[quote=“squidhead”]Good looking car this!
P.S: Ettore says hello 
[/quote]
Thanks mate! Yeah, stylist Zotti is a fan of mr. Bugatti’s work… Nice to hear you like the car 
[size=150]Back to the 1960s…[/size]
In the beginning of 1960s JSC was riding on the fast lane with their racing engines doing even better than before. They had already tapped into a winning streak in Formula One with Brabham and in endurance racing, their new V12 had helped team Lola score a lap record on Targa Florio 1960.
But in 1961 JSC had a problem. A problem called Jaguar E-type! JSC’s Predator 3500 GT had boosted the company well into the world of road cars, but now their “halo” sports car suddenly seemed obsolete. It’s not that it wasn’t a good car or that it lacked performance or quality - it definitely had all that. The problem was Jaguar’s new entry was faster than the Predator - but cost only a fifth of the 3500 GT’s price! Of course, JSC’s intention never was to beat everybody at everything. But a new breed of sports cars was clearly coming strong onto the scene. In 1963 the Predator 3500 GT’s production came to a halt after only 174 examples having been built. Something completely new was now needed. Something really special to catch the eye of the automotive world.
JSC begun working on a successor to the Predator in late 1961. The engine had to be carried over but almost everything else was to be new. The task was to extract more speed and more handling with the same old engine. Following their lessons as an engine supplier to the Brabham F1 team, they decided the future demanded something bold if JSC was to be succesful in the long run.
Presenting the** 1966 JSC Predator 3750 C**
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[size=85]Styled by Giovanni Michelotti, the '66 Predator would gain most of its performance advantage from efficient aerodynamics. Headlights were even covered by Perspex cupolas.[/size]
DESIGN
The 1966 Predator had a mid engine like race cars! To save space and allow better weight distribution, the quad-cam V8 was mounted transversely on a specially developed steel backbone chassis. 5-speed full-synchro gearbox was mounted inline to the engine so drive to the wheels required a 90-degree output shaft together with a longitudinal differential housing. A limited slip differential was fitted. The new car’s model name had the “C” acronym for “Centro” - middle engine. 3750 revealed the engine’s displacement.
Onto the hot-zinc galvanized steel chassis a double wishbone suspension was attached front and rear. Also rigidly mounted was a new rack-and pinion steering system. The aluminum V8 was actually also bolted straight onto the steel backbone, but there were thin rubber insulators on each mounting point. An upstart company called Brembo developed a braking system that featured inboard rear discs to reduce unsprung weight. Dual-piston calipers were also used all round. Braking distances dropped dramatically: by 25% compared to the '59 model. Campagnolo provided the distinctive magnesium alloy wheels which were now wider at the rear than front in true race car fashion.
Giovanni Michelotti did the styling. When he heard the new car was to be mid-engined, he immediately jumped at the opportunity to design the world’s first such road car. One of the advantages of the engine layout was that it allowed the front end be really low for effective aerodynamics. Michelotti combined race-inspired proportions with classic Italian coachbuilding tradition. The result was definitely striking and the shape was found to work really well at high speed. Drag was low yet the Predator didn’t suffer from front-end lift like many of its competitors. JSC’s craftsmen hand-fabricated each aluminum panel for the bodywork in-house in distinction to the predecessor which had had its body done by Touring Superleggera.
There was going to be a great surprise when soon after the launch, Lamborghini also introduced a mid-engined supercar…
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[size=85]Engine radiator was located at the front and featured twin air extractor vents on the bonnet. Car had two fuel tanks - one on each side of the engine with a separate filler.[/size]
ENGINE
From the start JSC wanted the new car to be compact and light. This meant their new V12 was out of the question although it would have significantly boosted straight-line performance. The rational choice was to use an improved version of the trusty AB8V42 engine from the predecessor. One of the problems of the '59 Predator was its thirst for fuel. So what was needed was more power with better economy - not necesserily an easy feat to accomplish. The modifications to the existing engine design were as follows:
- A new long-stroke crankshaft to bring total displacement to 3.75 liters
- New Weber IDF quad twin-choke carburettors with more efficient fuel metering
- New pistons with slightly lower compression ratio
- Milder profiles on all camshafts
- Larger inlet valves
The result was power increase of 9% to 272 hp /5900 rpm. Torque was also up to 344 Nm /4800 rpm.
