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Video Engine Management

Video Cylinder Head 1
Video Cylinder Head 2
Video Cylinder Head 3
Video Cylinder Head 4
Video Cylinder Head 5
Video Cylinder Head 6
Video Cylinder Head 7
Video Cylinder Head 8
Video Cylinder Head 9
Video Cylinder Head 10
Video Cylinder Head Repair
Video Cylinder Head Gasket

Video Exchange of Gases
Video Comb. Chamber Shape
Video Cam
Video Camshaft
Video Adjustable Camshaft 1
Video Adjustable Camshaft 2
Video Adjustable Camshaft 3
Video Cambelt
Video Cambelt (assembly)
Video Camshaft Timing Chain
Video Camshaft Timing Chain
Video Upright Shaft
Video Timing Diagram
Video Valves
Video Valve drive
Video Natrium Cooled Valve
Video Valve Spring
Video Valve Stem Guide
Video Valve Seat
Video Valve Seat Angle
Video Valve Stem Sealing
Video Valve Overlap
Video Valve Play Adjustment
Video Valve Contr. (desmo.)
Video Hydraulic Lifter
Video Operating Valves
Video Var. Valve Timing 1
Video Var. Valve Timing 2
Video Var. Valve Lift 1
Video Var. Valve Lift 2
Video Drawrod Engine

Video Engine Control 1
Video Engine Control 2

          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

Vertical Bevel-drive (camshaft)


Vertical bevel-drives can of course, be adapted to any type of engine with one or more overhead cams, but they only really make sense in two cylinder V-engines. In this case, the control from the crankshaft must be transferred to two lonesome cams, almost regardless of their angle. The bevel-drive takes up less space than the chain- or belt-drives. Nonetheless, it is still a very complicated affair.


The last one to use the bevel-drive, was the Ducati company, in the motorcycle sector. Here they were not used with normal valve springs like those shown in the above picture, but were combined with Desmodromic valve control. Indeed, even without the Desmo, a precise valve control is achieved, without having the problems of re-adjusting, or anything like that.
The connection between the two camshafts and the crankshaft is actually quite simple, provided enough space is available. Each shaft then only needs one bevel gear, and the bevel-drive shafts need two. In addition, one must be certain that the ratio of 2:1 from the crankshaft to the respective camshaft, is adhered to. If you take a look at any individual bevel-gear-drive, what you'll see is, one small input gear and one large output gear.
In the present case, both camshafts would not have been able to mesh directly with one crankshaft-gear. Indeed, the bevel-gears in the cylinder head would also have been too big. Therefore, one has realised at least a part of the ratio of 2:1 on the crankshaft, only then directing the torque to the vertical bevel-drives. If the two are now, as is usual in the V-engine, offset by the width of the connecting rod, the two cylinder heads and their camshafts can either be identical or can be a reflected image of each other.


The specifics of the linear expansion between the crankshaft and the cylinder head must be observed during the construction of bevel-drives. The two shafts in the picture are accordingly divided and suitably designed for the transfer of torque.


The vertical bevel-drive can look back on a long tradition. As far back as 1909, a four-cylinder engine with bevel-drive was built by the Gasmotorenfabrik (gas engine factory) Deutz. Even somewhat earlier, there was a construction in Nesseldorf (previously Austria, now the Czech Republic). 12/11               Top of page               Index
2001-2015 Copyright programs, texts, animations, pictures: H. Huppertz - E-Mail
Translator: Don Leslie - Email:

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