produced, the parties managed to reach a compromise. The engineers – who were pro-unibody – were allowed to design one of the two upcoming models with such construction. But they were only permitted to develop a smaller bus, a successor to the Tr 3,5. While the political will forced them to create the larger vehicles (the successor of the Tr 5) on chassis. Out of this "compromise" the company's first vehicle was born, that was actually bearing the factory's name: the Ikarus 30. It was designed as a universal vehicle to serve city and intercity routes, as well as coach services. However, the bus proved to be insufficient to be used in the cities, as it was way too small, narrow, and the windows on the roof were creating greenhouse effect during the summer. Hence, the model received the sobriquet of nylonbus from the passengers. As much as it proved to be an insufficient city bus, it was successful as a coach. It became the first of many Ikarus models to be exported in large numbers. East Germany and China bought over 600 units each, while Czechoslovakia also ordered 500 vehicles. The year 1951 sought another new model's birth as well: the Ikarus 60, which was the successor of the Tr 5 model. The Ikarus 60, as mentioned before, was a body-on-frame design forced by the decision makers, designed by the Vehicle Development Institution () and constructed by Ikarus itself. The Ikarus 60 proved to be a versatile vehicle and with some modifications, many submodels were built on its basis. The most notable example is the Ikarus 60T, produced between 1952 and 1956, which was the company's first trolleybus model. The other important submodels were the ITC 600 and the IC 660, which were built between 1960 and 1967 as one of the first mass-produced articulated bus models in the world. Although it is worth noting, that these modification were not done by Ikarus or its workers, but by FAÜ, one of the operator companies. Hence, they were often referred to as FAÜ-articulated (). There are a number of great achievements belonging to the company and one of those were the Ikarus 55 and Ikarus 66 sister models. From the two unique models there were a total of 16,726 units built between 1952 and 1973. Their engines were mounted in the rear section of the vehicles, which had a distinctive