Eh, the Skyline always sucked in those games.
It has 280hp, a 6-speed manual transmission, AWD and a 8400rpm redline. It’s also faster around the Top Gear Test Track than a BMW E60 M5.
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In the 2010s, the Monolith product portfolio was significantly widened. Part of that was the return of a bespoke compact pick-up truck designed to fill the gap between small, passenger car based minitrucks like the Fiat Strada and Volkswagen Saveiro and purpose built trucks like the Toyota Hilux, Mitsubishi L200 and VW Amarok. Thus the S-Series was born.
The S-Series is very much a middle ground between these vehicles, as it does not use a ladder chassis like the larger trucks, instead it utilizes a modified van chassis similar to the Honda Ridgeline, and as a result the payload and towing capacity are not quite at the same level of “real” trucks, however it is therefore much lighter and delivers superior on-road driving dynamics and greatly improved fuel economy.
The platform is a derivative of the Monolith V-400 delivery van, that has been modified in certain areas. It utilizes the same RWD layout with MacPherson Struts at the front and the proven Monolith heavy-duty semi trailing arm rear suspension used on most Monolith Vans and Pick-Up trucks since 1986. To get as much truck as possible on the footprint of a Mazda 3, the platform was widened, resulting in a bed comparable in capacity to larger offerings like the Mitsubishi L200. This however didn’t leave enough space for a second row of seats, but a good compromise was quickly found by effciently utilizing the available width to add a full sized third seat between the driver and passenger seat, a quirk we unashamedly copied from the Fiat Multipla.
The mechanicals meanwhile are unchanged from the V-400, with one petrol and two diesel engine options, each paired to a six-speed manual transmission or an optional 6-speed automatic. By default, power is sent to the rear wheels, with full-time AWD being a $1,750 option that also includes a locking rear differential for off-road use.
And finally, just for fun we’ve also built the limited edition S260 Rallye, which uses a very special 2.6L V6 originally conceived in the early 1990s for DTM racing, which produces 280hp and outrevs just about any other engine currently on the market. It also includes sticky, large diameter wheels, brakes and sports tuned suspension for when one must take a bale of hay on the Nürburgring, as you do. Some say it was spotted on the Top Gear Test Track as part of filming for Season 23, and that it did a lap in 1:26.18. All we know is that only 2588 will be built.
Edit: Seeing as Saminda has released a redesigned Tonaro for 2016, our IMP overlords have decided to move the benchmark even further up by introducing another Diesel option alongside a facelift for 2017. The 2017 S340D1 is equipped with an all-new 3.4L Inline six turbodiesel featuring DV3 continuously variable valve timing and lift first seen in the M-X 425D. Thanks to DV3 it produces 245hp and 580Nm while returning 41mpg combined. Because Monolith is pro-choice it can still be ordered with a 6-speed manual transmission.
Stats:
S270: 2.7L Inline 4 petrol engine [IMP FB-227FQ], 185hp, 251Nm (184lb-ft), 1395kg (AWD: 1495kg), 34mpg, $18,650 (AWD: $20,400)
S220D1: 2.2L Inline 4 Turbodiesel [IMP D422/J9 V150], 148hp, 368Nm (273lb-ft), 1435kg (AWD: 1520kg), 47mpg, $20,105 (AWD: $21,855)
S220D2: 2.2L Inline 4 Turbodiesel [IMP D422/J9 V175], 175hp, 420Nm (311lb-ft), 1435kg (AWD: 1520kg), 43mpg, $22,105 (AWD: $23,855)
2017 S340D1: 3.4L Inline 6 Turbodiesel [IMP D634M T-V240], 245hp, 580Nm (430lb-ft], 1520kg (AWD: 1610kg), 41mpg, $26,650 (AWD: $28,400)
S260 Rallye: 2.6L V6 [IMP QB-226G], 276hp, 282Nm (207lb-ft), 1550kg, 23mpg, $42,830, limited to 2588 units
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In all honesty just your regular old concept car. Ironic marketing for the win. It has a 2.25L Turbocharged I4 driving all four wheels through a 7-Speed DCT gearbox. Standard stuff. Won’t enter production because I can’t model the rear end to my satisfaction.
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Monolith has one of the broadest lineups that exclusively features SUVs and Utility vehicles. The newest addition to it will be the final production version of the Monolith M-X concept car (which happens to be the first SUV presented here in some delightfully sketchy photoshop work), which can now be ordered and will begin deliveries in the first quarter of 2017.
