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.
Monolith N-Series.
The mid-size Truck. The 1986 model was available with four engines at launch, the ancient Z-122E with 110hp, the highly acclaimed FA-25F with 140hp and a catalytic converter. Two Diesels, both V6 (not a typo) and naturally aspirated, a 3.0L with 98hp and a 4.0L with 121hp.
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I would like to know the story of how did a Monolith get a V6 diesel 
You might have heard of the IMP 4.0L I6 Diesel. Well as it happens the 4.0L belongs to a family of modular Inline engines primarily used in Monolith, available in three, four, five and six cylinder Blocks. The V6 block was added for van applications due to its shorter Length. It uses the same cylinder heads as the 2.0L Inline 3 so the only unique parts to the V6 are block, intake manifold and crankshaft.
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Since I didn’t get to run them at FoS, instead you get a down to earth presentation. No insane Prototypes then.
One of them was retrospectively a pioneerIng vehicle, perhaps too far a head of its time to really be a great success. The Monolith Meteor was introduced in Febuary 1985, less than 18 months After Jeeps immensely influential XJ Cherokee. While the was no doubt that the XJ was a direct inspiration for the conceptualization, another was the Matra-Simca Rancho of 1977, arguably the first crossover SUV. The Meteor was the first Monolith to not be centered around straight forward utility, although certain trim levels of the original N-series and the 1960 M110 had featured many car-like comfort features.
The Meteor was built around the unibody Monolith V-250 van chassis. The V-250 was notable for being available with optional selectable four-wheel drive from 1981 onwards. The Meteor adapted its floor pan, but added additional Box sections for increased stiffness, and used independent rear suspension from the IMP Teuton IV. The body was quite similar to normal 4x4s of the time. A novel feature was full-time four wheel drive. First used on the Monolith M112 of 1975 it was now modified to fit a much smaller chassis, initially without locking differentials.
Three engines were available, a 1.6L Inline four petrol engine with fuel injection and 85hp, a 1.9L Inline three diesel with 65hp and the then new 2.5L inline four FA-25F with 140hp and standard catalytic converter. The Diesel was quickly replaced due to its Insufficient NVH, in its place came a 1.7L Inline 4 Turbodiesel from the IMP passenger car line with 75hp. In 1986 a viscous rear Limited Slip Differential became standard on the 2.5L and optional on the lower trims. Also added was the Meteor Sport, with a high-compression variant of the 2.5L engine and specially tuned Sachs shock absorbers.
The combination of a 170hp engine with all-wheel drive and relatively low weight of 1200kgs made the Sport an unusual performance vehicle, with a 0-60mph time of 6.8s and a top speed of 210kph.
The Meteor was not a massive success initially, but sales especially in the USA picked up substantially in the late 1980s, eventually reaching 300.000 units by the end of its production run in 1994.
Meteor 160i
1.6L SOHC 8V Inline 4 [IMP Z-116E], 85hp, 133Nm, 1063kg (1985-1990)
Meteor 160
1.6L DOHC 16V Inline 4 [IMP ZR-16FQ] 101hp, 148Nm, 1102kg (1990-1994)
Meteor 250i
2.5L SOHC 16V Inline 4 [IMP FA-25F and FA-25FII] 140-155hp, 210-225Nm, 1167kg (1985-1994)
Meteor Sport
2.5L SOHC 16V Inline 4 [IMP FA-25E] 171hp, 235Nm, 1182kg, (1986-1989)
Meteor 190D
1.9L Inline 3 6V Diesel [IMP D319 S-V65] 65hp, 134Nm, 1134kg (1985-1986)
Meteor 170D Turbo
1.7L Inline 4 8V Turbodiesel [IMP D417 T-V75] 75hp, 169Nm, 1151kg (1986-1994)
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LSD’s on a very early modern cross over and it was barely 1986 when this was being launched. What a world to be in eh! Sounds like Monolith were thinking ahead of a the curve, which quite clearly explains the large SUV and Crossover range they have today.
I’m warming to the looks of the Meteor, it’s got a classic 80s charm about it, especially on the front.
