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62-402: The Essex V4 and V6 were mainly designed to replace the outdated and ageing inline-four and six-cylinder Ford Zephyr engines . It was produced in four capacities : 2.5 L; 152.3 cu in (2,495 cc), 3.0 L; 182.7 cu in (2,994 cc), 3.1 L; 189.1 cu in (3,098 cc), 3.4 L; 208.2 cu in (3,412 cc), with the 3.0-litre version being

124-468: A piston engine in which the camshaft is located in the cylinder head above the combustion chamber . This contrasts with earlier overhead valve engines (OHV), where the camshaft is located below the combustion chamber in the engine block . Single overhead camshaft (SOHC) engines have one camshaft per bank of cylinders . Dual overhead camshaft (DOHC, also known as "twin-cam" ) engines have two camshafts per bank. The first production car to use

186-407: A dry sump oiling system and a steel crankshaft and generated 462 bhp (345 kW; 468 PS) at 9,000 rpm and 300 lb⋅ft (407 N⋅m) of torque. Mike Hall's intention was to design the cylinder heads so that 3 spark plugs per cylinder could be fitted, but this idea was dropped since there was no appreciable increase in power or torque. The original objective was an engine with

248-456: A DOHC configuration gradually increased after World War II, beginning with sports cars. Iconic DOHC engines of this period include the 1948–1959 Lagonda straight-six engine , the 1949–1992 Jaguar XK straight-six engine and the 1954–1994 Alfa Romeo Twin Cam inline-four engine. The 1966-2000 Fiat Twin Cam inline-four engine was one of the first DOHC engines to use a toothed timing belt instead of

310-464: A DOHC engine was built in 1910. Use of DOHC engines slowly increased from the 1940s, leading to many automobiles by the early 2000s using DOHC engines. In an OHC engine, the camshaft is located at the top of the engine, above the combustion chamber . This contrasts the earlier overhead valve engine (OHV) and flathead engine configurations, where the camshaft is located down in the engine block . The valves in both OHC and OHV engines are located above

372-608: A fully enclosed-drivetrain), the American Liberty L-12 V12 engine, which closely followed the later Mercedes D.IIIa design's partly-exposed SOHC valvetrain design; and the Max Friz -designed; German BMW IIIa straight-six engine. The DOHC Napier Lion W12 engine was built in Great Britain beginning in 1918. Most of these engines used a shaft to transfer drive from the crankshaft up to the camshaft at

434-404: A hot air intake was added consisting of a metal pipe running from the top of a plate welded on the exhaust manifold or header to an opening in the air intake to prevent the carburetor from icing and making the engine warm up more quickly. The carburetor was also modified again, a return-style fuel system was adopted and a vacuum-operated choke in the air filter housing were also added. This, and

496-449: A large cylinder head to accommodate the camshaft or an extra set of valves to increase the volumetric efficiency , so that with the same displacement as an OHV engine, the OHC engine will end up being the physically larger of the two mostly due to the enlarged cylinder head. The other main advantage of OHC engines is that there is greater flexibility to optimise the size, location and shape of

558-633: A minimum of 400 bhp (298 kW; 406 PS); this objective was exceeded, with the engine making 420 bhp (313 kW; 426 PS) in the first test run. This engine was used in the racing version of the Capri RS 3100, competing successfully in the European Touring Car Championship , as well as in Formula 5000 single-seaters. One hundred kits were also sold by Ford Motorsport. Ford RS dealerships also offered

620-565: A number of performance modifications for the Essex V6, called the "GP1" (Group 1) and "Series X", the GP1 package offered a 40 DFI5 Weber carburetor, a camshaft kit, larger, 44.5 mm (1.75 in), inlet and 41.3 mm (1.63 in) exhaust valves, double valve springs, specially selected connecting rods and forged high compression pistons giving a power output of around 170 bhp (127 kW; 172 PS). The Series X modifications offered

682-411: A positive crankcase ventilation (PCV) system were also early forms of emissions control. The camshaft gear was also made slightly stronger by using steel with nylon teeth instead of being completely made from nylon as on previous ones. Aftermarket steel, aluminium, and alloy gears have been produced as replacements to prevent the gear from stripping its teeth: this is commonly due to overheating causing

