The Check-Mate was hardly a reason to buy a Primus for that alone, but it was a gadget that had the buyer`s interest and Primus recieved a lot of publicity for that hyper-modern electronic control panel. So both the engineers and the project managers became interessed in the possibilities of modern electronics. By 1980, Primus Globus was no longer a small niche automaker, they were among the top 10 worldwide. With all these resources, there was not much that stood in the way to become an industry leader in the one or other aspect.
But the flagship had aged - the Imperator was on sale since 1967, with the latest updates in 1975. Despite fuel injection, a four-speed automatic and a tasteful design, it was too outdated to lead the brand into a new decade, so for 1980, the successor was due and impatiently awaited.
The Imperator was now part of the establishment, and considering that, the designer´s creativity was limited. It had to somehow be similar to the previous model to avoid rapid depreciation of the old one, but had to look fresh and modern to convince people to upgrade. And to make it all more difficult, the end of the Globus Grand Cruiser for late 1980 meant that those customers should consider the Imperator II as well.
Another attempt at a “world car”, with bold Gasmean general styling, but the side profile featured almost invisible B-pillars, resulting in an almost coupé-like feeling, while the rear The side profile features almost invisible B-pillars, resulting in an almost coupé-like feeling. The rear end is not as Gasmean as the front, iwith the intention of adding a hint of sportiness and lightness to the car.
Speaking of lightness, the Imperator used partial aluminium panels to reduce the weight. Efficiency, as the last year´s Urbano featured like almost no other car, was now a part of the Primus DNA, and it should not be limited to frugal econoboxes.
But that was not the only thing the engineers did. A brand new and innovative electronic transmission shifted so fast, smooth and efficient through the four gears that Primus no longer offered a manual in these cars. It adapted to the driver´s behaivour (although quite slow, these processors were trash to 21st century standards, but in long-term owning the car really did behave accordingly to the driver) and featured a seperate sport mode.
But that was not everything - most progress was not noticed until you opened the door. The dashboard of the new Imperator was heavily inspired by the bridge of a cruise ship. Spacious and inviting, with all elements within easy reach of the driver. To underline that a new Imperator introduces a new age of car building, it came with revolutionary electronic equipment for more convenience. Digital gauges were not the only game-changer - and those were also in developement by the competitors and soon to be something usual in premium cars.: But the POIC (Primus Onboard Information Center) was an advanced trip computer not only providing tons of information - but you could also configure car functions like coming-home-lights, delay on interior light dimming, change color of the gauges, shift mode of the gearbox (yes, it can be set to a sportier behaivour, as previously stated) and much more.
Primus saddled for the right horse, since a second oil crisis recalling the first one in the people´s minds now dramatically boosted efficient cars. Even if the usage of a diesel engine in such a luxury boat was - under normal circumstances - something most people would avoid, it was now just the right thing. The Imperator 270D was planned to exist only on paper, to lower the fleet consumption, since new, stricter rules, were applied.
But the use of aluminium and the advanced gearbox together, as well as - believe it or not - despite the boxy front quite acceptable aerodynamics allowed for bearable driving with the 2,7-liter-diesel engine.
So, instead of being a car existing on paper for better fleet statistics, there was demand for it, and frequent travellers with a strong desire for comfort and a calm nature dragged it out of the dealer´s hands. While all that new and fancy stuff actually did fail at times, especially the gearbox ECUs, the diesel engine did it´s job with brilliant reliability.
That firework of technology had one downside: The Imperator II was expensive, the diesel was even more expensive than the old Imperator 520i (that was a bargain in it´s class, to be fair). On the other hand, the Imperator II was not one but at least two steps ahead in every aspect, and while buyers really needed to think twice if buying an Astrona 260i GLX or an Imperator 320i, it was now again a significant gap between the fullsize and the midsize.
Primus Imperator 270D
Front engine RWD
built: 1980-1983
LxW: 5,14 x 1,85 m
Power: 96 hp, 222 nm
0-100: 15,2 s
speed: 184 kph
cons.: 9,1 ltr D (aka regular UL)
four-speed automatic
price: 19.900 $
But the diesel alone would not be a convincing choice for most buyers in the premium to luxury class. For that reason, the 3.2 V6 returned. Since the oil crisis led to the final withdrawal of the V8 (and Primus did not put more resources in the old OHV engines, since they were not really believable for the “efficiency” image), the six-cylinder was the only other engine option in the beginning - and it had to deliver a performance close to the old Imperator with V8 to replace it in a way the customers accept, especially since the price was noticeably higher.
