the car. The next surprising move was making an automatic transmission a standard feature. This made the car successful as affordable city car or - like the larger predecessor - as fleet vehicle. Families on a budget loved both the reliability and practicality. Also some elder people were attracted by price, easy operation and reliability. For the usual customers of this car, the rather underwhelming performance was no concern. The only real issue despite no sportiness were relatively high service costs for the partly ancient technology, the engine bay was small - Primus lacked previous experience with FWD cars.

Primus Publica F
Front engine (t) FWD
built: 1960-1963
LxW: 3,82 x 1,51m
Power: 45 hp, 99 nm
0-100: 22,4s
speed: 129 kph
cons.: 9,2 ltr regular L
three-speed auto
price: 6720 $

The much more interessing car was the Astrona, the first development from Primus Frunia. The idea was to create an opponent for local sport sedans like made from Morini and many others, so - opposed to the Publica F handling was a major focus, but interior space was not. But the most important was under the modern shape - a monocoque, like already common among Frunian sport sedans, was as competetive as the new six-cylinder engines. While the Astrona 1800 has the 1.8 OHV, which is enough for a standard-level family car, there were brand new 2.0 and 2.4 inline six available, and as first Primus engines even without the proven OHV layout. The engineers in Frunia went for a direct acting OHC, as less moving parts meant less friction and higher possible RPM - the Astrona was built to be driven hard and to deliver some sportiness. For that reason all Astronas, even the base model, featured excellent safety, with a reinforced body and panels, padded dashboards and seatbelts as well as laminated glass, all features rather expected in cars above 10.000 $.
“Astrona” was chosen because it sounded like progress, as 1960 were already the early days of the space race. However, the Gasmeans in the Primus headquarter watered down the ambitious idea of a no-compromise sport sedan. With the end of the old Publica, a classic family segment sedan was needed, and the 1800 was neither fast nor sporty, as the suspension was tuned for comfort. The 1800 was meant to be the successor of the old Publica 1800, while the old 1500 was replaced by the Publica F, at least that is what the marketing had in mind. It was overall nice to drive and reliable, but for a “reasonnable” car the interior was too tight, for a sport sedan, it was too slow and the ride lacked firmness. Nevertheless, worldwide sales were not bad, it was mostly used as family or - and here the tight interior (rear bench with three occupants is really unpleasant) is no concern - commuter car.

Primus Astrona 1800
Front engine RWD
built: 1960-1963
LxW: 4,27 x 1,54m
Power: 60 hp, 126 nm
0-100: 16,5s
speed: 146 kph
cons.: 9,1 ltr regular L
four-speed manual
price: 7260 $

The 2000 still featured a rather soft setup, however the engine was more appealing and the interior nicer with leather and a better radio. On the outside, you got a little chrome on the sides if you had chosen the Astrona with a sixpack under the hood. An automatic transmission (three speed) was available and especially in Gasmea ordered quite often. A good all-round car, relatively small, accellerates nicely with good comfort and looks pleasant. Not much more torque than the 1800, but one third more horsepower - this kept more of what the design promised, and that for a very competive price. The good comfort and available automatic made it a hit in Gasmea, Frunians rather opted for the 2400 for a few bucks more.

Primus Astrona 2000A
Front engine RWD
built: 1960-1963
LxW: 4,27 x 1,54m
Power: 92 hp, 130 nm
0-100: 14,1s
speed: 164 kph
cons.: 13,0 ltr regular L
three-speed auto
price: 8790 $

But what if you do want a sport sedan? Then the Astrona 2400 was your car. The 111 horsepower engine propelled the Astrona to decent speeds, and the suspension was finally what the Frunians had in mind for the Astrona range. Competitors had to let the 2400 pass in the family sport segment, as the most advanced (and most fun) Primus started from zero to hero. For the medium (in respective to it’s sporty small sedan competitors) price requested, you got the safest car in it’s class with a lot remaining comfort and still not bad reliability.

Primus Astrona 2400
Front engine RWD
built: 1960-1963
LxW: 4,27 x 1,54m
Power: 111 hp, 159 nm
0-100: 11,0s
speed: 180 kph
cons.: 13,5 ltr regular L
four-speed manual
price: 9160 $

A chapter one does not like to speak about at Primus was the Letara disaster 1960, when the newly introduced Astrona was found to be illegal due to unusual welds in the chassis that were uncommon over there. To meet the Letaran regulations, 1000 Astrona 2400 had been pre-produced. Those Letara-Spec cars that were not sold as gray import in Letara were sold to the Hetvesian police with great discount, used by the highway patrol.
Those vehicles were not only easy to identify by being a police car, but also due to their different taillights, as those on “regular” Astronas were forbidden by the Letaran safety association.

[Skygel14]

Great post and good contribution to the lore of the brand, the Astrona is very good for the police service.

[Happyhungryhippo]

1961 had no change in the program, but 1962 featured a new top model.
As the Astrona marked a complete change towards more modern and technically advanced cars that leave the purely Gasmean style, a sports car was highly desired by the bosses.

In 1958, shortly after the Frunian subsidary presented an Astrona prototype, the Gasmean headquarter presented an expensive sports coupe. But as Primus was still a rather small company, the engineering wasn’t finished until late 1961 while the exterior was designed in 1959 - this is why the brand-new 1962 Iratus still showed some late-50s Jet Age Googie style, while the fact that it spent a lot of time in the oven allowed for state-of-the-art engineering. All-independent suspension, four disc brakes, a five-speed manual - a car for enthusiasts. The Iratus was also the only Primus ever built on a space frame, and GFK panels were also highly unusual but light and easy to bring into shape for that round design the car had.
To match the expectations, the 5.2 V8 was improved to 175 horsepower, delivering adequate performance for a sport convertible. Despite the ambitous engineering, the Iratus wasn’t built for the track: The remaining comfort and overall good drivability allowed for effortless cruising, but if you want to drive fast, the Iratus was ready. Despite being visually stuck in 1959, the Iratus sold well.

Primus Iratus
Front engine RWD
built: 1962-1968
LxW: 4,09 x 1,61 m
Power: 175 hp, 356 nm
0-100: 7,6 s
speed: 224 kph
cons.: 13,7 ltr regular L
five-speed manual
price: 17.800 $

The same engine was now mounted into the Sentinel, but the main problem was the age of the model - Gasmeans expected every three years a new design - and the Sentinel was now in its 7th year. The second and last facelift changed the car dramatically: As its driving qualities were still very competetive, Primus went full risk and gave the car a very quirky styling, marketing the new Sentinel as “The Individualist Choice” for people that wanted to show that they’re not following conventions. Artists and other nonconformistic people with enough money indeed got the new Sentinel. The edgier roof that was controversly discussed actually had a purpose: It was more stable in case of a rollover crash, and in terms of safety the updated Sentinel still held up with other much newer models. However, it was clear that this marketing trick would only work for a short period of time, and a new fullsize car was in desperate need, even if the chassis stood well the test of time.

Primus Sentinel 5200C
Front engine RWD
built: 1962-1964
LxW: 5,30 x 2,06 m
Power: 175 hp, 356 nm
0-100: 12,1 s
speed: 188 kph
cons.: 19,6 ltr regular L
three-speed automatic
price: 14.000 $

The Iratus started off successfully, but both the buyers and the press came to the conclusion a more powerful variant would be desirable - and, just in time for 1963, the 175 horsepower engine was tuned to 205 - 200 hp was a magical border that told if your car was fast or not - but that came at the cost of needing premium gas - and even more of that than the “normal” engine needed regular. To make use of the power, the suspension was made even sportier - now the Iratus was a true roadster, desired by the young, rich and beautiful. Remarkable was the use of gas twin-tube dampers, as one of the first cars worldwide.

Primus Iratus SC
Front engine RWD
built: 1963-1968
LxW: 4,09 x 1,61 m
Power: 205 hp, 355 nm
0-100: 6,8 s
speed: 238 kph
cons.: 15,4 ltr premium L
five-speed manual
price: 20.400 $

Besides this new top model, no new Primus models arrived - the focus was on something totally new. Primus had Hetvesian roots, and even if they built cars for the Gasmean taste, succeeding in the old world was a strong goal. When the Frunian factory opened in the late 50s and focussed on the development of the Astrona, some capacitys were free in Gasmea. Not only was a newer larger factory sucessfully opened in 1961 (Primus doubled it’s sales from 1954 to 1959 and it was urgently needed), the Primus cars slowly turned away from the Gasmean-centered focus. Even if the Iratus looks Gasmean, it’s sportiness let it compete with import roadsters.
But nobody wanted to let the conservative buyer go to get a Warren or Vaughn. Primus needed new cars for the conservative Gasmean taste, and founded a sub-brand, Globus.
This name was chosen because the cars could profit from the know-how of the now worldwide expanding Primus mother company while still being 100% domestic. While Primus evolved to a “fancy” brand, Globus was made for the blue collar, the conservative family man or the pensioners with restrained design and good value for money. The marketing even thought of different slogans for both brands that are still used today:
Primus - The First Choice
Globus - Buy Clever, Regret Never

First core product was the Comet, launched in 1963. A terribly boring car. The Comet name was no coinicidence - it was placed as direct anthargonist to the Astrona, therefore also using a “space age” name. While the Astrona was offering progressive design, nimble handling and good economy, the Comet opposed this with more interior space, good comfort and stuffiness. The Comet was placed into an awkward segment between (in Gasmean categories) compact and midsize.
Of course, the old-fashioned body was mounted on a seperate frame - this car was for traditionalists. So why exactly should you buy one, if it’s as exciting as a toilet seat?
The answer is: Value. While most competitors in the budget midsize sedan market let you row a three-on-a-tree, the Comet has a standard TripleMatic. And while most competitors offered an inline 6 with 3.6 to 4.2 liters as standard engine, Globus mounted a V8 at no extra cost. Not that the Globus Comet was cheaper to buy than it’s rivals, but it offered more than others below $10.000.
The engine was the 4.0 lowtech variant used in the Atlas pickup truck, now noticeably improved to 120 horsepower. Despite driving quite good and fast for the price, half of the Comet Sedans were fleet cars, the other half being bought by consumers as family car. But that was totally fine, because the company car sales of the 1st-gen-Publica were not collected by the consumer-oriented Astrona and now the Comet kept these customers.

Globus Comet
Front engine RWD
built: 1963-1968
LxW: 4,38 x 1,74 m
Power: 120 hp, 279 nm
0-100: 12,1 s
speed: 181 kph
cons.: 14,0 ltr regular L
three-speed automatic
price: 9690 $

Besides the classic sedan, that modest car was the perfect base for a family wagon. Today one would name it “NPC car”, but it was honestly a good buy for someone just wanting a non-fashionable practical car that drives unexciting and pleasant. The wagon was actually more successful than the sedan.

Globus Comet Wagon
Front engine RWD
built: 1963-1968
LxW: 4,34 x 1,74 m
Power: 120 hp, 279 nm
0-100: 12,2 s
speed: 175 kph
cons.: 14,3 ltr regular L
three-speed automatic
price: 9840 $

A lesson Primus learned with the Sentinel, then with the Iratus - a figurehead for a brand is always good. So even if Globus is the cheaper value brand, they must have something better than the “regular” Comet. The product managers must have thought of the '55 Publica Gran Turismo when they thought a souped-up Comet two-door will be perfect. To avoid being stuck with a budget image, the top-of-the-line Globus had pretty much everything the whole Primus Motor Company could stuff in a car, mostly borrowed from the brand-new Iratus CS:

• 205 horsepower 317ci-V8 (5.2 liter) taken directly from the premium sports convertible Primus Iratus
• four disc brakes
• highest luxury interior consisting of the finest leather and wood, also taken from the most expensive Primus, the Iratus. Even a phonograph is included, rubber-mounted to avoid scratching on bumpy roads, an ultra-sophisticated General Electric sound system and power windows, mirrors and seats. Even an aircondition comes with no extra cost from the factory.
• gas dampers, something brand-new also only featured in the finest Primus vehicles.

With a package like that, the Globus Comet SuperSport DeLuxe (yes, that’s a long name) intruded in the brand-new segment of personal luxury cars, but was significantly cheaper. Not only an advantage, because the simple platform held it back and whoever looked for a personal luxury car was willing to spend more for the better. And even if the styling of the car was dramatically improved compared to the base sedan, it was not able to shine among “real” luxury cars, as this excerpt from a car magazine proves:

The Globus Comet sells at a low price and gets great gas mileage, which are hardly the main selling points for a vehicle in this class. We also felt that it was a very easy car to drive, and it is decently roomy. But it is slow, lacking behind when it comes to safety equipment, felt like it had shoddy build quality and overall didn’t impress us (Knugcab, JOC2B).

So the correct market segment for it was a budget premium, and there were not much competitors, especially not with such power. The Floyd Falcon was similar, but attracted rather the youth, while conservative pensioners absolutely loved the style of the Globus. With an ornate but non-fancy design, excellent comfort, easy drivability and manageable cost, it was the darling of pensioners. Whenever you saw a Comet SS DL driving in your neighbourhood, there was a 90-percent chance a sternly veteran or crazy cat lady sat behind the wheel. However, due to the elder owners, many of them were still around in the 70s, still in mint low-mileage condition. Fun fact: These cars were mocked as “racing trunk” due to their large rear overhang and - for the actual buyers - overly strong engine.

Globus Comet 520 SuperSport DeLuxe
Front engine RWD
built: 1963-1968
LxW: 4,67 x 1,74 m
Power: 205 hp, 355 nm
0-100: 8,9 s
speed: 207 kph
cons.: 19,2 ltr premium L
three-speed automatic
price: 15.600 $

No brand could survive with only one platform for a long time, so the new Atlas was shifted from Primus to Globus - it fits just much better into the down-to-earth Globus image.
Under the new body, most was kept from the predecessor - including to have a V8, a four-speed gearbox and a manual locker at no extra cost, and despite the all-new body and interior and many detail improvements the price was only a thousand more. The Atlas was reliable, had good handling for what it is and, last but not least, looked modern for an affordable price. It was even more successful than it’s Primus predecessor, proving that making it a Globus was a good idea.