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744-407: A total of two camshafts (one for each cylinder bank). Most SOHC engines have two valves per cylinder, one intake valve and one exhaust valve. Motion of the camshaft is usually transferred to the valves either directly (using a tappet) or indirectly via a rocker arm . A dual overhead cam , double overhead cam , or twin-cam engine has two camshafts over each bank of the cylinder head, one for

806-464: A turbocharging system for the Ford Essex 3.0 L and 1.6 – 2.0 L OHC engines, although these were much simpler than the turbocharging system offered by Broadspeed, Janspeed promised a 25% increase in horsepower, boosting the engine's power output from 138 hp (140 PS; 103 kW) to around 172 hp (174 PS; 128 kW) using a single Roto-Master turbocharger mounted directly on top of

868-475: A turbocharging system for the Mk1 Ford Capri 3.0, available since early 1970 these Capris were known as "Broadspeed Bullet Capris". The engine was heavily modified and included modified cylinder heads, a high-lift camshaft, a re-jetted carburetor, a completely blueprinted rotating assembly, lowered 8.2:1 compression ratio, a modified inlet manifold and exhaust system using a single turbocharger. Their power

930-531: Is possible. The first known automotive application of timing belts to drive overhead camshafts was the 1953 Devin-Panhard racing specials built for the SCCA H-modified racing series in the United States. These engines were based on Panhard OHV flat-twin engines, which were converted to SOHC engines using components from Norton motorcycle engines. The first production car to use a timing belt

992-457: Is that the system used to drive the camshaft (usually a timing chain in modern engines) is more complex in an OHC engine, such as the 4-chain valvetrain of the Audi 3.2 or the 2 meter chain on Ford cammers. Another disadvantage of OHC engines is that during engine repairs where the removal of the cylinder head is required, the camshaft engine timing needs to be reset. In addition, an OHC engine has

1054-551: The Duesenberg Model J , which was powered by a DOHC straight-eight engine. The 1931–1935 Stutz DV32 was another early American luxury car to use a DOHC engine. Also in the United States, the DOHC Offenhauser racing engine was introduced in 1933. This inline-four engine dominated North American open-wheel racing from 1934 until the 1970s. Other early SOHC automotive engines were the 1920–1923 Wolseley Ten ,

1116-562: The Mark III car, which dropped the Consul name and was now called the Zephyr 4. The six cylinder Zephyr engine was used widely. Displacement was 2,262 cc (138.0 cu in) in early versions that had the same bore and stroke as the 1.5-litre 4 cylinder. It was produced with two available compression ratios: 6.8:1 in the Zephyr, with an output of 68 bhp (51 kW), and 7.5:1 in

1178-535: The 148 hp (110 kW; 150 PS) of the rest of road going RS 3100s, this was achieved with a higher lift camshaft . These figures vary somewhat depending on the source. The Essex V6 also formed the base for the 3.4 L Cosworth GAA born in May 1972 and designed by Mike Hall, also responsible for designing Cosworth's famous DFV Engine. The GAA had the benefit of 100 mm (3.94 in) bores, DOHC aluminium alloy heads, Lucas mechanical fuel injection ,

1240-537: The 1903 Marr Auto Car SOHC engine built in the United States. The first DOHC engine was a Peugeot inline-four racing engine which powered the car that won the 1912 French Grand Prix . Another Peugeot with a DOHC engine won the 1913 French Grand Prix , followed by the Mercedes-Benz 18/100 GP with an SOHC engine winning the 1914 French Grand Prix . The Isotta Fraschini Tipo KM — built in Italy from 1910–1914—

1302-427: The 1925-1948 Velocette K series , the 1931-1957 Norton International and the 1947-1962 Norton Manx . In more recent times, the 1950-1974 Ducati Single , 1973-1980 Ducati L-twin engine , 1999-2007 Kawasaki W650 and 2011-2016 Kawasaki W800 motorcycle engines have used bevel shafts. The Crosley four cylinder was the last automotive engine to use the shaft tower design to drive the camshaft, from 1946 to 1952;

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1364-417: The 1928-1931 MG 18/80 , the 1926–1935 Singer Junior and the 1928–1929 Alfa Romeo 6C Sport . Early overhead camshaft motorcycles included the 1925–1949 Velocette K Series and the 1927–1939 Norton CS1 . The 1946–1948 Crosley CC Four was arguably the first American mass-produced car to use an SOHC engine. This small mass-production engine powered the winner of the 1950 12 Hours of Sebring . Use of

