did u actually reached18.6:1 CR in game? or is it only RP?
I could of used a modded game, but I don’t which is why I take some RP liberties with Diesel engines. For turbos: actual ingame compression +10, and actual ingame torque x 1.35
The 1979 M130 replaced the M110 which had been produced since 1961. Like its predecessor chassis and powertrains were shared with the four-wheel drive versions of the A-Series truck, and thus quite conventional with a stout 3.8 Liter OHV Straight Six with optional fuel injection and live axles front and rear. However there were some innovations featured, both also carried over from the 1975 M112 V8 SP, namely full-time four wheel drive that improved on road driving dynamics without damaging the driveline like older systems and all coil sprung suspension, the first iteration of what is now known as the TwinTrac system. Standard on the comfortably appointed 4.5 V8 Super, these innovations were for the first time offered as options on the more utilitarian 3.8L and 4.8L Diesel. In 1980, the 4.5 V8 introduced a four-speed automatic transmission that too later found its way into the basic trims. 1982 saw the only major changes of the 12-year production run, when the 3.8L engine was replaced by a very similar 4.3L engine and a “Heavy Duty” model equipped with beefened up axles and a 7.6L V12 engine was added. The HD was later used, heavily modified, to compete in the Rallye Paris-Dakar from 1986 to 1990.
You’ve seen this vehicle a while ago, it is nothing groundbreaking by any means, and it looks pretty much the same as every SUV I’ve ever designed, but it is important for lore and the company identity.
The Monolith M140 was launched in 1990 to considerable commercial and critical success, over the years it would gain numerous upgrades which would put it further into the growing luxury SUV market such as air suspension, a 6.0L V12 engine, and even independent front suspension in its 1996 M142 derivative which greatly increased its appeal to affluent private buyers. The M140 platform remains the best selling of the M-series. But among all these sales records a vocal minority caught IMPs ear, complaining how the M140 became too expensive due to all these amenities that they considered unnecessary. So, in 1999 IMP launched a new M140 that catered specifically to the off-road fleet market. It was effectively a bare-bones M140 equipped with a new 3.2L Diesel engine, the smallest ever fitted to an M-series, a simple, durable selectable 4x4 system with locking differentials and low-range, as well as standard seating for eight people.
Enter the Professional.
A four-wheel drive station wagon built specifically for construction sites, logging companies, infrastructure development and other professional applications that require heavy-duty off-road capabilities. Visually it was barely distinguishable from its brethren, a new grille with vertical bars was the only perceptible difference. The interior was fitted with robust, waterproof and easily washable materials for the seats and equipped with plentiful storage compartments. The main difference though was the engine. The 3.2L Direct Injection diesel engine produced 180hp and 355Nm of torque, not much considering the 2.2 ton curb weight, but it got the car moving adequately and most of all was far more economical than the 210hp 4.5L Straight Six Indirect injection diesel of the other M140s or the 250hp 4.6L Straight Eight diesel reserved for luxury models. It had an average combined fuel economy of just 8.9L Diesel per 100km, four liters less than both the 4.5 and 4.6. A 5-speed manual was the only available transmission option.
As the years went on, the M140 for private usage were replaced by the M150 in 2004, however the 3.2TD Professional was kept in production due to its matured nature and superb durability. In 2005 the Professional was updated visually to resemble the M150 as well as mechanically and became the 3.2TDR Professional. The engine was upgraded with common rail injection and a diesel particulate filter to meet more stringent emission standards, now producing 198hp and 430Nm of torque. A new 6-speed manual transmission improved fuel economy to just 8,2L/100km. The 2005 refresh also brought the introduction of a 6-speed automatic transmission and optional permanent four-wheel drive, standard on automatic equipped trucks.
More years passed, and the days of the M140 seemed to be numbered when its sucessor, the M150, was itself replaced by the M160 in 2012. By that point the 140 was a 22 year old design, hardly updated sincem and considered to be borderline dangerous in terms of passive and active safety.
And then the feared end did not materialize.
2014 saw another update to the truck, this time far more thorough than the 2005 refresh, and most of it under the skin. There were some small changes to the exterior, namely new headlights with LED DRLs and a new bonnet with two humps as well as restyled 18" wheels. Far more important though were the changes to the running gear and safety equipment.