Globus Atlas
Front engine RWD
built: 1963-1968
LxW: 4,93 x 1,95 m
Power: 120 hp, 279 nm
0-100: 11,3 s
speed: 150 kph
cons.: 15,8 ltr regular L
four-speed manual
price: 8020 $

[Happyhungryhippo]

1964 presented another major makeover for Primus vehicles.
The Publica F was mainly bought by elder people or women - easy to operate, cheap to buy, roomy and practical. While 1960 to 64 had it marketed as perfect pensioners car, the marketing became more progressive like the whole brand. The adverts showed self-confident independent women, mostly single moms (which was a no-go in society!) happily handling their life with a Publica. To underline the more progressive approach, the styling dared a lot more.
Performance wise, the car had to keep up with the fresher looks - and a new engine family helped. The 4B1864 resembled the 4A2048, but switched from OHV to an OHC valvetrain. The engine variant mounted in the Publica was an 1.3L engine with noticeably more peak power than its 1.4 predecessor, but it maginally decreased torque and efficiency.

Indeed, the marketing succeeded, and the car became an icon for nonconformism. In the late 60s and 70s it was a common choice for hippies, as it was cheap as used car, but hauled a lot of stuff to festivals, and the durability of the old construction helped for sure.

Old did not mean bad in this case: The driving experience of the old chassis was boring, but still very secure even in dangerous situations. Motor journalists wondered why it was able to keep up with the more modern competition, as exposed in the following article:

“A really wonky design, especially with the giant headlights and the high ride height from the ancient solid axle front suspension literally elevates this fact. Despite the ancient suspension, it still manages to score above average in most areas, even drivability, but it still gets the worst sportiness out of everything.”
(LS_swapped_RX-7, QFC16)

The sales were healthy, but the car did not fit into the new Primus philosophy of sporty and technically modern vehicles. Product managers considered shifting it to Globus, but changing a badge in the middle of a model run was considered to be a bad idea. Moreover, Primus new “fancy” image should be scalable, that means an accessible product for the masses should profit from the power of the expensive ones. That said, the CEOs agreed to keep the Publica at Primus, but creating a much sportier successor, having nothing in common anymore with the Publica F.

Primus Publica F
Front engine (t) FWD
built: 1964-1968
LxW: 3,82 x 1,51m
Power: 58 hp, 93 nm
0-100: 18,7s
speed: 143 kph
cons.: 9,5 ltr regular L
three-speed auto
price: 6300 $

What Globus DID get was a delivery variant of the Publica F, slightly differing in design. The interior was spartan, and it came with a manual instead of the Publica’s standard automatic. The simple but reliable chassis proved to be perfect for a small delivery vehicle. This car, called “Ratio”, was not manufactured in the old Primus factory in Gasmea, that now became the Globus one, but on the same assembly line like the other Publicas. As expected, it was a car that sold good, being thrifty and durable.

Globus Ratio
Front engine (t) FWD
built: 1964-1970
LxW: 3,82 x 1,51m
Power: 58 hp, 93 nm
0-100: 13,4s
speed: 143 kph
cons.: 9,1 ltr regular L
four-speed-manual
price: 5980 $

Following the Ratio was another new '64 Globus, however, it was only offered in Dalluha, a rather poor country. WIth the new 80-horsepower-1800ccm engine, the heavy Comet could somehow drive without rolling backwards, even if it’s not much better than standstill. The Comet 180 is a downgraded Gasmean Comet, not only lacking the old lowtech V8, but also some chrome trim on the outside. The interior has been cheapened as well. No leather, less plushy carpet, plastic instead of chrome, but at least the automatic transmission was kept. The Comet 180 was intended for fleet sales, mainly in taxi service, it was really cheap, reliability was solid, service cost reasonnable, however, the comfort wasn’t what Gasmeans expected, so it was an export-only model, serving as Taxi in mainly Dalluha and rarely Archana. The success was mediocre, and it’s a strange rare collectible today, only a handful survived. After two years, the market was saturated, and the Comet 180 was dropped.

Globus Comet 180
Front engine RWD
built: 1964-1966
LxW: 4,38 x 1,74 m
Power: 80 hp, 131 nm
0-100: 16,6 s
speed: 153 kph
cons.: 11,0 ltr regular L
three-speed automatic
price: 6860 $

Not only the Publica F; but also the Astrona now made half it’s model run - and the facelift was nowhere as extensive as for the Publica, because the Astrona was still alright.
A less ornate grille should add sportiness, however, not everyone was of the opinion that the new front looked better. The rear featured edgier taillights that were more contoured, a reaction to complaints that demanded a better visibility of the indicators. Critics were also faced to the long gear shifter, some sporty drivers - that the Astrona was aiming for, at least the 2400 - called it mushy, so it was replaced with the shorter and more precise stick from the Iratus.

The 1800 profited a lot from the new OHC engine, increasing the power from 60 to 80 horsepower, giving the base Astrona now a proper “sport sedan” - feel, even if the rather comfortable suspension wasn’t tuned stiffer than before. To underline the higher position in the range, it was no longer easy to visually tell the 1800 apart from the others. The chrome stripe on the sides, before exclusive to the six cylinder models, was now added. What was still different, was the D-pillar: The 6-cylinders still had it in chrome, the 1800 still had it in the body color.

Despite being a lot more fun, the car didn’t strike in. The price was now closer to the 2000 that had more prestige, and the great economy of the old OHV engine wasn’t kept. Sure, the new 1800 was no gas-guzzler at all, but the Primus tradition of thrifty low-cam torque wonders was no longer followed to get more horsepower at higher rpm - the 1800 became too sporty and upmarket for it’s pre-facelift’s role as commuter car.

Primus Astrona 1800
Front engine RWD
built: 1964-1967
LxW: 4,27 x 1,54m
Power: 80 hp, 131 nm
0-100: 12,7s
speed: 159 kph
cons.: 10,0 ltr regular L
four-speed manual
price: 7680 $

The Astrona 2000 was still the only one to be ordered with optional automatic transmission. Nothing but the exterior design changed. Even if it failed to lead the market, it remained among the more popular individualists choices, with a bearable annual decline in sales.

Primus Astrona 2000A
Front engine RWD
built: 1964-1967
LxW: 4,27 x 1,54m
Power: 92 hp, 130 nm
0-100: 14,2 s
speed: 165 kph
cons.: 13,0 ltr regular L
three-speed auto
price: 8620 $

While the 1800 and 2000 remained rather comfortable, the 2400 got an even lower and stiffer suspension, but recieved the new-and-rare gas dampeners to keep the comfort at the same level. In the “family sport” segment, the Astrona had quite an impact, and those who bought it wanted to make use of it’s handling. Sales remained strong, proving that there is no need to change a running system. Instead, resources were spend on the successor, who was announced for '68.

Primus Astrona 2400
Front engine RWD
built: 1960-1963
LxW: 4,27 x 1,54m
Power: 111 hp, 159 nm
0-100: 11,1 s
speed: 180 kph
cons.: 13,4 ltr regular L
four-speed manual
price: 9200 $

Motorsport was welcomened publicity. Until the Astrona, Primus had nothing that would work in sporty use, but at latest when the Iratus was on sale, some on-track success was needed. Supporting private drivers was not enough - an own racing team was set up in Letara-

For the R2 class - 250 horsepower road-legal touring cars - the Astrona was the perfect choice, the Astrona RS featured the rear axle of the Iratus and a new V8 engine with 4.2 liter displacement. The car was fast and competetive, often fighting for the podium, but bad luck cursed Primus and their Driver Franck Mercier. Only one third place was the merit, otherwise being dragged back with issues like flat tires, a bird crashing through the windshield and many other unlucky stuff.

In the prestigious R1 class, Primus had the Mephisto concept car. The legendary Frunian driver Bruno Banaschi was listed, but some debris punctured the right rear tire in qualyfing, causing a terrible accident. Banaschi survived but woudn’t drive again. The Mephisto was destroyed and a spare not ready for use - this was the end of Primus’ R1 ambitions. The Mephisto had the same engine family as the Astrona RS, but increased to 5.4 liter, making over 450 horsepower with nitromethane fuel.

The crash of the Mephisto caused a problem: Millions were spent, everything was lost. To get at least a small part of the money back, Primus turned the Mephisto into a road-legal car. However, even if it was barely legal, it was - and it moved all eyes on Primus in early 1965.
The car had been renamed Alpha and offered racing technology for everyone with a huge wallet. The monocoque was encased with fiberglass panels for weight reduction, the engine was made of aluminium. The quality of the parts installed was not comparable with “normal” cars, this one was handbuilt with absolute devotion - which is why this car’s reliability was actually not too bad for such an advanced rocket. But even considering this, the everyday commute was something NOT to use this car for. Even if the interior was surprisingly spacious and the seats comfortable, the hot and extremely loud V8 behind the seats made the radio useless, and the cost of the massive staggered high speed tires was abysmal.

Primus sold quite a few of them, besides the non-existant practicality. Overall, the Alpha returned surprisingly many dollars. Another surprising fact is how large it acually is, despite looking tiny. It’s especially obvious when parking next to an Iratus.

Primus Alpha
rear engine RWD
built: 1965-1969
LxW: 4,51 x 1,86 m
Power: 450 hp, 332 nm
0-100: 3,7 s
speed: 290 kph
cons.: 18,6 ltr super L
five-speed manual
price: 33.300 $

The former cash-cow of the whole company once was the Sentinel. The last facelift in 1962 with it’s extravagant shapes and details kept it interessing, but not for long. When it was put on sale, it was already clear that Primus would build a sportier and more modern car as successor, but what if it wouldn’t be what the customers wanted?

This was the kickoff for a large Globus, the Chief Cruiser. The name is underlined with a chrome emblem on the fenders, showing the head of an Indian chief.
Presented in early 1965, it was visually a totally new car, despite keeping the old Sentinel chassis with a few tweaks here and there. Since a horsepower race was in progress in Gasmea, Globus took the A8V55 and increased it’s size to massive 7,2 liter (440ci), naming it the B8V65. With 280 horsepower, the output was not as high as those of some rivals, but it was at least in the upper third. Since Globus was a budget brand, the entry model, labeled as “Super Sport” offered all these 280 horses for only $ 10.300, which was cheap even for muscle cars. And most of the competitors in that new segment were also smaller.
The Chief Cruiser was significantly larger, roomier and stronger than the segment leader, the Armor Valencia Rallye. The only downside of the engine was that it required super leaded, not regular.

So, why did the Chief Cruiser 440 Super Sport not become the Nr.1 among the early muscle cars? Well, it’s interior was rather spartan, no power windows or nice leather seats, but plastic cranks and sticky vinyl. Due to the very simple construction, the comfort was very low - a stiff setup was needed to make it go around corners. High performance parts like gas dampeners were not within the budget, but at least it had rear disc brakes. It was a lot more show than go, therefore selling surprisingly poor.

Nevertheless, some enthusiasts loved it. And even if it didn’t sell nearlly as good as the Valencia Rallye, it was popular. A magazine wrote in a test:

“The Globus Chief Cruiser achieved the highest brake horsepower! Fitting a massive V8 into this price bracket caused some… cost cutting measures, from the looks of the engineering, but honestly if it was all about the motor it probably would have won. Excellent” (doot, PTP1)

Globus Chief Cruiser SuperSport
Front engine RWD
built: 1965-1968
LxW: 5,15 x 1,94 m
Power: 280 hp, 513 nm
0-100: 7,5 s
speed: 227 kph
cons.: 24,9 ltr super L
four-speed manual
price: 10.300 $

After ten years, the Primus Sentinel earned it’s retirement. The Globus Chief Cruiser Sentinel was the sedan version, and heavily differing from the “Super Sport”, it was stuffed with luxury, sucessfully concealing the dated chassis. Luckily, unlike the “Super Sport”, the Sentinel trim sold excellent, arriving just in time when the predecessor was on it’s way to loose the buyers. It was stylish, fast and spacious, and this for a price way below most competitors. The handling was terrible if you considered driving with some effort, and the reliability was only average. Nevertheless, this car managed to be one of the most successful premium cars in it’s time period.

Globus Chief Cruiser Sentinel
Front engine RWD
built: 1965-1969
LxW: 5,15 x 1,94 m
Power: 280 hp, 513 nm
0-100: 8,6 s
speed: 224 kph
cons.: 26,0 ltr super L
three-speed auto
price: 13.300 $

Since Globus’ assignment was offering value for money with practicality in mind, and the wagon became the most successful Comet version, a wagon stealing buyers in the family utility premium segment seemed like a good idea. Due to the sheer size of the Chief Cruiser, a third row in the trunk was fitted with ease, making it a seven-seater. The interior was not as luxurious as in the Sentinel, but a lot better than in the two-door. To make it short, the plan worked, the Chief Cruiser wagon rolled into many suburban driveways, however, the critics noted that it’s giant engine is actually not neccessary, and a 200-horsepower-one needing regular gas (and less of it) would be even better, even if the price for that overdose of power was really low.

Globus Chief Cruiser Wagon
Front engine RWD
built: 1965-1969
LxW: 5,15 x 1,91 m
Power: 280 hp, 513 nm
0-100: 8,8 s
speed: 218 kph
cons.: 26,1 ltr super L
three-speed auto
price: 11.600 $

A long overdue step had been taken for 1966. Blue collar models had to become Globus models, as they did no longer fit into the Primus lineup. The Atlas shifted with the new '63 model, the Ratio as a new model in '64, and both GPM and DuraTrans, the oldest models, were in need of another facelift to keep up.

The GPM started to drop in sales quite a lot, as the market for ultra-simple offorad cars shrank - no company or even a civillian would buy this, and the military had other, more modern options. Nevertheless, a last update was done and it was the most extensive on the outside. New indicators and taillights greatly improved visibility at night. More power was not needed, but since GPM and DuraTrans shared their engines, nevertheless included. Instead of the new OHC engine, Globus had to use the old OHV four-cylinder, mainly because the OHV was tuned for more low-end power, which suited these two vehicles better. In addition, the older engine was slightly easier to serive. The displacement was changed back to the original two liters, a requirement of the DuraTrans. With now 75 horsepower, the GPM never lacked any power in offroad use.
As it was totally outdated in terms of comfort, handling and safety, it was dropped after 1971 due to low sales that made it unprofitable.

Globus GPM66
Front engine 4x4
built: 1966-1971
LxW: 2,97x1,49m
Power: 75 hp, 145 nm
0-100: 12,9 s
speed: 140 kph
cons.: 11,2 ltr regular L
four-speed manual
price: 6610 $

While the DuraTrans 1118 didn’t lack power compared to most delivery vehicles outside Gasmea, the domestic competitors started to offer noticeably more than 60 horses in a van of this huge size. When not operating on a flat but a steep surface, this became an issue. When a facelifted model was planned just as Globus was introduced, engineers decided to go back to a 2,0-liter engine. Sales were steady despite the slightly higher price, and the exterior changes to the front of the car were welcomened. Not only did it look more modern, by using the headlights of the Comet SuperSport de Luxe it also showed that it now belongs to the Globus lineup. The DuraTrans 1120C was also manufactured in Frunia for the local market and Hetvesia. Despite it’s age, the van still remained successful.

