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The M-105 was the first Klimov V-12 engine design to use reverse-flow cylinder heads, forcing the induction system to be placed on the outside of the cylinder banks, with the exhaust system also exiting from the outboard side, with twin sets of "siamesed" exhaust ports adjacent to each other. About 129,000 M-105 and its variants were built.
They used the expertise they had gained to start building production engines and cars which were renowned for their performance and luxury. Among the novel design features (for a pre-1940 production engine) seen on various Duesenberg engines are single- and double-overhead camshafts, three- and four-valve heads, superchargers and aluminum castings.
An important advantage of owning a Menasco engine was Al's appreciation of the economics of using off the shelf interchangeable parts whenever possible. His company was the only supplier of inverted in-line engines in the early thirties in the USA. They had reasonably high power, and a ready availability of complete engines and repair parts. [6]
The engine had a displacement of 18.4 L (1,120 cu in) a weight of 430 kg (950 lb) and developed 12 m (40 ft) racing boats, but little is known of its racing achievements. [ 5 ] Two more V12s appeared in the 1909-1910 motor boat racing season.
Enzo Ferrari and his engine department work on the 125 S engine in 1947 The V12 engine used in the 125 F1 (early version) 125 S at the Museo Casa Enzo Ferrari. The first Ferrari-designed engine was the 1,496.77 cc (1.5 L; 91.3 cu in) V12 125, the work of Gioacchino Colombo and assistants Giuseppe Busso and Luigi Bazzi []. [1]
The design effort was led by Aubrey Woods, and resulted in a naturally aspirated 3.0-litre DOHC 12-cylinder engine with a 60° angle between cylinder banks. Aubrey Woods' previous work at BRM with their 1.5-litre and 2.0-litre V8 engines was clearly seen in the new Weslake V12.
The engine used in the Ferrari F333 SP sports prototype was a modified version of the 65-degree V12 engine used in the 1990 Ferrari 641 Formula One car, enlarged from 3.5 L to 4.0 L, for longevity, durability, and reliability, and producing 641 hp (650 PS; 478 kW) @ 11,000 rpm; detuned on power and revs from the original engine by about 40 hp ...
On behalf of NSU, Siegfried Spiess not only tuned the engines but also built the entire vehicles. After the last NSU rolled off the production line in 1972 and Willi Bergmeister had won the last of the numerous championship titles with a Spiess-NSU engine in 1974, Siegfried Spiess reoriented himself and focused on the 1.6 litre GTI engine from the Golf/Scirocco series for the first time.
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