Ich want to know why a sowjet company uses a Reichsadler for zeir emblem.
IИ SOVIET ЯUSSIЛ, EMБLEM USE УOU!
2 Likes
*Bundesadler, if so.
Not every eagle used for a coat of arms is of German origin. Not that Germans invented eagles. 
The Reichsadler is still the best, though.
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.
Club 1700:
1.7L SOHC Inline 4 [IMP D1700B], 92hp, 147Nm, 1047kg (1971-1974)
Club 1900:
1.9L SOHC Inline 4 [IMP D1900B], 104hp, 165Nm, 1051kg (1971-1974)
Club 2100:
2.1L SOHC Inline 4 [IMP D2100B], 122hp, 186Nm, 1060kg (1971-1974)
Club GT-L:
2.5L SOHC Inline 6 [IMP H25E-U], 154hp, 220Nm, 1109-1142kg (1972-1982)
Club GT-S:
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)
Club GT-E:
2.0L SOHC Inline 4 [IMP J20S-E], 159hp, 196Nm, 1045kg (1974-1978)
Club GT-R:
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.
2 Likes
What do you do if you have just built a Supercar prototype thats been held back by 1980s Diesel tech? And what if you just so happen to have a few custom built prototype V12 engines left over from a recent Collaboration with Kraft Haus Technik?
Why not combine the two?
Enter the 1991 IMR RC-039 G-Sport.
As you can see it is almost identical to the 1990 D-Sport, except for a few wings to add downforce at high speeds and some wider wheels. The main difference obviously comes down to the powertrain. In fact it uses the same IMP J33 based V12 engine as the KHT Atlantic and Atlantic GT, it even has twin turbos just like the KHT. However whereas the Atlantic uses a custom KHT Turbo setup, the G-Sport engine benefitted from IMPs comparatively much more vast resources. The engine features hollow prototype camshafts with increased lift and duration compared to standard IMP J-Type cams. The cylinders have been overbored from 88mm to 92mm while keeping the default 90mm stroke, netting a displacement increase of 0.6L for a total displacement of 7179cc. Since the thinner cylinder walls weaken the aluminium engine block, internal bracings have been added to compensate for this. The engine uses 8,2:1 compression forged steel pistons and two IHI turbochargers with a 60,5mm Turbine and 60,5mm Compressor. Using a relatively low boost threshhold of just 0,6bar the engine produces maximum boost at 2800rpm. Fuel mixture is comparatively lean coupled with advanced ignition timing for reasonable volumetric efficiency. Despite this it is capable of producing 720hp and 890Nm on 95 octane premium fuel.
Apart from a stronger transaxle and retuned suspension the RC-039 itself hasn’t been altered. It retains the comfort oriented interior designed primarily for high-speed long distance traveling. It now accelerates from 0-62mph in 3.3 seconds and will reach a top speed of 362,7kph. If it wasn’t just a prototype it’d be king of the Autobahn, which is why it’s been nicknamed “Autobahn” by a number of people in honour of a lost prototype built by IMP in the late 1930s.
1991 IMR RC-039 G-Sport “Autobahn” Concept:
IMP GJ72T Custom Twin Turbo V12, 92x90mm, 7179cc, DOHC 48V, 718hp @ 6800rpm, 893Nm @ 4500rpm, 348kg (wet)
5-Speed manual transmission, MR Layout
1585kg curb weight
0-100kph: 3.3s
Top Speed: 362,7kph (226,7mph)
Fuel consumption: 15,6L/100km
Projected price: 340.000DM
3 Likes
'doh!
Well… with this, Jag XJ220 and the F1 on the market in the early 90’s, I think I’ll have to push the car a bit further…
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It’s not on the market. All RC models up to this point are prototypes.
Although, that might be subject to change at some point in the 1990s (hint hint).
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Yet another 1990s car:
In 1991 IMP entered the highly lucrative market for expensive luxury GT cars with the almost all-new R37 Roadfortress, a car designed to rule the Highways of the world. Based on the same platform as the contemporary IMP Opera sedan, it did away with the sedan bodywork, the rear seats, and some of the wheelbase. It was never a secret that this car was specifically designed for those wealthy people who enjoy long distance driving, or maybe had to because of their work. As a result the main development goals were comfort, high-speed stability and economy. The lack of rear seats highly benefitted the trunk space, with over 670L of storage space available. To ensure that stability was not affected when traveling with 800lbs of luggage and two people on board the R37 was fitted with self-leveling rear suspension as standard. Also standard were ergonomically certified heated seats and a high-end audio system.
At launch in 1991, only one engine option was available, the proven 3.8L SOHC Inline 6 found in the Opera and some Monolith trucks, slightly reworked for this application to give 295hp instead of the usual 258hp. Peak torque remained 370Nm @ 3800rpm. It could be ordered with a 5-speed M550 manual or the A440E 4-speed automatic.
By 1992, the inline 6 was complemented by a destroked version of IMPs VT60E V8, with 5.8L and 400hp. This model featured air suspension and a standard A465E automatic transmission.
More interesting however is the DIESEL ( you know me 
) version, using the same 4.0L Inline six Turbodiesel as the crowd-favourite RC-039 D-Sport supercar, with slightly less boost to allow better fuel economy and longetivity. This made it less powerful with 240hp @ 4000rpm and 450Nm of torque @ 1800rpm. Nevertheless this made it nothing less than the fastest and most powerful diesel powered production car for many years to come. It too could be ordered with the M550 manual or the A465E automatic. Economy was damn tight as well, being capable of 36mpg combined when fitted with the manual transmission. Remember that is the combined figure, its highway mpg has been rated at 45mpg. Thanks to the 100 Liter fuel tank the diesel powered R37 could theoretically do over 1100 miles between refills. Nice.
Of course being an IMP product the Roadfortress is also as reliable as death, leading to them being nicknamed the “Landcruiser of sports cars”. The V8 and Diesel in particular are well known to regularly exceed 500.000 miles without rebuilds, one Diesel did in fact manage to reach the magic million without a rebuild, thanks to comprehensive maintenance and almost exclusive highway use.
However no car is perfect, and the air suspension units on the V8 can in fact develop leaks after a few years of use, which can cost over $4.000 to fix, which is why IMP also offers retrograde kits to replace the air suspension with conventional coil springs and shock absorbers.
Obviously this sounds like the best car ever built, but beware that it is
more expensive to buy and maintain than comparabe vehicles such as the BMW 850ci. Thankfully it doesn’t break down very often.
R37 Roadfortress B38:
3.8L SOHC Inline 6 [IMP H38GIII], 295hp, 370Nm, 1540kg, 11.2L/100km (21mpg) (1991-1998)
R37 Roadfortress B58:
5.8L SOHC V8 [IMP VT58G], 399hp, 556Nm, 1650kg, 14.3L/100km (17mpg) (1992-1998)
R37 Roadfortress Type D:
4.0L SOHC Inline 6 Turbodiesel [IMP D640T-V240], 239hp, 448Nm, 1584kg, 6.5L/100km (36mpg) (1992-1998)
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HUE HUE HUE HUE HUE…go diesel
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Should we ever get to collaborate again, its because of a bet how much sportiness KHT can extract from one of our Diesel Vans.
Do it. NOW
Only if the official presentation starts with: “Once upon a time, engineers of IMP and KHT came together, and got drunk…”
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I was thinking more of “KHT helped IMP promote their diesel technologies by modifying their diesel van to do a nordschleife laptime faster than a porsche 911” but that does not exclude the drinking
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IMP Diesels (until 1978ish) promoted themselves, courtesy of two-stroke loudness.
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DI, turbochargers and a loooong stroke.
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no.