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Derailleur

2025-09-11T08:37:47Z

2001:569:7E98:3B00:A06A:7A0A:4CE3:FE8D: Removed repeated word

{{about|the gearing system of a bicycle|the railroad derailer|Derail|the act of derailment itself|Derailment}}
{{short description|Variable-ratio transmission system commonly used on bicycles}}
{{lead too short|date=April 2021}}
[[file:14-06-20-shimano-600-RalfR-N3S 7903-05.jpg|thumb|[[Shimano]] 600 front derailleur (1980)]]

A '''derailleur''' ({{IPA|fr|deʁajœʁ}}) is specifically a device that moves a bicycle chain from one [[sprocket]] to another, and more generally the entire gearset on a multiple-speed bicycle with such a mechanism.<ref name="OED">{{ cite book | title = Oxford English Dictionary | edition = 2nd | year = 1989 | url = http://www.oed.com/view/Entry/50542 | quote = derailleur, ''n.'' A bicycle gear in which the ratio is changed by switching the line of the chain (while pedalling) so that it jumps to a different sprocket on the rear wheel. Also derailleur gear.}}</ref>

Modern front and rear derailleurs typically consist of a moveable chain-guide that is operated remotely by a [[Bowden cable]] attached to a [[Shifter (bicycle part)|shifter]] mounted on the [[bicycle frame|down tube]], handlebar [[Stem (bike)|stem]], or [[Bicycle handlebar|handlebar]]. When a rider operates the lever while pedalling, the change in cable tension moves the chain-guide from side to side, "derailing" the chain onto different sprockets.

== Etymology ==

''Dérailleur'' ({{IPAc-fr|d|e|r|a|I|oe|r}}) is a French word,<ref name="OED" /> derived from the [[derailment]] of a train from its tracks.<ref name="Sheldon 'Vélomane' Brown">{{ cite web | url = http://sheldonbrown.com/derailer.html | title = Derailer, Not Derailleur! | date = Nov 29, 2011 | author = Sheldon Brown | author-link = Sheldon Brown (bicycle mechanic) | quote = The word "derailer" (or "dérailleur") is actually a metaphor, relating the gear change to what happens when a railroad train goes off the tracks. In English, this is called a "derailment," not a "déraillement." | access-date = 2013-02-02}}</ref> Its first recorded use was 1930.<ref name="OED" /><ref name="MW">{{ cite web | url = http://www.merriam-webster.com/dictionary/derailer | title = derailer: The word you've entered isn't in the dictionary. | publisher = [[Merriam-Webster]] | access-date = 2013-02-02}}</ref>

== History ==
[[file:Derailleur Bicycle Drivetrain.svg|thumb|A modern [[racing bicycle|road bicycle]] drivetrain with front and rear derailleurs]]

Various derailleur systems were designed and built in the late 19th century. One example is the Protean two-speed derailleur available on the [[Whippet (bicycle)|Whippet]] safety bicycle.<ref name=BertoDancingChain2>{{ cite book | pages = 58–61 | author=Berto, Frank J. | title=The Dancing Chain: History and Development of the Derailleur Bicycle | edition=2nd ? | year=2005 | orig-year=2000 | url=http://www.thedancingchain.com/ | publisher=Cycle Publishing/Van der Plas Publications | location = [[San Francisco]] }}</ref> The [[France|French]] bicycle tourist, writer and cycling promoter [[Paul de Vivie]] (1853–1930), who wrote under the name ''Vélocio'', invented a two speed rear derailleur in 1905 which he used on forays into the [[Alps]].<ref>{{ cite web | last = Graves | first = Clifford | url = http://cycling.ahands.org/bicycling/velocio.html | title = Velocio, Grand Seigneur | access-date = 2007-03-17}}</ref>
Some early designs used rods to move the chain onto various gears. 1928 saw the introduction of the "Super Champion Gear" (or "Osgear")<ref>{{cite web | url =http://www.classiclightweights.co.uk/designs/osgear-hs.html | title =Super Champion Osgear | first =Hilary | last =Stone | year =2007 | work =Classic Lightweights | location =UK | access-date =1 June 2010 | quote =This site is all about rear derailleur gears... | archive-date =17 April 2012 | archive-url =https://web.archive.org/web/20120417072538/http://www.classiclightweights.co.uk/designs/osgear-hs.html | url-status =dead }}</ref> from the company founded by champion cyclist [[Oscar Egg]], as well as the Vittoria Margherita* both employed chainstay mounted 'paddles' and single lever chain tensioners mounted near or on the downtube. However, these systems, along with the rod-operated Campagnolo Cambio Corsa<ref>{{ cite web | url =http://www.campyonly.com/history.html#Cambio%20Corsa | title =Campagnolo Cambio Corsa shifter | first =Eric | last =Norris | year =2010 | work =Campy Only! | access-date =1 June 2010 }}</ref> were eventually superseded by ''parallelogram derailleurs''.

In 1937, the derailleur system was introduced to the [[Tour de France]], allowing riders to change gears without having to remove wheels. Previously, riders would have to dismount in order to change their wheel from downhill to uphill mode.<ref>History of the Tour de France: 1920–1939 - Les Forcats de la Route by Mitch Mueller</ref> Derailleurs did not become common road racing equipment until 1938 when [[Lucien Juy|Simplex]] introduced a cable-shifted derailleur.

In 1949 [[Campagnolo]] introduced the Gran Sport, a more refined version of the already existing, yet less commercially successful, cable-operated parallelogram rear derailleurs.<ref name=BertoDancingChain3>{{ cite book | pages = 162 | author=Berto, Frank J. | title=The Dancing Chain: History and Development of the Derailleur Bicycle | edition=2nd ? | year=2005 | orig-year=2000 | url=http://www.thedancingchain.com/ | publisher=Cycle Publishing/Van der Plas Publications | location = [[San Francisco]] }}</ref>

In 1964, [[Suntour]] invented the ''slant-parallelogram'' rear derailleur, which let the jockey pulley maintain a more constant distance from the different sized sprockets, resulting in easier shifting. Once the patents expired, other manufacturers adopted this design, at least for their better models,<ref>{{ cite web | url = http://www.users.globalnet.co.uk/~hadland/page35.htm | last = Berto | first = Frank | title = Sunset for SunTour | access-date = 2007-03-17 | url-status = dead | archive-url = https://web.archive.org/web/20081205181751/http://www.users.globalnet.co.uk/~hadland/page35.htm | archive-date = 2008-12-05 }}</ref> and the "slant parallelogram" remains the current rear derailleur pattern.

