1990 saw Primus Globus Motors established as top-five-brand in the Automationverse. Since leaded gas is almost nowhere used, all consumption figures refer to gasoline being unleaded - all new Primus Globus models from 1974 onwards have already been able to use unleaded. The first new cars shown in January were the facelifted Advance models.
The spartan CE trim was no longer offered, and the design of the car became a bit sportier, especially in the rear. Since the car still sold well in 1989, not too much was changed.
The 1,2 liter three-cylinder remained the entry power unit, now providing 66 horsepower with the help of MPI injection. The performance figures in the light and efficient car were good, thanks to a standard fifth gear. The entry level model was still quite affordable, and therefore remained a competetive car in the compact class.
Primus Advance 1.2 CL
Front engine (t) FWD
built: 1990-1993
LxW: 3,79 x 1,62 m
Power: 66 hp, 104 nm
0-100: 13,5 s
speed: 175 kph
cons.: 6,1 ltr regular
five-speed manual
price: 8420 $
The better GL model came with a new engine, a turbocharged variant of the 1.2. Since the Urbano CS proved that small turbo engines can be fun, it should work in the larger Advance as well. The main goal was optimized efficiency, and the turbo was therefore rather mildly tuned, with the possible option of automatic transmission, as installed in the car shown. That seemed to work, without an annoying turbo lag and linear power delivery, it managed to equal the consumption of the non-turbo variant, even with the GL extras and automatic, while being not really a sporty or fast car, but noticeably more powerful. A downside was the need for premium gas, but that was now widely available - and if you did not want the 1.2T, there was a traditional four-cylinder offered as well, but the price difference to the 1.2 CL was huge, although the car was praised for its efficiency and sold remarkably well. Another contribution to overall lower consumption was the new power steering system that changed from hydraulic to electric for better efficiency, one of the first in the industry.
Primus Advance 1.2T GLa
Front engine (t) FWD
built: 1990-1993
LxW: 3,79 x 1,62 m
Power: 80 hp, 146 nm
0-100: 12,3 s
speed: 184 kph
cons.: 6,2 ltr premium
four-speed automatic
price: 10.600 $
Above the GL was still the GLX trim, and it came with an 1.6 liter engine that was optional for the GL for only $ 200 more. With the more conservative 92 horsepower engine, efficiency miracles could not be performed, the newest 4C82MV descendant was boring but reliable, pushing the Advance firmly forward. ABS and aircondition were standard features seen not often in this class, so the car offered a lot of value for the price - and remained one of the main choices.
Primus Advance 1.6 GLX
Front engine (t) FWD
built: 1990-1993
LxW: 3,79 x 1,62 m
Power: 92 hp, 138 nm
0-100: 10,5 s
speed: 197 kph
cons.: 7,4 ltr regular
five-speed manual
price: 11.500 $
The GTi-16V model was downgraded - the mighty race-tech 2.0 was replaced with a similar 1.8 liter unit, but without ITBs. The reason was that the GTi was simply too expensive for young people that wanted it, and the power it had was maybe even too much for a compact car. So the downgrade made the facelifted one the saner car, since 130 horsepower in that car were good enough for spirited driving. But it was not actually cheaper - since it came with the newest of gadgets, like a hi-fi premium CD system otherwise only found in fancy premium cars and an airbag, however, most dealers sold the car for less since they were able to order it without radio from the factory on request.
Primus Advance GTi-16
Front engine (t) FWD
built: 1990-1993
LxW: 3,79 x 1,62 m
Power: 130 hp, 179 nm
0-100: 7,9 s
speed: 232 kph
cons.: 7,4 ltr regular
five-speed manual
price: 16.900 $
The 1989 Astrona started with that 130 horesepower engine, unless you ordered the rather dull 2.3 TD diesel - not everyone´s cup of tea. The customers demanded an entry level gasoline engine, so Primus installed the new 1.6 from the Advance GLX. It could only be ordered with the GL base trim, but that was not a problem since the GL was not really frugal - the Astrona aimed at the premium sport sedan segment, after all, so the low-spec models must not be overly cheap.
Even with the optional automatic transmission, the Astrona 160 needed less than 10 seconds to highway speed of 100 kph. More than enough for the mostly elder buyers that had a Primus before and wanted again a modern, but modest and affordable midsize sedan from their favourite brand.
