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42-521: The Triumph Triples are a family of modern DOHC inline three-cylinder motorcycle engines made from 1990 onwards by the Triumph Motorcycle Company at their Hinckley , Leicestershire factory. The inspiration for the later triples was the pushrod Triumph Trident , produced from 1968 to 1974 at the Triumph factory at Meriden Works. The Triumph Triple motorcycle engine has been used in

84-569: A sport tourer with a cockpit fairing, joined the Trident range. The first variation on the 900 triple theme appeared in 1992 with the Tiger 900 . This made use of softer cam profiles to produce a less powerful engine but with an even broader spread of torque. Further changes appeared a few years later with the Daytona Super III. This time Triumph collaborated with the tuning gurus at Cosworth to produce

126-510: A 1,215 cc (74.1 cu in) liquid-cooled, 12-valve, straight-three engine , which is mated to a six-speed gearbox and shaft drive . The engine is also used on its dual-sport sibling, the Tiger Explorer , although on the Trophy it produces slightly less power and has a taller sixth gear, more suitable for the touring proposal of this motorcycle. The base model will be complemented by

168-488: A 675 cc triple engine to power the all new Daytona 675 sport bike . The engine is liquid-cooled, fuel-injected, transversely-mounted and produces 123 bhp (92 kW) at 12,500 rpm and 53 lb⋅ft (72 N⋅m) of torque at 11,750 rpm. The Daytona 675 has competed very successfully with the Japanese 600 cc inline fours that had dominated the market. In 2007, a de-tuned version of this engine, with

210-453: 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

252-464: 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

294-538: A cosmetic overhaul, by adding polished alloy covers and fake cooling fins on the barrels. In 1997 a sportier machine was produced, the Thunderbird Sport, using the Thunderbird engine with 6 speed gearbox and unrestricted air intake to give more power, 82 bhp (61 kW) as opposed to 69 bhp (51 kW), twin front discs and other details changes to produce an engine in a remarkably similar state of tune to

336-585: 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

378-446: 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

420-498: A less severe cam and a slightly lower redline, was used in Street Triple 675 roadster . In 2017, Triumph introduced a 765 cc engine, designed for Moto2 (2019 onwards) and the new Street Triple line (not yet Daytona). In October 2020, Triumph introduced a 660 cc variant of the 675 cc triple for the new 2021 Triumph Trident budget bike. In January 2021, Triumph introduced an all-new 1160 cc engine (inspired by

462-527: A major update, first appearing in the Tiger 955i and soon spreading across the rest of the range. Power and torque was increased across the range and this updated model was meant to remedy the faults apparent with the earlier 955 engine. The most lively performer to use this updated triple was the Daytona 955i , in this form claiming 147 bhp (110 kW), the most powerful triple to emerge from Triumph. The 900 triple in its original form lingered on until 2002 in

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504-442: A timing chain. In the 1980s, the need for increased performance while reducing fuel consumption and exhaust emissions saw increasing use of DOHC engines in mainstream vehicles, beginning with Japanese manufacturers. By the mid-2000s, most automotive engines used a DOHC layout. Triumph Trophy The Triumph Trophy is a touring motorcycle produced by Triumph Motorcycles Ltd from 2012 to 2017. The motorcycle features

546-407: 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

588-620: Is 2294 cc, the largest purpose-built mass-produced motorcycle engine in existence. It is liquid-cooled and mounted inline with the frame. As a first for Triumph it was paired with a shaft final drive. It produces 140 hp (104 kW) at 6000 rpm and 147 lb⋅ft (199 N⋅m) of torque. In 2006, the Rocket III was joined by the Rocket III Classic, a more conservatively styled cruiser. In 2006, Triumph abandoned its earlier flirtations with four-cylinder middleweight bikes, and unveiled

630-517: 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

672-453: 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

714-535: 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 ,

756-616: The Trident , Thunderbird, Adventurer, Legend, Tiger, Speed Triple , Sprint ST & RS , Sprint Executive, Trophy, Street Triple, and Daytona models. Bike magazine ranked the Hinckley Triumph Triple as the 10th best motorcycle engine of all time. The first generation motor from the reborn Triumph company in 1989 was available as an inline 3-cylinder carburated 4-stroke of either 748 cc (45.6 cu in) called "750", or 885 cc called "900". The primary difference between

798-526: 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—

840-427: 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;

882-417: 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

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924-628: The 765 platform and Moto2), designed for the Speed Triple 1200 RS. Bore was increased to 90mm and stroke was decreased to 60.8mm with peak power at the crank increased to 178hp and 92ft-lbs. The redline increased to 11,150 rpm, compression ratio was increased to 13.2 with engine weight reduced by 7kg and powertrain inertia decreased by 12%. DOHC 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

966-510: 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

1008-415: 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

1050-470: 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

1092-461: 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 ,

1134-583: The first high performance variant of the triple. Using higher compression pistons and a redesigned cylinder head claimed power was increased from 97 bhp (72 kW) to 115 bhp (86 kW). In 1995 another variation of the 900 triple engine was introduced in the Thunderbird 900 , a model intended for Triumph's first foray back into the US market. It had softer cam profiles and new carburettors, so power dropped again in favour of docility. The engine also received

1176-600: The form of the Trophy 900 , being outlived by its four cylinder relative, the Trophy 1200. In 2005 the next generation of the triple emerged in the form of the Sprint ST 1050, swiftly followed by the Speed Triple 1050. The last of the 955 engined bikes – the Tiger – was updated, receiving the cases of the 1050 engine and other small changes although staying at 955 cc capacity until replaced by an all new Tiger 1050 in 2006. 2006 also saw

1218-432: 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

1260-715: 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

1302-509: The last year for the Daytona 955i , ending the production of big bore sporting triples. Coincidentally, this year the Sprint 1050 engine received a higher state of tune by lifting the max torque to occur at 7500rpm, closer to the now discontinued Daytona's 8200rpm point. In mid-2004, Triumph introduced an entirely new triple for use in a new heavyweight cruiser motorcycle, the Rocket III . The engine

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1344-474: The next few years the 885 engine grew to 955 cc and was used in the newly launched Sprint ST and the later Sprint RS. In this updated form it was still claimed to produce 108 bhp (81 kW), the more powerful 128 bhp (95 kW) being kept for the Daytona. The injected 885 cc triple lived on for another couple of years in an updated Tiger. Triumph made minor updates until 2001, when it performed

1386-445: The original Tiger. The triple received its first major update in 1997 with a ground up redesign to produce the fuel injected 955 cc (58.3 cu in) T595 Daytona engine, and the 885 cc (54.0 cu in) T509 Speed Triple engine, the latter using the original bore and stroke of the first generation engine. The claimed power outputs for these engines were 128 and 108 bhp (95 and 81 kW) respectively. Over

1428-449: 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

1470-697: 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

1512-447: 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

1554-437: 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

1596-477: The two engines was the stroke . The shorter stroke, higher revving 750 used a bore/stroke of 76.0 x 55.0 mm while the 900 used a longer stroke of 65.0 mm. The 750 engine with its eager revving performance was initially believed to be the finer machine, but the longer-legged 900 proved more popular. As a result the smaller 750 became a budget model and was eventually phased out. Both the 750 and 900 were sold as roadsters called "Tridents" . The Sprint 900 ,

1638-414: 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

1680-509: 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

1722-472: 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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1764-467: 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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