Before the 1990s many manufacturers made derailleurs, including [[Lucien_Juy|Simplex]], [[SRAM Corporation|Huret]], Galli, [[Mavic (bicycle parts company)|Mavic]], Gipiemme, Zeus, Suntour, and [[Shimano]]. However, the successful introduction and promotion of indexed shifting by Shimano in 1985 required a compatible system of shift levers, derailleur, sprockets, chainrings, chain, shift cable, and shift housing.<ref name=BertoDancingChain4>{{ cite book | pages = 286 | author=Berto, Frank J. | title=The Dancing Chain: History and Development of the Derailleur Bicycle | edition=2nd ? | year=2005 | orig-year=2000 | url=http://www.thedancingchain.com/ | publisher=Cycle Publishing/Van der Plas Publications | location = [[San Francisco]] }}</ref>

The major innovations since the 1990s have been the switch from friction to indexed shifting and the gradual increase in the number of gears. With friction shifting, a lever directly controls the continuously variable position of the derailleur. To shift gears, the rider first moves the lever enough for the chain to jump to the next sprocket, and then adjusts the lever a slight amount to center the chain on that sprocket. An indexed shifter has a [[detent]] or [[Ratchet (device)|ratchet]] mechanism which stops the gear lever, and hence the cable and the derailleur, after moving a specific distance with each press or pull. Indexed shifters require re-calibration when cables stretch and parts get damaged or swapped. On [[racing bicycle]]s, 10-gear rear [[Cogset#Cassettes|cassettes]] appeared in 2000, and 11-gear cassettes appeared in 2009. Most current mountain bicycles have either. Many modern, high-end mountain bikes have begun using entirely one chain ring drivetrains, with the industry constantly pushing the number of rear cogs up and up, as shown by SRAM's Eagle groupsets (1 by 12) and Rotor's recent 1 by 13 drive-train.<ref>[http://rotorbike.com/wp-content/uploads/2018/07/ROTOR-1x13.pdf Rotor 1x13]</ref> Most road bicycles have two chainrings, and touring bicycles commonly have three.

An [[electronic gear-shifting system]] enables riders to shift with electronic switches instead of using conventional control levers. The switches are connected by wire or wirelessly to a battery pack and to a small electric motor that drives the derailleur. Although expensive, an electronic system could save a racing cyclist time when changing gears.<ref name = Best>{{ cite web | author = Best, Paul | title = Shimano's Dura-Ace Di2 electronic shifting to give road racers a time advantage | date = 2009-04-08 | url = http://www.gizmag.com/shimano-dura-ace-di2-electronic-shift/11407/ | publisher = Gizmag | access-date = 2010-02-10}}</ref>

The three main manufacturers of derailleurs are [[Shimano]] (Japan), [[SRAM (bicycles)|SRAM]] (USA), and [[Campagnolo]] (Italy).

== Rear derailleurs ==
[[file:Campagnolo Super Record rear derailleur 1983.jpg|thumb|Campagnolo Super Record rear derailleur (1983)]]
[[file:Shimano xt rear derailleur.jpg|thumb|[[Shimano]] XT rear derailleur on a [[mountain bike]]]]
[[file:Bicycle rear derailleur pulley wheels.JPG|thumb|Pulley wheels for a rear derailleur]]

The rear derailleur has two functions: it moves the chain between rear sprockets while taking up chain slack caused by moving to a smaller sprocket at the rear or a smaller chainring by the front derailleur. In order to accomplish this second task, it is positioned in the path of the bottom, slack portion of chain. Sometimes the rear derailleurs are re-purposed as [[Single-speed bicycle#Chain tensioning|chain tensioners]] for [[single-speed bicycle]]s that cannot adjust chain tension by a different method.

Although variations exist, most rear derailleurs have several components in common. They have a cage that holds two [[pulley]]s that guide the chain in an [[S]]-shaped pattern. The pulleys are known as the jockey pulley or guide pulley (top) and the tension pulley (bottom).<ref>{{ cite web | url = http://www.sheldonbrown.com/gloss_p.html#pulley | title = Sheldon Brown's Glossary:Pulley | access-date = 2009-09-26}}</ref> The cage rotates in its plane and is spring-loaded to take up chain slack. The cage is positioned under the desired sprocket by an arm that can swing back and forth under the sprockets. The arm is usually implemented with a [[parallelogram]] mechanism to keep the cage properly aligned with the chain as it swings back and forth. The other end of the arm mounts to a pivot point attached to the [[Fork_end#Derailleur_hanger|bicycle frame]]. The arm pivots about this point to maintain the cage at a nearly constant distance from the different sized sprockets. There may be one or more adjustment screws that control the amount of lateral travel allowed and the spring tension.

The components may be constructed of [[aluminium alloy]], [[steel]], [[plastic]], or [[carbon fibre]] composite. The pivot points may be [[Bushing (bearing)|bushings]] or [[Rolling-element bearing|ball bearings]]. These will require moderate lubrication.