For starters, the frame received updates to its suspension and steering, new spring rates, dampers, anti roll bars and completely new steering rack with electric power assist instead of hydraulic greatly improved on-road handling without compromising the ride quality and wheel articulation, Following this, the body was reengineered to improve stiffness and increase passive safety. Active safety too received noticeable upgrades, now with 10 airbags all around and finally ESC as standard equipment. Interestingly enough little importance was given to weight reduction, despite all the modernization the vehicle still weighed in around the 2.3 ton mark. But this didn’t matter much since a new drivetrain would dramatically improve performance and efficiency.
The 3.2L engine, designed in the 1990s, could not meet upcoming Euro 6 regulations, and thus the Professional received the ubiquitous 3.4L Inline 6 Diesel engine. With 215hp and 540Nm on tap the new engine offered a comfortable performance plus over its predecessor with significantly reduced emissions and fuel consumption, at 44% thermal efficiency it is one of the most economical engines currently on sale. Uniquely, the engine does not feature EGR or even a variable geometry turbocharger, the engine is in fact effectively naked, thus far more efficient and also reliable. Emission aftertreatment is entirely handled by a special type of catalytic converter, far larger than conventional and unfortunately very expensive, yet it allows the engine to work under optimal conditions with massive benefits to economy and reliability.
An 8-speed automatic transmission complements the familiar manual transmission, while permanent AWD is now standard equipment.
These changes allow for fuel consumption as low as 6.3L/100km for the Automatic model.
2014-present Monolith M140 3.4 TDR Professional:
3.4L DOHC 24V Inline Turbodiesel [IMP D634M-T22M], 215hp, 540Nm
6MT or 8AT, AWD
2254-2291kg, 6.3L/100km, $54,990
Fully boxed high-strength steel ladder frame, corrosion resistant steel body
Four link “Twin Trac” live axles with Panhard rods and anti-roll bars front and rear
350mm vented disc brakes with ABS and ESC
The current M140 Professional may not have very much in common anymore with its 1990 original version, but it continues to be a strong seller in its admittedly niche market and has an incredible reputation for quality and capabiliy. One of the few genuine competitors I can think of is the Taiko Pike Defender, an admittedly very different beast altogether, but similar in that they are both honest relics of past times that were too good at their intended purpose to be replaced.
I would make a post about some very powerful and very heavy 1980s trucks at this point, but what is there to present? A light truck is as heavy as the game will get. So I thought I’d write something about a 1970s Van instead.
The Monolith SV75 was a range of mid- and full sized vans built from 1975 to 1988 in Germany and from 1978 to 2001 in South America and Asia. It was the last member in the IMP/Monolith S family of vans that had started in 1949, and also the last Cabover Van produced by the company. And there really wasn’t much to say about it, other than it being a solid and reliable workhorse available in two wheelbases and a plethora of bodystyles from a basic Van over an LWB High Roof bus to a double cab pick up truck. The chassis itself was mostly carried over from its predecessor, a rigid unibody with a leaf sprung live rear axle, but the SV75 added supporting frames to the front and rear sections to carry the suspension and drivetrain in an effort to increase payload and improve NVH. Later on four-wheel drive became an option as well. But what made the SV75 stand out was its styling. The SV75 featured nearly identical front end styling as the IMP HS76 range of heavy trucks launched simultaneously, with clear cut lines, modern square lights, plasic instead of chrome trim and bumpers (the bumpers were actually metal and painted dark grey) and a wide stance which gave the small van an especially masculine and heavy look for its class.
The muscular appeal was aided by a strong range of engines. Only three engines were available, a 2.3L Inline four with 90hp (B90), a fuel injected 2.4L Inline 6 with 115hp (B110) and an old but well proven 2.7L Inline 6 Diesel with 87hp (D90). They were not fast, but had good low-down torque and had little trouble handling the 1.5 ton box. The engines were moderninzed in 1984, with a 2.2L 100hp engine, a 2.5L with 140hp and a four cylinder turbodiesel with less hp but 40% more torque than the naturally aspirated six. But again, nothing special here.
More interesting were the “Mexico” trims, based on the 8-seater SWB station wagon these featured dual headlights, 15" alloy wheels, power steering, comfortably equipped interiors, a true sound system, electric windows even in the sliding doors, sunroof, air conditioning and a softer rear axle all in the name of comfort. Optional were things such as a fridge, table and sleeper seating. The Mexico Wagons were only available in bright colours with white accents (if you got a red one you might be mistaken for a fire truck).