valve gear

There was no inside valve gear to worry about, however.

The valve gear took a similar route to the drive.

Therefore, an alternative type of valve gear had to be found.

This also allowed more space to model the external valve gear.

This makes control of the valve gear easier for the driver.

There are many variations in the location of the valve gear.

I have been told it could be an oil feed problem to the valve gear, but the pipe is clear.

As of December 2011 work is progressing on the valve gear.

The engine was given a modified form of Joy valve gear.

The engines had an external frame with outside drive and valve gear.

They had one common valve gear with crossed steam channels.

The main gasoline engine can be turned and its valve gear operates.

It is situated in the steam chest, and moved by the valve gear.

The slide valves were worked by an outside Allan valve gear.

The first vehicles were equipped with an outside valve gear of the Allan type.

In addition access to the valve gear was improved.

The valve gear was however a completely different affair.

The head could be removed from either design complete with undisturbed valve gear.

The steam supply was controlled by an outside Allan valve gear.

Early locomotives used simple valve gear that gave full power in either forward or reverse.

Pipes, valve gear and pumping equipment came from central Scotland.

Providing variable cutoff is an important function of the valve gear.

This required the coupling of their governor to the expansion valve gear.

A valance was fitted over the valve gear on the front platform.

Another criterion is whether the valve gears of the two groups are wholly independent or linked together in some way.