[size=150]My performance engines for road cars are now available for download![/size]
JSC S.p.A Motori Speciali in Turin, Italy now builds specialist performance engines for select customers world wide.
Our services include:
Racing engines for various competition classes with 70 years of experience
Performance road engines for small manufacturers, specialist builders and individual customers
All engines are carefully optimized for power, fuel efficiency, reliability and smooth delivery
Road engines carry a full 3-year warranty that can be transferred from client company to their clients
Prototype preparation and test assembly of our engines on your car models and prototypes
Custom engines designed and built to order for performance and racing applications
Gameplay info:
-Performance engines suited for all fast automobiles, especially sports cars, GTs and supercars
-All engines are optimized for every in-game metric, not simply power and torque
-All engines are made with quality sliders set to zero
-Everyone can freely download, test and use our engines on their own cars so long as the source is mentioned if posted online
-If you wish to modify our engines please mention it on your postings in case you do
-All our older engines can also be ordered for retro-production should they be required for new projects
Our first customer-oriented performance engine for road cars is here!
THE HISTORY
Following the events that led to the introduction of JSC’s first road-going automobile, the 1959 Predator viewtopic.php?t=7310 the executives at JSC smelled new opportunity for business.
Throughout the 1960s new small car manufacturers were popping up everywhere. New exotic sports car brands were created and the kit car market was booming. All of these new cars needed a high performance engine and very few of the manufacturers had the ability to build such an engine themselves.
JSC had exactly that; expertise in design of and specialist factory for building high performance engines. Adding road car engines to the JSC company product lineup would significantly grow the business potential given the vastly higher production volumes associated with road cars.
The following criteria were chosen as the basis for the new engine project:
Adequate performance for a contemporary premium sports car
Light weight and compact size
Low production cost
Simple design for reliability and ease of maintenance
Using as many shared components with other JSC engines as possible
Fuel economy of regular family car standards
Potential for long-term future development
With these principles, the development of the “Customer Specification High Performance” or CSPH project was started in late 1967.
Early on it was decided the CSPH engine was to be either a V6 or V8 design as those engine types allowed the best potential as far as light weight and compact dimensions were concerned.
Thus far the JSC Predator’s AB8V42 was by far the company’s most produced engine with a total of over 200 units built including road and race variants.
In fact, there were some AB8V42 3.5-liter engine blocks still lying on the shelf… That and the fact V8s have greater performance potential tipped the
scales in favor of a V8 design. Prototype engines would soon be built using the remaining AB8V42 engine blocks as basis.
The design team had a problem however - the existing V8 engine was incredibly expensive to build, certainly not fit for any sort of mass production
for cost conscious customers. Shared components would, on the other hand, significantly reduce the design time and tooling costs for production.
In the end, the entire engine block from the Predator road car was chosen to be used. All-alloy construction remained, but the forged internals
were ditched in favour of regular cast iron items. Dry sump lubrication was naturally also deleted and a regular oil pump assembly was fitted,
powered by an auxiliary axle that could also be used to run an ignition distributor if desired.
The hemi-head quad-cam heads of the AB8V42 engine were, however, the most expensive part of the older, race-derived engine design. In addition,
design team knew the kind of ultra-high performance of the Predator engine wasn’t really needed for a more main stream proposition.
The AB8V42’s race-derived nature meant the prototype engines would also share its oversquare cylinder dimensions: 86.0 x 75.2 to be exact.
Shorter stroke was deemed appropriate for a performance engine and it would also allow future headroom for rev range. The exact engine capacity
came to be 3495 cubic centimeters, or in other words, 213 cubic inches.
Now that the designers had a simple, yet very strong engine block for the CSPH project, the next step would be the aquisition of a suitable cylinder
head. Unfortunately a cost-effective solution didn’t yet exist so the team went on to design a completely new all-alloy head for the new engine.
Prototype tests eventually indicated that adequate air flow and rev range could be achieved with a simple direct-acting SOCH 2-valve setup.