The M-X represents numerous firsts for the Monolith brand. It is by far the largest SUV we’ve ever made, and the first to compete with vehicles the size of the Chevrolet Suburban, Ford Expedition EL and Auxuras SLX. However it’s size is just a trivial fact outshone by its radical approach to sustainable luxury, safety, intelligent weight reduction and efficiency.
The M-X will be one of the first mass-produced vehicles ever to make liberal use of carbon fiber and other aviation grade compound materials for the construction of its body to increase chassis rigidity, safety and reduce weight. Furthermore this is an important step for the IMP corporation in terms of future applications of these materials in our more affordable cars. The interior has been crafted with almost zero usage of plastics, instead relying on an compelling mixture of environmentally friendly, high quality leather, magnesium, titanium, bioluminescent ambient lighting, lightly treated Bamboo and 96% THC-free hemp fibers.
On the mechanical front, the M-X is exclusively powered by six-cylinder engines, a strategy pioneered by the Auxuras SLX. Unlike Auxuras however, the M-X does not rely on a singular hybrid drivetrain to deliver both performance and efficiency but instead offers three different engine options each with their own strengths.
The entry level M-X 300T is powered by IMPs all new, 3.0L Twin-Turbo HG-30FET inline six set to replace the iconic 3.8L naturally aspirated straight six engines that have become synonymous for IMPs high-quality engineering, excellent performance and reliability over 65 years and 5 generations. The top-trim M-X 400T features the equally new HG-40FMT exclusively offered in the M-X that has no issues propelling this leviathan from 0-62mph in under 5 seconds. Finally, in another Monolith tradition the M-X can also be ordered with a 4.2L Inline six turbodiesel that features a world first D-VVL system to deliver outstanding economy, performance and meet all current emission standards without cheating thanks to the patented MEAT system.
The fully independent suspension features magneto-hydraulic spring/damper units and computer controlled hydraulic anti-roll bars that completely eradicate any body roll without compromising the ride quality in any way.
All M-X models have all-wheel drive and an 8-speed automatic transmission mounted at the rear axle for better weight distribution. Optionally buyers can specify an electric limited-slip differential with torque vectoring.
We are well aware that this car does not come cheap at all, but we are confident that a little test-drive will convince anyone interested why this vehicle is worth every penny.
The Monolith M-X: An earned success.
Stats:
M-X 300T: 3.0L twin-turbo Inline 6 petrol engine [IMP HG-30FET], 360hp, 560Nm (414lb-ft), 2060kg (4530lbs), 11.7L/100km (20mpg US), $87,650
M-X 400T: 4.0L twin-turbo Inline 6 petrol engine [IMP HG-40FMT], 495hp, 760Nm (562lb-ft), 2130kg (4800lbs), 14.3L/100km (16.4mpg US), $117,320
M-X 425D: 4.25L Inline 6 Turbodiesel [IMP D642-M T-V360], 365hp, 778Nm [573lb-ft), 2100kg (4620lbs), 9.6L/100km (24.5mpg US), $99,880
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I’ve been neglecting the classics recently. Here is the original 1956 Monolith lineup.
On March 1st 1956 the Monolith brand was officially launched by IMP to sell their civilian utility vehicles. Originally only light utility vehicles were included, heavy trucks and military vehicles were still sold as IMPs until all non-military vehicles manufactured by the IMP were rebranded to Monoliths in 1978.
As such the 1956 Monolith range was still small, in fact it consisted of only two models.
The first was the familiar old LN-K46 that had been by far IMPs most successful since 1946. Over the years it had received a more functional van body and the engine was replaced by the 40hp B1300L in 1955. Promotional literature did not refer to it as the LN-K46 though, even though it was still that same old chassis derived from a three wheeled utility cart made in the 1930s. Monolith preferred to call it the “Econom” which was technically only a trim level. Aside from the panel van Monolith also offered the “Kombi” people carrier with the regular B1300 from the IMP Teuton. The LN-K46H was quickly replaced by the modern, Teuton based Monolith V-Series in 1958.