Globus DuraTrans 1120
Front engine RWD
built: 1966-1975
LxW: 4,97x1,92m
Power: 75 hp, 145 nm
0-100: 17,6s
speed: 127 kph
cons.: 13,0 ltr regular L
four-speed manual
price: 6380 $

[Knugcab]

It will be interesting to see the 1968 Astrona… The old one looks promising and I almost sense that the new one can be an interesting competitor to the Saarland Bischof that got a model change the year before…

[Happyhungryhippo]

In the chronicles of Primus, 1967 marked the most important turning point.

When the Sentinel had it’s 1962 makeover to somehow keep up with the newer competition, the introduction of Globus was already in preparation. Changing Primus in the Hetvesian/Frunian direction meant that the requirements a luxury car has to fulfil there can not be met with the old chassis, that still works in Gasmea.
For that reason, two seperate successors were developed - the Globus Chief Cruiser, re-using many parts under a new body, therefore already introduced in 1965, and a seperate, even higher-rolling one.

The new flagship spent a lot of time in the oven, ensuring the new model, already featuring the very ambitious name “Imperator”, will fulfil every single aspect that makes a car a true figurehead.
Nothing was reused. The car was a 100-percent-new developement. It even had it’s own factory, newly opened in Hetvesia, manufacturing exclusively the Imperator.

As body-on-frame was considered ancient in Hetvesia and Frunia, a monocoque design was out of question. To set itself apart from the Astrona, all-wheel independent suspension like in the newest and best luxury cars was a must-have.
Four disc brakes, gas dampeners, leather, wood and chrome interior, power windows and mirrors, aircondition, power sunroof (1967-69 steel only, glass sunroofs were available from 1970 onwards), automatic transmission, central locks, all that was standard. The Imperator was also one of the very first cars to have a galvanized chassis, since people that spent a fortune on a car would be satisfied if it lasts longer than most others.

Adequate power had to be delivered by the old but proven AV855-family, but the correct size was debated. In Hetvesia and Frunia the cars had a lot less horsepower than in Gasmea, and engines above the size of five liters were considered wasteful. Taking the competition as benchmark, 4,5 liters seemed like a good compromise between power and economy, delivering solid 172 horsepower. The car was tuned to have a top speed of just over 200 kph, as this was the prestigious border a good luxury car had to cross in that time.

The styling was no less progressive - every idea was permitted in order not to loose innovative thoughts. In the end, the basic shape carried Hetvesian solidity in it, the arrowed, V-shaped front design signalized subtle aggression without overdoing it, a nice Frunian touch. The design of the rear had a gimmick, the rear indicators were also arrow-shaped towards the direction they point, putting a logical emphasis on where the driver wants to turn. To underline the change made with this car, Primus now had a new logo, and it’s mounted in giant size on the grille - as if it screams “look here, this is now the new Primus company!”

The interior was inspired by the latest passenger airplanes, providing a well-balanced mix of buttons and sliders as well as large and modern gauges. Materials and workmanship were outstanding. The interior offered many compartments, since the buyers of such a large car are likely to use it for long-distance travel and want their items within reach.

The interior space was close to that of the Chief Cruiser Sentinel, but the quality and design was on another level. The '65 Sentinel offered a lot of power and many features for the best price, but the Imperator wasn’t for buyers that wanted value for money. The Imperator was for those that wanted the best and were willing to pay for that.

When the car was unveiled at the Hetvesian Auto Show in February 1967, the showgoers couldn’t believe their eyes as they had not seen a car as modern as this one before. The Imperator was one of the “core vehicles” of Primus. Before the Imperator, the cars were not bad and most of them did not have to fear the competitors, but didn’t set a real benchmark.
Now, after almost three decades, Primus finally led the industry with a car that was a step ahead of it’s competition. But there were some critics, too, about the design, some considered it as too “nervous” because the front lines were not that smooth as the people were used to.

Nevertheless, the Imperator had a huge impact and sold excellent. Primus now had arrived at the summit.

Primus Imperator 450
Front engine RWD
built: 1967-1971
LxW: 5,09x1,82m
Power: 172 hp, 323 nm
0-100: 11,0s
speed: 203 kph
cons.: 16,1 ltr regular L
three-speed automatic
price: 18.500 $

A year later, the expectations for the new Astrona were high - will Primus be able to repeat the sensation?

Fact is that Primus made a survey among Astrona owners, asking what to improve. The following points were the most obvious:

• more space for passengers
• better noise isolation
• a fancier interior

Since the interior seemed to be the weak point, Primus started with it first, while reusing the chassis components - there were only few complaints about the powertrain and suspension. The HVAC controls below the old dashboard were hard to see from the driver’s perspective, so they were moved within sight - and easy accessibility - for the driver. Softer - and therefore safer - materials, a real center console with additional vents to improve heating and cooling and a new radio were state of the art and followed the course Primus had set with the Imperator - Primus were not only up-to-date, but now even innovative cars.

To fulfil the wishes for more interior space, the Astrona grew not excessively, but noticeably, now providing enough space for family use, which was rather cramped with the old one. The increase in comfort was immense, a test driver claimed, the comfort had almost “doubled”, at surprisingly low loss of agility.

On the outside, the Primus recieved a more restrained restyling compared to the Imperator - the job of the midsize model was not to stand out, the Astrona was a successful model and should therefore avoid unneccessary risks in terms of design. The new Primus badge was emphasized, as it should become popular as fast as possible - and finally, the new logo stands for the new concept of the brand.

The large, rectangular headlights greatly improved illumination at night, and the taillights were finally perfectly visible and their signals distinguishable - a repeated complaint about the 1960 model, improved, but not totally solved with the '64 facelift. Since the Astrona was known for its above-average safety, the Astrona II once again became the best of it’s segment, adding soft interior materials, headrests, standard seatbelts (dealer-installed on no-cost request), automatic fuel shutoff and many other small gadgets copied from the Imperator.

Since the Letaran racing adventures (with having the Alpha as by-product, returning a few bucks) and the developement of the Imperator emptied Primus’ pockets almost completely, the chassis was still the same as in the predecessor, therefore sharing the driving characteristics: Lively, with a tendency to mild oversteer, rather comfortable suspension on the “normal” models, a sporty one for the 2400.

Since the wallet for new engines was tight, the 1800 kept it’s engine - introduced in 1964, it shouldn’t be outdated, and 80 horsepower were still a healthy amount for an entry-level midsize car, even if it’s on the premium side of the offerings. The 1800 was a popular car for the daily commute, more expensive than other commuter cars, but also more fun to drive, safer and with a modern styling. A downside was the slower accelleration, as the Astrona II gained some weight. Primus had either the choice to adjust the gearing either to have a slower accelleration or a higher fuel consumption than the predecessor, and decided for the first option. The weight was increased partly due to being larger, but also being more solid. The door on the predecessor closed with “SCHPRRRR!”, now it closed with a solid “FUMP!”

Primus Astrona 1800
Front engine RWD
built: 1968-1973
LxW: 4,35 x 1,68 m
Power: 80 hp, 131 nm
0-100: 13,3s
speed: 160 kph
cons.: 10,0 ltr regular L
four-speed manual
price: 8030 $

The six-cylinder engines were both updated, as they were already facing their 8th year - the 2000 increased it’s power by six horsepower, mainly due to a new carbutetor, the 2400 only one horse more, but some refinements slightly improved the reliability.
The 2000 was still the only one that could be equipped with a three-speed automatic, a must-have for the Gasmean market, even for imported cars.
Since improving the comfort was a main goal, the 2000 now had a standard power steering - still not common standard in this class in 1968. But this added even more weight, and even if the car was still not dull on the road, it traded some nimbleness in for the extra comfort, plus causing a higher consumption. Even if the price rose a lot, the new Astrona 2000(A) was a good upgrade from the old one and worth it - the sales were good. On the outside, it was distinguishable from the 1800 by having a chrome frame around the taillights. The interior for six-cylinder models featured standard wood and leather symphony - like in the predecessor, but much more cozy.

Primus Astrona 2000A
Front engine RWD
built: 1968-1973
LxW: 4,35 x 1,68 m
Power: 98 hp, 136 nm
0-100: 13,6 s
speed: 167 kph
cons.: 14,3 ltr regular L
three-speed automatic
price: 9540 $

The 2400 kept it’s concept - a sportier suspension, more power and overall made for spirited driving. The 2400 increased it’s price even more than the other models - nevertheless the new one became once again the leader in the family sport segment - bur why? While exclusively having an unobtrusive chrome stripe on the sides to look more upmarket, the improvements on the inside were more like a true upgrade - the predecessor had no power steering, now it was standard. A real boon for enthusiasts was the five-speed transmission, improving the accelleration despite the heavy weight gain. A high quality stereo completed the package.

Primus Astrona 2400
Front engine RWD
built: 1968-1973
LxW: 4,35 x 1,68 m
Power: 112 hp, 162 nm
0-100: 10,1 s
speed: 183 kph
cons.: 14,5 ltr regular L
five-speed manual
price: 10.700 $

The drivetrain of the Astrona 2400 was reused in the Imperator, creating a lower-level 240 model. The reasons were obvious: The fleet market demanded for large, extremely comfortable and prestigious models, but the costs were a concern. With the largest six-cylinder, the car had just enough power to offer a self-confident driving experience, but needed a liter less fuel, which was actually an important saving considering these models were used by frequent business travellers. Not to forget a price some $ 4000 lower than the 450.

To keep the performance in premium range, an automatic was not available - it was already on the slower side in it’s class with the new five-speed. However, it was not too far away from the Astrona, and on the highway, the efficient aerodynamics paid off, a travel speed of 160 kph was possible without stressing the car and the driver. The interior was slightly less opulent than in the 450, a little less chrome, a little less leather, a slightly simpler, but still high-quality stereo system, no tables for the rear passengers unless you ordered the chauffeur package. Since limousine services had to be efficient too, and were rarely driven fast, the 240 seemed like a good deal.
A representative but not exaggerated large sedan, with excellent comfort and safety with sufficient power, the “cheaper” Imperator was a popular choice as company car or by those consumers that wanted the large car but saw no sense in idling a V8 in traffic jams.

Primus Imperator 240
Front engine RWD
built: 1968-1971
LxW: 5,09x1,82m
Power: 112 hp, 162 nm
0-100: 12,3 s
speed: 179 kph
cons.: 15,2 ltr regular L
five-speed manual
price: 14.600 $

[Happyhungryhippo]

1969 was an impressive finale for the decade, as the new models helped setting the two brands further apart from each other.

When the work on the new Publica started, it was clear that it would have to be sportier and more modern than the Publica F that had just been facelifted at this point. The Frunian Primus subsidary recieved the task, as Frunians really knew how to make good small cars. Since a radical change was requested, the engineers were allowed to start with a white sheet of paper.

The Publica III shrank even further, so the nameplate, once a midsize and then a compact car, was now mounted on a small car. The car didn't accomodate five persons anymore, the Publica was designed as a four-seater right from the start. The looks were as modern as the predecessor was old-fashioned, the rectangular dashboard with scattered controls was an ergonomic nightmare, but stylish for it's time.

In terms of engineering, the chassis was now also a monocoqe, leaving Globus the only of both brands to produce body-on-frame cars. The suspension not only got rid of the front solid axle (which was long overdue) and now featured space-saving MacPherson struts, but even offered a more modern setup in the rear, with a torsion beam rear axle. Gone was also the standard automatic transmission for all models, since the car did not follow the idea of a “household item” anymore. At least the engine was kept, now even returning one horsepower less, slightly refined for reliability.

The entry-level CL kept the price, despite the more advanced technology, but the comfort was terrible, it wasn’t more than a wooden stool, as it did not even have a radio included. But what isn’t there can’t break - and the reliability was stellar. Performance was also quite good for the low price asked, mainly due to a weight decrease of 70 kg and the absence of automatic transmission. Therefore, it was often considered as budget fun car for young people. Good drivability, adequate performance, excellent reliabiility and cheap servicing scored, however, except the young folks, most others avoided the CL because it was too frugal for them.

Primus Publica CL
Front engine (t) FWD
built: 1969-1974
LxW: 3,67 x 1,45 m
Power: 57 hp, 91 nm
0-100: 13,5 s
speed: 151 kph
cons.: 8,4 ltr regular L
four-speed manual
price: 6360 $

Only a few bucks more allowed for the GL model, surely a wise investment. It included a right mirror, some fake wood plastic, a clock, a rear wiper and a cigarette lighter as well as a basic AM stereo. Front armrests were a nice upgrade, too. With now acceptable comfort and a price still low, the Publica GL became a top-selling car in the whole city car segment. Here it also helped that an automatic transmission was optional for the GL - neither was it for CL or ST - and it was a quite popular choice - half of these were ordered with the three-speed, despite slowing down the car a lot, accelerating to 100 kph only 1,5 seconds faster than the noticeably heavier and older Publica F.

Primus Publica GL
Front engine (t) FWD
built: 1969-1974
LxW: 3,67 x 1,45 m
Power: 57 hp, 91 nm
0-100: 17,2 s
speed: 148 kph
cons.: 8,8 ltr regular L
three-speed automatic
price: 6770 $

If performance really was a thing, Primus still had another trim in the portfolio. Since it was a car by Frunians mainly adressed at Frunians, offering a boring ride in this segment seemed like an insult, and the CL was actually a good fun car for those on the budget, but it lacked refinement and some kind of … spirit.
The engine bay allowed for the 1.8 liter Astrona base engine, but it was so cramped service costs rose to the level of a “real” Astrona… But the well-known 80 horsepower engine allowed for quite a ride in this small and light vehicle. But it wasn’t just the engine, the whole car was adapted for being a true driving machine.
On the exterior, dual headlights added the urgently needed prestige in the rear mirror, and a five-speed manual was something not found elsewhere in a small car. The suspension was tuned to be sportier, and expensive gas dampers helped road-holding. Since this car was made for spirited driving, front disc brakes were standard.
The interior was the same as in the GL, but added a nice and quite expensive 8-track stereo, since the one or other hot-headed young driver liked to hear the newly developing “rock” music when flooring the car.

A true and surprisingly successful - it acutally outsold the CL by far - fun car, since there was no competition for that low price, and Primus was said to have invited the hot hatches.