Primus Astrona 160A GL
Front engine (t) FWD
built: 1990-1993
LxW: 4,54 x 1,66 m
Power: 92 hp, 138 nm
0-100: 9,8 s
speed: 203 kph
cons.: 8,4 ltr regular
four-speed automatic
price: 11.800 $
Globus had just passed a difficult decade - the brand seemed dead by late 1980, but got back on its fee, eh, tires in the second half, thanks to financial support from the Gasmean government that borrowed money for generous conditions and the Primus mother company that agreed to do a valuable technology transfer to make Globus cars more competetive.
The Ratio city delivery did not undergo any facelift since 1982, unlike its platform donator, the Intruder, that had at least superficial improvements. Since the Intruder platform was otherwise cancelled for 1990, the Ratio should squeeze some more money out of it, so the makeover was - despite a brand new front design introducing the split grille that became a major part of the brands visual identity throughout the 1990s - not really extensive to minimize the investments - it had to be cheap and simple, after all.
The Ratio managed to hold on six more years, but then it was finally outdated and withdrawn from the market, since a Mara Zora MK2 that became Letaras Car of the Year 1995 was a lot better option.
Globus Ratio
Front engine (t) FWD
built: 1990-1995
LxW: 3,81 x 1,60 m
Power: 66 hp, 104 nm
0-100: 12,3 s
speed: 173 kph
cons.: 5,9 ltr regular
four-speed manual
price: 7590 $
The Advance-based Bravura 2+2 seater and the cheap Intruder were merged into a new Bravura model that was now Globus´most modern new model. It was better in every way compared to the Intruder that was quickly thrown together by a broke company, while the successor was the number one priority of a company that was almost healthy again.
To save cost, most of the platform was still related to the Advance, but modified to serve as the new core model of Globus. The demand after cheap commuter and family cars was huge, and despite a croweded market, there were many sales to gain.
The design was nowhere as dull as the Intruder, although the five-door models were a bit on the restrained side. Five door? Yes, Globus engineers felt inspired by the draie-kiep-durr from the Anhultz Dione that invented the system in 1978 - you could either open the whole hatch, which is sometimes impractical since it´s huge and heavy and will slam against garage roofs - or the smaller trunklid.
Combining the advantages of a sedan and a hatchback was nice, other than that, the Bravura offered much better rustproofing than the Intruder and generous interior space considering the small size of the car.
Unobtrusive design, good reliability, latest technology (such as the brand new engine variants and the electric power steering) and great value made this car not only popular in Gasmea but also on export markets - and since the political barrier to the Archana and Dalluha just broke down, a car like the Bravura came just in time.
The LE base model offered 92 horsepower, a five-speed and power steering as well as a standard cassette player - it´s engineering was correspondingly: It avoided any fancy or expensive stuff, but had everything needed for a convenient experience. Not more - and not less. A perfect budget family car that sold alright.
Globus Bravura LE
Front engine (t) FWD
built: 1990-1994
LxW: 4,29 x 1,65 m
Power: 92 hp, 138 nm
0-100: 11,5 s
speed: 197 kph
cons.: 7,6 ltr regular
five-speed manual
price: 9650 $
If you wanted an automatic, the LS was your choice. Genuine leather and a few other goodies in the interior, gas dampers, less plastic on the exterior - that were the main changes to a car that was made for people wanting both value and comfort. As such, it sold very good and also pleased the importers outside of Gasmea - this car was competetive anywhere in the world in value for money.
Globus Bravura LS
Front engine (t) FWD
built: 1990-1994
LxW: 4,29 x 1,65 m
Power: 92 hp, 138 nm
0-100: 13 s
speed: 199 kph
cons.: 7,7 ltr regular
four-speed automatic
price: 10.700 $
But Globus offered more.
What if you wanted a car that is decently roomy for five, practical, offering heated leather seats, power windows in front and rear, ABS, Airbag, and a high quality CD sound system for well below $15.000 while it must offer a top speed above 200 kph? There was not much to choose from - but the LX offered all this. The car with a larger 2,0 liter engine variant was not standing out in any way, but it was the most you could get for $14.400 in terms of comfort and efficiency if you were looking for a Gasmean car. In the home market, the Bravura was Nr. 2 in the sales statistics in the family segment, and that was mainly archieved by the LX that offered reasonnable luxury in a non-premium car without feeling wrong or unrefined.
