This is a car.
It does things that cars do.
Yeah, but is it award-winning?
That roof scoop!
Maybe it is a periscope
More like those tail lights…
Dutch Caravan owner’s club <25.000€ Tow Car of the Year 2005
I don’t see a hitch anywhere, but I am positive it can be attached to the rear wing.
And now, on a more relevant note, here is a sneak peak at the new-for-the-1980s IMP sedan offerings.
But first, lets talk about politics.
Shortly after the capitulation of the Third Reich Germany had been totally demilitarised, with the Wehrmacht being dissolved. For the following nine years Germany was without an army. That all changed when the cold war began to heat up, with the freshly founded Federal Republic of Germany being in the unique position of having a Warsaw-pact aligned sister state in the German Democratic Republic. The FDR eventually joined the NATO in 1955 and later that year the Bundeswehr was founded. Naturally an army needs vehicles and thus IMP competed to get the contract for the standard issue 1/4 ton off-roader, however they lost to the DKW Munga. A few years down the line, IMP once again proposed a vehicle for the BW, this time a 1/2 ton off-road personnel carrier slotted between the Munga and the Daimler-Benz Unimog derived from a 1942 prototype designed to deal with the harsh environments of the Eastern Front. The basic chassis design was carried over, but significantly modified with a 4WD system similar to the Willys Jeep, simplified suspension and fitted with a detuned version of IMPs then-new C-series Inline 6. After a number of tests by the BW the vehicle was once again sent back to IMP to be further improved according to their suggestions. The “Leichter Geländelastkraftwagen Typ 115” or L115G in short was finalized in 1961, with the Bundeswehr placing an order for 1500 trucks that were put in service in late 1962.
L115G (1962-1963, 1514 units)
2.3L OHV Inline 6 [IMP C 2300L1], 90bhp, 177Nm, 4MT, 4WD, 1428kg
L115/6GB (1964-1967, 1126 units)
4.5L OHV V12 [IMP BT12-CBW 4500], 145bhp, 348Nm, 4MT, 4WD, 1557kg
L115/6GD (1964-1967, 1619 units)
4.1L uniflow-scavenged two stroke Diesel [IMP 206DWB], 121hp, 381Nm, 4MT, 4WD, 1610kg
Romanov Automobiles would like to clear up any confusion about the emblem used by IMP, which is not an indicator for a collaboration between the two manufacturers, with IMP of course being on the wrong side of the curtain.
Thanks for your attention. Spasibo za vnimanie.
Ich want to know why a sowjet company uses a Reichsadler for zeir emblem.
IИ SOVIET ЯUSSIЛ, EMБLEM USE УOU!
*Bundesadler, if so.
Not every eagle used for a coat of arms is of German origin. Not that Germans invented eagles.
The Reichsadler is still the best, though.
I have nothing to do, have another car.
In the 1960s the Ford Mustang took America by storm with its unbeatable combination of style, affordablility, customization and in sometimes performance, prompting General Motors and Chrysler to make their own pony cars, resulting in the Camaro, Firebird and Challenger. Eventually the Pony car recipe also made its way to Europe, and once again it was Ford who got the ball rolling with the Capri in 1969. Just months after GM fought back with the Opel Manta and Vauxhall Firenza. That much activity in a relatively new segment caught IMPs attention, and thus in late 1971 the Club was born.
1.7L SOHC Inline 4 [IMP D1700B], 92hp, 147Nm, 1047kg (1971-1974)
1.9L SOHC Inline 4 [IMP D1900B], 104hp, 165Nm, 1051kg (1971-1974)
2.1L SOHC Inline 4 [IMP D2100B], 122hp, 186Nm, 1060kg (1971-1974)
2.5L SOHC Inline 6 [IMP H25E-U], 154hp, 220Nm, 1109-1142kg (1972-1982)
2.1L SOHC Inline 4 [IMP D2100B-S], 165hp, 204Nm, 1011kg (1972-1974)
Club 1.6 Injection:
1.6L SOHC Inline 4 [IMP J16E-U], 95hp, 136Nm, 983-1026kg (1974-1982)
Club 2.0 Injection:
2.0L SOHC Inline 4 [IMP J20E-U], 121hp, 171Nm, 1027-1058kg (1974-1982)
2.0L SOHC Inline 4 [IMP J20S-E], 159hp, 196Nm, 1045kg (1974-1978)
3.0L SOHC Inline 6 [IMP H30E-U], 180hp, 260Nm, 1132kg (1978-1982)
But wait, there is one more version of the IMP Club.
