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.
Much like the Capri and Manta it was based on a humble family car, but there were a few differences in the execution. IMP did not offer any base engines, the smallest engine on offer in the Club was a 1.7L Inline 4 with a healthy 92bhp, with 1.9 and 2.1L engines being optional. Furthermore unlike the somewhat crude competition the Club had a new and sophisticated independent rear suspension. Combined with the usual IMP overbuilding the Club ended up being significantly more expensive than the Capri and Manta, with a starting price of 12,483DM (the Manta 1.2 was nearly 4,000DM cheaper). At least all versions of the Club delivered on their sporting pretenses. Initial reception was good, and in 1972 two new GT models were added. Each of them had its own approach, the GT-S was a lightened, hardcore version that had a more aggressive 2.1L engine with uprated camshafts, valves, a forged rotating assembly and two Weber 45DCOE carburetors good for 165bhp and 204Nm of torque.
The GT-L on the other hand was positioned as more of a compact grand tourer, with a fuel injected all-aluminium Inline 6 that made roughly the same power but slightly more torque and had a much more comfortable interior. It was also the only model optionally available with an automatic transmission.
Sales were strong, if considerably lower than the Capri/Manta, regardless a mild facelift was released in 1974. Apart from a new grille and taillights the main difference was the new engine, an all aluminium inline 4 based on the GT-L's H-Series Inline 6 and available in 1.6L and 2.0L displacement, both with K-Jetronic fuel injection like their bigger brother.
The GT-L remained unchanged aside from the altered appearance, while the GT-S was replaced with the GT-E, now powered by a fuel injected 2.0L engine, although less powerful. The GT-E was altogether a little more convenient than the hardcore GT-S, for instance it had rear seats and a radio.
Eventually the design began to show its age, and for 1978 a second more substantial facelift that reflected the new IMP design language was applied to the Club. The oval headlights, a distinctive feature of all IMP vehicles since the early 1960s were replaced with modern, angular compound headlights. Unfortunately the GT-E fell victim to ever tightening emissions regulations which the engine requiring leaded premium fuel could not meet. Instead of letting the high performance versions die altogether IMP did what most wouldn't do and beefed up the GT-E with a 3.0L engine based on the GT-L and wide 235 section tires to form the GT-R.
The GT-R was not only faster than the GT-E with its 180bhp, it also had significantly greater torque reserves at low rpm and had no issues with the tree-hugger unleaded fuel. The 1.6, 2.0 and GT-L remained unchanged until the end of production in 1982.
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.
The majority had either the early 1.9L or 2.1L, but there were also four GT-L based conversions as well as two with the rare GT-S engine one of which was lost track of in the early 1990s. Today, Crayford Convertibles are together with the GT-S the most valuable models.