sleeve-valve engine

He was unable to upgrade his smoky 6-cylinder sleeve-valve engines.

Daimler kept their silent sleeve-valve engines until the mid-1930s.

In 1911, a six-cylinder and a four-cylinder sleeve-valve engine were also produced.

Powered by a six cylinder sleeve-valve engine that Provides smooth silence and simple endurance.

Over the next few years, Rover made a wide variety of cars, including some models with the Knights sleeve-valve engine.

The main advantages of the sleeve-valve engine are:

The cars with the sleeve-valve engines used the long-wheelbase chassis with the larger dimensions.

This is endemic with a sleeve-valve engine, as the engine oil constantly lubricates the sleeve movement.

This problem increased with engine speeds over 1600 rpm, at which point the sleeve-valve engine ceased to provide superior output.

This was one of several improvements applied by Panhard engineers to the basic Knight sleeve-valve engine concept.

The Knight-Rover sleeve-valve engine was so silent the driver was often asked if it was running.

The Daimler sleeve-valve engine used in the Mark I created copious amounts of smoke, which easily gave away its position.

Daimler built the Daimler-Knight sleeve-valve engine.

Development of the Kelvin-Ricardo range of engines, designed to replace the sleeve-valve engine range, was undertaken between 1927 and 1930.

The sleeve-valve engines with silence and great low-speed torque were unable to spin fast enough to make full use of new combustion technology and remain reliable.

Using two auxiliary generators, driven by two Ricardo sleeve-valve engines, these engines could be supercharged to give a total of 10 000 bhp.

The main difference from what became the AEC B-Type was the use of Daimler's sleeve-valve engine.

Mors adopted double sleeve-valve engines made by Minerva.The higher oil consumption was heavily outweighed by the quietness of running and the very high mileages without servicing.

In 1913, Willys acquired a license to build the Charles Knight's sleeve-valve engine which it used in cars bearing the Willys-Knight nameplate.

This type of "breaking in" is not possible on a sleeve-valve engine, however, because the piston and sleeve move in different directions and in some systems even rotate in relation to one another.

Also, as combustion chambers of sleeve-valve engines are uncluttered by valves, especially the hot exhaust valves, being comparatively smooth they allow engines to work with lower octane number fuels using the same compression ratio.

As the sleeve-valve engines were nearing the end of their days in the 1930s, an ingenious form of 'semi-automatic' gearchanging and drive system was being introduced which would forever be associated with these marques in the minds of enthusiasts.

Anson Engine Museum: YouTube video on The Petter Brotherhood Engine, A railroad Single Sleeve-Valve Engine, designed around 1930 in the company participated by J. B. Mirrlees.

Napier and Bristol began the development of sleeve-valve engines that would eventually result in limited production of two of the most powerful piston engines in the world: the Napier Sabre and Bristol Centaurus.

However, the car that entered production and was offered for sale from May 1935 as the Dynamic 130 came with the six-cylinder in-line sleeve-valve engine of 2,516 cc from the predecessor model, the Panhard et Levassor CS.