You have to remember the Meteor stems from the early days of all-wheel-drive motoring. Its AWD System was comparatively crude with a fixed 50/50 torque split and initially open or manually lockable rear differential. But it was also the era when IMP/ Monolith were conducting extensive research about four-wheel-drive in high speed driving, by means of Rallying. Sprint rallyes, Endurance rallyes, Paris Dakar etc. Some of the early fruitions made their way into the Meteor Sport.
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So, the Monolith Viaggio. I intended on running the 1989 IMR RC-038V at the FoS, but no. Therefore you don’t get to see it. What I can tell you is that it was turbocharged and rather powerful for a 1980s MPV. But this Post is about the regular Viaggio.
The Monolith Viaggio was part of the Monolith V-450 trio, consisting of the basic Monolith V-450 cargo van and Combi people carrier, the four wheel drive, Monolith Adventurer off-road van and the Viaggio MPV. Each of them shared the basic unibody chassis, with differing engines and suspension setups.
The V-450 had a simple but strong leaf Sprung rear axle just like the N-Series Pickup. The Adventurer used the same front and rear live axles with long travel coil springs as the M130 SUV, while the comfortable Viaggio used car like fully independent suspension with semi trailing arms at the rear.
The Monolith Viaggio was launched in 1988, to capitalize on the recent MPV boom in the USA, and aimed at wealthier customers as there was a higher profit margin to be had and no real competitors at the time.
The Viaggio used four engines of IMPs universal UM92 series, so called due to their shared bore of 92mm. Three of them were Petrol engines with 4, 5 or 6 cylinders. There was also a 3.3L Inline 5 Turbodiesel available. Equipped with an intercooler and a catalytic converter (US spec models even had a particle filter) it produced just shy of 140hp and 320Nm.
Due to its positioning as a luxury MPV standard equipment consisted of Power steering, anti-lock brakes, driver and passenger Airbag, Air conditioning, Cassette radio, Electric windows and electrically adjustable seats. The 3.8L I6 could even be orderded with a traction control System and air suspension from IMPs Opera 560i flagship.
With 240hp and a top speed of nearly 150mph the Viaggio 3.8 was very quick not just for a people carrier, but for any car of its time.
Per Natura the Viaggio was never the biggest seller, but it retains an excellent reputation for its practicality, comfort and car like performance and handling. It has since gained a cult following in Anikatia, where Monolith Vans have become fashion items and some of the most prestigious vehicles in the region.
Viaggio 250i
2.5LSOHC 16V Inline 4 [IMP FA-25FII], 155hp, 230Nm, 1510kg, 206kph (1988-1995)
Viaggio 320i
3.2L SOHC 20V Inline 5 [IMP PA-32F], 194hp, 288Nm, 1565kg, 218kph (1988-1995)
Viaggio 380i
3.8L SOHC 24V Inline 6 [IMP H-138EII], 240HP, 352Nm, 1640kg, 237kph (1988-1995)
Viaggio 330TD Intercooled
3.3L SOHC 10V Inline 5 Turbodiesel [IMP D533 T-V140 C], 137hp, 320Nm, 1588kg, 191kph (1988-1995)
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In the meantime, an unfinished pet project of mine.
I can only tell you that it has a variety of our classic engines, two V8s and two straight sixes. One of them may or may not be a diesel.
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It may be a V8 Minivan but it’s a sensible V8 Minivan. With a lazy, low-revving 4.4L unit generating 280 smooth hp on regular gas. With the V8 you also get creature features such as a 5-speed Automatic, All-Wheel-Drive, self-leveling air suspension and a BOSE soundsystem.
If you have a few more children you can also opt for a 220hp 3.3L Inline 6 with RWD, and if you still haven’t put on a condom yet you can also buy a 180hp 2.7L Inline 4. That one can even be had with a 6-speed manual.
Monolith Viaggio. The ultimate people carrying machine.