1426-622: The Consul as a 1.5-litre engine. Bore and stroke are 79.37 mm × 76.2 mm (3.12 in × 3.00 in) for a total displacement of 1,508 cc (92.0 cu in). With its standard compression ratio of 6.8:1 it produces 47 bhp (35 kW) at 4400 rpm. It was enlarged in 1956 to 1,702 cc (103.9 cu in) for the Mark II Consul by increasing both the bore and stroke to 82.55 mm × 79.5 mm (3.25 in × 3.13 in), raising power to 59 bhp (44 kW). This engine continued in

1488-602: The Essex V4 engine. The 3,098 cc (3.1 L; 189.1 cu in) V6 engine as used in the Ford Capri RS 3100 was essentially a 3.0 L engine bored out by 1.6 mm (0.06 in) or 60 thousands of an inch from 93.6 mm (3.69 in) to 95.25 mm (3.75 in). It was capable of 148 bhp (150 PS; 110 kW) at 5000 rpm and 187 lb⋅ft (254 N⋅m) of torque at 3000 rpm. It featured blue rocker covers in order to distinguish

1550-459: The Essex V6 with power outputs reaching as high as 390 hp (395 PS; 291 kW). In 1977, Californian company Olson Engineering, Inc. was contracted by TVR to design modifications to the Essex V6 such that it could be emissions-certified for use in the United States. This allowed TVR to sell its Essex-engined M Series cars in that market for the 1978 and 1979 model years. An owner's handbook supplement for US Federal models indicates that

1612-556: The Sapphire Saloon and Sierra vehicles, and Courier pick-ups. Late in its production life it was fitted with Lucas controlled electronic fuel injection designed by SAMCOR (South African Motor Corporation – now Ford SA) in co-operation with the University of Pretoria's engineering department. This conversion resulted in a power increase from 103 kW (140 PS; 138 bhp) to 110 kW (150 PS; 148 bhp) of

1674-406: The aluminium alloy Rover V8 , for example, the Essex V6 also has a very heavy yet sturdy four-main bearing crossplane crankshaft with large 63.52 mm (2.501 in) main journals, and a heavy flywheel in order to smooth out the power delivery, sometimes Essex V6 engines are referred to as an "Essex lump" referring to the weight of these engines. In spite of its heaviness, the Essex V6 was used as

1736-519: The block, and were known as "tower shafts". An early American overhead camshaft production engine was the SOHC straight-eight engine used in the 1921–1926 Duesenberg Model A luxury car. In 1926, the Sunbeam 3 litre Super Sports became the first production car to use a DOHC engine. In the United States, Duesenberg added DOHC engines (alongside their existing SOHC engines) with the 1928 release of

1798-415: The camshaft. Timing belts are inexpensive, produce minimal noise and have no need for lubrication. A disadvantage of timing belts is the need for regular replacement of the belt; recommended belt life typically varies between approximately 50,000–100,000 km (31,000–62,000 mi). If the timing belt is not replaced in time and fails and the engine is an interference engine , major engine damage

1860-470: The combustion chamber; however an OHV engine requires pushrods and rocker arms to transfer the motion from the camshaft up to the valves, whereas an OHC engine has the valves directly actuated by the camshaft. Compared with OHV engines with the same number of valves, there are fewer reciprocating components and less valvetrain inertia in an OHC engine. This reduced inertia in OHC engines results in less valve float at higher engine speeds (RPM). A downside

1922-611: The company Broadspeed to develop a turbocharging system for their TVR 3000S turbo. In lieu of fuel injection , the carburettor was run inside a pressurized box atop the engine, and the turbocharger itself was mounted low and forward in the engine compartment, requiring the exhaust manifolds to exit forward. The compression ratio was lowered from 9.0:1 to 8.0:1 to reduce the engine's internal stresses. Turbocharging substantially increased horsepower, from 138 to 230 hp (140 to 233 PS; 103 to 172 kW) and torque from 182 to 273 lb⋅ft (247 to 370 N⋅m). Broadspeed also designed