=== Relaxed position ===
High normal or top normal rear derailleurs return the chain to the smallest sprocket on the cassette when no cable tension is applied.<ref>{{ cite web | url = http://cycle.shimano-eu.com/publish/content/cycle/seh/nl/en/technical_service/faq_s/general_faq_s/what_is_the_difference2.html | title = Shimano FAQs: What is a "Top normal" or a "Low normal" Rear Derailleur? | access-date = 2008-02-28 | url-status = dead | archive-url = https://web.archive.org/web/20080602002354/http://cycle.shimano-eu.com/publish/content/cycle/seh/nl/en/technical_service/faq_s/general_faq_s/what_is_the_difference2.html | archive-date = 2008-06-02 }}</ref> This is the regular pattern used on most Shimano mountain, all Shimano road, and all SRAM and Campagnolo derailleurs. In this condition, spring pressure takes care of the easier change to smaller sprockets. In road racing, the swiftest gear changes are required on the sprints to the finish line. Therefore high-normal types, which allow a quick change to a higher gear, remain the preference.{{citation needed|date=March 2024}}

Low normal or rapid rise rear derailleurs return the chain to the largest sprocket on the cassette when no cable tension is applied. While this was once a common design for rear derailleurs, it has become relatively uncommon.<ref>{{ cite web | url = http://www.sheldonbrown.com/gloss_l.html#lownormal | title = Low-normal/High-normal | access-date = 2010-12-21}}</ref> In mountain biking and off-road cycling, the most critical gear changes occur on uphill sections, where riders must cope with obstacles and difficult turns while pedalling under heavy load. This derailleur type provides an advantage over high normal derailleurs because gear changes to lower gears occur in the direction of the loaded spring, making these shifts easier during high load pedalling.

=== Cage length ===
The distance between the upper and lower pulleys of a rear derailleur is known as the cage length. Cage length, when combined with the pulley size, determines the capacity of a derailleur to take up chain slack. Cage length determines the total capacity of the derailleur, that is the size difference between the largest and smallest chainrings, and the size difference between the largest and smallest sprockets on the [[cogset]] added together. A larger sum requires a longer cage length. Typical cross country mountain bikes with three front chainrings will use a long cage rear derailleur.{{citation needed|date=March 2024}} A road bike with only two front chainrings and close ratio sprockets can operate with either a short or long cage derailleur, but will work better with a short cage.

Manufacturer stated derailleur capacities are as follows:

* Shimano: long = 45T*, medium = 33T
* SRAM: long = 43T*, medium = 37T*, short = 30T

Benefits of a shorter cage length:

* more positive gear-changing due to less flex in the parallelogram
* better gear-changing with good cable leverage
* better obstruction clearance
* less danger of catching spokes.
* slight weight savings.

=== Cage positioning ===
There are at least two methods employed by rear derailleurs to maintain the appropriate gap between the upper jockey wheel and the rear sprockets as the derailleur moves between the large sprockets and the small sprockets. One method, used by Shimano, is to use chain tension to pivot the cage. This has the advantage of working with most sets of sprockets, if the chain has the proper length. A disadvantage is that rapid shifts from small sprockets to large over multiple sprockets at once can cause the cage to strike the sprockets before the chain moves onto the larger sprockets and pivots the cage as necessary. Another method, used by SRAM, is to design the spacing into the [[parallelogram]] mechanism of the derailleur itself. The advantage is that no amount of rapid, multi-sprocket shifting can cause the cage to strike the sprockets. The disadvantage is that there are limited options for sprocket sizes that can be used with a particular derailleur.

=== Actuation and shift ratios ===
{{Original research section|date=September 2012}}
{{Update section|date=June 2017}}

The actuation ratio is the ratio between the amount of shifter cable length and the amount of transverse derailleur travel that it generates. Shift ratio is the reciprocal of actuation ratio and is more easily expressed for derailleurs than actuation. There are currently several standards in use, and in each the product of the derailleur's shift ratio and the length of cable pulled must equal the pitch of the rear sprockets. The following standards exist.

* The Shimano compatible family of derailleurs is stated as having a shift ratio of ''two-to-one'' (2:1), and since SRAM makes two families of components, the term has been widely adopted to distinguish it from SRAM's own ''one-to-one'' (1:1) ratio family of derailleurs. Notice that these ''family'' names do not give the exact shift ratios: the 2:1 shift ratio is in fact about 1.7 (Or 1.9 on the Dura Ace series up to 7400) rather than 2, and the native SRAM shift ratio is about 1.1. The family names of these standards are reversed by some in actuation ratio notation as opposed to that of the more common shift ratio.<ref>{{ cite book | title = The Dancing Chain | author = Frank J. Berto | publisher = Van der Plas Publications | year = 2009 | edition = Third | page = 374 | quote = SRAM actively promotes their 1:1 shifters and derailleurs, which have about twice as much cable movement as those by other manufacturers.}}</ref><ref name="BikeMag">{{ cite web | url = http://www.bikemag.com/blog/011906_sram_x9_shifter_derailleur_test_review/ | title = TESTED: SRAM X-9 Shifters and Derailleur | quote = Shimano, by contrast, utilizes a 2:1 ratio where the rear derailleur moves twice as far as the cable pull for every click on the shifter. | date = January 19, 2006 | publisher = Bike Magazine | access-date = 2011-08-13}}</ref><ref>{{ cite web | url = http://bike198.com/review-shimano-deore-xt-mtb-component-group/ | title = Review: Shimano Deore XT MTB Component Group | publisher = Bike198 | date = Jan 19, 2010 | quote = Install and setup is the same as any other Shimano shifting system with their 2:1 pull ratio. | access-date = 2011-08-29}}</ref> Thus, in Shimano systems a unit of cable shifted causes about twice as much movement of the derailleur.
* The native SRAM convention is called ''one-to-one'' (1:1). These have actual shift ratios of 1.1. A unit of cable retracted at the shifter causes about an equal amount of movement in the derailleur.<ref name="BikeMag" /> SRAM claims that standard makes their systems more robust: more resistant to the effects of contamination.<ref>{{ cite web | url = http://www.sram.com/sram/road/technologies/187 | title = Exact Actuation | quote = When we launched our road technology from scratch we reapplied our MTB proven SRAM 1:1 actuation ratio (shifter cable travel : derailleur movement) for 10 speed rear shifting. | publisher = [[SRAM Corporation]] | access-date = 2011-08-13 | url-status = dead | archive-url = https://web.archive.org/web/20110823000655/http://www.sram.com/sram/road/technologies/187 | archive-date = 2011-08-23 }}</ref><ref>{{cite web | url = http://velonews.competitor.com/2006/04/bikes-and-tech/tech-talk-mr-zinn-rides-srams-new-road-groups_9723 | title = Tech Talk: Mr. Zinn rides SRAM's new road groups | author = Lennard Zinn | publisher = VeloNews | date = Apr 10, 2006 | quote = Both [road] derailleurs get “SRAM Exact Actuation,” which is not quite the one-to-one actuation ratio of SRAM mountain derailleurs, so Force and Rival shifters are not compatible with SRAM X.0 rear derailleurs. | access-date = 2011-08-13 | archive-date = 2012-07-06 | archive-url = https://web.archive.org/web/20120706003928/http://velonews.competitor.com/2006/04/bikes-and-tech/tech-talk-mr-zinn-rides-srams-new-road-groups_9723 | url-status = dead }}</ref> Some SRAM shifters are made to be 2:1 Shimano-compatible, but these clearly will not work with SRAM's 1:1 derailleurs.<ref>{{cite web | url = http://www.sram.com/sram/mountain/products/sram-mrx-pro-twist-shifter | title = SRAM MRX | publisher = [[SRAM Corporation]] | access-date = 2011-08-13 | archive-date = 2011-09-29 | archive-url = https://web.archive.org/web/20110929170745/http://www.sram.com/sram/mountain/products/sram-mrx-pro-twist-shifter | url-status = dead }}</ref>
* The [[Campagnolo]] convention. The shift ratios are 1.5 for modern units but their old units had 1.4 ratios.<ref name="JohnAllen">{{ cite web | url = http://www.sheldonbrown.com/drivetrain-mixing.shtml | title = Mixing Brands and Models of Shifters, Rear Derailers and Cassettes | author = John Allen | publisher = [[Sheldon Brown (bicycle mechanic)|Sheldon Brown]] | access-date = 2011-08-13}}</ref>
* The [[Suntour]]'s convention.<ref name="JohnAllen" />

