I’m not entirely sure but I am intrigued
I know you like your BTCC. And like I previously mentioned the ‘95 Impakt was basically purpose built to dominate all forms of touring car racing imaginable. The idea is an Impakt TS with a special engine (don’t know yet if a short stroke version of the TS’ 2.5L I4 or a 2.0L version of the DTM-derived 260R V6) fighting its best competitors including Erin, obviously, on the UK circuit.
I’m seeing some hints here towards something…
If you mean a 90s ATCC forum competition I have to disappoint you. I won’t compete until I can build an accurate ingame representation of the Impakt '95.
Ah damn! That’s on the cards at some point, tell me when you’re ready
Depends on when Automation adds the transaxle RWD layout and a few specialised options for chassis design.
The rivalry between the '95 Impakt and equivalent models from other manufacturers, such as Erin, would have been an extremely intense one… It’s a pity that the Kee engine version will not support a transaxle configuration for FR drivetrains, otherwise the Impakt would have been even more effective!
And I am naturally your go-to man when it comes to diesels
I am honoured to be chosen for the luxurious competition And wait impatiently to know against what exactly I’ll have to compete. I’m not sure though which model would have to handle this…
Prepare for Impakt… wait this isn’t an Impakt, it’s the missing link in the 2017/2018 IMP lineup, our executive sedan & wagon, the IMP Magnum.
The Magnum is IMPs best selling sedan. It has been crowned germany’s best taxi numerous times and it’s popularity with fleet operators is expected to stay high due to IMPs reputation for exceptionally long-lived and durable cars. The new model is the last in IMPs “Super”-Class to adopt the CF-Hybrid body construction. Weight is considerably low for a 5.00m Sedan which helps fuel economy and performance greatly. Each engine option has been reworked for higher volumetric efficiency. This generation marks the first year since 1987 without a V8 engine, due to the discontinuation of the RL-series engine. In its place is an all-new 3.6L Biturbo Inline 6, a derivative of the famous 3.8L Turbo found in the Opera, producing 460hp and 620Nm. The 3.6L is only available in the luxurious Super Magnum and the sports oriented Magnum S1. The DIesel engines remain unchanged, with the 410hp 4.25L making it’s debut in the Magnum series. It too is available in two trims, the luxurious 425SD or the sporty R1. From the start there will be an estate version with up to 1870L of cargo space. The Magnum k commands a €1250 price premium above the equivalent sedan.
It’s everything you expect from an IMP, whatever that means. Of course you get all the engines. The base model comes with a 2.5L naturally aspirated inline six that produces 207hp and 265Nm. If you are slightly richer you can get a 2.25L Inline six turbo with 265hp and 381Nm. You can also specify a 3.0L Turbo I6 with 352hp and 498Nm, or a 3.6L inline six with 460hp and 620Nm.
Fleet operators can opt for a stripped out model with a 2.7L Inline 4 capable of running on LPG.
Because we are IMP you also get a million diesels. The 2.3L I6 with 160 or 200hp, the universal weapon 3.4L with 245hp and the monstrous 4.25L with 310, 360 or 410hp.
Naturally there are manual and automatic transmissions available for all trims.
There simply is something for every need here.
Also an Estate.
IMP Magnum 270G:
2.7L DOHC 16V Inline 4 [IMP FE27FGII], 190hp, 260Nm, 6MT or 6AT, 1440kg, 5.70L/100km
IMP Magnum 250:
2.5L DOHC 30V Inline 6 [IMP KE25NE], 207hp, 265Nm, 6MT or 6AT, 1420kg, 6.99L/100km
IMP Magnum 225 Turbo:
2.25L DOHC 30V Inline 6 Turbo [IMP KE22FQT], 265hp, 381Nm, 7MT or 8AT, 1560kg, 7.04L/100km
IMP Magnum 300 Turbo:
3.0L DOHC 30V Inline 6 Turbo [IMP JG30T], 352hp, 498Nm, 7MT or 8AT, 1680kg, 8.00L/100km
IMP Super Magnum (Magnum S1):
3.6L DOHC 30V Inline 6 Turbo [IMP HG36FET], 460hp, 621Nm, 7MT or 8AT, 1740-1850kg, 9.58-10.86L/100km
Diesel (Figures not available yet due to lack of time for recreating all of these engines.)
IMP Magnum 230D1:
IMP Magnum 230D2:
IMP Magnum 340D:
IMP Magnum 425D1:
IMP Magnum 425D2:
IMP Magnum 425SD (Magnum R1):
True to the IMP philosophy each of our cars represents the highest possible technological standard only in differing sizes. With 1995 Impakt we went a slightly different and very unusual way though.