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I keep making these performance cars…
2.5 I4, 2.8 V6 and 3.8 V8. 275, 385 and 510. 8400, 8800, 9300.
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My cars are clearly terrible because I don’t spend many hours on the design alone. One of those is the 1964 Monolith N-Series.
Launched in 1964 the Second generation N-Series was also the longest running, with a continuous production run of 15 years. It was a drastic departure from the taller previous generation and adopted a low, car-like greenhouse. The frame had to be redesigned and for the first time ever featured independent front suspension for better road holding on all models. The Design itself was almost a carbon copy of the four-wheel drive M110 and M120 that had replaced the N-Series Station Wagon and Panel Van in 1961. Also carbon copies were the engines, except they were the same units. The base model now sported a 2.1L SOHC Inline 4 cylinder engine with 85hp. The 2.3L Inline 6 had been enlargened to 2.7L and 110hp, while the 3.8L Inline 6 featured a new intake and exhaust system for 150hp vs the previous models 135hp. The 2.3L Diesel had also been enlargened to 2.7L, and now produced 76hp. All versions had a four-speed manual transmission.
All except the N380LA added in 1968. Like the N380LS of the late 1950s it was an early attempt at a more comfortable, almost luxurious utility vehicle. It too used a more powerful engine, in this case a fuel injected 3.8L I6 with 180hp, and the Chrysler A904 3-speed automatic also used on the 3.6L L6 and the 4.1L A-series.
N210:
2.1L SOHC 8V Inline 4 [IMP D2100L], 85hp, 168Nm, 1344kg
N270:
2.7L OHV 12V Inline 6 [IMP C2700L], 110hp, 213Nm, 1404kg
N380:
3.8L OHV 12V Inline 6 [IMP BT6-A 3800C], 151hp, 304Nm, 1426kg
N380LA:
3.8L OHV 12V Inline 6 [IMP BT6-A 3800C-SE], 181hp, 334Nm. 1515kg
N270 Diesel:
2.7L OHV 12V Inline 6 Diesel [IMP D623 B27], 76hp, 182Nm, 1443kg
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Hey Saminda guy is back…
Think Berlingo GTi-6.
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Back to the usual with what should have been an IAA reveal, but isn’t therefore its here.
The Saturn is not only the 2nd longest running Monolith SUV after the M-Series, It’s also the only car based SUV aside from the Meteor. The larger Saturn comes with six engine options, three Diesel and three Petrol. A 2.7L Inline 6 Turbodiesel and a 2.25L Inline 6 Petrol mark the entry level trim which is the only one available in RWD and using a 6-speed manual transmission as standard. One step above reside the 3.4L Diesel and the Monolith version of the 3.0L Turbo I6, with 3.3L and 300hp. From this point on Viscous AWD with a 43/57 F/R split is standard equipment. The Saturn S1 and R1 have sports tuned suspension and more powerful versions of the 3.4L Diesel and the 3.3L Petrol. The only visual difference between them and other Saturns are dual exhausts.
Stats:
Saturn 225:
2.25L Inline 6 Turbocharged [IMP KE-25MET], 250hp, 370Nm, 1470-1595kg, 6MT or 8AT, RWD or AWD, $46,750
Saturn 330:
3.3L Inline 6 Turbocharged [IMP JG-33MET], 305hp, 490Nm, 1570-1685kg, 7MT or 8AT, AWD, $54,630
Saturn S1:
3.3L Inline 6 Turbocharged [IMP JG-33T], 370hp, 540Nm, 1665kg, 7MT or 8AT, AWD, $59,620
Saturn 270D:
2.7L Inline 6 Turbodiesel [IMP D623M T-V215], 214hp, 500Nm, 1485-1700kg, 6MT or 8AT, RWD or AWD, $48,000
Saturn 340D:
3.4L Inline 6 Turbodiesel [IMP D634M T-V245], 245hp, 580Nm, 1599-1760kg, 7MT or 8AT, AWD, $53,200
Saturn R1:
3.4L Inline 6 Turbodiesel [IMP D634M T-V320], 320hp, 710Nm, 1685kg, 7MT or 8AT, AWD, $63,999
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How we work: A new irregular series in which we’ll present selected technologies and features commonly used on vehicles of the IMP group, to expand on the company lore and to change up my usual presentation style.
