PRODUCTION ENGINES
6 cylinder
The first engine to be produced and placed in a car from DSD was the DSD6 (there were fights and screaming matches Darkshine’s wanted a v8 and a v8 only but reality from The Boss and Big Arse soon took hold)
A large over-square 2valve DOHC straight 6 with a 90.0/110.0 bore and stroke.
The first iteration of this engine was simple known as a 3.9 Blue 6.
DSD’s first attempt at a VVT powered vehicle and it was ell worth the hassle and trouble. The engine in this guise only produced 200hp but instant boost response and a great push of torque negated such a small number.
Running true MPFI and a large inter-cooler helped to keep running costs down and reliability up.
In 2006 the second iteration of the DSD6 was created and released to the public in 2007 with the new CASSOWARY car.
Two new trims were created a N/a variant and a new performance oriented turbo engine.
Starting with the 4.2L naturally aspirated model. The maximum bore and stroke was used to create a high torque high economy engine. We then swapped the forged bottom end components for cheaper but still of high quality cast items. VVT runs only the intake cam as dual VVT proved to not produce the gains we were looking for. The 4.2 includes ITB Efi and is ideally suited for 91oct fuel. Matched to a 6-2-1 set of stainless steel headers designed to be used with a large bore single exhaust. This engine is known as the red6 and outputs 220hp/319Nm.
Next we have the DR6 Turbo.
A 4L performance orientated version of the origin blue 6. Inside the block is a forged crankshaft swinging H beam rods attached to Forged pistons. A much hotter set of cam’s are used compared to the original and the engine utilizes VVT on both cams. The Turbocharger was changed to a unit with a smaller turbine but larger A/R ratio’s. Carried over from the Red6 is the ITB Efi. Ideally suited to a high flow catalytic converted and large bore single exhaust this engine produces 261Hp/395Nm.
The engine family survived well into the early 2010’s before being completely replaced by the DSD4
juliusgraham5485 - THE DSD 6.zip (101.8 KB)
8 cylinder
The first engine dreamed up by Darkshine’s was the DSD8.
There were a few simple rules that Darkshine’s put down that the engine must adhere to.
1-Crosspane crankshaft
2- SOHC 2valves
3-That fancy VVL shit
4-A minimum capacity of less than 5.8L
5-Alloy block and heads.
So with this in mind the Puncy Pom got to work.
What was created was a large stroke high capacity economical block and heads with a massive bore spacing allowing for a bore and stroke of up to 104mm/120mm.
The first every version of the DSD8 to go into production was the small bore 5.8L with a bore and stroke of 95.2mm/102mm. The alloy block is filled with high quality lightweight cast parts and a total static compression of 8.1:1. The VVL proved challenging and on this first engine was far from ideal.MPEfi was fitted as standard with a long runner intake manifold and high flow air filter and the engine is designed for 91oct fuel. A lazy engine total power is 292Hp/443Nm with a redline set at 5100RPM.The exhaust is DSD’s standard tuned tri-y headers suited to a small single exhaust system.
The second version of this engine was the 6.9L. This engine uses the highest quality lightweight forged steel parts in its block combined with a much hooter set of camshafts and a static compression of 9.5:1. A unique twin plenum chamber short ram intake manifold was matched to suit the more aggressive camshaft profile. The engine runs on 96oct fuel and is fitted with a set of our NASCAR headers modified for mass production. The engine produces 450hp/614Nm An was the most powerful mass produced engine at DSD from 2004-2006.
Windsor RPG
The Windsor as fitted to Griffen a joint venture between DSD and RPG
DSD heavily modified the 1964 engine to suit a new car buyer below is what we did.
Well we did our best with the old Windsor and have decided to pay for the rights to use your design.
We have however made some changes to suit the Griffen that will be it’s new home.
So we decided to use the stock OHV cast heads and block. Luckily there was a little bit of playing room as far as bore/stroke goes so naturally we went with the highest possible at 5452cc, we also 3/4 filled the block with engine grout to give a little more strength and the main caps are now a 6 bolt affair.