The ST in its own way also managed to become successful too. Indeed, it was quite a fast car. Such figures were only achieved by select premium and luxury sedans, and dedicated sports cars. So when people considered that if the ST was sold as a sports car, it would’ve been the cheapest of the bunch, it suddenly started to make a lot of sense. The idea to combine a family city hatchback and sportiness was very novel and quite appealing to the up-and coming youth who were thinking of establishing a family, but didn’t quite want to let go yet of their youthful enthusiasm and rebellion. So as the first ‘hot-hatch’ - as it later became known - it was quite a hit among young adults who now had more money at their disposal to buy their first car. (cake_ape, LHC3)

Primus Publica ST
Front engine (t) FWD
built: 1969-1973
LxW: 3,67 x 1,45 m
Power: 80 hp, 131 nm
0-100: 10,9 s
speed: 169 kph
cons.: 9,3 ltr regular L
five-speed manual
price: 8080 $

The Publica was not only assembled in Frunia, but also at a new assembly line in Letara. The local manager even offered slightly different trims, besides the regular CL and GL models there was also the GLS, a GL with seperate trunk like a really small sedan, and it had not only chrome bumpers but also an upgraded interior with leather and better seats as well as a twin carbuteror, available also with automatic transmission.

The GLS was a more interesting proposition, being the first city sedan on the market. So for those who wished for a small sedan, this was virtually their only option. (cake_ape, LHC3)

The Letarans got an even hotter ST, it was not a five-door but a three-door, and it had a performance intake and carbutetor setup, allowing for an accelleration below 10 seconds to 100 kph and almost 180 in top speed.

Speed is also delivered in the Iratus, but the old-fashioned styling begged for a restyling which also arrived for 1969. But it was more evolution than revolution, and the interior had nothing but a new steering wheels and a luxury 8-track stereo which was ordered for most (but not in the car shown here). Resources, both financial and personal, were limited and therefore frugally used. Performance wise, the upgrade was more visible. The base model with 175 horsepower was discontinued, and the facelift was done based on the SC, but changed name to RS. Why? It has now massive 272 horses, for 200 $ less than before, even the fancy 8-track included. But on the road, the horsepower figures didn’t pay off as much as one might have thought, despite the top speed.
The Iratus sold until late 1973 with decent success, but after 11 years, it was finally too far out of time and style and became discontinued.

Primus Iratus SC
Front engine RWD
built: 1969-1973
LxW: 4,09 x 1,61 m
Power: 272 hp, 373 nm
0-100: 6,5 s
speed: 267 kph
cons.: 19,7 ltr super L
five-speed manual
price: 20.200 $ (with luxury 8-track radio)

Primus offered now a fleet model of the Imperator, called Senator. There is nothing different apart from the nameplate and a chrome frame around the taillights. It was done because “Imperator” did not sound very diplomatic when used in governmental fleets.

Globus had an interessing year full of changes as well. The first Comet finally suffered from declining sales, and it was considered as boring and outdated, recently even to the point that the Comet was seen as really ugly. Since it’s start in 1963, both brands had seperate managements and didn’t speak to each other a lot, a decision made to let both develope their profiles.

But the larger and more comfortable '68 Astrona was a problem - it was now comparable with the Comet, and potentially stealing sales from each other. And Globus planned to introduce many new models in the next years, so the budget for improvements was very, very tight.

For that reason, both engine and chassis were kept, it was just the old one with a more modern, yet still rather restrained and conservative body and a new interior similar to the Chief Cruiser. Size and performace were the same as before, but comfort and safety improved a lot, finally a reason to upgrade to the new one. The former customers, fleets and conservative families, were actually pleased by the new model and bought it. Almost 80 percent of the people or organizations that bought an 63-68 Comet decided for a 69-73, and that’s one impressive figure.

Globus Comet
Front engine RWD
built: 1969-1973
LxW: 4,38 x 1,66 m
Power: 120 hp, 279 nm
0-100: 12,2 s
speed: 184 kph
cons.: 13,9 ltr regular L
three-speed automatic
price: 10.500 $

Like the sedan counterpart, the new Comet wagon failed to acquire lots of new customers, but was extremely popular among existing Globus customers that were quite loyal. The sales figures were surprisingly good considering it was an old guy in new clothes, but the type of customers it attracted were those that said “nah, I’ll stick to what I’ve got, then I knew, what I have”. And a comfortable wagon with a V8 for just about 10.000 $, that wasn’t too bad. Since the car was still quite compact for Gasmean standards, a third row like in the Chief Cruiser was not available, but 1330 liter load capacity were decent for the average family.

Globus Comet Wagon
Front engine RWD
built: 1969-1973
LxW: 4,35 x 1,66 m
Power: 120 hp, 279 nm
0-100: 12,3 s
speed: 178 kph
cons.: 14,3 ltr regular L
three-speed automatic
price: 10.400 $

With the end of the first Comet, the Super Sport DeLuxe, the budget-personal-luxury-car that was the brand’s first figurehead, became obsolete. The Chief Cruiser was larger and more stylish since '65, and despite being the dream of middle-class pensioners, few others mourned it. The replacement was another Comet-based coupe, but now called Stallion and less luxurious, but sportier.

Like it's predecessor, it's styling was set apart from the more basic Comet sedan and wagon, and still recieved it's engine from the Primus Iratus, which meant that the new 272-horsepower-variant was installed, quite an amount for a small coupe. But despite the rather high-pitched engine, hitting the rev limiter at quite late 6000 rpm, the rest wasn't sporty. Neither the soft suspension setup that only offered mono-tube dampers nor the automatic transmission really emphasized on sportiness. It was a pony car, being an alright compact two-door with good standard equipment and a strong engine. Sales wise, it was quite ok, but failed to be at the top. Miller, Vaughn, Kessel, Armor, there was some variety to choose from, and the Stallion was nowhere failing but also did not stand out in any way. The rather aggressive camshaft made it thirstier than most competitors, but in return the base price was lower.

Globus Stallion
Front engine RWD
built: 1969-1973
LxW: 4,38 x 1,66 m
Power: 272 hp, 373 nm
0-100: 7,6 s
speed: 243 kph
cons.: 24,3 ltr super L
three-speed automatic
price: 14.000 $

While the Stallion was - despite it’s name, rather tame except from straight line performance, it’s counterpart was probably the wildest Globus ever made. The engine itself was already pure excess. The mighty 7,2-liter V8 from the Globus Chief Cruiser was revised using a performance intake, a high-quality manifold and a better carburetor and slightly improved internal parts. This resulted in massive 325 horsepower, which was not the highest figure but on the top of the range for sure. What made the Dominator perform like it is called was the thoroughness how the car actually can use the power.
A heavy duty five-speed manual with a clutched LSD, extra-wide staggered high performance tires, four disc brakes, aerodynamic refined underbody and rear wing, sportier high-performance suspension with gas dampers.
This car was actually quite costly, especially for a Globus, since it was only 2000$ less than a Primus Imperator 450, but with the complete performance package, it was quite capable of chasing “real” sports cars, and therefore the price seemed rather justified, resulting in young men emptying their pockets to get their hands on one of those - this was simply THE muscle car to race!
Despite all that power, it was actually usable in daily driving, it wasn’t as high pitched as the Stallion engine that came from a sports convertible, the large 7.2 even needed less fuel, and not even super, the regular gas was fine.
For only $2000 more than the Stallion, this was the much funnier and hotter one of the two, but all that sheer torque and power and the fact it was stickshift only clearly adressed it at enthusiasts.

Globus Dominator
Front engine RWD
built: 1969-1973
LxW: 4,38 x 1,66 m
Power: 325 hp, 546 nm
0-100: 5,2 s
speed: 257 kph
cons.: 23,8 ltr super L
five-speed manual
price: 16.200 $

To complete the new and fresh presentation of the brand, the Atlas recieved it´s first facelift. The car was kept like it was, only the single oval instead of the dual round headlights tell the difference, the high beams were now seperate and moved more to the center. The taillights became larger and seperate reverse lights, also moved further to the center. This measure was taken to avoid poor visibility due to mud on the vehicle. Since the sales were good, changing too many things was a thing to avoid, and the Atlas continued it´s success.

Globus Atlas 40
Front engine RWD
built: 1969-1974
LxW: 4,93 x 1,95 m
Power: 120 hp, 279 nm
0-100: 11,2 s
speed: 152 kph
cons.: 15,5 ltr regular L
four-speed manual
price: 8040 $

The truck market slowly grew a sub-segment for premium utility vehicles, and Globus did not want to leave this to the competitors. Since the Atlas was a truck for the blue collar, the engineers made sure paying a huge extra will also lead to excellent practical use.
Instead of rear-wheel drive, the 45X featured a 4x4 drivetrain, mated to either the known four-speed manual or a three-speed automatic, most were ordered with the latter. Extra offroad protection and a power ball steering both added usability, rear disc brakes helped hauling heavy load downhill. The interior was noticeably upgraded, combining a workhorse with some hints of a premium car. Power came from the Primus Imperator 450 engine, since 172 horsepower seemed reasonnable, and some higer quality parts ensured that the engine is delivering its power as smooth as possible, even if it meant that the engine was not cheap. But unlike the base Atlas, cutting corners for a low price was not on the agenda, although what was asked for it still was not much for a truck with such features.

Globus Atlas 45X
Front engine 4x4
built: 1969-1974
LxW: 4,93 x 1,95 m
Power: 172 hp, 323 nm
0-100: 10,5 s
speed: 165 kph
cons.: 19,6 ltr regular L
three-speed automaticl
price: 11.400 $

[Happyhungryhippo]

The new decade started without a change for Primus, as almost all models had been updated the year before or were introduced not too long ago. Globus on the other hand had yet to build up a portfolio of models, and the GPM started to stand like lead in dealership lots at the turn of the decade - it was way too outdated meanwhile, but surprisingly, the other ancient leftover of the early days of Primus, the DuraTrans, still sold. But for the GPM, it was really time to go. Production ended in early 1970, but in 1972 there were still some left unsold, those were donated to international help organizations.

A new offroad model was urgently needed, and development started in 1966, just when the descision was made to switch the GPM to Globus.
Some marketing guy must have thought “Cruiser” would make great model names, so “Country Cruiser” was the more or less creative title of the new vehicle. To stay within the budget market position, the car was not fancy at all. Solid front axle on coils, the rear on leaves, and not even a V8, instead, Globus borrowed the engine from the Astrona 2000. Reusing a four-cylinder would be a little too budget considering the dramatically increased weight and size. The car was simple, but not frugal. To improve the usability, a 2+2 seating was standard, the interior was nowhere as old-fashioned and spartan as in the GPM.
It was not a total hit on the market, but sold totally ok. For the low price requested, it was actually a very decent vehicle.

Globus Country Cruiser
Front engine 4x4
built: 1970-1976
LxW: 3,8 x1,62 m
Power: 98 hp, 136 nm
0-100: 13,7 s
speed: 147 kph
cons.: 15,5 ltr regular L
four-speed manual
price: 8370 $

The price was the main selling point of the Chief Cruiser, too. No other manufactor offered a car being this large with that much engine power for such a handful of money. However, even if selling like bread (except the Super Sport, that was considered having too many corners cut), and looking good, it damaged the brand reputation. Quality and reliability issues became common on these cars, and even if the customers accepted that because they knew these cars were a super bargain, Globus management with chairman Lionel Lomax dediced to drop the still succesful model for 1970. These were the days of excess, more power, more weight, more luxury, that was what the Gasmeans wanted from fullsize vehicles.

Since the Primus Imperator had a completely different target group, there was no problem in going more upmarket with the new Globus flagship. While the chassis of the Chief Cruiser was more or less reused, the body mounted on that was a complete redesign. The bold and muscular design from the predecessor changed to a rather staunchly and conservative look, since Globus wanted to be taken seriously in the segment and no longer to be seen as “the budget one”. Additionally, the already large car grew to well over five and a half meters in length.
That approach was equally reflected in the interior that featured an ornate design, tons of wood and leather as well as slightly better build quality. The standard amount of luxury was impressive, even the cheapest Grand Cruiser had power windows, locks and mirrors as well as an aircondition. Unlike the predecessor, different engines for different tastes were available, but not for each model.

A lesson Globus learned that bigger is not always better for a muscle car. The Super Sport model was dropped, the task of the performance cars was handed over to the Comet-based Stallion and Dominator. The calmly driving pensioners and the value-for-money buyers could opt a Grand Cruiser two door, marketed as coupé. With plenty of interior space and good comfort, cheap did not mean renunciation. As base engine, Globus digged out the 175 horsepower 5.2 V8 from 1962, formerly powering the old Sentinel and Iratus, it was only available for the two-door coupé and the wagon. Power was enough for the daily traffic, so it was a common choice for this model. The sales were mediocre but overall healthy, as getting a car as large and stuffed like this for less money was hardly possible.

Globus Grand Cruiser Business Coupé
Front engine RWD
built: 1970-1973
LxW: 5,55 x 1,93 m
Power: 175 hp, 356 nm
0-100: 11,1 s
speed: 196 kph
cons.: 18,9 ltr regular L
three-speed automatic
price: 11.500 $

A new thing for Globus was a convertible, and Globus offered such option for the Grand Cruiser. Two engines were available, either the rather sport-tuned 5.5 from the Stallion or the lazier but more powerful 7.2 from the Dominator. Surprisingly, the (on paper) worse 5.5 was ordered quite a few times together with “touring suspension package”, because the lighter engine improved the weight distribution. The handling of the Grand Cruiser was terrible, however, with the sportier “touring” setup and the lighter engine, both opted for the photo car, it somehow goes around corners.
Sales wise, the convertible occupied a small niche, but that also meant less competition, so it wasn´t a cash-cow but also no disappointment.

Globus Grand Cruiser Convertible
Front engine RWD
built: 1970-1973
LxW: 5,55 x 1,93 m
Power: 272 hp, 373 nm
0-100: 9,5 s
speed: 231 kph
cons.: 27 ltr super L
three-speed automatic
price: 13.400 $ (including touring package)

A lot more important was the sedan version, the luxury-oriented “Sentinel”, carrying on the nameplate established for the large Primus from 1955 to 1965. The more conservative and prestigious styling affected the buyer age going up, and since the chassis was reused it drove exactly like it´s Chief Cruiser predecessor, just larger and more powerful. The better interior altered comfort, but besides that, no improvement was made, but the car was a regarded much higher than the predecessor, well, we guess, that´s the power of design. The Grand Cruiser Sentinel was as successful as the Chief Cruiser Sentinel, bringing a lot of cash into the pockets of Globus.