Importantly the fuel efficiency improved by 15% making the '66 Predator more frugal than most competitors.
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[size=85]Increased capacity and less aggressive cam timing made the '66 engine more torquey without sacrificing top-end power.[/size]
PERFORMANCE
The new chassis was significantly lighter than that of the previous model so even though even more luxury equipment was included, the '66 Predator was hardly any heavier than before - a total of 1105 kg.
Mid engine helped grip and aerodynamics had been improved a lot so the new Predator was truly fast.
0-100 km/h in 5.3 seconds
1/4 mile in 13.7 seconds at 172 km/h
1 km in 24.6 seconds at 214 km/h
Top speed 253 km/h
E-types would never threaten JSC again. The best thing was by using Brabham’s suspension knowhow, the Predator really came onto its own in the corners.
It might not have touched Bologna’s new Miura in top speed, but in most cases it would accelerate more quickly on the road and on a race track Ferruccio’s finest wasn’t even close.
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[size=85]Rear lights were a throwback to the '59 model. Through the glass rear hatch you could see four Webers doing their job propelling the Predator to 250+ km/h speeds.[/size]
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[size=85]Campagnolo built the wire-lookalike magnesium wheels. Their significant contribution to lowering unsprung mass made them worth the admittedly scary pricetag.[/size]
SPECIFICATION
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It is such a shame you’re quite late with this car, it could’ve made a great runner in the BRC and get your company some publicity for the story sake.
Well, Italians aren’t so much known for their punctuality as for their design prowess 
Thanks for commenting though!
Also going through the performance specs, if your pricetag is anywhere in $45k region - we’re actually competing for the market Gives me an idea for a photoshop actually 
A lot of aspects are quite even, but you got a bit more top speed
Interesting! I can almost see a magazine doing a comparison test 
BTW, price tag in 1966 is $54.800 without luxury tax so I don’t think it’s too far to be interesting to the same clientele. Of course, the future engine contracts would indicate no feud between JSC and KHT so possibly the two cars considered here have enough of a different personality not to upset the companies’ owners too much by direct competition!
Yours is a vintage supercar, one that people take to Monaco. Mine is a racecar retrofitted with license plates. It does have bucketseats and leather, but that is about all of it’s luxury. No radio even. I’d say in today’s equivalent it’s Ferrari 458 Italia vs an Ascari A10, so different clientele would be interested in different cars, but the basis for direct comparision are right there.
[quote=“squidhead”]
Yours is a vintage supercar, one that people take to Monaco. Mine is a racecar retrofitted with license plates. It does have bucketseats and leather, but that is about all of it’s luxury. No radio even. I’d say in today’s equivalent it’s Ferrari 458 Italia vs an Ascari A10, so different clientele would be interested in different cars, but the basis for direct comparision are right there.[/quote]
Sounds about right Perhaps someone will indeed do a comparison test or something to that effect!
The thing about JSC is they focus on a balance between performance and luxury and it’s always been very rare for them to race any of their own cars. Makes sense seeing as they make their money by selling racing engines to other car manufacturers…
[size=150]Back to the FUTURE[/size]
In the winter of 2016 the motoring press received a post card (yes, no e-mail - a post card) that had an interesting picture on top…
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[size=85]Motoring press quickly regocnized the car on the postcard was none other than the mysterious prototype from the Chicago Auto Show. Now there would be some answers![/size]
It seemed the automotive world would finally get some answers as to what exactly it was JSC had presented to the public at the 2016 Chicago Auto Show. JSC was being more than a little secretive about their latest creation. Press had tried to contact the factory about the prototype for weeks and nothing had been explained. But now there was an invitation to the factory premises in Turin, scheduled for late March.
