The Commuter did the switch in 1981, the Warbler in 1983 and in 1985 it was time for the Lily to turn to a transverse front wheel drive layout. Though, nothing on the outside was really telling the story. Like some other Asian, as well as Scandinavian and American manufacturers, IP was very late on jumping on the aero train. At this time, their chief designer said that the aero styling would just be a fad that would disappear in some years, something that he was not quite right about.
The coupé disappeared from the lineup. Remaining bodystyles were a 4 door sedan and a 5 door wagon. It could be had with 4 cylinder engines with a displacement of 1.6, 1.8 or 2 litres, a 2 litre diesel inline four, or in the more luxurious “V6 America” model, a 2.5 litre V6.
The seventh generation Lily was produced until 1989, when the eight generation took over, with a more rounded, streamlined shape. The V6 version, though, only until 1988 when it was replaced by the new, front wheel drive version of the Vagant.
This is an earlier design of my IVERA Executive but since 4.2 is coming it will be lost in that update and I will repost the newest design when I finish it. (Plus the wheels are too big for the 80s)
In the late 70s, IVERA Motors AB, felt their model lineup was a bit sparse in terms of larger luxury vehicles. At that time, the IVERA 140 V8 was the biggest and nicest car in the lineup and IVERA wanted to have an even nicer model to sit at the top. In 1976, IVERA began research on the most major competitive brands within the luxury vehicle segment of the market and by 1978 designing of the IVERA Executive (which was known as Project 500) began. The project’s future looked promising and was seeing a supposed deadline of 1982. However, in 1979 and 1980, IVERA began to suffer financially and it negatively impacted the development of the Executive. But, they then managed to pull out of the financial nose dive and by 1982 a prototype was ready. But, the car still needed to go through all the necessary things to make it legal on the roads and it wasn’t until 1985 that production began and finally in 1986 the IVERA Executive went on sale to the public. The car did quite well from 1986 to about 1989 when the Executive ran into difficulties with its outdated looks the car began to lose popularity in 1990 and by late 1991 it had taken a nose dive and in June of 1992 the final Executive rolled off the production line at the Malmo complex.
Schnell LX20 LSi Turbo MY86 USDM
The LSi branding was meant to represent their high-performance lineup. This was the first car to wear the branding instead of it being a sub-trim of the L4. Made to compete with sports cars, It brought fuel efficency to the table with a 16-Valve Inline-4 making 200 plus hp. It had RWD and a 5MT Gearbox. They decided to add a turbocharger into it, making the wagon fast. 0-60 was in 6.5s and a top-speed of 148MPH de-restricted. It was yours for 20700AMU in 1986.
At some point they planned on making the LX Wagon models Longitudional front wheel drive, with 30 seconds left at planning, they switched it to rear-wheel drive just before the cars hit shelves soon after, They were known for the speed and performance at the time, They have a Viscous LSD. The car weighs 1277.2KG, making it very lightweight. Or 2815.7lbs in the pounds system.
The 1995 Mitsuki M400. Safe. Affordable. Reliable. Fuel efficient. But what about the looks? Get out of here. It’s a Japanese family sedan, not an Italian sports car. If you want to get from Point A to Point B without turning any heads, this is the car for you.
The FWM Aspen and FWM Niratius / RCN Pursuit, are two very mean, modern RWD V8 sedans.
Featuring our reliable, high performance pushrods, or our newer 8000 RPM modular blocks. These machines will deliver aggressive V8 performance while being practical, safe, reliable family estates.
The fifth generation IP Icarus could actually be seen as a heavy facelift of the fourth generation since it inherited lots of parts, like the floorpan, firewall, windshield, sills and front doors. It recieved a more modern overall look, though, albeit still not very modern for 1985, being based on an older design as it was.
Though, the car recieved a technical update. The old inline 6 cylinders were replaced by the same 18 valve V6 already seen in the Lily V6 and Flaire. The old fashioned 4 cylinder diesel was left in the lineup but got a companion in a modern 2.8 litre inline 6 diesel with overhead camshaft. The interior got an overall update, especially safety wise with pretensioning seatbelts and a drivers side airbag. The power steering now was variable and the brakes of the anti-lock type. The very modern 4 speed computer controlled auto stayed, though. All of this improvements that made it justified to call this an all new generation of the Icarus. When it was discontinued in 1991, however, it really felt a bit long in the tooth.
By the mid to late 70’s second tier manufacturer Airman was beginning to get tight on cash, thanks to the gas crunch and the influx of affordable imported autos. Knowing they needed a solid car or their days as an independent were done, they went into the lab and emerged with the all–new, high tech Liberator. The Liberator was the first of the next generation Airmans, packing two brand new engines, both iron block with aluminium SOHC heads and single–port EFI in a longitudinal front wheel drive layout. While the base was rather expensive for the family segment (a new Corsair would slot in below for 1983), it was a nearly 200" car that would get 19MPG with the I4/4 speed automatic. The LV6 and it’s 60° V6 would get 15MPG and roughly 10 seconds to 60MPH.
Lore–wise, think of it as desperate attempt at a full–sizer that succeeded
A cheaper alternative to the other premium cars.
Lore:
Schnell’s cars like the L4 and the LX20 And X20 Convertible version of the LX20 were known to not be exactly stellar. The N60 was a sports car for sure at this point.
They needed to make replacements for the aging 1980s cars , But selling alongside them were an refined, curvy premium sedan made for those kinds of people who prefer to have a mix of sportiness and a premium luxury car. It was known to weigh like a boat, well a European Land yacht.
A facelift Phase 2 version was released in 1998 and it gave a lot more power, a refined V8 with 309HP and some new looks to go with it compared to the original model with 226HP. The most powerful model yet. Facelift top speed was 181MPH, prefacelift was 167MPH. A lot more oomph.
(Pre-facelift was for 28600AMU new, “Phase” 2 (Facelift) is 27600AMU.)
In 1963, IP introduced the third generation Lily. Like its predecessor, it was built on an unibody platform, but there was an addition of a 4 door sedan, as well as a station wagon, for a more passenger car like alternative to the slow selling Rugger wagon. Like the Flaire, Icarus and Celestia, it adopted a McPherson strut suspension up front, but kept the coil sprung solid axle in the rear. The styling was much more up to date than one could say about its predecessor, so much that the fourth generation that arrived in 1968 could be seen as something of an evolution of the third gen styling wise (but technically, the fourth generation was updated thoroughly, so much that the technology was more or less kept until the sixth generation disappeared in 1984).