LN-K46H Econom: 1.3L OHV Inline 4 [IMP B1300L], 40hp, 95Nm, 928kg (1956-1958)
LN-K46H Kombi: 1.3L OHV Inline 4 [IMP B1300], 45hp, 95Nm, 993kg (1956-1958)
The other truck offered by Monolith was the all-new N-Series. In many ways it was similar to contemporary American Pick-Up trucks, obviously in terms of design but also in the choice of available engines. Three bodystyles were offered, a pick-up denoted with a “P” following the displacement, a panel van denoted by a “K” and a wagon denoted by an “L”.
The standard engine was the still relatively new A3800 engine in truck specification with OHV valvetrain and 120 DIN-hp. Optionally available was a 3.9L Inline 4 two-stroke diesel often confused for a 4-53 Detroit Diesel engine. It actually was completely unrelated to the DD even though many design features were very similar. The reason behind the similarities was the fact that IMP managed to get hold of a few 6-71 engines following WW2, which they first reverse-engineered and then spun-off into a multitude of unique two-stroke diesel engines powering most of IMPs post-war trucks. The 204DWA installed in the N-380 Diesel produced 95hp and 290Nm of torque.
Two standout offerings were the 380LS and 380PA. The 380LS was based on the 380L and had a better appointed interior and the same high compression OHC A3800 as the IMP L6 Super. Some say the 380LS was actually faster due to its four-speed manual gearbox.
The 380PA used the 380P bodyshell but had a heavily strengthened chassis and a 6.6L BT12-A V12 engine good for 203hp and 495Nm. It was specifically designed for safely towing weights a regular pick-up could not handle.
The N-Series sold reasonably well, especially in North America where it became one of the first foreign made trucks to make a lasting impression. It also became famous for the characteristic noise made by the four-cylinder diesel and cemented the reputation of the A-Type engines as an absolutely dependable workhorse with a perfect balance of performance, refinement and durability.
N-380P/K/L: 3.8L OHV Inline 6 [IMP A3800 (OHV)], 120hp, 277Nm, 1488-1571kg (1956-1966)
N-380P/K/L Diesel: 3.9L Uniflow-scavenged two-stroke Diesel [IMP 204DWA], 95hp, 290Nm, 1518-1665kg (1956-1966)
N-380LS: 3.8L OHC Inline 6 [IMP A3800HC (OHC)], 165hp, 305Nm, 1670kg (1956-1962)
N-380PA: 6.6L OHV V12 [IMP BT12-A 6600], 203hp, 495Nm, 1982kg (1956-1963)
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A compelling tale about an owner’s experience with his Monolith Immortal. Titled so properly: My Immortal.
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I blame depreciation.
I LOVE these taillights 
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You thought only americans get “big” right? Think again.
The Artisan is Monoliths flagship truck, and this new 2017 restyle continues to push the boundaries of what a full-size truck can really do. Aside from a fresh front fascia the most important changes happened underneath the body.
An all-new engine range consisting almost entirely of IMPs trademark Inline Six engines with revolutionary technologies, improved efficiency and further improved durability and ease of maintenance. The 2.9L Four cylinder Diesel has been put to rest in favour of the new 3.4L Inline 6 Diesel first seen in the S-Series available in RWD, AWD, 6MT or 8AT configuration. Above it there are two Variants of the 4.25L Turbodiesel also found most notably in the Monolith M-X. The 425D1 uses an economy tuned low-boost variant with 313hp and 690Nm of Torque, also available with RWD, AWD, a seven speed manual or a 7 speed DCT for optimum power usage. The 425D2 has the same engine as the M-X 425D with 360hp and 778Nm. It is also available in the Heavy Duty Artisan SL and paired to a 7-speed DCT only. The final Diesel engine is a thoroughly redesigned version of the 5.7L I6 that has been in production since 1997. With new DV3 DOHC Cylinder heads and a VGT Turbocharger it now produces 450hp and 1160Nm of Torque. It is only available in the Artisan SL. The Artisan SL575D is by default equipped with an unconventional SHD-CVT transmission keeping the engine at optimal power and efficiency at all times, improving performance and economy. As a $2,000 option it can still be specified with a 6-Speed 6A-SL Automatic transmission.
Petrol engines are still available primarily for the US and UAE markets. The entry level engine is a 4.25L Naturally aspirated Inline six with 307hp and 427Nm. Above it slots the 5.4L GE54FQ V12 with 390hp and 565Nm.
Further improvents include tweaks to the chassis, mild weight reduction and a better appoited interior made from robust polymer compounds on basic trims and environmentally friendly materials similar to the M-X on the luxurious “Emperor” trim.