INTRODUCTIONS
JSC invited the press members to Piazza San Carlo, a historic town square. People stood behind red tapes and waited what was going to happen. After a wait little longer than confortable, this thing glided slowly to the scene:
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[size=85]A menacing wedge shape with all kinds of bulging muscles and gaping air intakes, it was quite fitting the new hypercar would be called “Brutale”. Induction air to the engine goes in through roof-mounted Naca-ducts. [/size]
The beastly-looking car stopped in front of the audience and a deep bassy rumble vibrated to the spectators’ feet. Behind the heavily darkened windows the driver could not be seen. Suddenly the engine was switched off. The driver door rose towards the sky and an unexpected figure stood up from the all-black cocpit. A very old, frail-looking little man with white hair stood up leaning on to a walking stick.
Who the hell was this guy? The audience was puzzled. Then somebody whispered: “You will not believe it but that man is Jean Seli himself.” The elderly man stared at the spectators with a sharp look and begun to speak softly. Benvenuti! Soon it was clear that this was indeed Jean Seli, the founder of the company now 96 years old! Through the lips of a translator he now begun explaining why the press had been invited to Turin.
“I have been building sports cars for 57 years now. Today I wish to present you the pinnacle of our development, the 2016 JSC Brutale! Into this very car we have put everything we know. All our experience from all these years. This car will be my last will to the automotive world after I’m gone.”
Mr.Seli was then escorted into a large black saloon and it drove off. A spokesman invited everyone to step into JSC’s bus to be taken to the factory grounds. Chief test driver Fabrizio Cordelli took off in the Brutale spinning all four wheels on the cobblestone. Meter-long flames were shooting from the side-exhaust as he changed gear in anger, an intruding vail of the engine echoed from the walls of Piazza San Carlo, then the car was gone.
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[size=85]A total of 14 different radiators were hidden inside so the intakes weren’t there just for show. Both wings have electric servos that automatically adjust their angles. Air braking can be switched on and off.[/size]
INTERVIEWS ON THE 2016 JSC BRUTALE
After arriving to the factory, the audience was escorted to the reception hall where they would get to listen to the Brutale’s designers. A spokesman interviewed the key persons separately and the press would be taking notes.
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[size=85]Crammed inside this compact carbon body is all of JSC’s know-how. Expect to have an unforgettable driving experience if you ever get the chance. Do insure your license though![/size]
Chief Engineer Ermanno Fraticelli
“The purpose of this car is to show the world what we can do. From the start we knew we were not in this project for financial gains - our job was to pour into this car our passion for sports cars and speed.”
“We based the Brutale on a modified Rivoluzione (link coming soon) carbon frame. We were told to keep the total weight below 1450 kg. To achieve this we also had the bodywork made exclusively from carbon fiber
panels. Our partners at Aerospatiale did the carbon work and we’re proud to say the chassis is as stiff as on the race car that won LeMans in 2011 using the very same engine. Changing to a transverse engine mounting allowed space for the pushrod suspension but was a real challenge for vibration reasons. We’re employing active engine mounts now and that’s working beautifully.”
“Speaking of the engine, we used the 8AP45ES engine also on the Rivoluzione, but this is a new evolution with 4.9 liters capacity. We’re now making 1000 horsepower and 1000 Nm of torque with absolute tractability and reliability. Even though no magnesium is used because of FIA rules, the total weight of the engine is only 234 kg. 40 valves with no variable control, this is purely a re-adjusted version of our race configuration, even including the desmodromic valve actuation. The biggest difference to the race engine is we’re running liquid intercooling on the street version.”
