The official IMP Engine Thread (revised)

[Awildgermanappears]

Hello there everybody, this is the unofficial official page for engines I have designed for usage in my main car company, IMP ( just don't ask what that stands for ). I have built quite a lot of engines since the latest major update, so I will only gradually add a few select "worthy" engines to this thread, and maybe give a little story on my inspirations and intended purposes for said engine.

IMP passenger car engines (pre 1981): [LINKS FOLLOW WHEN THE EXPORT TOOL WORKS PROPERLY AGAIN]

K41: 1946-1955, Inline 4, 1.0-1.4L, 72x85,7mm, "SV" 8V, 28-43hp

A-series (OHV): 1951-1982, Inline 6, 3.8L, 94,8x96,9mm, OHV 12V, 120-165hp

A-series (OHC): 1952-1965, Inline 6, 3.2-4.1L, 94,8x96,9mm, OHC 12V, 137-216hp

B-series: 1955-1961, Inline 4, 1.3-1.8L, 81,5x87mm, OHV 8V, 50-78hp

C-series: 1958-1970, Inline 6, 2.0-2.7L, 81,5x87mm, OHV 12V, 98-142hp

D-series: 1961-1974, Inline 4, 1.5-2,1L, 90x82mm, SOHC 8V, 74-165hp

E-series: 1965-1976, Inline 4, 1.0-1.4L, 75x79mm, SOHC 8V, 52-115hp

F-series: 1966-1982, Inline 6, 3.0-4.0L, 100x91mm, SOHC 12V, 160-250hp

G-series: 1967-1981, V8, 3.6-4.8L, 96x88mm, DOHC 16V, 209-260hp

H-series: 1970-1981, Inline 6, 2.1-3.0L, 86,5x85mm, SOHC 12V, 127-200hp

I-series: 1971-1973, V6, 2.2-3.0L, 94,5x71mm, DOHC 12V, 193-258hp (experimental High-Performance engine)

J-series: 1974-1983, Inline 4, 1.6-2.0L, 86,5x85mm, SOHC 8V, 75-145hp

K-series: 1976-1984, Inline 4, 1.0-1.4L, mm, SOHC 8V, 50-82hp

L-series: 1979-1985, V8 Flatplane, 3.6-4.1L, 96x88mm, DOHC 16V, 240-270hp


IMP passenger car engines (post 1981): [TO BE ADDED GRADUALLY]

Inline 3 (designated with "U")

Inline 4 (<1.5L, designated with "E")

Inline 4 (1.5-2.3L, designated with "Z")

Inline 4 (>2.3L, designated with "F")

Inline 5 (designated with "P")

Inline 6 (<2.5L, designated with "K")

Inline 6 (2.5-3.6l, designated with "J")

Inline 6 (>3.6L, designated with "H")

V6 (designated with "Q")

V8 (<5.4L, designated with "R")

V8 (>5.4L, designated with "V")

V8 Flatplane (designated with "N")

V10 (designated with "M")

V12 (designated with "G")

Boxer (designated with "B")

[Awildgermanappears]

NOTE: THIS VERSION OF THE ENGINE IS OUTDATED

Starting off my long and glorious line of fictional engines that are utter rubbish compared to anything done by actual engineers is Genesis. No not the band, my first post-war engine design, the very creatively named A-series family of engines (totally unrelated to the engine found in numerous english cars of the era). Some of my engine designs have fairly weird origin stories, and this is one of them.

2015-10-23_00001.jpg (313.91 KiB) Viewed 96112 times

But first of all, a bit about the engine itself. My A-series is a family of inline 6 engines first introduced in 1951, all with identical capacity of 3781 cubic centimeters, with a bore and stroke of 91x96.9mm. I actually built three variations of the basic block. The first one of which is a 12 valve DOHC high output engine (pictured above) that essentially serves as a development prototype to test out the limitations of the engines bottom end and to spark public interest in the upcoming models of my company. As such it produced 202hp@5100rpm and 334Nm@3000rpm with a fairly mellow cam profile, but a twin 2bbl carburetor setup and 9.0:1 compression ratio running on 98 octane fuel. Unfortunately all that fancy high performance engineering is not at all suited to early 1950s europe, so many changes had to be made for the production versions, which debuted in 1952 and would go on to serve in light and medium duty trucks as well as luxury cars until the mid 1960s. The first production version, designed for commercial applications, exchanged the complex and expensive DOHC cylinder head for a state of the art OHV design and made use of a single carburetor. In order to run on regular fuel, the compression ratio was lowered to 7.0:1, however the bottom end remained unchanged. In this form, the engine produced a much less eye-watering 134hp@3900rpm but a healthy 277Nm of torque at just 1900rpm.