We filled the block with our own forged crankshaft with Mahle Rods and Pistons with a static compression of 9.6:1.
Then turning our attention to the heads we first raised the exhaust ports cleaned up the sharp turn radius for the exhaust valve and fitted a lightweight valve. On the intake side the intake manifold was match ported to the cylinder heads, a much larger valve was installed and we added length to the intake port (we had to weld up the old ports and start from scratch. We also modified the manifold to be a dry system with no coolant running through the manifold, also unique to the DSD version is an electric water pump. The ecu is a Holley unit and spark is now provided by a MSD crank wheel trigger coil on plug ignition system.
The camshaft is an off the shelf DSD unit (part no. 28528DSDC) and No fancy VVT was used. The only way that we could make this engine reliable and economical was to use turbocharging with units as always supplied by Precision Turbo’s. The turbo’s are tiny with large A/r ratios a small intercooler and very modest boost pressure. With the use of turbo’s DSD finally decided to invest in DI technology and the mighty Windsor is the first to benefit. What this means is an engine that develops economical effortless power while only requiring 91Oct fuel and in total we raised power by 81HP and torque by a staggering 132NM of torque while using 100% less fuel total power is 300Hp/517Nm
Limited Production and one off specials
THE 497ci R
Released with the E MODEL SARATOGA’s this was a high output engine with drag racing in mind. Only 437 of these were produced by DSD with only 201 E MODELS sold worldwide and the others used as replacement motors.
Utilizing the largest possible bore and stroke at 104mm/120mm a billet crankshaft was needed to allow for such high torque figures, attached to this are a set of lightweight pistons being swung by I beam steel Rods.12.1:1 static compression is achieved along with very hot cams and extreme VVL tuning. The fuel system is unique in that a twin 4bbl tuned ram setup is used with twin pro-system single barrel carburetors. DSD an NX also offer a complete nitro package to complement the carbs. A set of DSD 4-1 NASCAR headers are supplied and are tuned to be used without any other exhaust attachments. This engine must be run on e85 and will produce on average 639Hp/794Nm.
CRATE ENGINES
DSD’s first venture was to create an engine that could be used globally for motorsport with emphasis on the Australian v8 Supercars series and the Nascar Cup series.
Darkshine’s approached the Puncy Pom and the two sat down and think tank’d exactly what it is that they wished to create.
Rule one it must be a cross-plane v8 using a cast block and alloy OHV heads.
Rule two it must rev past 6800RPM
Rule three it must be able to be produced cheaply and quickly without sacrificing power or reliability.
So the two knew a heavy cast block was needed to be used in Nascar but it still had to be light enough to be easily swapped and changed from one vehicle to the next and it had to be very simple and easy to work with. With this in mind the two played around with different bore and stroke ratio’s to find the best compromise between rev’s and torque. Settling on a short stroke design with a max bore/stroke of 107.5mm/80.7mm.
The first variant that was looked at was the Nascar engine (known as a blue engine) and it had to be to spec. This meant a total capacity of 5860cc and a single 4bbl carburetor. The block was designed with this in mind and the bore/stroke currently sat at exactly 5.86L. Bottom end components were a no brainer with a forged crankshaft swinging I beam steel rods and lightweight pistons with a static compression of 9.8:1. The camshaft stats are hidden and a industry secret and DSD never released the actual numbers to the public.
A single Pro System 750Cfm 4bbl carb with restriction plate is used on top of an alloy single plane intake manifold. 98 octane race fuel is combined with high ignition timing and a fuel rate of 13.5:1. The heads are a Ford design and are carbon copies of 2v Cleveland heads that are high breathing and allow for the 8000RPM redline.
On the exhaust side we used the Nascar spec 4-1 headers and is optimized for a single exhaust system.
Total power is capped at 502hp/510Nm.
Available for $10000 shipped
The second variant known as a red motor was to be used in the Australian V8 supercars series and as such it also needed to be built within certain specs. A maximum capacity of 5000cc with EFI.