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[size=85]JSC founder and CEO wanted first and foremost his “last will” to be memorable. Designer Zotti delivered. He later revealed he got the inspiration for this shape from watching a gila monster on his trip to Mexico.[/size]
Chief Designer Giancarlo Zotti
“Let’s get the obvious out of the way first: I didn’t try to make this car beautiful - I tried to make it memorable. The styling language is pure aggression, dark, untamed violence. It’s a beast that you want to tame, but not everyone will be able to!”
“With active aerodynamics and large, computer-adjustable wings we have a zero lift setup and a high downforce setting for race tracks. And we have a low drag mode for high speed runs. It’s all automatic but you can set it up how you like using the inboard computer.”
“Did the car really need that much cooling? No. Next question? Seriously though, with active cooling flaps we’re actually getting pretty nice drag coefficient. We have already clocked the car at exactly 400 km/h at Nardo. The distinctive “horn” shapes you see on the side intakes and rear light clusters are meant to be a warning of sorts. Tread carefully or you might be in trouble!”
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[size=85]By moving the complete exhaust system into the front of the rear wheels allowed much more room for underbody aerodynamics and the rear venturi. Rear lights consist of multiple small leds hidden behind the mesh.[/size]
Chief test driver Fabrizio Cordelli
“Our job at JSC is to excel, not to break records. But the world has gone crazy of late - you see supercars today having so much power they cannot use their full performance anywhere. We had to do something extreme to get the publicity we deserve. We still want to grow our engine business don’t forget.”
“We worked really hard on the active hydraulic suspension. The struts are inboard and we can adjust ride height, stiffness, damper settings…Everything automatically. And our four wheel drive system now has what we call “TorSen Plus” that incorporates variable power distribution with torque vectoring. Let me tell you, even if the Brutale has a nice ride on the highway, watch out for your neck when you push into a corner in full anger! We can also stop the car from 100 km/h in under 30 meters now, thanks to Brembo’s new 6-piston calipers that are specifically designed for carbon discs. The 7-speed double-clutch gearbox is a development of our road car technology because the box we used with this engine on LeMans was…a little unforgiving if you know what I mean!”
“On our own test track the Brutale is three seconds quicker than the 2011 Rivoluzione. I don’t think more needs to be said about performance. What’s that? Bugatti Veyron? Well, if you must know we’re nearly two seconds faster to one kilometer compared to their Supersport…”
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[size=85]Carbon fiber wheels from Marchesini were the first of the kind for JSC. In 21-inch size they were lighter than previous generation 20-inch magnesium wheels. Tires are 275/345 mm wide asymmetric Pirellis.[/size]
Marketing manager Steven Carliss
“We will obviously only be building a limited run of these beasts. This is a technological showcase, not a business proposition you know… I will not admit to any figures yet! However, I would like to remind you of our “Clienti Speciali” division. You can have all kinds of special equipment orders done on the car when you buy one. And you know, the world being as crazy as it is these days, maybe I should reveal that you can also get a 1200-hp power upgrade kit fitted to the Brutale if you’re mad enough (and ask nicely). But that’s not for the faint hearted!”
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[size=85]A 1200-horsepower upgrade kit is available for special order. Included are racing pistons, ceramic turbos and a water/methanol injection system. With the upgrade kit car has a top speed of 415 km/h.[/size]
ENGINE
Flatplane V8 with 95 x 86.4 mm cylinders
4899 cc with 9.3 : 1 compression ratio
5 valves per cylinder with desmodromic actuation
AluSil block and heads
Billet steel crankshaft and titanium connecting rods
DFI with ITB’s and JSC CEM4 programmable engine management system
Ball-bearing turbos with billet impellers and liquid intercoolers
Twin 4-inch titanium exhaust system
Power 1000 hp /8300 rpm
Torque 1000 Nm /6200 rpm, 900+ Nm at 4100-7900 rpm
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[size=85]Boost pressure starts building at 2300 rpm. This racing engine in street tune was found to be surprisingly economical - the Brutale uses on average 13.7 liters per 100 km/h. Not bad for 1000 hp.[/size]
PERFORMANCE
0-100 km/h 2.5 seconds
0-160 km/h 4.4 seconds
0-200 km/h 6.1 seconds
0-300 km/h 13.7 seconds
1/4 mile 9.2 seconds at 264 km/h
1 km 16.3 seconds at 334 km/h
80-120 km/h 1.0 seconds
Braking from 100 km/h 29.5 meters
Top speed 400 km/h
SPECIFICATIONS
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Well, that’s certainly eye catching. It also has some unique techniques (I see you are a fan of the longitudinally aligned vents, which not many users at all use). What did you use on the bonnet, to either side?