Shifters employing one convention are generally not compatible with derailleurs employing another, although exceptions exist,<ref>{{ cite web | url = https://www.cyclinguk.org/cyclists-library/components/transmission-gears/derailleur-gears/shimergo | title = Cycling UK: A guide to rear shifting | access-date = 2018-12-29}}</ref> and [[adaptor]]s are available.<ref>{{cite web | url = http://velonews.competitor.com/2008/03/bikes-and-tech/can-you-run-campy-shifters-with-a-sram-drivetrain-sure-why-not_73404 | title = Can you run Campy shifters with a SRAM drivetrain? Sure, why not? | author = Lennard Zinn | publisher = VeloNews | date = Mar 17, 2008 | quote = For a simple solution involving an adaptor that you can by {{sic}} and install easily, you can use a Jtek ShiftMate. | access-date = 2011-08-29 | archive-date = 2011-08-30 | archive-url = https://web.archive.org/web/20110830010359/http://velonews.competitor.com/2008/03/bikes-and-tech/can-you-run-campy-shifters-with-a-sram-drivetrain-sure-why-not_73404 | url-status = dead }}</ref>
[[File:SLX Derailleur.jpg|thumb|257x257px|SLX Derailleur with the front plate removed, making the clutch assembly visible]]

=== Clutch ===
Some rear derailleurs, especially for mountain bikes, incorporate a clutch to keep the lower length of chain in sufficient tension to prevent the chain from striking the bottom of the [[chain stay]]: this is called ''chain slap'' and can damage the chain stay. Clutches are also helpful in preventing the chain from derailing from the [[Crankset|chain ring]] on systems without a front derailleur.<ref>{{ cite web | url = https://www.cyclingweekly.com/news/product-news/need-clutch-rear-derailleur-380721 | title = Do you need a clutch rear deraileur? | author = Simon Smythe | date = May 21, 2018 | publisher = Cycling Weekly | access-date = 2018-10-22}}</ref>

== Front derailleurs ==
[[file:Shimano-xt-front-derailleur.jpg|thumb|Shimano XT front derailleur (top pull, bottom swing, triple cage)]]
[[file:Shimano LX front derailleur e-type.JPG|thumb|Shimano E-type front derailleur (top pull, top swing, triple cage)]]
[[file:Bicycle front derailleur with 34.9 mm clamp-band.JPG|thumb|SRAM Red Black Edition front derailleur with clamp-band]]

The front derailleur only has to move the chain side to side between the front chainrings, but it has to do this with the top, taut portion of the chain. It also needs to accommodate large differences in chainring size: from as many as 53 teeth to as few as 20 teeth.

As with the rear derailleur, the front derailleur has a cage through which the chain passes. On a properly adjusted derailleur, the chain will only touch the cage while shifting. The cage is held in place by a movable arm which is usually implemented with a parallelogram mechanism to keep the cage properly aligned with the chain as it swings back and forth. There are usually two adjustment screws controlling the limits of lateral travel allowed. The components may be constructed of aluminium alloy, steel, plastic, or carbon fibre composite. The pivot points are usually bushings, and these will require lubrication.

; Cable pull types:
* Bottom pull: Commonly used on road and touring bikes, this type of derailleur is actuated by a cable pulling downwards. The cable is often routed across the top or along the bottom of the [[bottom bracket]] shell on a [[cable guide]], which redirects the cable up the lower edge of the frame's down tube. Full-suspension mountain bikes often have bottom pull routing as the rear suspension prevents routing via the top tube.
* Top pull: This type is more commonly seen on mountain bikes without rear-suspension. The derailleur is actuated by a cable pulling upwards, which is usually routed along the frame's top tube, using cable stops and a short length of housing to change the cable's direction. This arrangement keeps the cable away from the underside of the bottom bracket/down tube which get pelted with dirt when off-road.
* Dual pull: There are some derailleurs available that have provisions for either top pull or bottom pull, and can be used in either application.