Globus Bravura LX
Front engine (t) FWD
built: 1990-1994
LxW: 4,29 x 1,65 m
Power: 105 hp, 181 nm
0-100: 11,8 s
speed: 213 kph
cons.: 8,1 ltr regular
four-speed automatic
price: 14.400 $
But what about the buyers of the old Bravura that wanted an affordable two-door? They still can get that, by ordering the Bravura LT.
Unlike the old one, the new model offers two spacious rear seats that are acceptable for more than just short distances. An unique rear design that was a lot inspired by the predecessor should give continuity with the old Bravura that was still sold alongside as convertible while looking more modern. The LT was based on the LX in terms of trim level but featured the 1.8 DOHC engine from the Advance GTi - this coupe should drive as fun as it looks, after all. Once again, Globus managed to offered solid value for money, and the Bravura LT became successful as well.
Globus Bravura LT
Front engine (t) FWD
built: 1990-1994
LxW: 4,28 x 1,65 m
Power: 130 hp, 181 nm
0-100: 9,1 s
speed: 230 kph
cons.: 7,6 ltr regular
four-speed automatic
price: 15.300 $
With the end of the Intruder, the Stallion coupe sibling ended as well - just to reappear as a sportier variant of the Bravura LT.
The Stallion started with eight cylinders in 1969, continued with six in 1976 and now finally only had four - but at least those of the great Primus DOHC engine - and instead of the 1,8 liter, it used the 160 horsepower unit from the Astrona 200. The car should offer some real sportiness, so it was only available with a manual. Two tone paint, sportier suspension with adaptive dampers, digital gauges and a rear wing completed the package. The performance almost made forgotten that this was not more than a souped up Bravura, however, this was still miles better than a souped up Intruder.
The new Stallion merged the better handling of the old Bravura with the roomier Interior of the old Stallion, and sold great as a compromise between a family sports and a modern efficient pony car. It came at a price, it was in fact more expensive than the Phoenix LS, but on the other hand, the Stallion was the more efficient, almost equally fast and a lot more suitable for everyday use. However, the descision between the two seater with the old-fashioned but still powerful OHV V8 and the four-seater with the high-strung four-cylinder was a very tough one.
Globus Stallion
Front engine (t) FWD
built: 1990-1994
LxW: 4,28 x 1,65 m
Power: 160 hp, 217,5 nm
0-100: 7 s
speed: 244 kph
cons.: 7,4 ltr regular
five-speed manual
price: 18.900 $
The new financial stability of Globus offered the return of a legend: The Globus Grand Cruiser was back after almost ten years absence. It was meant to combine tradition and modernity: A huge size just like in the good old days, but with a more aerodynamic shape. A simple and durable suspension, but no longer a seperate frame. The goal was to offer the largest car for the least money. This meant that driving the base Grand Cruiser LS was not an overwhelming experience, but it perfectly represented the old values that were lost with all the new economy boxes. Giant interior, sofa seats, lazy V8 power, plushy ride and an overall urge to drive relaxed across Gasmea without any stress for many hours. Tons of chrome, a column shifter, a huge amount of boring colors as well as such that already appeared on the old Grand Cruiser and are more daring for both the exterior and interior, this one represents the Gasmean Dream. Not even the electronic steering was installed, instead, a conventional hydraulic system was used - for a more “classic” feel.
Which leads to the problem that this car does not appeal to buyers outside of Gasmea, so only a handful importers considered offering it. The Grand Cruiser was not developed with export markets in mind. The LS trim was astonishingly successful, with sales even surpassing the expectations - so there was still a market for the domestic landyacht, despite the trend for downsizing. Well, at least the car shrank a little compared to the 1970s model…
Globus Grand Cruiser LS
Front engine RWD
built: 1990-1994
LxW: 5,34 x 1,84 m
Power: 193 hp, 330 nm
0-100: 10,3 s
speed: 231 kph
cons.: 13,4 ltr regular
four-speed automatic
price: 16.500 $
For those that wanted their Grand Cruiser not only to drive to church and to the grandchildren, Globus offered an LX model for a hefty $ 23.500 - that was the level of a Primus Aventura V6 or Astrona 200 GLS Automatic. But it had not much in common with the cheap LS twin. Upgraded touring suspension, ABS with traction control, alloy wheels, better brakes, premium interior with all-inclusive options like a fantastic CD player. Since the mighty 5,5 V8 was reserved for the police interceptor package, the public got a new 4,3 liter variant mostly identical to the larger engine. Lightweight engine internals, variable intake, high-flow converter, VVT - this resulted in respectabe 280 horsepower - enough to propel the giant in seven seconds to 100.