2015-10-23_00005.jpg (302.63 KiB) Viewed 96112 times

The second production variant entered production in 1953 and was destined to serve in up-market luxury cars and perhaps even a sports car here and there. Like the truck variant, the cylinder head was simplified to achieve greater reliability and lower cost, however it featured an OHC design with parallel valves for more pöwer. This version made a fairly impressive for the time 165hp@4700rpm and 293Nm@2400rpm with a compression ratio of 8.5:1.

2015-10-23_00008.jpg (306.39 KiB) Viewed 96112 times

Both these engines would go on to develop a reputation for their strength and reliability and remained largely unchanged for most of their 15-year production run, save for a minor revision in 1956 to improve their fuel economy.
Now, on to the origins of this particular engine family, which is the slightly more interesting story in my opinion, it is even kinda sorta interwoven with a number of other engines that I have designed in the 1980s and 1990s (I didn't). At the beginning, there was a 16-year old me drawing a large 1980s sedan vaguely inspired by the Audi 100 C3. When trying to think of a suitable engine, I for some reason thought of the legendary Buick 3800 V6, particularly the supercharged 3800 Series II with its relatively low power but high torque, so I decided on imagining something similar. I generally prefer inline six engines massively over V6s, though 90° V6s are totally cool in my book, so I went with an inline design. I also gave my abomination a SOHC 12 valve design rather than GMs familiar pushrod engines, because I can. And unlike the Smallblock-derived GM V6 with its oversquare bore/stroke ratio I chose undersquare dimensions and a capacity of 3781cc, because I really like that number for some reason. The final addition was a nice and very 1980s turbo that boosted the imaginary power to 245hp and 450Nm of torque. Eventually I bought myself the full version of Automation and decided to flesh this particular engine out, designing modernized versions with multi-valve heads, even bigger turbos and a lot more power, as well as non-turbo versions and predecessor engines. This is also the reason why my library of engines has conspicuously many inline six engines with roughly the same capacity during the 1980s and 1990s. I have the tendency to become attached to certain of my engine designs, and the 3.8 I6 is definetely one of them.
Good Night.

[Awildgermanappears]

THIS VERSION OF THE ENGINE IS OUTDATED

This week/month/whatever: The 1996 RA engine family.
This is a family of high revving, high output naturally aspirated V8 engines with relatively small displacement designed for high performance applications. It is an all aluminium engine, of which there are two variants available, a 3.5L that features a fairly obvious DOHC cylinder head with four valves per cylinder for a total of 32 valves and develops 326hp@7500rpm and 357Nm@4900rpm, as well as a 3.8L which is generally more aggressive than it's smaller brother that develops 354hp@7200rpm and 388Nm@5000rpm. Both engines have a redline of 8000rpm. The 3.5L has mildly oversquare cylinder dimensions, with a Bore/Stroke of 84x78.9mm giving a total displacement of 3498cc, while the 3.8 gets its additional 300cc from increasing the stroke to 85.7mm, giving it a slightly undersquare Bore/Stroke-Ratio. To ensure that the bottom end can handle the high rpms this engine has to cope with, the crankshaft and connecting rods of the 3.5 are made from forged steel while the pistons are made from forged aluminium. Due to the increased piston speed the 3.8 features even more expensive titanium connecting rods. Yeah by the way when designing the engine my engineers were instructed to not care about cost at all. Fuel is delivered via a sequential multi-point EFI system with twin throttle bodies for the 3.5 and ITBs for the 3.8. Both engines have a compression ratio of 10.5:1 and run happily on 95RON premium fuel, which is pretty much the standard in europe these days. Over the course of the years the RA series only saw one major revision in 2004, which saw the addition of VVT to both variants as well as ITBs for the 3.5L. Power of the 3.5 rose to 358hp@8500rpm and 364Nm@5000rpm, while the 3.8 is nearing the magical 400hp mark with 393hp@8500rpm and 405Nm@5200rpm. Thanks to the addtion of VVT the fuel economy has been improved as well. The year 2008 finally saw the introduction of the extensively reengineered RA-2, which led to the discontinuation of the RA-38, however the RA-35 got yet another small update with the Direct Injection system from the new RA-2 and an increase in compression to 11.4:1. Horsepower of this variant has been slightly reduced to 355hp@8300rpm, while torque has improved to 382Nm@4900rpm. This variant continues to be in production alongside the new engine, slotting in just below the RA-235.

2008 RA-35GIII

2015-11-09_00005.jpg (289.64 KiB) Viewed 96044 times

Dyno figures

2015-11-09_00011.jpg (301.39 KiB) Viewed 96041 times

[Awildgermanappears]

I've decided to make some substantial changes to the engine thread, instead of just posting a random engine every now and then, I'll try to provide a full list of all IMP engines together with download links for them. For now only the pre 1981 engines will be featured, as the changes I've made to post 1981 engine nomenclatures make organizing them more difficult.

[Awildgermanappears]

Due to unforseen issues with the game most of my gamefiles had to be lost, including engines, cars, mods etc. As a result I had to redo all my engines and have decided to make a few changes while I am at it. The engines currently featured in the OP will be updated accordingly.