; Cage types:
* Double (Standard): These are intended to be used with cranksets having two chainrings. When viewed from the side of the bicycle, the inner and outer plates of the cage have roughly the same profile.
* Triple (Alpine): Derailleurs designed to be used with cranksets having three chainrings, or with two chainrings that differ greatly in size. When viewed from the side of the bicycle, the inner cage plate extends further towards the bottom bracket's center of rotation than the outer cage plate does. This is to help shift the chain from the smallest ring onto the middle ring more easily.

; Swing types:
* Bottom swing: The derailleur cage is mounted to the bottom of the [[four-bar linkage]] that carries it. This is the most common type of derailleur.
* Top swing: The derailleur cage is mounted to the top of the four-bar linkage that carries it. This alternate arrangement was created as a way to get the frame clamp of the derailleur closer to the bottom bracket to be able to clear larger suspension components and allow different frame shapes. The compact construction of a top swing derailleur can cause it to be less robust than its bottom swing counterpart. Top swing derailleurs are typically only used in applications where a bottom swing derailleur will not fit. An alternative solution would be to use an E-type front derailleur, which does not clamp around the seat tube at all.

; Mount types:
* Clamp: Until recently, most front derailleurs are mounted to the frame by a clamp around the frame's seat tube, and this style is still the standard on mountain bikes and is common on road bikes. Derailleurs are available with several different clamp diameters designed to fit different types of frame tubing. Recently, there has been a trend to make derailleurs with only one diameter clamp, and several sets of shims are included to space the clamp down to the appropriate size.
* Braze-on: An alternative to the clamp is the [[braze-on]] derailleur hanger, where the derailleur is mounted by bolting a tab on the derailleur to a corresponding tab on the frame's seat tube. This avoids any clamp size issues, but requires either a frame with the appropriate braze-on, or an adapter clamp that simulates a braze-on derailleur tab. These have become common on newer road bikes, as carbon frames no longer have a round seat tube. They are rarely seen on mountain bikes.
* E-type: This type front derailleurs do not clamp around the frame's seat tube, but instead are attached to the frame by a plate mounted under the drive side bottom bracket cup and a screw threaded into a boss on the seat tube. These derailleurs are usually found on mountain bikes with rear suspension components that do not allow space for a normal derailleur's clamp to go around the seat tube.
* DMD: Direct-Mount-Derailleur — Initiated by Specialized Bicycles, this type of derailleur is bolted directly to bosses on the chainstay of the bike. They are mostly used on dual suspension mountain bikes, where suspension movement causes changes to the chain angle as it enters the front derailleur cage. By utilizing a DMD system, the chain and derailleur move together, allowing for better shifting when the suspension is active. A DMD derailleur should not be confused with Shimano's Direct Mount, which uses a different mounting system. However, SRAM's direct mount front derailleurs are compatible with DMD, and certain Shimano E-type derailleurs can be used with DMD if the e-type plate is removed.

Because of the possibility of the chain shifting past the smallest inner chainring, especially when the inner chainring is very small, even on bikes adjusted by professional race mechanics, and the problems such misshifts can cause, a small after-market of add-on products, called chain deflectors, exists to help prevent them from occurring.<ref>{{ cite web | url = http://www.sheldonbrown.com/gloss_ch.html#chaindeflector | title = Chain Deflector | quote = In some triple-chainring installations, typically when the "granny" gear is unusually small, it may be impossible to get good shifting to the "granny" chainring with the normal derailer adjustments. | last=Brown |first=Sheldon |author-link=Sheldon Brown (bicycle mechanic) |publisher=Sheldon Brown (bicycle mechanic) | access-date = 2010-09-06}}</ref><ref>{{ cite web | url = http://www.bicycling.com/gear/detail/0,7989,s1-17-105-603-0,00.html | title = Third Eye Chain Watcher | date = Oct 2007 | publisher = [[Bicycling Magazine]] | access-date = 2010-07-12 | archive-url = https://web.archive.org/web/20090608015213/http://www.bicycling.com/gear/detail/0,7989,s1-17-105-603-0,00.html | archive-date = 2009-06-08 | url-status = dead }}</ref><ref>{{cite web | url = http://velonews.competitor.com/2009/04/bikes-tech/born-for-beijing-the-k-edge-chain-catcher-goes-into-production_90511 | title = Born for Beijing, the K-Edge chain catcher goes into production | author = Zack Vestal | date = Apr 14, 2009 | publisher = VeloNews | access-date = 2010-07-12 | archive-date = 2010-07-23 | archive-url = https://web.archive.org/web/20100723035112/http://velonews.competitor.com/2009/04/bikes-tech/born-for-beijing-the-k-edge-chain-catcher-goes-into-production_90511 | url-status = dead }}</ref> Some clamp around the seat tube, below the front derailleur, and at least one attaches to the front derailleur mount.

== Use ==

Derailleurs require the chain to be in movement in order to shift from one ring or sprocket to another. This usually requires the rider to be pedalling, but some systems have been developed with the [[Crankset#Freewheeling cranksets|freewheel in the crankset]] so that the chain moves even when the rider is not pedalling. The Shimano FFS (Front Freewheel System) circa 1980 was the most widespread such system.

Chain-drive systems such as the derailleur systems work best if the chain is aligned with the sprocket plane, especially avoiding the biggest (outermost) drive sprocket running with the biggest (innermost) driven sprocket (or the smallest with the smallest, i.e. innermost with outermost). The diagonal chain run produced by these practices is less efficient and shortens the life of all components, with no advantage from the middle of the range ratio obtained.

Derailleur gears generally have an [[Bicycle gearing#Efficiency|efficiency]] around 95%, a few percentage points higher than other gear types<ref>{{ cite web | url = http://www.ihpva.org/HParchive/PDF/hp52-2001.pdf | title = The mechanical efficiency of bicycle derailleur and hub-gear transmissions |date=2001 | access-date = 2011-07-18| archive-url= https://web.archive.org/web/20110725203642/http://www.ihpva.org/HParchive/PDF/hp52-2001.pdf| archive-date= 25 July 2011 | url-status= live}}</ref> such as [[hub gear]]s.