Globus Grand Cruiser Sentinel
Front engine RWD
built: 1970-1973
LxW: 5,55 x 1,93 m
Power: 325 hp, 546 nm
0-100: 8,2 s
speed: 233 kph
cons.: 28,1 ltr regular L
three-speed automatic
price: 15.000 $

Since the wagon of the Chief Cruiser was a huge sucess, the Grand Cruiser had one, too. But since the car had a more upmarket position, the third row seats were no longer a standard feature, although still available as low-cost option for those that really need additional seating. For those reasonnable people, Globus left the choice between the 175 horsepower base engine and the mighty 7.2 powerplant. Although it was a former complain on the predecessor that a family wagon did not have a tamer engine option, the weaker engine was a rare order here, most sticked to the full 325 horsepower available in the model range. Just like the Chief Cruiser before it and the Comet below it, the wagons sold strong and steady.

Globus Grand Cruiser Wagon
Front engine RWD
built: 1970-1973
LxW: 5,55 x 1,93 m
Power: 325 hp, 546 nm
0-100: 8,6 s
speed: 228 kph
cons.: 28 ltr regular L
three-speed automatic
price: 14.900 $

The Grand Cruiser was, just like the 1969 Comet, old coffee in new cups. While the Comet really needed an update for it´s dull styling, the fullsize was still competetive and most flaws of the Chief Cruiser were not fixed with the Grand Cruiser. The handling became even worse, the reliability was equally average, at best, and all that for higher prices. Nevertheless, the early Grand Cruiser models marked the peak of Gasmean cars. They were huge, they were comfortable and they were extremely strong, a Primus Imperator 450 was already a highly-motorized luxury car outside of Gasmea, and the Grand Cruiser Sentinel had almost double the power.

But it´s not that Globus was unable to develop REALLY new cars. In the mid 60s, the Gasmean Highway Patrol faced delinquents that drove Gasmean muscles with impressive straight line performance on the one hand, and some using imported cars with great cornering abilities on the other hand.
The Interceptor was a proposal to the autohrities, being the jack of all trades in a pursuit scenario. It was a Primus Imperator, but shortened and widened for optimal high speed stability, with the 7.2 Grand Cruiser engine, Gasmean exterior styling and a less luxurious, but still comfortable interior, but due to the sporty shape, space was limited. Despite being rather impractical, relatively expensive in purchase and upkeep, the Gasmean government gave it a try and ordered 15.000 units, delivered from 1970 to the end of 1975, as it persuaded in a driving test with stunning performance. As first car of Primus and Globus, it featured vented disc brakes, enduring a high-speed pursuit without fade. It had no badge because it was neither a Globus nor a Primus, it was built by a project group intended to transfer knowledge between the two brands that seperate themselves further away from each other. And a badge was not neccessary because the contract requested this vehicle to be exclusive for the highway patrol, it was never officially sold to the public.

P/G Interceptor
Front engine RWD
built: 1969-1973
LxW: 4,68 x 2,09 m
Power: 325 hp, 546 nm
0-100: 7,5 s
speed: 243 kph
cons.: 26,2 ltr regular L
five-speed manual
price: 16.200 $

[Happyhungryhippo]

For 1971, not much changed - Primus burned a lot of money in the 60s to renovate all models to the newest standards, and Globus just had built up their own portfolio, so now it was time to rather collect the returns of the investment.

Two cars were facelifted that could not be more different:
For Globus, the Ratio, now in its 7th year, was due. That simple light delivery vehicle had its origins in the first Primus Publica from 1953, and two solid axles and a basic design from 1960 were hardly acceptable anywhere but for a cheap workhorse.
The front end became a little longer, mainly to absorb crash forces better, in fact, Globus at least kept it competetive in terms of safety. The powertrain was the same in the new Publica CL, other than that, it was an old-fashioned car that was mainly bought for a cheap price and proven reliability of the simple construction, a Ratio ´71 was one of the most reliable cars in that time, surpassed only by the similar outdated Mara cars, but offering a more efficient engine. It surely helped that the newer economy-tuned variant of the 1.3 OHC needed noticeably less gasoline while being only one horsepower weaker, pleasing the cool calculator that this vehicle aimed at. In the mid-70s it was so out of time that the plug was pulled when sales started to drop in the basement of sales, which was the case at the end of 1976. A direct successor was not offered, because the Publica III platform did not suit the purpose.

Globus Ratio
Front engine (t) FWD
built: 1971-1976
LxW: 3,82 x 1,51 m
Power: 57 hp, 91 nm
0-100: 13,6 s
speed: 144 kph
cons.: 8,6 ltr regular L
four-speed-manual
price: 6020 $

The exact opposite of the complete Primus Globus program was the Alpha, that was painfully expensive even for a sports car, but delivered out-of-this-world performance. In the hands of a skilled, and, well, rich driver, even the fanciest Frunian hypercars were not able to get past it. This helped sales for sure, since you couldn´t avoid the Alpha if you wanted the fastest (barely) street-legal car, but considering the horrendous development expenses, it was neccessary to let it hang on for some more years, with minimal additional investments.

While it was more or less slightly refined in terms of engineering without that much change, the styling was often criticized (since the visuals were never a top priority, this car was intended to be a Letaran R1 race vehicle only) and therefore in the focus. A generally smoother appearance was archieved, and additional pop-up headlights were a reaction to customer complaints about the low headlights that were not as effective as desired for a car that can go that fast.

Not very attractive, but it does perform (in a straight line, at least.) This is the drag racer of the group both in tire stance, and the figures. It came in 1st in the 0-100KPH and 1/4 mile. This oddly proportioned car looks front engined, but isn’t. 2nd in Drivability, Last in Service Costs, probably because of the heavily staggered tires. All of this with the 2nd-most expensive cost puts the Alpha lower pack. Buy this one though if you want to brag for speed (Lanson, QFC20).

The routine in the production allowed for a slightly lower price, however, this did not count for the potential buyers that still spent the price of a modest house for this car, but a noticeable increase in comfort was welcomened as well as a slightly better build quality, however, the upkeep of this rocket was still a nightmare. Service intervals were short, and the cost horrendous. Even if the plan was to keep it on sale as long as possible, the fuel crisis in late 1973 was it´s coffin nail, and 1974 offered a much more efficient and affordable successor that no longer competed with super cars, but was accessible for the “normally” wealthy public. The last Alpha was built in November 1974 after orders were stopped in April.

Primus Alpha
rear engine RWD
built: 1971-1974
LxW: 4,51 x 1,86 m
Power: 457 hp, 489 nm
0-100: 3,6 s
speed: 294 kph
cons.: 18,2 ltr super L
five-speed manual
price: 32.400 $

With the Alpha being a rare toy for the rich, the real image carrier (as being seen in actual traffic) was the Imperator, and while the styling was seen as nice and futuristic at it´s debut in 1967, five years had passed since then and the public eyes got used to it, the formerly progressive luxury sedan slowly started to age badly. Primus reacted and changed the styling, but not radically in order to avoid depreciation of the 67-71 models. Since the Imperator sold well and was meanwhile part of the establishment, the changes were more towards the conservative than the progressive.
Rectangular headlights displaced round ones, so the Imperator followed the general taste. The rear still had the taillights pointing to the left / to the right, but it did not make any more sense since the new layout deleted the “pointing” indicators.

The interior, one of the most modern in 1967, recieved minor details changes, the “PRIMUS” badge on the steering wheel and the “Imperator” one on the glove compartment became smaller and more subtle, and additional wood trim upgraded the door panels. The safety was slightly improved, using better seat belts and reinforced doors.

The Imperator 240 still marked the entry into the large Primus, with an unchanged engine and no other change than the design and the newer safety features. With the small DAOHC inline 6, the performance was rather at the bottom of the luxury segment, but it was urgently needed for company fleets and rich elder citizen that saw no sense in owning a powerful car, but wanted luxury class comfort and prestige, and the average car in 1972 was still a lot slower than the Imperator 240. Since no new technology was added, and most ultra-modern features of 1967 were now mass-produced, Primus was able to lower the price significantly, making the Imperator 240 a bargain in the segment - and a continuing success among middle-management fleet cars.

Primus Imperator 240
Front engine RWD
built: 1972-1974
LxW: 5,09x1,82 m
Power: 112 hp, 162 nm
0-100: 12,1 s
speed: 179 kph
cons.: 15,4 ltr regular L
five-speed manual
price: 13.200 $

The Imperator 450 was the “real” Imperator, with a V8 and even more luxury than the 240. Profiting from the same visual changes, it was clear that the performance had to improve, otherwise the car would lose it´s luxury image. In addition, most exclusive brands started using fuel injection since the late 60s, and Primus was among the last not having it (except in the ultra-expensive handbuilt Alpha). This issue was fixed with the 1972 450i, increasing the horsepower from 172 to 195. Vented brake discs in front and rear were new, and they stopped the large car with ease. Since the car offered more performance for the same price, the sales remained good, but the facelift did not archieve those brilliant numers the car had in the late 60s.

Primus Imperator 450
Front engine RWD
built: 1972-1974
LxW: 5,09x1,82 m
Power: 195 hp, 322 nm
0-100: 10,0 s
speed: 214 kph
cons.: 15,3 ltr regular L
three-speed automatic
price: 18.200 $

Even if the 450i now had solid performance that closed most of the gap that opened since the release of the car in 1967, it was neither sporty (the lazy 50s V8 engine was a cruiser, even with now almost 200 horsepower) and the prestige suffered with ever year the car was on sale - Primus had to react.
And that reaction was surely a surprise. If you wanted prestige, a turbo was out of question. So the engine of the 240 was fitted with a turbocharger and fuel injection as well as general quality improvements. This resulted in over 225 horsepower (225 was stated in the papers, but it was slightly more), which meant almost 100 horsepower per liter, impressive for the time.
Aluminium rims with medium compound tires and a clutched LSD completed the package, but it was mostly the hightech engine upgrade that made the car so expensive. With a manual as only gearbox option and 1 bar boost, this car wasn`t as easy or pleasant to drive than one might expect from a car of this price and class.
On the other hand, it was extremely fast and propably still the most comfortable sports luxury car. The consumption was even lower than the 450, proving that a turbocharger might be the engineering of the future.

The downside was terrible service cost, and the engine was overall really expensive to produce to archieve the acceptable reliability, and the end of super leaded gas and unsolved drivability issues terminated the developement of the turbo engines. Nevertheless, the car was not as rare in the mid-70s as one might think - a turbo luxury sedan with some pepper was definitely a highly-desired thing, despite the higher purchase and running expenses compared to a totally reasonnable 450i.

Primus Imperator turbo S
Front engine RWD
built: 1972-1974
LxW: 5,09x1,82 m
Power: 225 hp, 357 nm
0-100: 6,8 s
speed: 225 kph
cons.: 13,5 ltr regular L
five-speed manual
price: 20.600 $

But the rarest Imperator was not the turbo S, but the MLF - “Multifunktionsluxusfahrzeug” in Hetvesian language, although mainly built for the Gasmean market. It was NOT officially sold by Primus, built only on request for the really rich with a special taste. It was a wagon version of the Imperator, since the Globus Grand Cruiser wagon might be a good car for the price, but it was maybe “premium”, but definitely not “luxury”.

Imperator MLFs were hand-built and therefore fulfilled every customer wish. The following engines were available:

• 195 horsepower 4.5i (automatic only)
• 225 hp 2.4 turbo (manual only)
• 325 hp 7.2 from Globus (5-M from the Globus Dominator or 3-A from the Grand Cruiser Sentinel).

The Globus 7.2 could be ordered with 4x4 drivetrain and elevated suspension, other common extras available for all were hydropneumatic suspension, double power sunroof and exotic colors, alloy rims and other individualizing items. MLF prices started at a hefty $ 24.600 and were open end, but you had the propably most exclusive and versatile luxury car, tailor-made just for you.

With the turbo model of the Imperator, Primus improved it´s image dramatically. The triple of Imperator, Astrona and Publica paved the way for modern-looking and technologically advanced cars, while the rare Alpha contributed towards a performance image. To go one more step ahead, Primus aimed at the world record for the fastest family sedan. Since the Astrona had the 2.4 six-cylinder under the hood, there should be no problem with installing the turbo version from the Imperator. Most technical stuff was indeed identical to the Imperator turbo S: The same drivetrain with clutched LSD, medium tires, vented discs in front and rear, a partly clad underbody.

The exterior featured a center double exhaust, different bumpers and foglamps, the aluminium rims were also sportier than those available for the Imperator, since this thing was focussed on performance only. The interior featured every option available for the Astrona 2400 as standard feature, such as four power windows, power mirrors and an aircondition. Central locks and leather were already standard on the normal 2400. Did it sell? Hardly compared to all other Astrona models, but actually surprisingly well considering what it was. Developement was cheap, as it reused most of the Imperator turbo parts, and it became the fastest production sedan of the year. It made real sports cars green with envy while being less expensive and a lot more practical, but on a handling-focussed race track the Astrona chassis showed it´s limits. Limit is the word, the 2400T was limited to 5000 units that were all produced and sold within two years.

Primus Astrona 2400T
Front engine RWD
built: 1972-1973
LxW: 4,35 x 1,68 m
Power: 225 hp, 357 nm
0-100: 6,2 s
speed: 233 kph
cons.: 12,6 ltr super L
five-speed manual
price: 17.500 $

[Happyhungryhippo]

1972 also had a milestone in the company history.
Back in the early 60s, when Globus took over the old Primus factory in Gasmea as their own, the newer factory was built far outside the town - the land was cheaper there and nobody wanted to be the neighbour of a car factory. Since almost all Gasmeans had a car, there was no problem, and employee discounts for Primus were at 20 percent, and you could finance a car with zero interest rates if you worked at least five years for Primus and had a good personal record.

But not everyone had a drivers license, some employees were even afraid of driving and asked for a workplace at Globus, since the old factory was not so far away. The public transport network of Gasmea was a disaster, and the negotiations with the state started.
Primus paid for the bus service, then it was established. But since GloBUS contained the word “bus”, they decided to have a share on the market. Globus PT, Inc. was founded in 1966, financed partly by government grants - Primus Globus promised good customer care and a five-year warranty for every bus.

The cities itself had an ok, but definitely not good public transport network, but outside them it was really, really bad. So the desired product was a suburban bus that had enough seats to accomodate quite a few people, since buses ran hourly - at best - and that has the power to drive on the highway, since distances between stops were sometimes up to 15 miles.