So Adam decided to drop the stroke even lower to allow for a total capacity of 4999cc. This was achieved by using a slightly smaller bore size of 106.9mm and a tiny stroke set at 69.7mm and a static compression of 10.9:1 (going any lower on the stroke will cause the piston speeds to be to great and we lost power).
Again camshaft specs have been kept quite what has been made public is the gorgeous ITB EFI system now flowing the fuel. The engine is setup for dual fuel usage and can run from e85 or 98 octane pump gas. The exhaust system is of a much higher tech than the Nascar headers and we chose to use a 8-2 design and the headers are optimized for a twin exhaust system.
Power is capped at 534hp/526Nm.
Available for $12500
The above to engine’s were only available to race teams direct from DSD HQ however Darkshine’s had the insight into offering crate engines to the aftermarket field and to export the engines to other manufacturers. Marcin decided in his wisdom to limit how many types of engines that darkshine’s and Adam could create. His brief to the two was simple.
“I don’t want you two fucking around in here for month’s on end chasing power or designing engines that are too complicated! We have our SARATOGA about to go into production and I really need Adam to do his real job. I will allow another 3 engines but that is it, these are not production engines it’s your bloody hobby. Get it done quick or I’l let the Big Arse shred your data!”
So Adam decided that the first should be an eco friendly engine, and as the two are trying to save money they used the NASCAR intake manifold with F.A.S.T centrepoint fuel injection. the rotating assembly was simplified with a cast crank rods and pistons filling the block to keep the cost down. This would be known as the green motor, with the largest stroke to bore ratio with 99mm bores and a stroke of 80mm. Static compression is set at 8.0:1 and a standard DSD cam profile is used.
The engine is designed around everyday off the shelf extractors and is suited to a single exhaust system. When run on the dyno these engines on average produce 259hp/358Nm.
Available through most parts stores and all DSD dealers for $6500
The second Crate engine was designed as a turn key hot rodders package, known as the chrome motor, designed to look good and cruise all night long. Adam settled on 5400cc with a 103.2mm bore and a 80.7mm stroke.
Cast items were settled on to fill the block as darkshine’s pointed out that most rodders want a reliable easy to work with engine and big power numbers don’t always sell engines.
A DSD torque king camshaft operates the whole shebang and providing fuel are a period set of holley 350Cfm two barrel carbs.
The exhaust is optimized for torque delivery and is ideally suited to a small twin exhaust system, she run’s on regular and power output averages 254hp/403Nm
Available through all good parts stores and DSD dealships for $7250
The final crate engine designed by DSD was to be a supercharger ready package.
To do this Turbochargers were stolen from the production line (DSD only uses turbochargers provided by Precision Turbo’s and supercharger units are provided by Procharger). To keep packaging small only 54mm turbochargers were used with moderate boost. The two ummed and ahhed over whether to actually sell the engine with the turbochargers fitted and in the end Darkshine famously decided
“we have them there why the fuck not”
So the boost friendly engine was called the orange engine. The engine utilizes all of the bore spacing available and share the same bore/stroke as the Nascar engine at 5860cc capacity.
The bottom end also uses a Nascar crank and rods with low compression forged pistons.
The camshaft is a DSD hot cam and just 6.0:1 compression ratios are achieved.
The engine requires 95 octane fuel and the exhaust like all twin turbo’s is optimized for a large twin exhaust setup. Power averages 409hp/533Nm
ONLY AVAILABLE BY SPECIAL ORDER from DSD dealerships for $11750
juliusgraham5485 - Crate Cleveland.zip (129.0 KB)
The DSD8 was made available for purchase in the Aftermarket sector including all factory engines. A total of 9 varients are available rangine from 5.8L-8.1L and 270hp-700hp
The first was a 500Hp/687Nm Big Bore version known as the White Knight motor.
All alloy block with top off the line bottom end components from Mahle. A total capacity of 497ci with VVL means a nice smooth torque curve. Unique to this engine is the use of replica DCoe carburetors, the engine is emission legal etc however great time was taken to make it look like an engine from the group A Australian touring cars. 95oct fuel again is required and a low static compression of 7.8:1 allows for supercharging if desired.
juliusgraham5485 - THE DSD V8.zip (149.9 KB)
Available in Australia and the U.S Only retailing at $12000
The next crate engine is completely different to what DSD would normally offer but we need to make money so here they are.