For that reason, it came with individual throttle bodies, something also formerly unknown (except in the race-tech handbuilt Alpha) in Primus cars and otherwise only featured in true upmarket sports cars. The output rose to 185 horsepower, and the engine was so willingly on the gas that it felt like moving a midsize. On the other hand, some testers found the engine to be “nervous”. In the end, the 320i was indeed faster and more responsive than the old 520i - another proof that the new generation was more than just one step ahead, and propably the most modern car of the whole industry. The sales were - despite the costly purchase - very good - and they better are, since Primus had spent billions on the development of the car and all it´s gadgetery.
The Imperator 320i was also reviewed by a Letaran magazine:
The most interresting piece of their show was the all new Imperator. While other regions already had the car, we are also finally able to get our hands on one over here. The big sedan comes with 2 engine options of which we will be only getting one: the 320i featuring a 3.2L V6. A diesel option is also being sold, but it wasn’t greenlit by the goverment. While the outside was more downed down, the interior was where the party was. With its intergration of computers, the inside of these cars are probally fancier and more tech than most peoples houses. (Mikonp7, Letaran Car Show 1980)
Primus Imperator 320i
Front engine RWD
built: 1980-1983
LxW: 5,14 x 1,85 m
Power: 186 hp, 273 nm
0-100: 8,5 s
speed: 235 kph
cons.: 13,2 ltr regular UL
four-speed automatic
price: 22.800 $
Globus on the other hand, caused by the new fuel crisis, entered a dark period. The Grand Cruiser was dropped, the Atlas was totally outdated, the Premier sales started to drop, the DuraTrans was also… not the most modern van and therefore well past it´s peak, and last but not least the Country Cruiser seemed to loose grip, too… At least the buses were a thing increasingly demanded in times of absurdly high gas prices, and the Omni 15 was redesigned for 1980, now having more power for a little bit less diesel. This Omni 15 was bought by the council of Roane County, and since it had to stop on interstates, it was equipped with disc brakes. On the other hand, it hardly passed something worth being called “city”, so it was ordered with a four-speed manual. Unit 601 is displayed in the local transportation museum.
In general, public transport in Gasmea was cut wherever possible, and the Omni 15 was rather unsuitable for export - so in the mid-80s, its end was announced, while the Omni 12 was continued for quite a long time.
Globus Omni 15 D811B-MS
Front engine RWD
built: 1980-1988
LxW: 14,57 x 2,50 m
Power: 315 hp, 900 nm
0-100: 29,7 s
speed: 142 kph
cons.: 36,7 ltr Diesel (aka regular unleaded for simulation)
four-speed manual
price: 20.100 $ (without interior installed)
A renewed Omni 12 followed for 1981, with the same benefits: Improved reliability, increased power, slightly less fuel consumption. Visual changes were small, and the 12 model was still - and even more - less Gasmean-styled than the 15, since the export markets were even more important than the Gasmean home market, but the largest single customer remained Belasco Public.
Globus Omni 12 D86b-AC
Front engine RWD
built: 1980-1987
LxW: 11,98 x 2,50 m
Power: 237 hp, 677 nm
0-100: 33,3 s
speed: 130 kph
cons.: 30,9 ltr Diesel (aka regular unleaded for simulation)
three-speed automatic
price: 16.000 $ (without interior installed)
The Premier sedan was updated for 1981 - the interior recieved new, updated HVAC controls that were easier to use, the exterior now featured more modern rectangular headlights, more stable door handles and different mirrors, a more aerodynamic shape from the Primus Imperator II. But the most important change was made to the 3,1 V6. While the mechanical injection system used by Primus would be too expensive for Globus, they figured out something else. The Globus SPI (Single Point Injection) was basically a mix of an injection system and an electronic carburetor, not as sophisticated as the Primus solution, but a lot cheaper and much better than “classic” carburetors. Equipped like that, the power rose from 120 to 128 horsepower, while the emissions were reduced a lot, so a converter was still not needed for the 3,1 V6. While the overall reliability slightly increased, service cost became a bit lower. Rear disc brakes and a little stiffer suspension should improve the handling, but the general indifferent feel and oversteer in emergency situation was still not fully solved. The automatic was now a four-gear, but not computer-assisted - but nevertheless it improved economy, boosting up the falling Premier sales despite a higher price. But that boost was only short-living, and outside of Gasmea still nobody wanted it.