In 1994 IMP debuted a new Race car, built to the Class 2 specifications of the old DTM. It immediately established a certain Dominance over its competitors from Alfa Romeo, Mercedes-Benz and Opel. How we did it? The C2R was effectively a prototype, Each component had been specifically designed to make the car faster than it’s production based rivals. Naturally this caused a Lot of protest, as there was no production car for homologation… yet.
This was to follow shortly, at the 1995 Geneva Autosalon.
In a very unusual and expensive move, the Race car had been developed first and then tamed for road use. We wouldn’t be who we are if this wasn’t a planned move.
As such the basic production Impakt featured such race-bred Design features as a RWD transaxle, inboard disc brakes front and rear as well as double wishbone/ multilink suspension with complex remote Reservoir dampers and a very quick steering ratio. This design arguably made the car safer. Since the stock suspension setup could easily cope with 300+ hp the car had immense stability at any speed, and the responsive steering paired with the high Grip reserves made it almost impossible to lose control of it.
Ironically this also turned out to be its Main criticism, as the car literally demanded a spirited driving style which in turn encouraged its drivers to regularly exceed local speed limits. At one point the Impakt was the most ticketed car in europe.
Multiple engine and transmission options were available, 1.6 and 2.0L four-cylinder petrol engines with 110 and 144hp, three four cylinder diesel engines with 2.0 or 2.3L and 90, 115, or 140hp.
The more exclusive trims were the luxurious Super with a 3.0L Inline 6 and 215hp
The Touring Car inspired TS with its 195hp 2.5L Inline four
And of course the legend itself, the 260R.
The new 260R differentiated itself from its famous, but fragile predecessor with a completely Reengineered 2.6L V6, that fortunately still retained its DTM heritage. Now with 245hp and a 6-speed gearbox like all other Impakt the 260R had the most track ready suspension setup of them all, one could even find 255/35R17 road legal semi-slick tires in its List of optional equipment. While not the most powerful vehicle in the World, the attainable cornering speeds were punching far above its weight. This generation of Impakt in particular was a cornering machine like few other cars.
For 1997 IMP also released a special Edition with a new 3.8L V8 producing 357hp. The S1 was born.
It’s exterior had been extensively restyled for a more angular and aggressive look, while the 3.8L V8 made it a formidable nemesis to the excellent Erin Scarlet X, also with a 3.8L V8.
Image shamelessly stolen from @DeusExMackia
If this car were a song, it’d be something that fits and is from the mid 90s. I don’t know, you tell me.
Money. Do you have it?
This is a reinterpretation of the IMP R37, with a better name. A lot of the story carries over, except for the 4.0L Diesel.
The Tempesta was launched in October 1990 and hit showrooms in early 1991. Riding on a shortened Opera platform, the Tempesta was a 2-seat super GT, which would define a new design direction for all future IMP cars.
Initially two engines were available, a 3.8L I6 with 280hp and a 4.8L Quad-Cam V8 with 340hp, both with a manual or automatic transmission. 1992 saw the introduction of the first incarnation of IMPs flagship performance engine, the 5.8L VT-58G, then with 400hp. The 5.8L was initially coupled to a 4-speed electronically controlled automatic transmission, and air suspension.
Four years later a major mechanical update was in store. The new 380S produced 310hp while the 4.8L V8 had been stroked to 5.0L and could impress with 400hp just as the more expensive Tempesta 580. Both engines were now available with either a six-speed manual or 5-speed automatic. But the Flagship hadn’t been forgotten even if it did soldier on for another year.
The all-new 5-valve VT-258G was lifted straight out of the new Opera but slightly tweaked to give even more power than the Opera S1’s already impressive 486hp and 599Nm. 500 was the magic number. The new 580 was also available with the 5AT or a unique 6-speed manual with gearing designed specifically for speeds beyond any motorway speed limit. Paired with new flared wheelarches and only available in one colour, a unique shade of purplish black, the Tempesta 580 had become the Velcocitas. Capable of 200mph+, the Velocitas was not only the fastest but also the most expensive IMP ever, and has become an instant classic. A rare and not well known option was an IMR Supercharger kit with 660hp, backed by a full factory warranty and only available from 1998-2000. 18 of these kits have been sold.