Specs:
Artisan 340D:
3.4L Inline Six Turbodiesel [IMP D634-M T-V240], 245hp, 580Nm, 2230-2410kg, 31mpg combined, $48,480
Artisan 425D1:
4.25L Inline Six Turbodiesel [IMP D642-M T-V310], 313hp, 690Nm, 2320-2500kg, 29mpg combined, $58,260
Artisan 425D2:
4.25L Inline Six Turbodiesel [IMP D642-M T-V360], 360hp, 778Nm, 2340-2680kg, 25mpg combined, $62,310
Artisan SL575D:
5.75L Inline Six Turbodiesel [IMP D657-JA9 T-V450], 450hp, 1150Nm, 2760kg, 21mpg combined,
$76,860
Artisan 425B:
4.25L Inline Six [IMP HE-42FII], 307hp, 427Nm, 2300-2500kg, 18mpg combined, $46,995
Artisan 540B:
5.4L V12 [IMP GE-54FQII], 390hp, 565Nm, 2360-2680kg, 18mpg combined, $61,445
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Monolith C-Serie: No nonsense utility.
The C-Series is a basic, cheaper version of the Artisan stripped of any unnecessary and complex features, but accomplishes the same tasks using traditional methods. The Chassis and Engines are shared with the Artisan, but the rear axle stems from the M160 (effectively a heavy-duty M161), and so does the front axle on C-Series equipped with selectable four-wheel drive. The body is unique and uses far less chrome than other Monolith vehicles (in fact all exterior trim pieces are stainless steel) The C-Series is only available as a single cab with long bed and standard auxiliary lights for working at night.
Specs:
C340D:
3.4L Inline Six Turbodiesel, [IMP D634-M T-V240], 245hp, 580Nm, RWD 4WD or AWD, 2060-2180kg, $36,760
C425D:
4.25L Inline Six Turbodiesel, [IMP D642-M T-V310], 313hp, 690Nm, RWD 4WD or AWD, 2120-2240kg. $42,460
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Seriosuly handsome looking car you’ve designed there. How long did it take to get those headlights just right? 
About four minutes.
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Some more content. The redesigned Jupiter. By far the largest and heaviest vehicle we make. Also the highest average displacement and cylinder count.
The Jupiter is our full size SUV for the american and UAE markets. It seats up to nine people and still retains a minimum cargo capacity of 650Liters. With all second and third row seats folded down it’ll carry 3400L of stuff around. It has a payload of 1.4 metric tons, which means depending on where you live you’ll need a commercial vehicle license to legally drive it. It’ll also tow close to 4000kg or in other words itself on a 1000kg trailer. What kind of engine does all this require? Nothing less than IMPs ultimate flagship engine, the GA-576 V12. With 630hp and 800Nm you could move a train but IMP just likes engineering excess. If you want your grocery getter to weigh 3100kg dry and occasionally disrupt space and time you can also have an 8.0L V12 Turbodiesel with 580hp and 1400Nm of torque. But we at IMP are a practical bunch. Therefore you get full surround view parking cameras and four wheel steering for excellent maneuverability as standard. Our four-wheel steering system can turn the rear wheels up to 15° in each direction and greatly improves the turning circle and stability. You can thank us later. Naturally the suspension is of hydraulic design for comfort and capability.
Stats:
Monolith Jupiter 760LE
7.6L 60V DOHC V12 [IMP GA-576LE], 632hp, 802Nm, 8AT [IMP 885AE-H], AWD, 2858kg, 170mph, 14mpg, $88,260
Monolith Jupiter 800D
8.0L 48V DOHC V12 Turbodiesel [IMP 12.80D-L], 579hp, 1400Nm, 6AT [IMP 6150AE-SL], AWD, 3058kg, 157mph, 18mpg, $94,660
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8L V12 turbodiesel good lord, you pretty much put a truck engine in a… truck.
Well, carry on then.
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A (detuned) hypercar engine in a truck should not work, but somehow - against all odds - it does, and how!
By the way, is the 7.6L V12 also turbocharged like its diesel counterpart?
Edit: it’s normally aspirated, and although it is exclusive to light trucks and SUVs (as I had suspected) the output is still enough to shame most supercars. In fact, in the real world, there is still nothing on sale right now quite like the Monolith Jupiter.
With 630hp and 800Nm it isn’t. And it most definetely is not a hypercar engine. It is company policy that V12 engines are exclusive to trucks and SUVs.