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Thiokol Imp

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Thiokol Imp - information: Thiokol Imp is a very good car, that was released by "Thiokol" company. We collected the best 11 photos of Thiokol Imp on this page.

Brand Name Thiokol
Model Thiokol Imp
Number of views 55809 views
Model's Rate 6.3 out of 10
Number of images 11 images
Interesting News
  • Nissan NP300 Navara.

    Pickups are at the brawny end of the car scene, utility vehicles that used to have a rough and ready image, and the structure and driving characteristics to match. In recent times they have become a lot more civilised, with big advances in creature comfort and road-going behaviour. The latest of the breed, Nissan’s new NP300 Navara - the NP stands for Nissan Pickup - is a very good example of how far down that road pickups have progressed. It is a big vehicle at five and a half metres long, and its elevated chassis means that you still need to be a tall, strong bloke to enter the cab with ease: it’s rather a physical upward haul for those of us more vertically challenged. But once installed it’s something of a revelation. All the controls are pleasantly weighted and you don’t need beefy muscles to drive this latest generation of Navara. It has undergone a mechanical transformation, with the rather rustic leafspring suspension of the previous model now replaced by more sophisticated coil springs, while the previous 2.5-litre dCi engine has been superseded by a more efficient 2.3-litre dCi unit with either 161 or 188bhp power outputs. Both changes bring big benefits. The new Navara has taut and tidy handling, but without undue body lean, and it also rides impressively well with some of the most cushioned comfort of any of the current crop of modern pickups. Strong performance doesn’t come with a noise penalty, and refinement is very good indeed for a vehicle of this type. Gearbox choice is six-speed manual or a seven-speed automatic transmission, and both have well-spaced ratios and a slick action. There are two body styles, the King Cab that is popular in some other markets, with shorter, rear-opening back doors and a basic bench back seat, and the Double Cab that is generally preferred here in the UK and has four full-size conventional doors and fully comfortable back seats. There is nothing rustic about interior comfort, it is on a par with a well-appointed five-seater family hatchback. It’s amply spacious and not cramped. Cabin quality has taken a quantum leap forward over the old model, with tactile materials, an elegantly styled dashboard layout and a level of fit and finish that would not disgrace a prestige-nudging saloon. Large door pockets, some well-placed central cubbyholes and a handy dashboard-top tray means there are enough places to put all your on-the-move oddments. There are five grades of trim, starting with Visia and rising through Acenta, Acenta+, N-Connecta and topping out with Tekna. All versions come with a fair level of standard kit, including Bluetooth mobile phone connectivity, electric windows, cruise control, automatic headlights, electric door mirrors, LED rear lights, and air conditioning on all four-wheel-drive models. Move up the range to Acenta trim and 16-inch alloy wheels are fitted, as well as keyless entry and start and chrome embellishments. Acenta+ versions feature 18-inch alloy wheels, climate control, rear privacy glass, reversing camera, front fog lights, leather steering wheel and gearknob, as well as heated door mirrors with power folding. In N-Connecta trim, as tested, a seven-inch touchscreen navigation system is included, and there’s DAB digital radio and Bluetooth audio streaming, while choosing Tekna versions includes leather upholstery, roof rails, LED headlights and daytime running lights, rear parking sensors, a 360 degree camera system and heated and electric driver’s seat. A rear differential lock is optional on all models except the entrylevel Visia trim, while an electric sunroof is available on Tekna versions at extra cost. The new NP300 Navara shows how far pickups have come in recent years. From the outside this is still a large, beefy workhorse, albeit one with sleeker curves than before. From the inside, and in its driving manners, you could think yourself at the wheel of an upper-crust SUV. Nissan has done a good job of significantly upping its game with this one.
  • RC 390.

    If you thought the RC 390 was a great bike to own and ride, well, guess what, it becomes even better now. KTM have ditched that underbelly exhaust for a more conventionally mounted end can on the right and have added ride-by-wire technology to help refine the delivery of the 44 PS from the bike’s liquid-cooled 373-cc single-cylinder engine. A slipper clutch has also been thrown in to reduce wheel chatter during trail braking or aggressive downshifting. All of these additions also mean that for the first time the KTM RC 390 is now Euro 4 compliant. Expect these changes to come into the 390 Duke as well.
  • Vauxhall Viva SE 1.0i ecoFLEX.

    It’s been a few months since the baby Viva went on sale, but because there weren’t any 99g/km ecoFLEX editions available to drive at the car’s launch, we have had to wait until now to get our hands on one. Reviving a legendary name from the past, the Viva wears the Opel Karl nameplate in Europe and replaces the boxy Agila at the bottom of the Vauxhall line-up. Just one sub-100g/km edition is offered, and that’s this entry-level SE edition, however, it comes pretty well kitted out for the cash, with big car features like cruise control, Bluetooth mobile phone connectivity and a lane departure warning system. It’s a shame that you’ll need to cough up extra to get DAB digital radio and a space saver spare wheel, though. It’s a cute looking car, with an appearance that’s a whole lot more appealing than its predecessor. Inside, the dashboard is attractively styled, and though it’s awash with hard plastics, Vauxhall’s designers have managed to make the surfaces look good, as well as giving them a sturdy, built-to-last feel. All of the controls are logically arranged high up on the dashboard, and the white on black instruments are easy to read. The driving position is pretty good, despite the steering wheel only being adjustable for rake and not reach, with the seats delivering decent comfort levels. Headroom both front and rear is expansive and surprisingly considering its tiny footprint, there’s more than enough space in the back to carry a couple of passengers, with knee and legroom generous. There’s seatbelts for three back there, but because the Viva is relatively narrow, any middle seat passenger will soon become close friends with the other participants. Boot space is on the small side compared to other city car rivals, not helped by a high sill to haul luggage over, but can be opened up further by tipping the rear seats down almost flat. With most Vivas spending their time in the urban sprawl, there’s sufficient performance to keep up with other traffic. The little 74bhp 1.0-litre three-cylinder engine is quiet and only becomes more raucous when you have your right foot to the floor. The gearbox is smooth and easy to slide in and out of gear, all helped by a light clutch. Surprisingly there’s no stop-start technology fitted to this car - maybe Vauxhall engineers are keeping it up their sleeves for a later, more efficient version. At motorway speeds, the baby Viva is more than capable of cutting it in the outside lane, with decent mid- and upper-range zip, though you’ll want to invest in a set of ear defenders, as there’s more road noise than is ideal, and you’ll hear some wind fluffing from around the front end. Handling is generally neat and tidy, albeit with a modicum of lean when cornering. There’s decent grip, however, and while the steering doesn’t serve up an enormous amount of feel, it’s alright, and better around town than on the open road. Thanks to its compact size, it’s easily manoeuvrable. One of the biggest areas to impress is in ride comfort, with an absorbent suspension that soaks up even the scruffiest of surfaces with great maturity and ease.
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