A final facelift happened in 1999, just 18 months before production of the Tempesta ended, with a new headlight design that once again would find its way into future IMP vehicles. Some tweaks to the interior and chassis also improved its handling in tighter corners. The engines would remain the same.
do you have any cars that could of competed with the 1971-1972 Calvinator Model C Lauriville?
Sort out your own thread before defiling other’s stuff.
Hello and welcome to AutomationWeek, we’re glad to have you with us.
IMP has always been known over here more for their compact trucks, but ever since the 1960s they’ve also made their mark with solid sedans and station wagons. The IMP Impakt has been with us for a couple years now, when we first tested it back in '84 we liked it’s nimble handling, excellent brakes and impressive fit and finish, but were less satisfied with its straight line performance and lack of storage space.
Now for '86 IMP has updated its compact sedan, and this is what we think of it:
To spot the most obvious external difference you just have to look at it. This year the Impakt gets the same compound headlights as its european counterpart, and the rear end has been redesigned and lost its dual round taillights in favour of full-width taillight clusters with amber indicators. We found it’s looks to be rather handsome.
But its only when you get into the driver’s seat that you notice where the real work has been done. We found that the old 2.2L Inline four was a bit underwhelming, which is why the 1986 Impakt has an all-new 2.4L Inline six with Multiport Fuel Injection. It’s an all-aluminum design with a single-overhead cam, and the superior air-flow of four valves per cylinder. It’s ratings are up to 138hp and 148lb-ft. The engine is quiet and refined with just a hint of sonorous growl and a flat power band with excellent low-and midrange torque. A slick five-speed manual comes standard, with a four-speed automatic being optional. Our test car came equipped with the latter.
Out on the track the strong motor and responsive automatic produced very good times for a car of this size, the 1/4 mile was dealth with in just 17.1 seconds with a terminal trap speed of 84mph. 0-60mph took just 9.3 seconds. We expect the times of the manual car to be even better. Rumour has it IMP is developing an even quicker turbocharged model for 1988.
One thing we’re glad IMP hasn’t changed are the brakes, because they are still among the best in the business. Four wheel disks and standard ABS produced an incredible average stopping distance from 55mph of just 99ft, with no fade whatsoever. And this inherent safety carries over to the handling, thanks to new low-profile 15" alloy wheels its even more predictable than before. It stays neutral most of the time which changes into mild plow when pushed beyond the limits of adhesion. Overall stability in the emergency lane changing test was without fault.
The interior is business as usual, we still love the clear backlit gauges, even if they are still lacking a Voltmeter. The Steering wheel has both telescopic and tilting adjustments so everyone can find an ideal seating position, even if the seats are still too tight for your average american. Controls are plentiful, but carefully placed. The six speaker Cassette Radio has a fine sound but is mounted a bit too low for our tastes. Rear headroom is also lacking, and the complex rear suspension geometry cuts into the already tight trunk space.
The Impakt is EPA rated at 28mpg highway and 22mpg city. Our test loop returned 24mpg average.
Then there is the price. At $20,685 this GT6 Automatic is by no means a bargain, but competitively priced with other european offerings.
- European styling
- Predictable Handling
- Fit and Finish
- Interior space
Prepare for Impakt.
The Impakt A Type was developed in the late 1980s specifically for the North American market. It was based on the earlier America but with some styling tweaks for a more striking appearance. Most notably concealed headlights, body coloured trim, addtional chrome and revised taillight graphics. The base 2.4L engine was bumped to 147hp and 160ft-lb, while a turbocharged 2.4L engine with 197hp and 220ft-lb was added as well as a 1.9L Turbodiesel with 88hp and 199ft-lb. The A Types not only introduced Viscous All-Wheel-Drive to America, they made it standard equipment on the Petrol A6 and A6 T. The A4 D was the only US Impakt to be available with RWD, which helped CAFE figures with its EPA ratings of 30mpg City, 42mpg Hwy and 35mpg combined. As before Buyers could choose between a 5-speed manual or a 4-speed Automatic that was the only option on the A6 T.
2.4L SOHC 24V Inline 6 [IMP K-124FII], 148hp, 160ft-lb, 2927lbs, 0-60mph 8.7s, 130mph, 26mpg combined
Impakt A6 T:
2.4L SOHC 24V Inline 6 Turbocharged [IMP K-124TA], 197hp, 220ft-lb, 3047lbs, 0-60mph 8.0s, 138mph, 23mpg combined
Impakt A4 D:
1.9L SOHC 8V Inline 4 Turbodiesel [IMP D417 TA-V90], 88hp, 199ft-lb, 2855lbs, 0-60mph 13.4s, 113mph, 35mpg combined