The Globus Omni 15 finally arrived for 1972, and with 14,5 meter in length it was quite difficult to handle in cities, where smaller buses would have to take over. The engine was underfloor between the front axle and the rear door, since crash tests found out that this was the ideal position for higher speed collisions. The downside was a high floor, lowered at the rear door for easier entrance. However, this was still a pain with a stroller, not to think of a wheelchair. The war Gasmea currently fought came at the price of disabled veterans, so at least having different floor levels, and the lowest at the rear door, allowed them to access somehow, but they still needed assistance.

Power came from a 10,8 liter V8 diesel engine that pulled like a bull, since the prototypes were tested on the steep hills in the Belasco area. The deep hammering sound of the engine was a core memory of many Gasmean kids that used it for their rides to school or relatives.

To save weight (and avoid bending caused by the ultra-long wheelbase), the bus featured an unibody chassis, what made them a little expensive, but durable.

This unit, an Omni 15 D811-AS (Diesel, 11 liter displacement, automatic transmission, suburban trim) was commissioned in 1972 for Belasco Public, connecting the city center with a suburb, however, it couldnt leave the main road due to the massive size, so the usage of the Omni 15 in cities was limited.

The interior featured cloth seats and plastic wood, making it somehow at least a little comfortable for the time. Elecotronic stop request buttons were a fitment at special order of Belasco Public, since until leaving the city center, stops had short distances and they were skipped when not desired. Because of this fact, they also ordered the automatic gearbox. 1701 was decommissioned in 1986 and kept as a museum bus, since it was the first Globus Omni 15 ever built and registrated.

Globus Omni 15 D811-AS
Front engine RWD
built: 1972-1979
LxW: 14,57 x 2,50 m
Power: 292 hp, 849 nm
0-100: 34,4 s
speed: 132 kph
cons.: 40 ltr Diesel (aka regular unleaded for simulation)
three-speed automatic
price: 17.500 $ (without interior installed)

Early tests with the prototypes of the Omni 15 quickly showed that it did not suit for city use, and with the short time for stops, it was difficult to assist wheelchair users or women with strollers. The V8 might be economical for such a giant bus, but in the city, it was thirsty, constantly accellerating this large vehicle.

Globus engineers travelled to Hetvesia and Frunia in order to check how they built their buses over there, and found out that 12 meter seemed like the percectly balanced length, and they were using inline 6 engines as median between power, economy and smoothness.
The descision to build a smaller and lighter Omni 12 for city use was made in early 1970, reusing as many parts as possible from the Omni 15.

A main goal was the easy access, so the engine was transferred into the rear of the vehicle, keeping the floor lower and flatter than in the Omni 15. Since these buses rarely saw long highway rides, the crash safety was still good for the purpose. Since the engine still needed some time, and designers were still trying to give it an “international” look to sell it worldwide, and not just Gasmea, it did not hit the road until mid-1973.

Belasco Public unit 1864 was delivered in May 1976, but was identical to the first year models, counting from 1801 to 1886. It was an Omni 12 D86-AC, Diesel, 8 liter 6 cylinder, automatic, city trim (which included the stop request buttons that Belasco Public had to order seperatly for the Omni 15, but had not as much fancy plastic tree wood and only sticky, but easy-clean plastic seat covers).
City models had a shorter gearing, ending at 120 kph, although a longer one allowed for almost 130, but at the cost of accelleration, so the 120 kph limit seemed reasonnable in terms of economy (low rpm if possible) and performance.

Unit 1864 survived by a coincidence, it was sold to the local airport in 1984 and lived a rather relaxed life with carrying people to the plane and back while being frequently maintained.

Globus Omni 12 D86-AC
Front engine RWD
built: 1973-1980
LxW: 11,98 x 2,50 m
Power: 220 hp, 641 nm
0-100: 36,5 s
speed: 121 kph
cons.: 31,6 ltr Diesel (aka regular unleaded for simulation)
three-speed automatic
price: 14.500 $ (without interior installed)

The Globus Omni models became a success, since there was not that much competition on the market, especially the Omni 12 proved to be versatile and modern, helping to establis the name “Globus” outside Gasmea, where Globus cars were mostly not advertized a lot, since you should primary buy a Primus. The Omni 15 hardly sold outside Gasmea, some few units were travelling in Archana on long and lonely desert roads.

[Skygel14]

I congratulate you for creating these two authentic models and the story has captivated me, without a doubt a very original and successful design. The downsizing of the Omni 12 is a good idea and also combined with its six-cylinder in-line engine, it must have created a great urban transport vehicle.

I would like to know if the brand would dare to create long-distance coaches, best regards, good job!

[Happyhungryhippo]

1974 was a major turning point in the brand´s history. Increasing attention to the environment forced the manufactors to switch to unleaded gasoline, and some cars even had to use catalytic converters. On the other hand, a fuel crisis also increased the pressure a lot.

The Iratus was finally so outdated that it was time to end the production, and the Alpha was about to face the same problem soon, and staying in the supercar segment was financially impossible, since the whole lineup needed frequent and major updates. A new sports car was urgently needed, and it should be more accessible than the former ones, yet still offering impressive performance.

The RT320 was a mid-engined car with aluminium body panels, so quite modern and built for lightness. The same goal had the new six-cylinder engine, the BV6, since it was completely out of aluminium - the RT was track-oriented and lightweight. The engine itself however, wasn`t overly complicated, it had an SOHC 2V head, since it should also work in non-sport-focussed premium cars, thus avoiding too complicated constructions, but it had a mechanical fuel injection system, as it debuted two years ago in the Imperator (the Alpha was a limited production supercar, so it did not make injection accessible to a noticeable amount of Primus Customers)

The interior reused some Astrona parts and was of a good quality, but the comfort of the car was not convincing - it was a track-focussed one, after all.
Since an oil crisis had just started, the good efficiency was a plus on the other hand. Iratus drivers missed the convertible roof and some cruising comfort, Alpha buyers were pushed away by the low engine power, but it aquired a young and agile buyer circle that did not consider choosing a Primus before. It was not the most powerful track and sports car, but it was quite affordable for what it delivered in the hands of a skilled driver. A new and revolutionary thing was the “Check-Mate” (pun intended), an electronic surveillance system of the car, telling about the car´s state and measuring things like oil temperature, voltage, rpm, consumption in mpg and l/100km, outside and interior temperature, and many more.

The sales were good, but some testers complained a bit more comfort and a less zippy handling would have been nice and the lightweight-track-build might have gone too far:

Sadly, the car doesn’t perform as well. The car had very low comfort, especially for a category like this, and it was the least opulent car presented. To make things worse, it had the lowest safety in this category (FidleDo, LAC1).

The RT 320 was competing in Letara Rallycross, but didn´t score a point, but at least had the one or other leading lap, and being qualified for offical Lertaran racing was already a quality proof.

For those wanting more power, the tuner Nopresco offered the RT370, with a DOHC 4V head and a sportier camshaft, from 1977 to 1980. A large and popular magazine test saw it as “the best of the rest”, and stated:

Tops on drivability, yet still a very strong sportiness score. Performance is good too. Style unfortunately is not to my taste, and service costs are higher than most other low-cost entries (donutsnail, QFC 14).

Primus RT320
rear engine RWD
built: 1974-1980
LxW: 3,66 x 1,76 m
Power: 172 hp, 250 nm
0-100: 6,3 s
speed: 234 kph
cons.: 11,0 ltr regular UL
five-speed manual
price: 17.200 $

Another outdated part of the lineup was the 1.8 liter OHC, now facing its 10th year. A newer and improved version made its debut in the Publica - now called “GT” instead of “ST”. The hot hatch also featured a slightly overworked interior, and as a highlight, also had the Check-Mate installed as standard feature. When sales begun in feburary, Primus stated that most improvements in the interior will also be seen in a soon-to-come facelift version of the Publica.

With other cars aiming at the crown of the hot-hatch segment, more power was surely a good thing to defend the position, and the Publica GT succeeded in a field of increasing competition - the low price surely helped, since the assembly line already returned the investment and low margins were quite acceptable considering how many Publicas still sold every month.

Primus Publica GT
Front engine (t) FWD
built: 1974-1979
LxW: 3,65 x 1,45 m
Power: 86 hp, 130 nm
0-100: 10,1 s
speed: 180 kph
cons.: 9,3 ltr regular UL
five-speed manual
price: 7250 $

Since the base Astrona and the fastest Publica shared their engine, it was no surprise that this tradition continued. But the Astrona recieved an extensive makeover, changing the car´s appearance a lot. The pre-facelift was considered a very good design and still sold, but after six years, a change was welcomened. The interior featured new steering wheels, new radios, and some other small goodies. The sales reflected the changes as succeeded, the car was still a popular choice in the 8000-8500$ price range, and it even had an 8-track stereo, although only a basic one. The 1800 was not luxorious or particulary fast, but had a good handling, pleasant quality and reliability, a fresh styling and low running cost. A five-speed gearbox, leather interior or power steering were available at extra cost only - and most 1800 were ordered without them.

Primus Astrona 1800
Front engine RWD
built: 1974-1977
LxW: 4,35 x 1,68 m
Power: 86 hp, 130 nm
0-100: 12,3s
speed: 168 kph
cons.: 10,2 ltr regular UL
four-speed manual
price: 8170 $

The Astrona 2000 recieved the same uptates, but added a little chrome and had - as before - a leather interior with some wood trim. Front power windows were now added, too. The inline six gained only a minor amount of power, now having exactly 100 horsepower, which was a perfectly balanced amount for a sporty midsize sedan at the time. As before, the 2000 was the only engine available with the three-speed automatic, a popular option if the car was used as comfortable cruiser, since the standard suspension setup wasn´t too stiff, the touring suspension was only a standard on the 2400. With its rather good trim level, the price was slightly above 10.000 with automatic transmission, which made it slightly out of scope for family segment buyers that saw 10.000 as a popular border, nevertheless especially the Gasmeans continued to buy it.

Primus Astrona 2000A
Front engine RWD
built: 1974-1977
LxW: 4,35 x 1,68 m
Power: 100 hp, 139 nm
0-100: 13,7 s
speed: 176 kph
cons.: 14,0 ltr regular UL
three-speed automatic
price: 10.300 $

The 2400i went through the biggest changes, not only did it abandon the old 6ADA inline engine and used the brand new 6BV instead, it also used the fuel injection system of the 3.2 liter variant, but with smaller injectors. Hypertectioid pistons improved both emissions and economy, a logical step considering the market circumstances. Primus thought the old 6ADA used since the very first Astrona was no longer competetive for a premium sports sedan, and the new aluminium V engine with injection would also move the 2400 further apart from the 2000 model. A top speed of 200 kph was luxury-class range. Electronic mirrors and windows (now all four) were quite a luxury feature for 1974. The 2400 even increased its share of the family sport market, defending a leading position in that segment. With the slowly starting decline of leaded gasoline and strict environmental laws, the times of the Astrona were over, so the “normal” 2.4 L was again the top of the range. Despite being one of the older offers on the market, it still kept up.

Another average car with nothing too crazy and it has all around pretty good stats, except for a lower reliability compared to other manufactures, but it was still high. It was the safest car presented at the convention despite the outdated safety system, and was rather easy to drive (FidleDo, LAC1).

Primus Astrona 2400i
Front engine RWD
built: 1974-1977
LxW: 4,35 x 1,68 m
Power: 128 hp, 183 nm
0-100: 8,7 s
speed: 198 kph
cons.: 11,3 ltr regular L
five-speed manual
price: 12.500 $

Globus suffered far more from the fuel crisis and the emission regulations. The 4.0 V8 was the oldest engine still in use, unchanged since 1963 with the introduction of the Globus Brand, and it had to use a catalytic converter to be legal worldwide. Despite that and even with the use of unleaded gasoline, it still made three horsepower more.
The demand for rather old-fashioned V8 cars plunged, and the facelifted Comet entered in a declining segment.
The design was surprisingly modern for a Globus, as the car was about to fall down due to the circumstances, some last-minute changes made it more daring, as there was not much to loose anymore, but it avoided being too modern, since the Comet buyers were mostly conservative.
The years of success were over, but the Comet sedan sold better than expected, but it has to be considered that the expectations were low. The standard Comet sedan did not earn money any more, but avoided making significant losses.

Globus Comet
Front engine RWD
built: 1974-1977
LxW: 4,38 x 1,66 m
Power: 123 hp, 272 nm
0-100: 12,2 s
speed: 189 kph
cons.: 13,6 ltr regular UL
three-speed automatic
price: 10.000 $

The best-selling Comet was the wagon, and so it was still a pillar of the Globus program, but also the successful wagon lost a lot of its popularity. Which might also be affected by the chassis that was mostly identical to the first 1963 Comets, and with horrendous fuel cost and environmental concerns, buyers wanted something modern.

Globus Comet Wagon
Front engine RWD
built: 1974-1977
LxW: 4,39 x 1,66 m
Power: 123 hp, 272 nm
0-100: 12,5 s
speed: 182 kph
cons.: 13,8 ltr regular UL
three-speed automatic
price: 10.000 $

The fuel crisis killed almost all performance cars, and both the Stallion and Dominator lost their future in the political issues of the time, and they were not environment-friendly either. The large 7.2 engine became illegal without a converter, and a more restrictive carbutetor had to be used, since fleet consumption was a thing. The engine lost over 50 horsepower, dropping from 325 to 266. To avoid being mistaken for a gaz-guzzling muscle, the Stallion and Dominator were merged into one model that was simply called the “Comet Fastback”, using the tuned-down 7.2 engine.
Since Globus was trying to conceal the age of the platform, more… daring … styling was allowed, resulting in the rather memorable rear styling. The sales were not as good as before, but surprisingly healthy considering what dinosaur this was, its popularity was even higher than that of the wagon. Most competition had withdrawn or was about to and the Fastback was one of the last offers for those that wanted a traditional V8 coupe with some roar, even if it was less than before. And not to forget, it was absurdly cheap since it was so simple.

Globus Comet Fastback
Front engine RWD
built: 1974-1978
LxW: 4,38 x 1,66 m
Power: 266 hp, 518 nm
0-100: 7,6 s
speed: 241 kph
cons.: 23,3 ltr regular UL
three-speed automatic
price: 12.500 $

The successful Grand Cruiser, formerly printing money for Primus, was struck by the malaise era, too. The “Coupé” and the convertible were dropped, since buyers of the budget-oriented two-door were now looking at smaller vehicles, and the same could be said for the convertible customers.

However, there were still buyers for the traditional large Gasmean boat, the Sentinel sedan was still demanded. However, sales declined somewhat, since the new model had not only a lot less power, but also a rather bland front styling, since Globus tried to let it look lighter and more efficent, but they were steady and kept Globus alive.