The LX managed to sell like bread in Gasmea as well, even if competing against more efficient and more refined models, but the Grand Cruiser managed to grab the nostalgia feel of many Gasmeans and formed it into a car.
Globus Grand Cruiser LX
Front engine RWD
built: 1990-1994
LxW: 5,34 x 1,84 m
Power: 280 hp, 390,5 nm
0-100: 7,1 s
speed: 275 kph
cons.: 13,5 ltr premium
four-speed automatic
price: 23.500 $
The Ranger might not have changed a lot visually, but the updates were huge: A fifth gear, a new engine, the 2 liter from the Bravura LX, power steering, better safety, a bit more comfort. Despite all the effort, the sales of the Ranger continued to drop. The facelift may avoided a steep downfall, but at the beginning of the decade many other manufactors started to offer small cheap offorads, and the Globus Ranger was not the fanciest in the competition. It sold good enough to remain in offering, but since the competition was tough, Globus cancelled plans for a successor in the mid 90s, instead, the existing one should remain on sale as long as possible with few changes, just like the Ratio.
Globus Ranger
Front engine 4x4
built: 1990-1993
LxW: 2,97x1,49m
Power: 105 hp, 181 nm
0-100: 12,9 s
speed: 157 kph
cons.: 10,7 ltr regular
five-speed manual
price: 11.100 $
1991 finally gave Primus a new top model - or two, if you were following the general idea behind the Imperator successor.
The Imperator did not sell great in 1990 - it was not a bad car, but sportiness - hardly important when the second generation was developed from 1976 to 1980 - was now demanded even for the plushy luxobarges, since cars like from Avion or Inframotive offered this without too much compromises.
The new Primus flagship offered the newest technology to make it a pleasure to throw around corners - a super-complex multilink rear axle, almost perfect weight distribution, panels fully made of aluminium, advanced driving aids - the development that started in 1985 took longer than expected. The engines were already known ones, since they were ready before the car and installed elsewhere. Primus again fitted an automatic as standard since they were convinced that a manual would not be adequate in this cars, and that their automatic is so good that a manual won´t be missed.
The whole silhouette was very sleek and aerodynamic to underline that this car is now a lot more fun to drive than the old model, but it was hardly progressive. The car was also noticeably shorter - the rear space in the old one was gigantic, but over the top. The new models were tighter, but still offered adequate space for a luxury sedan. When opening the driver door, a new Primus fullsize would blow your mind with an interior not seen on any car before in quality, design and technology - but it was more an evolution of the known and proven Imperator II “cruise ship” concept. However, the standard POIC system was as capable as an average desktop PC, using an i386 processor with 33 MHz and one megabyte RAM. This was standard in every new fullsize Primus.
They came in two models, the rather restrained Legacy that aimed at those that wanted a car that looked pricey but not too posh, and the Imperator that was a pure luxury vehicle, showing off as much as possible with a more ornate design.
The entry into this privileged world was the Legacy 250td, featuring the engine of the Astrona 250tds. If you got a procuration, it was likely that your fleet manager provided you this car. Comfortable and thrifty at the same time, it was perfect for frequent long business trips - the reliability of the D5A was good, and the newest variant was also strong enough to make the car competetive with petrol models of other manufactors. If only it was running less rough - but despite all the new technology, the base model did not rise it´s price.
Primus Legacy 250td
Front engine RWD
built: 1991-1993
LxW: 4,95 x 1,85 m
Power: 145 hp, 377 nm
0-100: 10,1 s
speed: 222 kph
cons.: 7,9 ltr D (aka regular UL)
four-speed automatic
price: 23.500 $
The 320 had exactly the same engine as the predecessor. But despite all the effort, it did neither consume a lot less, nor was it really much faster. But the price for that car was lower - the electronic gadgets introduced in the 1988 Imperator II facelift were now easier to produce. Compared to the 250td, the car offered an automatic aircondition instead of a manual one and adaptive dampers as well as a 4CD-changer in the trunk at no extra cost. A geared LSD was no longer included - it was replaced it with electronic traction control.
