The transmission. Yes.
Engine Rotation Questions
- Thread starter Shel_B
- Start date
Back in the 50's/60's there was a very basic 3 wheeler Bond minicar car powered by a Villiers 2 stroke engine. It had no reverse gear fitted. To reverse the car, the engine had to be stopped and started up again in the reverse direction, then of course stopped and started up again in the forward direction. Just as well it had a very tight turning circle as a 3 point turn would have been tedious.
IIRC, the Yamaha Virago V-Twins ran CCW. The thinking was the CCW rotation counter acted the CW rotation of the wheels aiding stability.
Did this work as intended?
Did this work as intended?
Not back in the day only: when two outboards are on a transom, one (usually the port side) is reverse rotation. All this is done in gear box right in front of the propeller. The reason for that is all the torque in one direction would tilt the boat to port side too far). Because single outboard propellers turn clockwise, the helm is usually on the starboard side to account for the captain's weight.
"Dockbuster" Mercury outboards. In the late 1950s the first big horsepower Mercury engines had no reverse gears, Instead reverse was attained by reversing the rotation of the crankshaft and pistons.
"The engine has ingenious technology throughout: The ignition involves two coils, dual points and a single distributor with two contacts to fire the spark plugs. Later models have a stick at the helm that operates the engine through an offset gate, with microswitches at the detents; and of course, a complicated starter, throttle linkage, water pump and timing gear to operate the engine in two directions."
They were called "dockbusters" because the reverse was complicated and if, it didn't work or was worked correctly, the result was a higher speed forward collision with the dock. Not good.
Possibly an attempt to counteract the drive shaft force to prevent shaft jacking.IIRC, the Yamaha Virago V-Twins ran CCW. The thinking was the CCW rotation counter acted the CW rotation of the wheels aiding stability.
Did this work as intended?
dnewton3
Staff member
Additionally to all the comments above, it also matters to the final drive.
In a traditional longitudinal-drive vehicle, the ring/pinon relationship matters relative to the spin of the driveshaft, which is a function of the trans output, from the origin of the engine crankshaft. If a vehicle platform has multiple different engine options, but one rear axle configuration, then both engines have to rotate the same direction or the drive would be "reversed" relative to each other. They all have to work in concert with each other, so generally all engines are designed to "spin" the same direction for same/similar applications.
The same concept applies to transverse apps as well.
In a traditional longitudinal-drive vehicle, the ring/pinon relationship matters relative to the spin of the driveshaft, which is a function of the trans output, from the origin of the engine crankshaft. If a vehicle platform has multiple different engine options, but one rear axle configuration, then both engines have to rotate the same direction or the drive would be "reversed" relative to each other. They all have to work in concert with each other, so generally all engines are designed to "spin" the same direction for same/similar applications.
The same concept applies to transverse apps as well.