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1984-466: The crankshaft and the camshaft is commonly used in diesel overhead camshaft engines used in heavy trucks. Gear trains are not commonly used in engines for light trucks or automobiles. Several OHC engines up until the 1950s used a shaft with bevel gears to drive the camshaft. Examples include the 1908–1911 Maudslay 25/30 , the Bentley 3 Litre , the 1917-? Liberty L-12 , the 1929-1932 MG Midget ,

2046-547: The emissions control system used a catalytic converter, exhaust gas recirculation , and secondary air injection. A shipment of approximately twenty 3000Ss arrived in September 1979, and were marked by the import company as being emissions compliant without the Olson Engineering emissions kit actually having been fitted. Dealers were made aware of this fact, but were each apparently coerced into buying at least two of

2108-429: The engine from the usual 3.0 L engine and it also featured hand-polished and ported inlet and exhaust ports. Only 250 RS 3100s were produced for homologation purposes, making original 3.1-litre engines very rare, although modified engines bored +0.60 are common, one of the first 50 engines which was in a RS 3100 that was free for car magazines to review and test in fact had 165 hp (123 kW; 167 PS) instead of

2170-456: The following: Ford Zephyr engine The Ford Zephyr engine was a line of automotive OHV internal combustion engines that were designed for and unveiled with Ford of Britain 's Zephyr/Zodiac and Consul models. The family included both straight-four and straight-six versions. Production began in 1951 and lasted until 1966, when it was replaced by Ford's Essex V4 and Essex V6 engines. The four cylinder debuted in

2232-465: The head castings also being unique to the 3.4-litre engine and an improved inlet manifold with larger runners and an improved plenum chamber. From 1966 to 1998, the 3.0L was also used in industrial applications such as generator plants, airport vehicles, milk vans, jet boats (Hamilton jet) and even river barges. The Essex V6 was fitted to a wide variety of cars, both from Ford and from smaller specialist manufacturers that used Ford engines. Among these were

2294-432: The intake and exhaust ports, since there are no pushrods that need to be avoided. This improves the gas flow through the engine, increasing power output and fuel efficiency . The oldest configuration of overhead camshaft engine is the single overhead camshaft (SOHC) design. A SOHC engine has one camshaft per bank of cylinders, therefore a straight engine has a total of one camshaft and a V engine or flat engine has

2356-715: The intake valves and another for the exhaust valves. Therefore there are two camshafts for a straight engine and a total of four camshafts for a V engine or a flat engine. A V engine or flat engine requires four camshafts to function as a DOHC engine, since having two camshafts in total would result in only a single camshaft per cylinder bank for these engine layouts. Some V engines with four camshafts have been marketed as "quad-cam" engines, however technically "quad-cam" would require four camshafts per cylinder bank (i.e. eight camshafts in total), therefore these engines are merely dual overhead camshaft engines. Many DOHC engines have four valves per cylinder. The camshaft usually operates

2418-587: The left bank of the engine providing 5 psi (0.34 bar) of boost. The 2.5 L and 3.0 L engines share the same block, connecting rods and 93.66 mm (3.69 in) bore, differing only in crank throw and pistons, 3.0 L pistons have a length of 95 mm (3.74 in) and 2.5 L pistons have a length of 100 mm (3.94 in) / 101 mm (3.98 in) . Companies like Specialised Engines, Essex engines and Ric Wood have professionally built and developed large displacement 3.2 L, 3.4 L and even 4.0 L conversions and forced induction conversions for

2480-659: The main workhorse and a high performance option for medium to full-sized cars like the Capri the Granada and Transit . Ford supplied Essex V6-powered Transit vans to the police and ambulance services in the UK from the late 1960s until 1989, when it was replaced by more modern engines such as the fuel injected 2.8 and 2.9 L Ford Cologne V6 engine although the Essex V6 was even used until April 2000 in South Africa. TVR contracted

2542-483: The most common and widely used. These engines were fitted to a wide range of vehicles, from Ford Transit vans to sedans, coupés like the Ford Capri and sports cars like TVRs and Marcos. The earlier versions of engine were rated at 128 hp (95 kW; 130 PS) and 173 lb⋅ft (235 N⋅m) of torque, around October 1971 the engine was revised by modifying the camshaft and cylinder heads which improved