Completely Without a rocker mechanism the new heads were incredibly light and very thin in form. Cheap to manufacture and compact in size,
the only real drawback was the in-line valve arrangement didn’t allow hemispherical combustion chambers so wedge shaped chambers were developed instead.
Rather than developing lots of different size variations of the new engine, the developers had a moment of genius when they realized they could in fact
use the exact same cylinder assembly on all the different power variations. This meant the blocks all had the same cylinder bore, the same crankshaft
and even the same connecting rods. Only the pistons were different allowing for different compression ratios. All engines would thus have 3.5-liter
capacity but with varying compression ratios, fuel systems and manifolds.
Similarly, all the new engine variants had the same exact cylinder head - same cast, same chambers, same valves. Simply by changing the camshaft different
variations could be made. All this modular thinking significantly reduced the production costs which obviously helped make the new engine very competitive in price.
All kinds of different engine characters could be achieved simply by swapping removable parts with no need to alter the production tooling in any way.
It took some time to fully test and develop the new engine family along with a production line with enough capacity to meet all possible demand.
In January 1973 the work was finally finished and the first customer engines were produced. Engine code 8C35-73 was adopted for what was an 8-cylinder
engine with 3.5 liter capacity and introduced in 1973.
Labeled 8C35-80 (or Gen II), the second -generation customer engines were introduced based on lessons learned during the oil crises of the 1970s.
Even though the 8C35-family had been designed to be fuel efficient from the beginning, there was soon demand for even more frugal engines while
still keeping the necessary performance people would expect from a sports car engine. As history shows, this was not an easy task
to achieve, and most performance engines of the era would suffer from reduced power output.
Not so with JSC for much effort was put into a cylinder head redesign that would allow more air flow and increased knock resistance so
that leaner fuel mixtures could be used without performance or reliability suffering.
Production cost still needed to be kept low so single overhead cams were preferred; but on the Gen II engines a hemispherical combustion chamber
design was now made possible courtesy of 3-valve technology. Simple rockers actuated the two inlet and single exhaust valves and the goal was met;
not only did the new design significantly improve fuel efficiency, but power was actually increased in the process.
ENGINE VARIANTS AVAILABLE FROM 1980
Gen II notable features:
All-new 3-valve SOHC cylinder-heads introduced
New multivalve engines have approx. 10% more power with 5% better fuel economy
All engine variants have fuel injection as standard
For 1980 model year J.S.C Motori Speciali introduces unleaded conversion of the 8C35-80 engine family. Running regular 91-octane unleaded fuel and three-way catalytic converters,
the engines naturally have reduced power output but still quite reasonable fuel efficiency despite low quality fuel forcing low compression ratios. Normally aspirated MFI version makes
190 horsepower and the twin turbo makes 260. Engine zip file has been updated to include the new unleaded variants.
Labeled 8C35-87 (or Gen III), the third generation had two different challenges to address. Firstly, sports car technology in general had taken
a big leap in the recent years meaning even higher engine performance was now expected. Secondly, a new concept had suddenly appeared - emissions!
Even high-performance engines were now supposed to be environmentally clean and run on new, lower quality unleaded fuel.
Combining the two new requirements meant that JSC had to change their design focus somewhat more into the direction of high-tech at the expense of
affordability. The new engines still weren’t hugely expensive but at this point, they were certainly not cheap anymore.
Gen III achieved the aforementioned goals by yet again redesigning the cylinder heads. This time quad cams were back with the addition of a 4-valve
system. All engine variants now also had computer management over electronic fuel injection and multi-coil ignition. With all the new technology
Gen III engines had more power than before even with added catalytic converters that were now standard, and with lower quality 95-octane fuel.