Globus Grand Cruiser Sentinel
Front engine RWD
built: 1974-1976
LxW: 5,55 x 1,93 m
Power: 266 hp, 518 nm
0-100: 8,7 s
speed: 222 kph
cons.: 26 ltr regular UL
three-speed automatic
price: 14.700 $

The wagon had the same fate, but since some competitors gave up producing fullsize wagons and some families really wanted such massive boats, the loss of sales was not disastrous, yet noticeable. The Grand Cruiser remained the most successful model of the portfolio. Since performance was hardly a wagon thing, the de-tuned engine was a bearable thing for most buyers, but the cheap 175-horsepower-5.2L-option was deleted, because adapting an old engine to new regulations was seen as a waste of money.

Globus Grand Cruiser Wagon
Front engine RWD
built: 1974-1976
LxW: 5,55 x 1,93 m
Power: 266 hp, 518 nm
0-100: 8,9 s
speed: 217 kph
cons.: 26, 1 ltr regular UL
three-speed automatic
price: 14.600 $

[Happyhungryhippo]

1975 was another important year for Primus. After renovating the Astrona and introducing the RT 320, the most sold vehicle, the small and successful Publica, recieved a makeover that was foreshadowed by the overworked ST a year before. In addition, making all new cars ready for the use of unleaded gasoline was a main target.

The rather frugal CL was now a lot nicer, since the very low trim was actually a solid advert for the GL. Besides the refined interior and better safety, the engine improved its output as well, from 57 to 60 horsepower, since Primus should be known for rather desirable cars, even if it is the entry model. The car was now not only slighty better drivable thanks to refined suspension, but also much more comfortable, since some small but effective things like front armrests were in the package without any extra cost. The basic AM radio from Stanley was… eh, basic, but better than nothing. After the oil crisis, reduced consumption was another reason to visit the dealer. While the GT kept the STs dual round headlight design, the more sane versions got a totally new front end with rectangular headlights and new bumpers. Freshly renovated, the sales went up and made it a really successful city car, being absoutely worth the higher price compared to the pre-facelift CL model.

Primus Publica CL
Front engine (t) FWD
built: 1975-1979
LxW: 3,65 x 1,45 m
Power: 60 hp, 94 nm
0-100: 13,5 s
speed: 158 kph
cons.: 7,9 ltr regular UL
four-speed manual
price: 6780 $

The GL profited from the facelift as well, especially for rather weak automatic cars, a power plus was never wrong. While the change for the better was not as huge as for the CL, it still improved significantly and kept the sales high, and the percentage of those fitted with automatic was still at 50. A Publica was a solid choice, and the GL had a slight premium feel justifying that you had chosen a car of a premium brand.

Primus Publica GL
Front engine (t) FWD
built: 1975-1979
LxW: 3,65 x 1,45 m
Power: 60 hp, 94 nm
0-100: 16,6 s
speed: 154 kph
cons.: 8,2 ltr regular UL
three-speed automatic
price: 7190 $

The other end of the Primus model lineup was the Imperator. Even if it had been facelifted in 1972, it had to adapt to the competition. Wildcard choices like the Swanson or an Avion narrowed the space for it, so accepting that it was mainstram now was surely a clever thing. But the styling aged. The turbo model was dropped, since super leaded was about to be dropped in favor of unleaded gas, which itself was still mostly regular with 91 ocatane.
Besides that, the Astrona 2400 with a V6 became too close to the Imperator 240. The easiest solution was fitting the modern aluminium 3.2 V6 as base engine, showing the Astrona the new taillights that now wrap around the corners for better visibility. The front end featured a new grille and running lights for more safety, equipped with longlife low-voltage bulbs. A new, more modern steering wheel design was introduced, still soft-foamed to not crush your head in case of an impact. Unlike the first facelift, the second one was considered a real visual improvement. With using the RT320s engine, the V6 was already a respectable performer in the premium car segment. The sales were now slightly increasing back again, definitely an archievement, considering that the Imperator was introduced eight (!) years prior.

Primus Imperator 320i
Front engine RWD
built: 1975-1979
LxW: 5,11 x 1,82 m
Power: 172 hp, 250 nm
0-100: 8 s
speed: 213 kph
cons.: 13,8 ltr regular UL
five-speed manual
price: 15.300 $

With the entry version now offering some engine power, the V8 Imperator was under pressure, and the competition also offered more, meanwhile well above 200 horsepower. As a reaction, the displacement was increased to the 5.2 liter the old Primus luxobarges had. The standard automatic transmission, now available as option for the six-cylinder, recieved a fourth gear, making Primus not the first, but one of the earlier in the industry to offer such improvement. Modernized like that, the Imperator 520i featured impressive statistics, despite featuring a catalytic converter now. While the Imperator might have aged, the recent improvements made sure it was still a strong performer. Since individulaization became a concern, especially being a “mainstream” choice, daring colors were popular options as well as a two-tone paint, for the Imperator 520i even without extra charge.

Primus Imperator 520i
Front engine RWD
built: 1975-1979
LxW: 5,11 x 1,82 m
Power: 230 hp, 393 nm
0-100: 8,35 s
speed: 226 kph
cons.: 16,6 ltr regular UL
four-speed automatic
price: 18.900 $

Globus made a quite surprising choice by introducing a new car. The oil crisis did affect the whole car industry, the most in Gasmea. The competitor Vaughn managed to “wizard” new downsized and efficient models out of their hat like if they were white rabbits, and Globus tried to to the same. Like the Vaughns, the new models were overall following the right direction, but spent not enough time in the oven. Primus Letara joined the developement, reducing the “time in the oven” to only 1,5 years, which was an impressive industry record.

The front-wheel drive in the (for Globus standards) modern monocoque car was a massive break in style for Globus, even with longitudinal engine mounting, and it did not even have V8. Engine wise, Globus had the choice between using the old cast iron 6ADA inline six, which they considered as already outdated, or the new 6BV. Despite fearing the rather advanced all-aluminium engine, this was the choice, and they created a lowtech 120 horsepower version with 3,1 liter displacement and quite good torque.

While the new Globus Premier was actually a good idea, it offered massive passenger space, astonishing comfort with a nicely designed all-inclusive premium interior and an engine that was Gasmean-typical lazy but not weak, performing well in a straight line, and still economical. All that came at a really attractive price, but it had its flaws.

The rushed developement of all those features formerly unknown on a Globus car kept the reliability at rather mediocre levels, and the comfort was purchased with a soft suspension setup that failed when driving really hard. Since Globus buyers were conservative, the restrained exterior could be made worse with terrible colors - not only on the exterior, but also the interior.

While this was a totally acceptable downside for Gasmean customers, the Letarans that had a taste similar to Hetvesians did not like the car, almost ruining the Letaran division that previously bathed in success with the Publica III. A local review stated:

This car came in at a reasonable ‘standard’ price point, but with a relatively high upkeep cost. Its looks and colour hearkened back to a bygone era that pensioners liked, but a younger family thought too outdated. It had five premium seats, a nice feature at this price point, and a standard 8-track. It had a larger V6 with plenty of power, so the car was quite quick for its size. The car was rather comfortable, but was nearly undrivable with terminal oversteer at any speed (which is quite a feat from a FWD car). And reliability was pretty abysmal, unfortunately. Given these major faults, it really only managed to sell because it was the only cheap-ish family car on the market, at least for now, but frankly, most people rather bought a Mara or Swanson city car than take a risk on the Globus , or bought used (cake_ape, LHC4).

Even if the oversteer issue was present only when pushing the car (which the actual buyers would rather not consider) the reputation was ruined, while selling nicely in Gasmea, where good space and comfort for a low price did drag the people to the dealer, it did not succeed anywhere else desptite it´s undoubtful qualities.

Globus Premier
Front engine (l) FWD
built: 1975-1980
LxW: 4,67 x 1,76 m
Power: 120 hp, 236 nm
0-100: 10,6 s
speed: 184 kph
cons.: 14,3 ltr regular UL
three-speed automatic
price: 10.200 $

Since six years have passed since the last renovation of the Atlas, and the model is already 12 years old, a facelift was neccessary. With the new Globus standard 4.0 converter engine, it surely performed better. More rectangular shapes kept the design close to the taste of the time, while the interior was almost fully updated, it continued to be a solid pillar of Globus sales, carrying the brand through a rather stormy and insecure period of time. A bit more premium than most competitors, but not much more expensive, the dealers were still happy to have it in the portfolio.

Globus Atlas 40
Front engine RWD
built: 1975-1980
LxW: 4,93 x 1,95 m
Power: 123 hp, 272 nm
0-100: 11 s
speed: 154 kph
cons.: 15,4 ltr regular UL
four-speed manual
price: 8500 $

“The Primus of Trucks”, how a magazine called it, since it was absurdly expensive for a Globus but offered quite a lot of features, was the Atlas ,
With all-wheel drive and the, well, quite luxurious new Imperator engine and an interior that matched a premium passenger car, it occupied a small market niche, but also a quite small competition, which made it a truck that returned its investments. With a two-tone paint as option, it even could look a little like an Imperator 520i. What it did not get from the Primus flagship was the four-speed automatic, since Primus did not want to transfer all its new technology to Globus, and trucks had to offer a high reliability, so presenting brand-new stuff was a risk.

The sales were, despite all the circumstances, still good - there was hardly anything offering such an engine for that price, and even if it was expensive for a truck, there was hardly another truck this upmarket, and apart the rather hightech engine, there was nothing that was really hard to service.

Globus Atlas 52X4HD
Front engine 4x4
built: 1975-1980
LxW: 4,93 x 1,95 m
Power: 230 hp, 393 nm
0-100: 9,55 s
speed: 185 kph
cons.: 20,3 ltr regular UL
three-speed automatic
price: 13.300 $

[Happyhungryhippo]

1976 introduced something revolutionary for the brand - their first Diesel engine!
Since these engines were a must-have for the Globus buses, the engineers wondered if they could work in cars as well. The first and most important question was the cylinder count - Diesels would make the most sense in larger cars, on the other hand, a six-cylinder would be too expensive and too large. A V engine was out of question, since the vibrations would have ruined the driving experience - car buyers wanted more comfort than a public bus offered.

With that in mind, the unusual five-cylinder configuration made sense. It came in two variants, a 2,7 and a 2,1 liter, mounted in three cars in its first year.

The first one was the new DuraTrans, since the low consumption and good torque would pay off, despite the higher price. After 10 years without updates and a platform from 1950, the makeover was extensive. Not only was the exterior redone, the interior was also replaced completely. Structural improvements resulted in better safety, however, newer constructions from the competitors were still better in that aspect.

What improved dramatiacally was the reliability. The customers complained that despite buying old and proven designs, the competition was equal or better. The old 4A48 engine was part of the problem, with the new Diesel . the DuraTrans got the smaller one for cost reasons - and detail improvements of the rest of the car, it was finally convincing. While the price rose, the van needed three liter less while offering almost equal performance.

For those tasks that require the car to drive a lot, the DuraTrans was a common choice, despite its age. But Globus management decided that this update was definitely the last - one could not oversee the lack of modern-day features.

Globus DuraTrans 1121D
Front engine RWD
built: 1976-1985
LxW: 4,97x1,92m
Power: 75 hp, 178,5 nm
0-100: 17,1 s
speed: 130 kph
cons.: 10,2 ltr D (regular UL)
four-speed manual
price: 7680 $

The same 2,1 liter Diesel was mounted into the Astrona, based on its 1800 sibling. It was intended as fleet car, primary for taxi service, secondary as a car for frequent travellers that can not or do not want to choose something larger and more-equipped.
It was easy to drive, not too loud or rough despite being a Diesel, and both consumption and reliability were excellent. The performance was still adequate for a slightly sport-oriented sedan with some premium approach, so the Diesel was welcomened by the customers - but you really had to drive a lot to make up the $ 1000 extra cost compared to an Astrona 1800.

Primus Astrona 2100D
Front engine RWD
built: 1976-1977
LxW: 4,35 x 1,68 m
Power: 75 hp, 178,5 nm
0-100: 13,7s
speed: 161 kph
cons.: 7,4 ltr D (regular UL)
four-speed manual
price: 9200 $

Globus tried to do something against the falling sales of the Comet, and the Premier as the much more modern inhouse competitor did not make it easier. When trying to fit a diesel engine into it, the Premier engine bay turned out to be too small - the Comet could accomodate it, even the larger 2,7 liter variant. Diesel was very uncommon in Gasmea, but it was worth a try - and the Comet sedan was still a fleet vehicle, while the consumers avoided it now, choosing more modern alternatives.
While the Astrona D had to compete with a four-cylinder sibling. the Comet Diesel was more a downgrade, since a V8 was the only other engine. But in return, the advantage in economy was huge, almost five liter! The larger diesel engine delivered noticeably more punch, so it was able to keep up surprisingly well with the V8, but this might be the fact because of the overall age of the V8A55 family and the mandatory converter, which the Diesel did not have. The Diesel managed to improve the Comet sales, but it could not avoid the end of the model two years later.

Globus Comet Diesel
Front engine RWD
built: 1976-1977
LxW: 4,38 x 1,66 m
Power: 96 hp, 222 nm
0-100: 13,9 s
speed: 176 kph
cons.: 8,8 ltr D (regular UL)
three-speed automatic
price: 9600 $

Since the Comet lost popularity, the Premier model family was further developed. Alongside the wagon and sports coupe of the Comet the Premier offered those as well - but in case of the sportier one, with not too much overlap, while the Premier Wagon gave the Comet Wagon the last coffin nail.

The Grand Cruiser Wagon was about to be dropped, for that reason, the Premier wagon had a much longer rear overhang than the sedan - it should be versatile and roomy enough to substitute the large dinosaur while still being compact and economical enough to fit the majority of Gasmeans.

The wagon was indeed roomy, comfortable and rather cheap for what it offered, but shared the rather shoddy detail quality and the soft suspension that left a lot to be desired in emergency situations. While Letarans backed off, Gasmeans had a speed limit, wide roads and generally a relaxed driving style, so the Premier delivered what it was planned for: A new footing for Globus in a difficult time for car manufactors, despite the rather misplaced all-aluminium engine derived from Hetvesian and Frunian sporty cars, but at least the advanced design fulfilled the emission laws of all Gasmean federal states without a converter, something impossible if they had bored up the old 6ADA that was now facing the end of it´s use.