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2604-517: The non-compliant cars with the threat of withholding spare parts for other TVR models. One dealer explained the situation to a customer who happened to work for the US government in an emissions-regulation capacity, and he reported the violation to the authorities. The cars were then impounded. During the long period of time during which Martin Lilley attempted to communicate with US customs officials to resolve

2666-536: The nylon to weaken. This is one of the two major weak points of the Essex V-engines, the other being the hexagonal oil pump spindle / shaft which can round off, or even break. The 2.5 L engine was rated at 137 hp (102 kW; 139 PS) SAE gross or 120 hp (89 kW; 122 PS) DIN and peak torque was rated at 145 lb⋅ft (197 N⋅m) SAE gross or 132 lb⋅ft (179 N⋅m) DIN. The 2.5-litre version ended production in 1977 along with

2728-410: The power and torque to produce 157 hp (117 kW; 159 PS) SAE or 138 hp (103 kW; 140 PS) DIN at 5000 rpm and 192 lb⋅ft (260 N⋅m) SAE or 174 lb⋅ft (236 N⋅m) DIN of torque at 3000 rpm. At the same time, the oil dipstick was moved from the front of the engine to the side, the inlet manifold was improved from earlier models, and the compression ratio

2790-657: The remaining old stock of 3.4 L Engines started to be sold as assembled crate engines, these engines had some differences from the 2.5 3.0 and 3.1 L Dagenham built engines such as: Ford Cologne 2.8 / 2.9 V6 forged connecting rods, German made pistons with moly coating, 1 ⁄ 4  in (6.4 mm) smaller crank journals which reduced bearing speed, more aggressive camshaft timing and higher lift, larger 43 mm (1.7 in) inlet valves, shaft mounted rockers from Ford's Cologne 2.8 / 2.9 V6 engine, unique cylinder head castings with extra oil galleries, solid pushrods with no oiling holes, unique exhaust manifold bolt pattern due to

2852-454: The rights to the Crosley engine format were bought by a few different companies, including General Tire in 1952, followed by Fageol in 1955, Crofton in 1959, Homelite in 1961, and Fisher Pierce in 1966, after Crosley closed the automotive factory doors, and they continued to produce the same engine for several more years. A camshaft drive using three sets of cranks and rods in parallel

2914-466: The same block could serve in both diesel (compression ignition) and petrol applications, although the diesel version never reached production. Traces of its diesel design lie in the very heavy construction using Heron cylinder heads and the necessity for dished pistons to decrease compression for the petrol engine. The cast iron Essex V6 is a heavy engine due to its sturdy design, weighing 170 kg (370 lb), 56 lb (25 kg) more than

2976-537: The same larger inlet and exhaust valves as the GP1, but also offered a new inlet manifold designed for three twin-choke 42 DCNF Weber carburetors fed by an electric fuel pump which boosted power up to 185 bhp (138 kW; 188 PS) and 195 lb⋅ft (264 N⋅m), however the standard camshaft was retained. Earlier versions of the 3.0-litre engine (pre-October 1971) were fueled by a twin-choke 40 DFAV Weber carburetor, which had some inherent faults in its design which caused it to run too rich and cause bore wash. It

3038-534: The situation, the cars were neglected and stored outside, where they deteriorated and were vandalized. The cars were eventually re-exported, repaired, and sold in Germany, but the short-term financial impact of the unsalable cars (worth over £100,000 in total) was damaging to the development of the M Series replacement, the Tasmin. In South Africa, the engine continued in production from 1982 up to April 2000 for use in

3100-498: The standard 3.0 version, and 117 kW (159 PS; 157 bhp) for the fuel injection version, plus a useful boost to fuel economy . Only about 1,600 of the EFI variants were produced during 1992 and 1993. In October 1997, the 3.0L was enlarged to 3.4L by boring the cylinders 1 to 94.6 mm (0.039 to 3.724 in) and a new crankshaft with a stroke of 80 mm (3.15 in) giving a displacement of 3.4 L (3,375 cc), this

3162-730: The starting point for both Mercedes' and Rolls-Royce's aircraft engines. Mercedes created a series of six-cylinder engines which culminated in the Mercedes D.III . Rolls-Royce reversed-engineered the Mercedes cylinder head design based on a racing car left in England at the beginning of the war, leading to the Rolls-Royce Eagle V12 engine. Other SOHC designs included the Spanish Hispano-Suiza 8 V8 engine (with

