Monolith [Vän]

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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? :stuck_out_tongue:

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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.

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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.

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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 :smiley:

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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.

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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.

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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.

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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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