The DSD4 crate engine varients 3 in total. (Available from 2007 onward)
660cc of pure fun!
Designed to be somewhat competitive in the Japanese Kei car market the DSD4 is a little bit of engineering beauty.
This 40ci mini monster is in constant development and we are always trying for more power out of this little engine and we have also moved into P plater approved motorcycles with this engine.
An Alsi 5 valve inline 4 with low friction rotating assembly and a static compression of around 9.5:1 this was the first ever engine by DSD to use DI combined with VVT. The addition of a small custom made Procharger supercharger brings power up to the regulated 66Hp/86.7Nm on 91oct fuel. Ideally suited to the motorbike fraternity this engine is marketed at the cafe racer segment.
Available Worldwide (mostly to Indonesia) for $1650 AUD
juliusgraham5485 - The DSD 4.zip (113.6 KB)
The Latest Crate offering from DSD 3 Ford style Big Blocks ranging from 300hp -1500hp
The N.O.S 557ci SOHC v8
An all Alsi affair. Designed to used the bore spacing’s from a 385 series Ford and matching those specs to a FE Ford SOHC head.
This allowed for the extra cubic capacity to be used with much higher flowing heads.
Unlike the DSD8 the 557 heads have the valves in different positions and are much larger in diameter.
The block comes filled with Forged goodies supplied by Mahle/Bryant Racing.
optimized as a low compression high torque engine Turbo/Supercharging only requires a re-tune of the ecu.
Speaking of the Ecu it comes from Holley and is a self learning unit that can tune itself independently. All of the fuel injection equipment is mounted in the top mount throttle body for ease of maintenance. The 557 is designed as a modular engine platform in that it is designed to be used in multiple applications these include but are not limited to speed/ski boat engines, motor homes, light trucks and pick-up trucks, 4x4 and off coarse muscle cars and hotrods.
The engine does require 95oct fuel and comes with a new set off 4-1 headers suited for a large bore single exhaust. Total power is 500Hp/764Nm
juliusgraham5485 - Boss 429 DSD CRATE.zip (100.1 KB)
Available from all good part stores Worldwide retails for $5599
In 2016 a private collector @ramthecowy who formerly worked for Saab came to darkshines with a proposition.
He would build DSD it’s own modern high tech racecourse if DSD would purchase the few experimental engines that were in his possession.
The Nökken V8!
The story goes.
A team of mates that left Saab during the production of the second generation of the Sonnett got together to produce a V8 that could power sports cars, around the world. The official paperwork states
Year: 1973
Displacement: 2112cc/ 112 Kg’s
Fuel: 91 Octane Regular Mechanical Fuel Injection
Exhaust: 4-1 tuned exhaust
Loudness: somewhere between 42 and 45
Reliability 46
Cylinders: 8
Aspiration: Natural
Power: 120kW/161hp
Torque: Somewhere like 180/200Nm
Redline: 7000rpm
Price: Under ~$900 materials
Originally skeptical after receiving the engine along with the tooling blueprints Darkshine’s became very excited. Here were 10 experimental engine from Saab with documentation and the rights to build more!
So the original engines were interesting the mechanical injection worked but could be improved easily by switching to a carb. The 4 valve heads were well designed with minor short turn radius improvements made by DSD.
With only 10 original engines produced these remained with darkshines in his personal collection however two variants were made to suit the public a 1973 version and a 2016 version.
The original Nokken v8 if you want one you gotta pay big $1,000,000.00 AUD
The DSD Nokken V8, the re-made re-tooled nostalgia version available for $2499.99 AUD
The modern Crate engine uses EFI along with new forged bottom end components to achieve 212hp. These engine are ideally suited to small FWD setups or transverse AWD and are available for $3999.99 AUD
juliusgraham5485 - Nokken.zip (96.3 KB)
