BMC experimented with a twin-engined Mini Moke (dubbed the "Twini Moke") in the mid-1960s, but never put it into production. This made advantage of the Mini's 'power pack' layout, with a transverse engine and the gearbox in the engine sump. Simply by fitting a second engine/gearbox unit across the rear, a rudimentary 4×4 system could be produced.
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This feature was also disconnected on the "A" models by a simple blanking plug at the metering pump. The gearbox is separated from the engine sump and has its own oil supply. Suzuki marketed its own brand of rotary oil but also approved at least two other oils for use in its rotary engine. Shell Super 10-20-50 and Castrol GTX were both endorsed lubricants.
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Internally the rotor is cooled and lubricated by engine sump oil and the aforementioned trochoid pump. Engine oil is filtered by an easily accessible car-type oil filter on the lower right side of the cases. The filter includes an internal bypass valve in case of blockage. Further lubrication specifically for the tip, corner and side seals is provided by oil from a tank located under the seat.
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The four-wheel-drive was permanently engaged, and drove separate propshafts to the front and rear differentials. The rear differential was mounted on the side of the engine sump with one driveshaft running through the sump to the nearside rear wheel. Much of the outer bodywork was made of GRP, with the only exception being the roof panels (which were aluminium), the steel doors and the remaining panels from the original Metro shell. The doors were, however, concealed by plastic airboxes.
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This also avoided the need to re-design the engine sump to clear the axle. The new dashboard and ventilation system necessitated the removal of the distinctive air vent flaps underneath the windscreen which had been a feature of previous Land Rover utility models since the 1950s. While the flaps were deleted, the bulkhead pressing remained the same, so the outlines of where the flaps would be are still present. Passenger and Rear Loading doors were re-engineered to reduce corrosion and galvanic reaction.
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The chassis s/n 0804 was the only original Ferrari 196 SP. In 1962, it was entered at the Targa Florio race. Lorenzo Bandini and Giancarlo Baghetti finished second overall, winning the 2,000cc class. Later in May 1962, the same duo contested the 1000 km Nürburgring but did not finish the race after the engine sump plate cracked. Ferrari decided to compete in 1962 European Hill Climb Championship with a 196 SP. Chassis 0804 was loaned to Scuderia Sant'Ambroeus along with driver Ludovico Scarfiotti.
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The rotary engine places severe thermal stresses on its cases, as two sides of rotor are constantly exposed to high ignition and exhaust temperatures, while the third side inducts cool fuel/air mixture. To cope with this, and probably capitalizing on their previous experience with water cooling, Suzuki opted for a liquid-cooled engine using two separate systems. Oil is used to lubricate and cool the internals of the rotor and water-cooled the external jacketing. Oil is fed from an engine sump by a trochoid pump at around .
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This system utilizes the engine lube oil to control the closure of inlet valve. The intake valve opening mechanism incorporates a valve tappet and a piston inside a chamber. There is a solenoid valve controlled by the engine control system which gets energized and supplies oil through a non-return valve during the time of cam lift and the oil gets filled in the chamber and the return channel to the sump is blocked by the valve tappet. During the downward movement of the cam, at a particular instant, the return passage opens and the oil pressure gets released to the engine sump.
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Targa Florio, W F Bradley p. 82 The steep gradient of the course caused oil to collect at the back of the Sunbeam engine sump, which resulted in oiled up plugs, the change of which caused delays. Segrave was further delayed during the race helping extricate Meregalli and his riding mechanic who were pinned underneath their overturned Diatto; the driving mechanic died of his injuries – the first fatal accident to occur on the Sicilian circuit. Notwithstanding this and other delays, Segrave finished in second after 8hr 15min and 07 sec (32.351 mph) to Boillot winning Peugeot.
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Spring and damper settings were revised accordingly to suit the altered weight distribution. The engine sump had to be redesigned to fit between the Mark 2's front suspension units and around one of its crossmembers, new exhaust manifolds were designed to fit in the engine bay, the water pump and cooling fan were relocated, and different air filters were used. The cylinder head fasteners were changed from studs to set bolts to allow the heads to be removed while the engine was still in the car. The radiator fan was driven through a viscous coupling unit that slipped progressively with increased engine speed, which reduced noise from the fan.
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Replacement filters are difficult to find, and adapters that allow the use of more commonly available filters have appeared in the aftermarket. To counteract the vibration that occurs naturally in a parallel twin, Yamaha introduced a system they called the "Omni-Phase balancer". The Omni-Phase system used one chain-driven weighted shaft in the engine sump rotating in the direction opposite that of the crankshaft to counteract forces created by the pistons moving up and down the inclined axis of the piston bores. A second shaft with weights rotating in the same direction as the crankshaft counteracted the force couple created by the difference in the vertical height of the fore-and-aft forces created by the crankshaft and the first balance shaft.
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This arrangement continued also on the second-generation Tercel, until 1987, the third generation received a new, transversely mounted engine. Other front-wheel-drive Toyota models, such as Camry, and Corolla, had transversely mounted engines from the beginning on. The 1966 Oldsmobile Toronado (along with its sister models the Cadillac Eldorado used a novel arrangement which had the engine and transmission in a 'side-by-side' arrangement with power being transmitted between the two via a heavy-duty chain, and a specially designed intermediate driveshaft that passed under the engine sump. This family has the distinction of being the highest engine capacity (8.2 L) front-wheel-drive vehicles ever built. The Saab 99 and “classic” Saab 900 also used a similar arrangement.
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Mondial 3.2 Coupe interior In the Mondial 8, QV and 3.2 models, the transmission housing is integral with the engine sump casting, albeit with its own oil supply, sitting below and slightly to one side of the main block. Drive to the gearbox is via a single-plate, diaphragm-spring clutch and a set of drop-gears located outboard of the left-hand end of the crankshaft, with output torque feeding into a friction-plate limited-slip final drive unit offset to the rear of the gearbox. A five-speed, all-indirect manual transmission using a "dog-leg" selector pattern was the only transmission offered. Instead of the conventional "H" shift pattern, this arrangement (also known as a "reverse h-gate") has 1st gear situated to the far left and back, behind reverse.
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This pattern has been popular with racing gearboxes, as it allows quicker, more direct shifts between 2nd and 3rd, and 4th and 5th, gears. The output from the final drive to the rear wheels is via a pair of short, solid drive shafts fitted with constant-velocity joints at each end to allow for suspension articulation. For these models, clutch actuation is hydraulic, unlike their two-seater cousins' cable systems, and transmission selection is via a rod which extends through the centre chassis tunnel and passes through the engine sump into the transmission housing. For the Mondial t, the engine and transmission were substantially reconfigured and their orientations rotated by ninety degrees to place the axes of both the engine crankshaft and the transmission input shafts parallel to the vehicle's longitudinal axis.
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