While the car is certainly quick in a straight line I can’t help but notice it’s not geared to take corners as hard as it might be. I’m not sure what tyres you’re using, but in theory that body is capable of pulling a bit more even on the small circle test.
The Brutale looks really good 
Looks like “countach side vent”
[quote=“strop”]Well, that’s certainly eye catching. It also has some unique techniques (I see you are a fan of the longitudinally aligned vents, which not many users at all use). What did you use on the bonnet, to either side?
While the car is certainly quick in a straight line I can’t help but notice it’s not geared to take corners as hard as it might be. I’m not sure what tyres you’re using, but in theory that body is capable of pulling a bit more even on the small circle test.[/quote]
The bonnet vents are VMO’s “Non-Gallardo” side vents.
About the suspension tuning; JSC is an engine specialist and perhaps not world leaders in suspension tuning - but I wasn’t trying to go for maximum G - instead tried to get as high drivability and comfort as I could without killing grip.
Thanks for your kind words sir!
And thanks everyone for commenting! I always like to hear about people’s reactions.
JSC the mother of vents 
, freaking awesome bro !
Thanks LOL Yeah I know, I have a bad vent addicition… My processor is really struggling in the “paint” window when all the fixtures are in place!
[size=150]Something for the family, sir?[/size]
In the 2000s JSC was focusing more and more on series production and on expanding its road car lineup. Following what they started almost 30 years ago, in 2008 a new sports saloon was intruduced, called JSC Veloggio. The name was an amalgam of Italian words “Veloce” and “Viaggio” roughly translated to fast travel. The car was marketed as an alternative to Mercedes’ and BMW’s more expensive mid-class products. What JSC brought into the game was an elegant, high quality grand tourer that could sit five people in comfort but deliver enough speed to still be interesting to even hard core drivers. There were two model variants available, the Veloggio 8S and the Veloggio Turbo. Using their “customer spec” engines JSC was able to provide plenty of unstressed V8 power without breaking the bank.
Intruducing the 2008 JSC Veloggio
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[size=85]The 2008 JSC Veloggio offered a premium grand tourer in a very compact size. Low drag coefficient helped the Giancarlo Zotti -styled GT reach speeds of over 280 km/h.[/size]
BODY
High-strength steel was used for the Veloggio’s unibody frame. On the sheet metal, it was steel again but with aluminum doors, bonnet and roof. The structure was very strong but not the lightest body seen on a sports saloon - total weight was 1717 kg despite all the aluminum parts. Only 4.5 meters long, this was definitely a compact family GT. The styling by Giancarlo Zotti achieved a very low drag coefficient which helped performance immensely. Styling language implied power, prosperity and classical elegance.
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[size=85]The radiator grille was a heavily influenced by 1966’s Predator 3750 C. Headlights had a new design with xenon projector full beams and led half beams.[/size]
CHASSIS
The suspension layout was an evolution of JSC’s “Tempesta” grand tourer design introduced in 1983. At the front there were double wishbones and rear had semi-trailing arms. The system was simple and relatively light while providing enough sporty feel for enthusiastic drivers. Progressive coil springs were utilized with anti-roll bars. The shock absorbers were adaptive according to road conditions. Brakes came with Brembo’s new 3-piston calipers in the front and all-round ventilated discs. Altogether the Veloggio offered high speed stability and ample comfort. It was not a sports car but what it did was combine the needs associated with family sedans and grand tourers. The simple suspension layout also made sure the upkeep costs would be reasonable.