Primus Legacy 320
Front engine RWD
built: 1991-1993
LxW: 4,95 x 1,85 m
Power: 212 hp, 296 nm
0-100: 7,5 s
speed: 250 kph
cons.: 12 ltr regular
four-speed automatic
price: 28.200 $
A V8 version was again available, using the 4.3 V8 from the Globus Grand Cruiser LX - the 5,5 liter was reserved for the more luxurious Imperator. Besides the engine, the 430 offered standard CloudRide air suspension with adjustable damping, providing excellent comfort and cornering in all situations - this system was only available as an option for the 320. When it went on sale, it was actually the hottest offer in the V8 premium to luxury segment. Fun to drive, very comfortable, prestigious performance and all that for a price that was accessible for mid-level management.
Primus Legacy 430
Front engine RWD
built: 1991-1993
LxW: 4,95 x 1,85 m
Power: 280 hp, 390,5 nm
0-100: 6,66 s
speed: 275 kph
cons.: 13,8 ltr regular
four-speed automatic
price: 31.000 $
For all that did not have to worry about looking too rich, the Imperator was the nicer option - if you could afford it. While a Legacy 430 was already one of the best cars you could get in 1991, the Imperator 550 offered even more. A fancier styling with a mighty detailed chrome grille, hood ornament, tinted taillights and some interior upgrades like an ultra modern steering wheel, chrome door handles and other small goodies. All Imperators offered - as an advantage over the Legacy models - a geared LSD, medium compound tires and all wheel drive for perfect cornering and traction under all possible circumstances - all that was already standard in the old Imperator, but the new model did not only look a decade more modern and a lot more fun to drive - it really was it. Another difference to the Legacy was that Imperators were four-seaters, while the Legacy came always as five-seater.
Primus Imperator 550
Front engine AWD
built: 1991-1993
LxW: 4,96 x 1,85 m
Power: 336 hp, 504 nm
0-100: 6,2 s
speed: 281 kph
cons.: 14,7 ltr regular
four-speed automatic
price: 37.100 $
Especially Frunians built cars for the tiny “sport luxury” niche - executive sedans that should drive like a capable sports car. To compete here, Primus took the drivetrain of the new Ares (see this next) and fitted it into the Imperator. The result was impressive - while the comfort was not as good as in the other cars of this model, the sportiness was good enough to make Avion engineers worry. 405 horsepower were the absolute upper limit of the old 6BV engine with it´s two-valve head, and careful tuning made this car even surprisingly thrifty and reliable, although expensive. But this was the premier league of cars, after all.
Primus Imperator 320TS
Front engine AWD
built: 1991-1993
LxW: 4,95 x 1,85 m
Power: 405 hp, 677 nm
0-100: 4,3 s
speed: 298 kph
cons.: 11,5 ltr premium
six-speed manual
price: 42.300 $
The Ares was suffering from bland styling and horrific service cost, and even if the first problem was not fully solved, it was improved by featuring an Imperator-like front end that looked a lot better than the indifferent boredom of the 1986 model. The price rose a lot, but you had to be rich anyway for the upkeep. The Ares Turbo II, how the facelift was called, played out the understatement card even more. The performance figures were enough to hunt supercars like those of Zephorus, and now the excellent AWD system with all its advanced technology was brought to it´s limits. On the other hand, a Zephorus offered surprising comfort, and the Primus Ares improved in that aspect, too.
Primus Ares Turbo II
mid engine AWD
built: 1991-1997
LxW: 4,13 x 1,78 m
Power: 405 hp, 677 nm
0-100: 3,7 s
speed: 312 kph
cons.: 11,2 ltr premium
six-speed manual
price: 39.300 $
While the Ares sold mediocre, since a car in this league had to look a lot less generic, the new fullsize models Legacy and Imperator were the right car at the right time. They drove like a good midsize, did not compromise on comfort and while the Legacy looked exactly like what a trustworthy and modest manager would want, the Imperator had the style to please the super-rich. The only concern was still the reliability, the Imperator II s gadgets were troublesome at times, and the new models had their faults as well. Even if improvements were made, the customers would have wished for more sophistication in that aspect, however, cars with a better built quality than a Primus were definitely either more expensive or featured not so much technology. The sales were great, and the brand faced a bright future.