I have been working to make the 1995 IMP Opera more… 90s than the first draft:
In keeping with my new lore the production run of the Opera III has been extended to 13 years and two facelifts. Expect the original design to reappear sometime in the early 2000s.
While the 95L (its internal code) was only a reskin of the 87L (its predecessor)…
…a lot of the internals have been reworked to keep the car ahead of its competition. The entry level engines, both derivatives of the J-130E engine have adopted Twin-Cam VVT and improved combustion chambers. The 2.7L Base engine now produced 195hp and 265Nm of torque with improved combustion efficiency, while the more upmarket 3.0L could boast 230hp and 307Nm. The 3.8L H-138E was extensively reworked into the HF-38E. The only real changes laid in the Valvetrain, the 24V SOHC head of the H-138 was replaced by up-to-date 24V DOHC heads with TCVVT. Also changed was the fuel system. IMPs new GH-Tronic MPFI system had been developed over a span of six years and operated at far higher pressures than competing sytems. While IMPs 3.8L engines had never been trimmed for maximum power output, the HF-38 could certainly outclass its closest competitor, Jaguars 4.0L AJ16 engine, with 282hp and 395Nm compared to 250hp and 377Nm. The RT-47 V8 had also received a stroke increase to 5.0L, now good for 366hp and 490Nm. The big VT-Series V8 had always been an odd standout from a technology perspective. Whereas just about all IMP engines had adopted four valve cylinder heads by the late 1980s, the all-new VT-56 of 1987 used a 3V SOHC layout. Exactly why the designated Flagship engine was such an anachronism is not known. Regardless the VT-2 introduced in 1996 went all out, with five valves per cylinder and GH-Tronic+. The Opera Super 600 with its 6.0L VT-260LE produced just shy of 450hp and 618Nm of torque. The new Opera S1 with its 5.8L engine was even more powerful, with 486hp and 599Nm. The S1 was one of the first four door production cars to exceed 200mph.
The only engine that had hardly been changed at all was the proven, refined, reliable and surprisingly versatile (see IMR RC-039) 4.0L Turbodiesel. Power output had been increased to 230hp and it now met Euro1 standards, but that was it already.
In terms of transmissions, there were three options, a 5-speed manual (535M, 2.7 only), a 6-speed manual (645M and 670M, all models except 6.0 V8) or 5-speed automatic (545AE and 570AE, all models)
A unique selling point in the luxury sedan market was the option of a station wagon. Like the V8 model the Opera k featured air suspension as standard, as well as strengthened axles. The Opera k 400D made for an excellent tow vehicle.
The Opera 95L was first facelifted in 2001…
2.7L DOHC Inline 6 [IMP J-127EII], 195hp, 265Nm, 5MT or 5AT, 1585kg, 240kph, 9.5L/100km
3.0L DOHC Inline 6 [IMP J-130EII], 230hp, 307Nm, 6MT or 5AT, 1610kg, 253kph, 10.4L/100km
3.8L DOHC Inline 6 [IMP HF-38E], 283hp, 395Nm, 6MT or 5AT, 1675kg, 264kph, 11.2L/100km
5.0L DOHC V8 [IMP RT-50EII], 366hp, 490Nm, 6MT or 5AT, 1760kg, 278kph, 12.9L/100km
6.0L DOHC V8 [IMP VT-260LE], 446hp, 618NM, 5AT, 1975kg, 304kph, 14.8L/100km
5.8L DOHC V8 [IMP VT-258G] 486hp, 599Nm, 6MT or 5AT, 1730kg, 322kph, 13.4L/100km
4.0L SOHC Turbodiesel [IMP D640 T-V230], 232hp, 501Nm, 6MT or 5AT, 1700kg, 260kph, 6.5L/100km