The wagon and the Stallion were unchanged, since Globus announced that 1981 would be their final year.
Globus Premier
Front engine (l) FWD
built: 1981-1985
LxW: 4,67 x 1,76 m
Power: 128 hp, 249 nm
0-100: 10,3 s
speed: 197 kph
cons.: 12,0 ltr regular UL
four-speed automatic
price: 12.300 $
While the Atlas lost its fancier trim, since it was too old to further compete in the premium truck segment, the basic HD model continued with the updated Premier engine - and an OHC aluminium engine in that old truck was an unusual choice, but the 4.0 V8 was finally outdated and the engine change was the last gasp of a model that finally outlived its usefulness. Despite better economy and bearable reliablitity, it was no longer competetive, and was discontinued mid-1983. The sales were low, and a Letaran review suggested:
On the polar opposite was the facelift of the Atlas, not a lot was changed about the pickup which we know since 20 years, besides it new front. Maybe its time to update this giant piece of metal. (Mikonp07, Letara Car Show 1980)
Globus Atlas
Front engine RWD
built: 1981-1983
LxW: 4,93 x 1,95 m
Power: 128 hp, 249 nm
0-100: 10 s
speed: 171 kph
cons.: 13,1 ltr regular UL
four-speed manual
price: 9050 $
Things were a lot better for Primus. Since the new Imperator was a well-awarded and highly desired figurehead, it seemed way too modest that a V6 with 186 horsepower was the maximum you could get. Since the V8s were abandoned, Primus thought back to 1972 where the Imperator turbo made quite an impact, but was killed by emission laws and the super leaded that it required. Primus added two turbochargers - one per bank - to the 3.2 V6, which increased the output by massive 100 horsepower while providing identical economy. To distribute all that massive power, Primus added even more innovations on top: A full time AWD-system with a slightly rear biased setup and a geared LSD, and, since that rocket needs good braking, an ABS system, so the 1981 Primus Imperator tix was even a lot more technologically advanced than the “normal” 320 and casually became the fastest four-door luxury saloon on the market. Gasmeans were sceptical and preferred a good old V8, but in the end, the hard facts counted and it surpassed the old OHV V8 by a lot. The downside were horrid service cost and poor reliability, however, the customers knew they were getting one of the most complex machines at that time, so they lived with that - or sticked to the regular 320 or bought a brand with a more proven and less advanced engineering. Among the rich and beautiful in the whole world, a Primus Imperator 320tix was not far away, but the average, more modest wealthy guy feared the ownership of it.
Primus Imperator 320tix
Front engine AWD
built: 1980-1983
LxW: 5,14 x 1,85 m
Power: 281 hp, 422 nm
0-100: 6,65 s
speed: 250 kph
cons.: 13,3 ltr regular UL
four-speed automatic
price: 31.400 $
While Primus now had a very modern lineup, one car sticked out: The RT320, unchanged since 1974, so after seven years, the sales started to drop. A huge restyling with pop-up headlights, optional two-tone paint and small interior improvements was desperately in need. But the best update was in the rear: The engine from the Imperator tix. While the old RT320 was definitely not slow, the car was now as fast as a bullet, with the engine propelling the light two-seater past 280 kph and an accelleration competing with supercars for twice the money. Even if the price rose by 7000 $, it was still a good offer for what it delivered. ABS was standard as well as a nice cassette player, but power steering was not available - but since the car was light in the front, this was not so much of an issue. As it was a potential widowmaker, safety improvements were welcomened.
The RT320 was back in the game, and it successfully continued until its replacement´s arrival in late 1985.
Primus RT320 BiTurbo
rear engine RWD
built: 1981-1985
LxW: 3,66 x 1,76 m
Power: 281 hp, 422 nm
0-100: 4,3 s
speed: 283 kph
cons.: 10,4 ltr regular UL
five-speed manual
price: 24.900 $