== See also ==

* [[Bicycle drivetrain systems]]
* [[Gear inches]]
* [[Hub gear]]

== References ==

{{refs}}

== Further reading ==

* {{ cite book | author=Berto, Frank J. | display-authors=etal | title=The Dancing Chain: History and Development of the Derailleur Bicycle | edition=5th | orig-year=2000 | year=2016 | access-date=May 30, 2017 | publisher=Van der Plas Publications/Cycle Publications | url=http://www.cyclepublishing.com/cyclingbooks/dc.html | location=San Francisco, CA | isbn=978-1-892495-77-8 | ref=BertoDancingChain5thEd }}

== External links ==
{{commonscat|Bicycle derailleur gears}}

* {{ cite web | url =http://probicycle.com/jf/jfderail.html | archive-url =https://web.archive.org/web/20020903152929/http://probicycle.com/jf/jfderail.html | url-status =usurped | archive-date =September 3, 2002 | title =A Brief History of the Derailleur | first =John | last =Forester | author-link =John Forester (cyclist) | publisher =probicycle.com | access-date =1 June 2010 }}
* {{cite web | url =http://www.hadland.me.uk/old_derail.htm | title =Evolution of Early British Derailleurs | first =Tony | last =Hadland | publisher =UK | access-date =1 June 2010 | archive-date =4 March 2011 | archive-url =https://web.archive.org/web/20110304172837/http://www.hadland.me.uk/old_derail.htm | url-status =dead }} Covers a number of non-British designs as well.
* {{ cite web | url =http://www.disraeligears.co.uk/Site/Home.html | title =Disraeli Gears — A derailleur collection | first =Michael | last =Sweatman | year =2008 | location =UK | access-date =1 June 2010 | quote =This site is all about rear derailleur gears... }} RDs by period, manufacturer, etc. Many pics and scanned documents.
* {{ cite web |url=https://www.theguardian.com/environment/bike-blog/2018/jun/07/10-weird-and-wonderful-derailleurs-and-how-they-changed-cycling |title=10 weird and wonderful derailleurs – and how they changed cycling |newspaper=The Guardian |date=7 June 2018 |author=Mike Sweatman}} List starting with Velocio's 1912 Le Chemineau derailleur.
* {{ cite web | url =http://www.m-gineering.nl/oldtech.htm | title =Oude techniek | first =M. S. | author = Gerritsen | year =2009 | language =nl | access-date =1 June 2010 }} Pictures of several old derailleur mechanisms.

{{Gears}}
{{Bike equipment}}
{{Cycling}}

[[Category:Bicycle drivetrains]]
[[Category:Bicycle gears]]

Triumph slant-four engine

2025-09-11T07:16:15Z

2001:569:7E98:3B00:A06A:7A0A:4CE3:FE8D: Removed duplicated word

{{short description|Inline four-cylinder petrol car engine}}
{{Use dmy dates|date=August 2017}}
{{Use British English|date=August 2017}}
{{Infobox engine
| name = Triumph Slant-four engine
| image = File:1975 Dolomite 1850.JPG
| manufacturer = [[Triumph Motor Company]]
| aka =
| production = 1968 - 1981
| predecessor =
| successor =
| configuration = [[Inline-four engine|I4]]
| displacement = {{ ubl | {{cvt|1709|cc|cuin|1}} | {{cvt|1854|cc|cuin|1}} | {{cvt|1985|cc|cuin|1}} | {{cvt|1998|cc|cuin|1}} }}
| bore =
| stroke =
| block = [[Cast iron]]
| head = [[Aluminium]]
| valvetrain = [[Overhead camshaft#Single overhead camshaft|SOHC]]
| compression =
| supercharger =
| turbocharger =
| fuelsystem = Carburettors
| management =
| fueltype = [[Gasoline|Petrol]]
| oilsystem = [[Wet sump]]
| coolingsystem = [[Radiator (engine cooling)#Automobiles and motorcycles|Water-cooled]]
| idle =
| redline =
| power =
| specpower =
| torque =
| length =
| width =
| height =
| diameter =
| weight =
| emissions level =
| emissions control =
}}
The '''Triumph slant-four''' is an [[inline-four engine|inline four-cylinder]] petrol [[automobile|car]] [[engine]] developed by the [[Triumph Motor Company]]. It first appeared in 1968 in the [[Saab 99]]. The first Triumph model to use the engine did not appear until 1972. With an original capacity of 1.7 L, displacement grew over time to 2.0 L. Triumph production ended in 1981.

==History==
In 1963 Triumph's Chief Engine Designer Lewis Dawtrey presented the results of his analysis of future engine technology trends and Triumph's anticipated needs.<ref name="scjun-jul84"/> After evaluating [[Wankel engine|rotary]], [[Flat engine|horizontally opposed]], [[V4 engine|V4]] and [[V6 engine|V6]] configurations Dawtrey recommended an [[Overhead camshaft|OHC]] engine family composed of both [[Inline-four engine|Inline-4]] and [[V8 engine|V8]] engines that could be built with the same tooling. The new range would be built in capacities of 1.5 L to 3.0 L, allowing it to replace both the four-cylinder [[Standard SC engine|Standard SC]] and derivative [[Triumph I6]] engines whose roots reached back to the [[Standard Eight]] of 1953. The recommendation was accepted and development began in-house at Triumph by a design team led by Dawtrey and [[Harry Webster]].<ref name="robsonlangworth"/> The initial model was to be a 1.5 L inline four.