Ep.1, The Monolith “TwinTrac” Axle.
The TwinTrac axle is quickly explained. It is in essence just a live axle but instead of a conventional leaf or coil spring setup it exemplifies the IMP tradition of overengineering most things like few other things by employing not one, but two sets of coil springs and shock absorbers per wheel. The springs used have longer travel and are actually softer than common coil springs. By this method the load on each spring is decreased while the total load capacity is increased. The result is improved suspension travel and ride on all surfaces, all while offering payload comparable to conventional leaf springs.
The TwinTrac first appeared in 1977 on the Monolith M112 Super, and has since been introduced to all of our Body on Frame vehicles, starting with the V-450 Adventurer in 1988, selected trims of the A-Series and N-Series in 1991 and 1995 respectively, the Okavango in 2002, the Alpine in 2005 and the Atacama of 2017.
It helped the 1980s M130 gain fame for its endeavors in the Paris-Dakar rally by allowing the trucks to make optimum use of their behemoth turbocharged V12 engines.
The latest car to use the TwinTrac is the N-Series Pro-G 4x4, a hardcore off-roading trim of our popular Mid-Size truck.
The Pro-G also features robust Steel underbody protection, a roof rack, additional auxiliary lights, high mounted air intakes with provisions for mounting a snorkel, sealed engine and electronics, a six-speed automatic transmission with low range and front, center and rear locking differentials.
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Haven’t seen too many vehicles using the vintage 1970s Truck body since, well, thecarlover’s Super Duty Ram came out, and there don’t appear to be that many people making work vehicles in general, so naturally I had to have a go at the 1970s Truck myself. It also fits quite well into my lore as there needs to be a reason why a european automaker like IMP builds the distinctly american style Artisan Full-Size Pickup and Jupiter SUV, despite such small annoyances like the chicken tax.
IMPs first small pick-up truck, the N-Series had been quite popular in the US back in the 1950s mainly due to the availability of a 3.9L Two-stroke diesel and a mighty 6.6L V12 that offered efficiency or brute force in a durable package.
Come the 1964 second generation the newly imposed 25% import tariff on light trucks resulted in a considerable slump in sales. Anticipating the chicken tax to be a short lived one, IMP decided not to pull the Monolith brand altogether, instead introducing creature comforts unheard of in trucks of the time, such as high-end audio systems, climate control, electric windows and in-car refrigeration to keep the beer cold in all weathers. By 1968 however only three models were left in the US, the M110/M120 four-wheel drive estate cars, the V-200 Passenger van, and the A-series pick up in 420DLS form. This meant a 4.2L Diesel engine (something not yet established in light trucks), a three-speed Chrysler Torqueflite transmission and the amenities described earlier.
By 1975 the V-200 was also gone, and IMP thought to rethink the A-Series, which had previously been an elongated N-Series. The result came in 1979 and was distinctly more american than the predecessor.
Size and construction were conventional and in-line with other american offerings, except with a very utilitarian, european spin, devoid of any chrome ornamentation. The US once again only saw the Diesel engine, now up to 4.8L and 135hp, while the rest of the world also got the famous 3.8L “A” Engine and the 5.0L “HK” I6. 1981 saw the introduction of the LS Permanent, an enhanced version of the luxurious LS with full time All Wheel Drive, an automatic locking center differential and an all new 4-speed Automatic transmission with lock-up torque converter, available in the 500 or 480D. The A480DLS Permanent remained IMP’s sole full-size truck in the US for many years, a lone ranger not willing to be broken by pesky economics. Sales, while low, were consistent and the Truck has become a cult classic due to its unique status among light trucks.
Epilogue: OMG HE USED A BARTH BODY AS WELL!
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More Sport.
6.0L V12, RWD, Manual, regular cab, short box big brother of the S270 GT. Gets 28mpg without VVL.
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Now I want to see it compared with some similarly priced mid engined sports car