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3224-447: The timing between each camshaft and the crankshaft. This affords better fuel economy by allowing a broader torque curve. Although each major manufacturer has their own trade name for their specific system of variable cam phasing systems, overall they are all classified as variable valve timing . The rotation of a camshaft is driven by a crankshaft . Many 21st century engines use a toothed timing belt made from rubber and kevlar to drive

3286-437: The top of the engine. Large aircraft engines— particularly air-cooled engines— experienced considerable thermal expansion, causing the height of the cylinder block to vary during operating conditions. This expansion caused difficulties for pushrod engines, so an overhead camshaft engine using a shaft drive with sliding spline was the easiest way to allow for this expansion. These bevel shafts were usually in an external tube outside

3348-400: The top-of-range Zodiac, with an output of 71 bhp (53 kW). The six cylinder grew to 2,553 cc (155.8 cu in) in the 1956 Mark II when its bore and stroke were increased to match the 1.7-litre inline four. This article about an automotive part or component is a stub . You can help Misplaced Pages by expanding it . DOHC An overhead camshaft ( OHC ) engine is

3410-414: The valves directly via a bucket tappet . A DOHC design permits a wider angle between intake and exhaust valves than in SOHC engines, which improves the air-fuel mixture's flow through the engine. A further benefit is that the spark plug can be placed at the optimum location, which in turn improves combustion efficiency . Another newer benefit of DOHC engine design is the ability to independently change/phase

3472-404: Was done for the engine to be better suited to 4x4 vehicles where torque is needed. The 3.4 version produced 108 kW (147 PS; 145 bhp) and 260 N⋅m (192 lb⋅ft). All 3.4 variants used the 38DGAS Weber carburetor with 29 mm (1.1 in) venturis. Production tooling at the factory was scrapped and sold in 2000, to make way for the production of a new four cylinder OHC engine,

3534-520: Was one of the first production cars to use an SOHC engine. During World War I, both the Allied and Central Powers ; specifically those of the German Empire 's Luftstreitkräfte air forces, sought to quickly apply the overhead camshaft technology of motor racing engines to military aircraft engines. The SOHC engine from the Mercedes 18/100 GP car (which won the 1914 French Grand Prix) became

3596-418: Was raised slightly from 8.9:1 to 9.0:1 due to a change of the piston design. The shape of the inlet ports was also changed from an O-port design to a D-port design which improved the flow characteristics of the heads, the old 40 DFAV Weber carburetor that was prone to over-fueling and resulting bore wash was replaced by the 38 DGAS Weber carburetor, the air filter housing was also changed and later around 1976

3658-473: Was subsequently replaced by a more modern twin-choke 38 DGAS Weber carburetor which effectively solved the problems of the earlier carburetors, and was used for the 3-litre V6 until the end of its production. The 2.5-litre V6 used a single barrel Ford carburetor which was also used in the low-compression variants of the 3.0-litre Essex V6 used in the Ford Transit. Unusually, the Essex V6 was designed so that

3720-529: Was substantially increased (by 63%) from 138 to 218 hp (140 to 221 PS; 103 to 163 kW). Similar to the TVR 3000S' turbocharging system, it used a "blow-through carburettor" system in which the standard but re-jetted 38 DGAS Weber carburetor was run inside a pressurised airbox. Performance figures further increased with the uprated post-October 1971 versions of the engine. The company Janspeed, well known for their high performance exhaust systems, also designed

3782-472: Was the 1962 Glas 1004 compact coupe. Another camshaft drive method commonly used on modern engines is a timing chain , constructed from one or two rows of metal roller chains . By the early 1960s most production automobile overhead camshaft designs used chains to drive the camshaft(s). Timing chains do not usually require replacement at regular intervals, however the disadvantage is that they are noisier than timing belts. A gear train system between

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3844-474: Was used in the 1920–1923 Leyland Eight luxury car built in the United Kingdom. A similar system was used in the 1926-1930 Bentley Speed Six and the 1930-1932 Bentley 8 Litre . A two-rod system with counterweights at both ends was used by many models of the 1958-1973 NSU Prinz . Among the first overhead camshaft engines were the 1902 Maudslay SOHC engine built in the United Kingdom and

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