At about the same time [[Saab Automobile|Saab]] was working on designing and building 55 hp 1.2-litre and 68 hp 1.5-litre prototype inline four engines for their upcoming [[Saab 99|99]] model.<ref name="colebook"/><ref>{{cite book |last1=Robson |first1=Graham |title=Triumph Cars: The Complete Story |date=2000 |publisher=Motor Racing Publications Ltd |isbn=0947981284 |page=255-256}}</ref> UK engineering and consultancy company [[Harry Ricardo|Ricardo]] was involved in the Saab project and, while not directly involved in development of the slant-four, did have a general engine-development contract with Triumph and was aware of their progress. When Saab determined that developing their own engine would be too expensive and too risky, Ricardo put Saab into contact with Triumph.<ref name="scjun-jul84"/>

Triumph agreed to supply Saab with 50,000 slant-four engines per year for the new 99.<ref name="colebook"/> Displacement had risen from 1.5 L to 1.7 L. Saab had exclusive use of the slant-four for the first several years of production.<ref name="aronline"/> Saab retained its existing [[transaxle]], which was configured to be driven from the front of the engine. This required that the slant-four be turned 180° so that the clutch and flywheel were in the front.<ref name="valebook"/>{{rp|47, 48}} A consequence of this is that the "front"-mounted water pump would be facing the firewall/bulkhead and be inaccessible, prompting it to be relocated to the top of the cylinder block.

The engine was used first by Triumph in the [[Triumph Dolomite|Dolomite]] 1850, which appeared in 1972. The regular Dolomite used the 1.85 L engine, while the sportier [[Triumph Dolomite Sprint|Dolomite Sprint]], unveiled in June 1973, got both a new cylinder head and an increase in displacement to 2.0 L. The slant-four was also used by [[Panther Westwinds|Panther]] in the Dolomite-based [[Panther Rio|Rio]] (1975–1977). The [[Triumph TR7|TR7]] debuted in 1975 with the 2.0 L engine and 8-valve cylinder head. A few pre-production [[Triumph TR7 Sprint|TR7 Sprint]] models received the sportier Sprint engine in 1977. Triumph stopped producing the slant-four when the TR7 was discontinued in 1981.

The V8 member of the engine family first appeared in a Triumph vehicle in 1970, fully two years before the slant-four. Development of the V8 had continued throughout the mid- to late-1960s, with early engines displacing 2.5 L. When [[Charles Spencer King|Charles Spencer (Spen) King]] took over as Head of Engineering from Webster, he authorized continued development of the [[Triumph V8]], and was also instrumental in getting the car it powered, the [[Triumph Stag]], into production.<ref name="valestagbook"/> The production V8 displaced 3.0 L.

{{clear}}

==Technical features==
The slant-four's engine block is of cast iron (called ''chrome iron'' in some references). The cylinders are inclined at an angle of 45° from vertical.<ref name="valebook"/>{{rp|44–49}} This allowed the engine to be built with the same tooling needed for a V8, and reduced the overall engine height, permitting lower bonnets. The crankshaft ran in five main bearings. The pistons are aluminium with three rings. All slant-fours are [[oversquare]], with the larger capacity versions being even more so, as the increase in displacement came from increasing the bore diameter while holding the stroke length constant.

The cylinder head was cast from aluminium alloy. Combustion chambers were wedge-shaped. The [[Overhead camshaft#Single overhead camshaft|single overhead camshaft]] was driven by a single-row {{cvt|3/8|in}} chain. The eight valves, two per cylinder, were inline and were operated on by the camshaft through bucket tappets with shims for adjustment.

==Sprint 16-valve engine==
[[File:Dolomite Sprint Valves Section.jpg|thumb|left|Cross-section of Dolomite Sprint cylinder head, highlighting the single cam operating both inlet and exhaust.]]
[[File:1974 Triumph Dolomite Sprint - Flickr - The Car Spy (21).jpg|thumb|Triumph Dolomite Sprint engine]]
Triumph added a unique [[multi-valve|16-valve]] [[cylinder head]] to the slant-four for the 1973 [[Triumph Dolomite|Dolomite Sprint]]. At the time there were at [[British Leyland]] (BL) both [[Harry Mundy]], who worked on engine development at Jaguar, and [[Walter Hassan]], also at Jaguar but in charge of engine technology development at BL as well. These two shared data on four-valve cylinder heads with King.<ref name="valebook"/>{{rp|55, 56}}

A team of engineers led by King and "with co-operation from [[Harry Mundy]] and the engineers at [[Coventry Climax]]",<ref name="aronline"/> developed a 4-valve-per-[[Cylinder (engine)|cylinder]] head where all of the valves are actuated by a single [[camshaft]] rather than the more conventional [[Overhead camshaft#Dual overhead camshaft|DOHC]] arrangement. The valves are arranged in two rows of eight, inclined 27° from vertical. The inlet valves are {{cvt|1.38|in|mm|2}} in diameter and are operated by the camshaft lobes through bucket tappets, while the exhaust valves are {{cvt|1.21|in|mm|2}} in diameter and are operated through rocker arms.<ref name="valebook"/>{{rp|58, 59}} The design of the cylinder head won a British [[Design Council]] award in 1974.<ref name="vads.ahds.ac.uk"/>

Capacity was increased to {{cvt|1998|cc|cuin|0}}, and larger HS6 [[SU carburettor]]s were fitted. Other changes to the Sprint engine included a duplex timing chain and alloy timing cover.<ref name="valebook"/>{{rp|49, 60}} The big-end journals were also cross-drilled.<ref name="autocar26jul73"/>

The engine was expected to make 135 bhp,<ref name="cmm-aug1995"/> and King returned from holiday "to find an engine running on the bed giving 150 bhp at the first build."<ref name="autocar21jun73"/> Hence, it was initially intended to be named the 'Dolomite 135'. This was changed to 'Dolomite Sprint' and published reasons vary. One oft-repeated rumour is that production lines could not guarantee 135 bhp. However according to Matthew Vale,<ref name="valebook"/> it was during development that Triumph switched to measuring power from imperial (SAE) to metric (DIN), which calculated outputs approximately 5% lower. In this case 135 bhp SAE is 127 bhp DIN.<ref name="valebook"/>{{rp|103}}

The Dolomite Sprint has been described as "the world's first mass-produced multi-valve car".<ref name="gerard2010"/> Multi-valve engines had first appeared in 1912, with the most recent prior to the release of the Sprint engine being the [[Cosworth BDA]] and [[Nissan S20 engine|Nissan S20]] (1969) and [[Lotus 907]] (1972), but they had not been used in mass-production vehicles until after the introduction of the Dolomite Sprint.