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[size=85]There was adequate cargo space available for family touring. The rear seat had a folding mechanism and the shock absorbers had a load-sensing function to improve handling when fully loaded.[/size]
POWER TRAIN
Engine was straight from JSC’s customer lineup, the 8C35. Fitted here in its 2004 iteration (or Generation V) specification the 3.5 liter all-aluminum V8 made 350 horsepower normally aspirated. Although the redline was a supercar-like 8200 rpm, that was just variable valve system saying we’ve got power in the upper register too. In fact there was a minimum of 285 Nm available from 2000 rpm all the way to redline. At 4800 rpm the “sports” cam timing came on giving sports car performance with it but below that rpm the engine was docile, smooth and extremely responsive. It ran on normal 95-octane fuel and had no special service requirements. Together with the slippery body a fuel consumption figure of 9.4 liters /100 km was achieved on the combined cycle.
See JSC’s customer engines on viewtopic.php?f=34&t=9311
The Veloggio was rear wheel drive only, like all JSC’s grand tourers. By fitting the engine as far rearwards as possible, almost touching the firewall, a near-perfect 51/49 weight distribution was achieved. The rear differential featured a viscous coupling for increased grip and naturally there was also traction control and ESP. Gearbox was ZF’s 6-speed double-clutch sequential system. To emphasize the car’s grand touring nature the gearbox was used in fully automatic mode exclusively. Manual mode with paddle shifters was available as an extra. 19-inch alloy wheels had 235 mm tires all round.
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[size=85]The Veloggio Turbo had widened wheel arches and larger front intakes to allow airflow to the intercooling system. Wheels were now in 20-inch size with 265 mm rear tyres. 450 horsepower provided sufficient performance.[/size]
PERFORMANCE
The Veloggio didn’t have a top speed limiter so it went all the way up to 282 km/h before running out of steam. 0-100 came up in 5.5 seconds and quarter mile took 13.7 seconds. Braking from 100 km/h to zero was accomplished in 34 meters.
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[size=85]The rear differential was upgraded to electronic control in the Turbo. Paddle shifters were standard as were sports tires. The Turbo would run a standing kilometer in under 23 seconds.[/size]
Veloggio Turbo
The 44VT450 version of the 8C35 V8 engine was used on the Turbo variant - basically it was simply the same 3.5 liter unit used in the 8S but with different pistons and twin turbos. Liquid intercooling allowed running a 10.0 compression ratio which translated to excellent low-rpm responsiveness. Max power was 450 hp /7700 rpm and max torque 441 Nm /6600 rpm. Top speed rose to 293 km/h and the improved rear differential helped the Turbo accelerate to 100 km/h in 4.6 seconds and a quarter mile in 12.8 seconds. Bigger brake discs were fitted and the suspension was re-tuned. The Turbo could still do 10.7 liter average consumption on the combined cycle.
SPECIFICATIONS - VELOGGIO 8S
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10/10 would buy.
Everytime I see good designs like yours in the forum I think: “damn, that seems so nice and simple! how come I don’t come up with something similar?”
[quote=“Sillyworld”]10/10 would buy.
Everytime I see good designs like yours in the forum I think: “damn, that seems so nice and simple! how come I don’t come up with something similar?”[/quote]
Thanks mate! I get the same feeling watching all of you guys’ designs and then I feel a bit awkward whether I dare use the same ideas myself
Thanks for commenting - much appreciated!
You got that unique “Italian with aviators, great hair and a moustache” vibe going on in every car you make. As in that sterotypical “Italian cool guy” would definetly be seen in one of those 
Nicely put! The CEO of the company indeed has been known to wear a pair of gold aviators when driving
Thanks for the comment and very glad you like the design!