Gen III notable features:
All-new 4-valve DOHC cylinder-heads introduced
Electronic Fuel Injection introduced
Multicoil ignition system introduced
All engine variants adopt EFI and Catalytic converters
Switch to 95-octane unleaded fuel
New engines have 5-15% more power with approx. 10% better fuel economy
Xtreme-series supercar engines introduced with blueprinting and ball-bearing turbos
Engine variants ranging from 235 to 370 hp; Xtreme series has 450 hp
With Gen III a new super-high performance engine - Xtreme series was now available.
Building a small-series supercar but don’t want to use a pushrod Chevy engine for power? Ferrari won’t sell you their V12? Fret not!
JSC Xtreme series gives you supercar power in a lightweight package and the best thing about it is the Xtreme does with the same service
schedule as all other 8C35 engines so it’s actually affordable to run and service.
The Xtreme series used a blueprinted 8C35 block with ported and polished 4-valve heads and had ball-bearing turbos with a larger intercooler.
It also featured individual throttle bodies for each cylinder along with twin plenum intake system. The first Xtreme variant had 450 hp
when it came out in 1987. Running regular 95-octane fuel, the only big difference to the normal 8Cs was what happened once you hit 4000 rpm for the first time.
Labeled 8C35-95 (or Gen IV), the fourth generation met a world of ever-increasing demands for power and economy. Even meager sport sedans were breathing
on the heels of true sportscars so a new evolution of engines was much needed.
In the form of variable valve control the necessery leap in performance was easily achieved. Production technology advances also made ball-bearing turbos
feasible for mass production and were consequently used on all the force-inducted 8C35 variants. New, lighter weight pistons allowed higher rev range
while improving knock resistance at the same time. Meanwhile, the introduction of 98-octane unleaded fuel made super-high performance engine variants
able to reach thus far unseen levels of performance.
Gen IV notable features:
All engine variants adopt variable valve control altering both timing and lift
Ball-bearing turbos on all force-inducted variants
All engines feature lightweight forged pistons
New engines have mimimum of 25% more power with approx. 10% better fuel economy
98-octane fuel available for select variants
Engine variants ranging from 330 to 455 hp; Xtreme series 530 hp
Labeled 8C35-04 (or Gen V), the fifth generation brought yet another technological leap for the 8C35 series. Direct fuel injection was now equipped
on all variants and this allowed running much higher compression ratios than before. Efficiency was improved greatly so yet again, even more power with
even less fuel burned was the result. Turbo engines switched to liquid-based intercoolers.
Gen V also brought along the first change to the actual engine block. Aluminium silicone was now used for both the block and the heads resulting in lower
weight. Surprisingly, the original cast iron crankshaft from 1973 was still being used on the entry-level normally aspirated 44V350 -engine.
Gen V notable features:
All engine variants adopt Direct Fuel Injection system
Aluminium Silicone construction for blocks and heads saving approx. 6% on engine weight
Turbo engines adopt liquid-based intercoolers
New engines have approx. 6% more power with approx. 15% better fuel economy
Engine variants ranging from 350 to 525 hp; Xtreme series 630 hp
Labeled 8C35-15 (or Gen VI), the sixth generation was all about optimization. Advances in engine construction and engine management systems allowed the previously
introduced technology to be perfected, resulting in even better fuel efficiency, lower emissions and yet more performance. The sports car engine of 2015 had become
exceedingly versatile. It was smooth, reliable, fuel efficient and very powerful over a wide rev range.
2015 was also JSC’s goodbye to naturally aspirated engines. ALthough loved by many enthusiasts, a N/A powerplant simply couldn’t hope to match JSC’s new entry-level
v8 engine with low-pressure turbocharging. Having the torque curve of a 5-liter traditional engine and 8500 rpm rev range made even the most humble of the Gen VI engines
a force to be reckoned with. Meanwhile, engine blocks were now made of magnesium for even lower weight.
Gen VI notable features:
All engines are turbocharged; entry level has low-pressure forced induction
Engine blocks now feature magnesium construction saving approx. 7% on engine weight
New engines have approx. 4% more power with approx. 8% better fuel economy
Engine variants ranging from 365 to 550 hp; Xtreme series 685 hp