Globus Premier Wagon
Front engine (l) FWD
built: 1976-1980
LxW: 4,88 x 1,76 m
Power: 120 hp, 236 nm
0-100: 11,0 s
speed: 180 kph
cons.: 14,5 ltr regular UL
three-speed automatic
price: 10.400 $

The 6BV engine fitted better into the Stallion. The nameplate was finally reused, formerly mounted on the medium-range Comet sports coupe with some power, but a focus on overall comfort. With a more modern platform, restrained design and two cylinders less, it did not appeal to those wanting to buy the Comet Fastback. Instead, the Stallion was more family-oriented with four spacious and comfortable seats. The engine was shared with the RT320 and Imperator 320i, giving the Stallion impressive performance for a two-door family cruiser. The suspension issues of the Stallion became obvious now, and Globus couter-acted with gas dampers and a firmer ride, however, the oversteering was still present, but at least not as sudden as in the sedan and wagon.

Selling it with a five-speed manual was propably not a great call, it was too much sofa for being a real sports coupe, but overambituous for a sporty family car, so the success was absent, selling below expectations, but at least acceptable, since it was definitely fast for the price.

Globus Stallion
Front engine (l) FWD
built: 1976-1981
LxW: 4,67 x 1,76 m
Power: 175 hp, 252 nm
0-100: 7,6 s
speed: 221 kph
cons.: 13,2 ltr regular UL
five-speed manual
price: 11.800 $

Last but not least the Interceptor was restyled, but it was clear that the brand lost the interest - order volume from the police was lowering, and even if it was a solid performer on the road and successfully hunted delinquents, its shortcomings were obvious: Expensive servicing, absurdly wide body, small interior considering the huge dimensions.
Since the Interceptor was not officially sold, it had no need to fulfil emission regulations and kept the mighty pre-converter 325 hp V8, but added now the four-speed automatic of the Imperator, since it fitted without trouble, as the Interceptor used many Primus Imperator chassis parts. Since Globus and the Gasmean government signed a 10-year contract, it had to be produced until early 1980, then it was dropped as fast as possible.

P/G Interceptor
Front engine RWD
built: 1976-1980
LxW: 4,68 x 2,09 m
Power: 325 hp, 546 nm
0-100: 6,9 s
speed: 243 kph
cons.: 25,5 ltr regular L
four-speed automatic
price: 17.100 $

1977 was another effort from Globus to turn the sales back to where they were before 1974. The Country Cruiser was starting to age, and the budget for updates was tight. And the authorities disliked it using a converter-less engine, which it was only allowed because of a release way before the new laws.
When the Country Cruiser recieved the 1974 update of the two-liter 6ADA in early 1977, it was not legal in all federal states, but roughly two thirds. The 6ADA was mainly built for the Frunian and the Hetvesian market, not having a converter, so more engines had to be offered, alongside minor visual refreshments.

The base model improved the comfort and slightly reliability, and it was able to run with unleaded gas, making it safe for future use. However, the problem that it was not legal in whole Gasmea, hampered the sales, and other countries also wanted a larger variety to choose from. And while the torque was sufficient for the Astrona 2000, it was low for the Country Cruiser.

Globus Country Cruiser
Front engine 4x4
built: 1976-1982
LxW: 3,8 x1,62 m
Power: 100 hp, 139 nm
0-100: 13,4 s
speed: 151 kph
cons.: 15,3 ltr regular UL
four-speed manual
price: 8620 $

Maybe the 2,7 Diesel used in the Comet would fit? It has the torque, it is reliable, it provides good economy. In theory, this worked well. It climbed hills with ease, needed only 10 liter Diesel and was less than 1000 $ more expensive while being equally quick onroad. But Diesels were still unusual, so it did not become a real success, however, it was one of the few vehicles that paved the way for Diesels in utility and offroad cars since it worked well for the purpose.

Globus Country Cruiser Diesel
Front engine 4x4
built: 1976-1982
LxW: 3,8 x1,62 m
Power: 96 hp, 222 nm
0-100: 13,0 s
speed: 151 kph
cons.: 10,2 ltr D (regular UL)
four-speed manual
price: 9330 $

Customers also started becoming increasingly interested into some comfort and luxury in offroad vehicles. Globus was well aware of that, and now offered a Contry Cruiser “de Luxe” with the standard 4,0 V8 with converter and 123 horsepower, also known from the Comet. Power steering and automatic transmisson were included as well as a nicer interior with wood and leather and a better 8-track stereo. Globus calculated with some interest, but in the end, it sold as good as the 200 and 270D combined!
Although a lot heavier and therefore not particulary fast or economical, it offered a competetive balance of offroad capability, comfort and value for money.

Globus Country Cruiser 400 DL
Front engine 4x4
built: 1976-1982
LxW: 3,8 x1,62 m
Power: 123 hp, 272 nm
0-100: 14,1 s
speed: 157 kph
cons.: 16,8 ltr regular UL
three-speed automatic
price: 10.430 $

While the average family started looking for smaller, more modern and more economic wagons, which caused the Grand Cruiser wagon to be dropped in favor of a Premier-based one, Gasmea had a lot of people that still wanted the good old giant luxobarge with body-on-frame chassis and giant V8. And those customers were loyal. To keep them buying Grand Cruisers, the remaining sedan was extensively restyled for 1977, still featuring tons of chrome, but less ornate design in general, which was optimized for much better aerodynamics. Technical updates were not provided - Globus had to save money, and the diehard-V8-luxobarge buyers were not interessed in having the newest gadgets, as long if its a large sofa for a low price. The only improvements were in the detail quality, but they were not a major step up. Until its end in mid-1980, after a decade of overall impressive success, it managed to sell astonishingly well, always being in the top three in an increasingly disappearing segment.

Globus Grand Cruiser
Front engine RWD
built: 1977-1980
LxW: 5,55 x 1,93 m
Power: 266 hp, 518 nm
0-100: 8,8 s
speed: 229 kph
cons.: 25,8 ltr regular UL
three-speed automatic
price: 14.900 $

[Happyhungryhippo]

For 1978 the new third-generation Primus Astrona arrived, and it was an attempt at a “world car”. The Globus Comet was discontinued, only the Fastback was offered until November 1978, the other models were dropped in January with the arrival of the new Astrona.

The idea was a car that was suiting all markets, with a styling influenced by both Hetvesian and Gasmean taste. The car grew in its dimensions, but not excessively to avoid inhouse competition with the Imperator. The interior was almost the same in space as before, and still a lot smaller than that of a Globus Premier, but the car was much more fun to drive than the Globus - and the rear-wheel drive was kept. A semi trailing arm rear axle that replaced the solid axle in the rear ensured that the car still felt nimble like an Astrona should.

Another new idea were more individualization possibilities, now featuring differen trim levels like the Publica had, so you could have a more loaded car with the base engine, the stronger engines were however limited to the better trims. An automatic was now available for both six-cylinder trims, and it was now a four-speed like in the Imperator. These two six-cylinder engines grew in displacement, since the new Astrona was overall more premium than before, but the base engine was still the 4B18 with 1,8 liter - the entry level model should still be accessible for the masses. Since the Diesel Astrona had some success, it returned with the same 2,1 liter engine.
Safety and comfort improved compared to the predecessor, but the higher weight resulted in a slightly higher consumption and slower performance despite better aerodynamics. On the other hand, the price was kept the same. This resulted in steady sales for the fleet market, and a few private commuters liked the diesel engine as well.

Primus Astrona 210D CL
Front engine RWD
built: 1978-1984
LxW: 4,43 x 1,71 m
Power: 75 hp, 178,5 nm
0-100: 14,6 s
speed: 160 kph
cons.: 7,7 ltr D (regular UL)
four-speed manual
price: 9180 $

The Astrona 180 was the cheapest model, like its diesel sibling available in base CL and mid-range GL trim, and recieved a small engine improvement, now making 88 horsepower instead of 86. The CL was, despite a modern and overall nice interior, still frugal - neither a five-speed gearbox nor power steering were a standard feature, but central locks and a passenger side mirror were now included, both an extra on the four-cylinder predecessor that was also sold at an identical pricing before. The sales were overall good, since the Astrona 180 was easy to service and among the more reliable options.

Primus Astrona 180 CL
Front engine RWD
built: 1978-1984
LxW: 4,43 x 1,71 m
Power: 88 hp, 131 nm
0-100: 12,9 s
speed: 170 kph
cons.: 10,6 ltr regular UL
four-speed manual
price: 8170 $

The Astrona 230i was available as GL and GLX, and the GL trim was quite a difference to the CL. Leather interior, plastic wood trim, a nicer steering wheel and front power windows made the GL a nicer place to sit in. Power steering and gas dampers were standard for all six-cylinder models, a two-tone paint was optional for GL and GLX. The old 6ADA engine was now sent into retirement (and now only continued in the Country Cruiser until 1982), now using the 6BV V6 in both sixpack options. With the displacement increasing from two to 2,3 liter, the smaller six-cylinder was set further apart from the entry-level Astronas. Fuel injection was not a common standard for midsize cars, even for the slightly upmarket ones like the mid-range Astrona. With now 130 instead of 100 horsepower, the car was perfectly balanced in it´s class - and became the most-sold Astrona, despite a hefty price tag. On the other hand, even with automatic, it could go 200 kph on an even surface, quite a lot for a midsize car with some comfort.

Primus Astrona 230i GL
Front engine RWD
built: 1978-1984
LxW: 4,43 x 1,71 m
Power: 130 hp, 177,5 nm
0-100: 10,3 s
speed: 198 kph
cons.: 12,4 ltr regular UL
four-speed automatic
price: 12.300 $

The strongest Astrona now had 2,6 instead of 2,4 liter displacement, the power increased from 130 to 146 horsepower - since the modern 6BV was already used in the facelifted Astrona II, the difference was lower, nevertheless the 260i was again noticeably faster. Since both six-cylinder engines came with a five-speed manual, they were quite quick. The 260i passed the 200-kph-mark with ease, especially when it was ordered without the automatic gearbox. Another change was the fact that the strongest Astrona did not have a sportier suspension - it was up to the client to order a touring suspension or not, while before the buyers of the Astrona 240i had to live with a sporty setup.

The GLX trim was among the best one could get in a midsize car, it featured even more plastic wood, power windows in the rear, heated power mirrors and an aircondition at no extra cost. The instrument cluster was wider since the Check-Mate now found its way into the Astrona as well, however that fancy but uncceccessary gimmick was rarely ordered on GL models.
Stuffed like that, one might think twice before ordering an Imperator 320i if an Astrona 260i with sportier handling, more modern design and interior and similar performance could be ordered for $1000 less, but on the other hand, the Imperator offered more space for not much more, and still drove nicely and up-to-date. The 260i GLX was a success, but did not defend the segment leadership as good as the predecessor - a world car had to make the one or other compromise to be good at everything everywhere.

Primus Astrona 260i
Front engine RWD
built: 1978-1984
LxW: 4,43 x 1,71 m
Power: 146 hp, 205 nm
0-100: 8,2 s
speed: 215 kph
cons.: 12,2 ltr regular UL
five-speed manual
price: 14.200 $

1979 already announced that the Primus brand would change dramatically again. More innovation, more efficiency was the demand by the bosses, and the all-new Urbano was the first car to be fully developed under the new goals.

The Urbano was a new Frunian developement, intended to replace the Publica, but with a radically new concept. The car is minimalistic - 55 horsepower from a brand-new 1200ccm three-cylinder SOHC engine that was completely made out of aluminium to lower both emissions and weight to increase the efficiency, no unneccessary features, reduced to the essential. On the other hand, it accomodates five adults - one more than the Publica - for even less money, and the new all-aluminium engine with three valves per cylinder is actually as modern as those machines in sports cars sold at that time. A big plus was the low consumption of only 6,5 liter regular, and the car had an excellent start in Frunia, but the Gasmeans liked neither the unusual small engine nor the bizarre shape. Despite the modern and still unproven engine, the reliability matched Publica, as things that aren’t installed won’t break. It was even simpler than the old Publica in some details, like having a solid rear axle on coil springs and front drum brakes.
The corners were cut wherever possible without ruining the usability, and in the end, it was one of the cheapest new cars available, but nevertheless accomodated five adults and featured a multi-valve aluminium engine. The seats were good and qualitative, and even a basic AM radio was included.

Primus Urbano CL
Front engine (t) FWD
built: 1979-1981
LxW: 3,72 x 1,48 m
Power: 55 hp, 99 nm
0-100: 14,5 s
speed: 161 kph
cons.: 6,6 ltr regular UL
four-speed manual
price: 6680 $

For those that wanted to use the new Urbano as city car and strongly preferred an automatic, a GL model was offered as well, with the only difference that the GL included a passenger mirror and a better 8-track stereo and - the most important - a four-speed automatic. The proven three-speed swallowed too much of the sparse engine power, so the newer and more efficient four-speed was installed. The consumption was still below 7 liter, and the price of $7000 was dragging a lot of people into Primus showrooms, especially in Frunia.

Primus Urbano GL
Front engine (t) FWD
built: 1979-1981
LxW: 3,72 x 1,48 m
Power: 55 hp, 99 nm
0-100: 15,9 s
speed: 156 kph
cons.: 6,9 ltr regular UL
four-speed automatic
price: 7020 $

The minimalistic concept and the practical shape as well as the as-cheap-as-possible engineering resulted in the Urbano being absolutely unsuitable as base for a hot hatch. Instead, the Publica III GT trim survived, but lost the “Publica” name since the “normal” CL and GL were discontinued as soon as the Urbano arrived.

Now just called “Primus GTS”, the grandmaster of hot hatches still sold new after 10 years and some new updates, like the revised 1.8 liter Astrona engine. Since practicality was now the task of the Urbano, the GTS was only sold as three-door car, such body style was formerly only available in Letara. A new front design that gave up the double round headlights and new radios were the only changes, apart from the door count and the two horsepower more, but there was one huge argument for the oldie: The bang for the buck. No other hot hatch was this fast at a price this low. However, the chassis maybe kept up surprisingly good after a decade, but the body shape was outdated and the interior cramped and out-moded, too. It managed to sell strong until 1982, and it was discontinued soon after the demand dropped noticeably. While the 1969 Publica ST set a class record with 169 kph top speed, the 1979 GTS even speeds up to over 190 kph - and even if daring young men were the usual buyers, few of them dared to drive that fast with it.

Primus GTS
Front engine (t) FWD
built: 1979-1983
LxW: 3,65 x 1,45 m
Power: 88 hp, 131 nm
0-100: 9,2 s
speed: 193 kph
cons.: 9,1 ltr regular UL
five-speed manual
price: 7580 $