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My performance engines for road cars are now available for download!

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

ALL PICTURES ARE THUMBNAILS - CLICK FOR BIGGER

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:


1. Adequate performance for a contemporary premium sports car
2. Light weight and compact size
3. Low production cost
4. Simple design for reliability and ease of maintenance
5. Using as many shared components with other JSC engines as possible
6. Fuel economy of regular family car standards
7. 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.

THE PREDATOR CONNECTION

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.

GIVE ME SOME HEAD

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.



MODULAR I AM

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.

PUBLIC INTRODUCTION

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.


1973: FIRST GENERATION

Notable features from 1973:

* All-aluminum engine construction
* Direct-acting SOHC 2-Valve heads
* 2 or 3 twin-barrell carburettors
* Engine variants ranging from 195 to 220 hp


8C35-73 22C195

The base 195-hp engine features all-cast internals with a wide-torque cam, dual 2-bbl carburettors and cast exhaust manifolds.


8C35-73 22C220

The 'high-performance' 220-hp engine features high-compression forged pistons, high-power cam, triple 2-bbl carbs, sports intake and tubular exhaust headers.


Notable features from 1975:

* Mechanical Fuel injection introduced - 7% better fuel economy with 5% more power
* Turbocharged engine variants with or without intercooling - up to 45% more power
* Engine variants ranging from 205 to 290 hp


8C35-73 22F205

The base 205-hp engine features all-cast internals with a wide-torque cam and short tubular exhaust headers.


8C35-73 22T240

The 240-hp turbo engine features twin turbochargers and low-compression forged pistons.


8C35-73 22T290

The 290-hp turbo engine features air-to-air intercooling and medium-compression forged pistons.


Full specification for model years 1973-1979:



Download link below:

1980: SECOND GENERATION

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
* Engine variants ranging from 225 to 315 hp


8C35-80 23F225

The base 225-hp engine features all-cast internals with a wide-torque cam, high compression pistons and cast exhaust manifolds.


8C35-80 23T315

The 315-hp turbo engine features intercooling and new, higher compression forged pistons.

Full specification for model years 1980-1986:





UNLEADED 91-OCTANE ENGINE VARIANTS NOW AVAILABLE

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.


Download link below:

1987: THIRD GENERATION

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


8C35-87 44E235
8C35-87 44E260

The normally aspirated variants differ in their nature; the 235-hp version is more torquey and economical, the 260-hp version offers more top-end power.
Cast hyperteutic pistons improve emissions considerably.


8C35-87 44T330


8C35-87 44T370

The turbocharged variants have different compression ratio, valve timing and turbo sizing for 330 and 370 hp respectively.


Xtreme series supercar engines

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.

8C35-87 44X450



Full specification for model years 1987-1994:



Download link below:

not bad, photo's could be a bit bigger tho

1995: FOURTH GENERATION

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


8C35-95 44V330
8C35-95 44V370

The normally aspirated variants receive a huge power boost to 330 and 370 hp respectively, thanks to variable valve control. The higher-powered version uses
98-octane fuel to allow even more aggressive cam and ignition timing.


8C35-95 44VT415


8C35-95 44VT455

The turbocharged engine benefitted greatly from ball-bearing turbos. The difference between the 415 and 455 hp variants is in compression ratio, valve timing
and turbo sizing.


8C35-95 44X530

The Xtreme version added 80 more horsepower compared to Gen III. Partially helped by variable valve control, but also by use of 98-octane fuel.

Full specification for model years 1995-2003:



Download link below:

2004: FIFTH GENERATION

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


8C35-04 44V350
8C35-04 44V385

The normally aspirated variants use 95 and 98 -octane fuel respectively, allowing the higher powered version to run more aggressive cams and engine mapping.


8C35-04 44VT450
8C35-04 44VT525

Direct fuel injection allowed turbo engines to run much higher compression ratio thus improving low-speed response. Liquid intercooling enabled higher boost pressure to be used. The difference between the 450 and 525 hp variants is in compression ratio, valve timing and turbo sizing.


8C35-04 44X630

The Gen V Xtreme version added yet another 100 horsepower compared to Gen IV. Compression ratio was up to 8.4 from earlier 7.7 courtesy of direct injection and individual throttle bodies.


Full specification for model years 2004-2014:



Download link below:

2015: SIXTH GENERATION

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


8C35-15 44VL365

Low-pressure turbocharging allows the entry-level 365-hp engine to have an extremely wide power band effectively giving it the driving characteristics of a 5-liter engine.


8C35-15 44VT455
8C35-15 44VT550

Further optimization allowed the Gen VI 455-hp variant to have much lower boost threshold than the Gen V. The 550-hp variant gained more top-end rev range and power.


8C35-15 44X685

The Gen VI Xtreme edition pumps out 685 horsepower out of the traditional 3.5 liter displacement. Even if the power curve is peaky to look at, it's actually a purposeful twin-stage affair. Stage 1 is off-boost where the X685 still has more power and torque than an entry-level sports sedan. The stage 2, on-boost, has its own power curve for supercar performance. So depending on revs, you have almost two different engines built into one.


Full specification for model years 2015 onwards:



Download link below:

Perfect! A lineup of v8's is just what I need to keep my company alive!

Thanks! Please let me know how they perform once you get to try them out

I will, with links and credit. I just need to get to the 70's first

Unleaded 91-octane catalyzed engine variants now available from year 1980.

viewtopic.php?f=34&t=9311&p=97312#p97312