During the 1970s, Crayford Engineering built 33 convertible conversions of the Club with whatever engine the donor cars came with.
What do you do if you have just built a Supercar prototype thats been held back by 1980s Diesel tech? And what if you just so happen to have a few custom built prototype V12 engines left over from a recent Collaboration with Kraft Haus Technik?
Why not combine the two?
Enter the 1991 IMR RC-039 G-Sport.
Apart from a stronger transaxle and retuned suspension the RC-039 itself hasn’t been altered. It retains the comfort oriented interior designed primarily for high-speed long distance traveling. It now accelerates from 0-62mph in 3.3 seconds and will reach a top speed of 362,7kph. If it wasn’t just a prototype it’d be king of the Autobahn, which is why it’s been nicknamed “Autobahn” by a number of people in honour of a lost prototype built by IMP in the late 1930s.
1991 IMR RC-039 G-Sport “Autobahn” Concept:
IMP GJ72T Custom Twin Turbo V12, 92x90mm, 7179cc, DOHC 48V, 718hp @ 6800rpm, 893Nm @ 4500rpm, 348kg (wet)
5-Speed manual transmission, MR Layout
1585kg curb weight
Top Speed: 362,7kph (226,7mph)
Fuel consumption: 15,6L/100km
Projected price: 340.000DM
Well… with this, Jag XJ220 and the F1 on the market in the early 90’s, I think I’ll have to push the car a bit further…
It’s not on the market. All RC models up to this point are prototypes.
Although, that might be subject to change at some point in the 1990s (hint hint).
Yet another 1990s car:
At launch in 1991, only one engine option was available, the proven 3.8L SOHC Inline 6 found in the Opera and some Monolith trucks, slightly reworked for this application to give 295hp instead of the usual 258hp. Peak torque remained 370Nm @ 3800rpm. It could be ordered with a 5-speed M550 manual or the A440E 4-speed automatic.
By 1992, the inline 6 was complemented by a destroked version of IMPs VT60E V8, with 5.8L and 400hp. This model featured air suspension and a standard A465E automatic transmission.
More interesting however is the DIESEL ( you know me ) version, using the same 4.0L Inline six Turbodiesel as the crowd-favourite RC-039 D-Sport supercar, with slightly less boost to allow better fuel economy and longetivity. This made it less powerful with 240hp @ 4000rpm and 450Nm of torque @ 1800rpm. Nevertheless this made it nothing less than the fastest and most powerful diesel powered production car for many years to come. It too could be ordered with the M550 manual or the A465E automatic. Economy was damn tight as well, being capable of 36mpg combined when fitted with the manual transmission. Remember that is the combined figure, its highway mpg has been rated at 45mpg. Thanks to the 100 Liter fuel tank the diesel powered R37 could theoretically do over 1100 miles between refills. Nice.
Of course being an IMP product the Roadfortress is also as reliable as death, leading to them being nicknamed the “Landcruiser of sports cars”. The V8 and Diesel in particular are well known to regularly exceed 500.000 miles without rebuilds, one Diesel did in fact manage to reach the magic million without a rebuild, thanks to comprehensive maintenance and almost exclusive highway use.
However no car is perfect, and the air suspension units on the V8 can in fact develop leaks after a few years of use, which can cost over $4.000 to fix, which is why IMP also offers retrograde kits to replace the air suspension with conventional coil springs and shock absorbers.
Obviously this sounds like the best car ever built, but beware that it is
more expensive to buy and maintain than comparabe vehicles such as the BMW 850ci. Thankfully it doesn’t break down very often.
R37 Roadfortress B38:
3.8L SOHC Inline 6 [IMP H38GIII], 295hp, 370Nm, 1540kg, 11.2L/100km (21mpg) (1991-1998)
R37 Roadfortress B58:
5.8L SOHC V8 [IMP VT58G], 399hp, 556Nm, 1650kg, 14.3L/100km (17mpg) (1992-1998)
R37 Roadfortress Type D:
4.0L SOHC Inline 6 Turbodiesel [IMP D640T-V240], 239hp, 448Nm, 1584kg, 6.5L/100km (36mpg) (1992-1998)
This post was flagged by the community and is temporarily hidden.