The 16-valve 2.0 L engine was also used in a small number of prototype and pre-production [[Triumph TR7 Sprint|TR7 Sprint]]s built at Triumph's plant in [[Speke]] during 1977.<ref name="piggottbook"/>

{{clear}}

==Saab B engine==
{{main|Saab B engine}}
In 1972 Saab brought production of the 1.85 L slant-four in-house to their [[Scania AB|Scania]] division at a facility in [[Södertälje]]. An uncorroborated letter to the editor of [[Motor Sport (magazine)|Motor Sport magazine]] references a Saab press release of July 1970 that indicates that this was planned from the outset.<ref name="msmjul76"/> Following the transfer Saab embarked on a redesign of the engine that resulted in the Saab B engine. Displacement increased to 2.0 L, but the bore diameter was {{cvt|0.3|mm|in|3}} smaller than the enlarged Triumph version, resulting in a swept volume of {{cvt|1985|cc|cuin|1}}.

Saab's B engine shared much with the original Triumph design, including bore centres and bearings, but some previously problematic features, such as the water-pump and its seal, were redesigned.

{{clear}}

==Slant-four variants==
{| class="wikitable" style="align:center; text-align:center"
! Displacement
! Bore
! Stroke
! Compression ratio
! Induction
! Power
! Torque
! Year(s)
! Notes
|-
! " rowspan="2"|{{cvt|1709|cc|cuin|1}}
| " rowspan="2"|{{cvt|83.5|mm|in|1}}
| " rowspan="2"|{{cvt|78|mm|in|1}}
| 8.8:1
| 1x Zenith-Stromberg 175 CD
| {{cvt|80|hp|kW|1}} at 5200 rpm
| {{cvt|94|ftlb|Nm|1}} at 3000 rpm
| 1969-1971
| Saab 99 - single carb
|-
| 9.0:1
| Bosch D-Jetronic
| {{cvt|87|hp|kW|1}} at 5200 rpm
| {{cvt|129|ftlb|Nm|1}} at 3000 rpm
| 1970
| Fuel-injected Saab 99 1.7 L
|-
! " rowspan="3"|{{cvt|1854|cc|cuin|1}}
| " rowspan="3"|{{cvt|87|mm|in|1}}
| " rowspan="3"|{{cvt|78|mm|in|1}}
| 9.0:1
| 2x SU HS4
| {{cvt|92|hp|kW|1}} at 5200 rpm
| {{cvt|108|ftlb|Nm|1}} at 3500 rpm
| 1972 - 1980
| Triumph Dolomite 1850
|-
| 9.0:1
| 1x Zenith-Stromberg 175 CD
| {{cvt|88|hp|kW|1}} at 5000 rpm
| {{cvt|147|ftlb|Nm|1}} at 3000 rpm
| 1971-1974
| Saab 99 - single carb
|-
| 9.0:1
| Bosch D-Jetronic
| {{cvt|95|-|97|hp|kW|1}} at 5000 rpm
| {{cvt|147|ftlb|Nm|1}} at 3500 rpm
| 1971 - 1972
| Fuel-injected Saab 99 1.85 L
|-
! " rowspan="2"|{{cvt|1998|cc|cuin|1}}
| " rowspan="2"|{{cvt|90.3|mm|in|1}}
| " rowspan="2"|{{cvt|78|mm|in|1}}
| 9.5:1
| 2x SU HS6
| {{cvt|127|hp|kW|1}} at 5700 rpm
| {{cvt|122|ftlb|Nm|1}} at 4500 rpm
| 1972 - 1980
| Sprint 16V engine
|-
| 9.25:1
| 2x SU HS6
| {{cvt|105|hp|kW|1}} at 5500 rpm
| {{cvt|119|ftlb|Nm|1}} at 3500 rpm
| 1975 - 1981
| TR7
|-
|}

==Motorsports==
The 16-valve Sprint engine was raced in [[Fédération Internationale de l'Automobile|FIA]] Group 1 and Group 2 in Dolomite Sprints prepared by Leyland Special Tuning at Abingdon.<ref name="valebook"/>{{rp|119–128}} Their first season was 1974, but no finishes were achieved that year. In 1975 the engines received larger carburettors and a revised camshaft. With these changes they completed their first event at the Mintex Rally in 7th place. This was followed by a 2nd place in the Avon Tour of Britain and a 3rd at the Lindisfarne Rally. At the [[Wales Rally GB|Lombard RAC Rally]] the Dolomite Sprint won the 2-litre class and Group 1 outright and placed 16th overall. For 1976 focus had shifted to the TR7, originally with the Sprint engine but by 1978 all efforts were focused on the TR8.

The private [[Broadspeed]] team headed by Ralph Broad did extensive development on the Sprint engine, bringing power up to a claimed {{cvt|174|bhp|kW|1}}. Sprint-powered Broadspeed cars won the Manufacturer's Championship in 1974 and took the driver's title in 1975. In 1976 the cars took 2nd in the 2-litre class, and won again in 1978.

The Sprint engine also appeared in [[Formula Three]], in [[Anson Cars]] and [[March Engineering]] chassis. The Sprint-powered March placed 8th in the 1976 season. In 1979 two March cars driven by [[Nigel Mansell]] and Brett Riley finished 5th and 8th in the F3 championship and each driver won one race in the [[British Formula 3 International Series|Vandervell British F3 Championship]].

==References==
{{Commons category|Triumph Slant-4 engine}}
{{Reflist|refs=

<ref name = "scjun-jul84">{{cite magazine |last=Taylor |first=Mike |title=Stag at bay Part two - the making of a classic |magazine=Sporting Cars |date=June–July 1984 }}</ref>

<ref name="robsonlangworth">{{cite book |last1=Robson |first1=Graham |last2=Langworth |first2=Richard |date=8 January 2019 |title=Triumph Cars - The Complete Story |publisher=Veloce Publishing |isbn=978-1787112896 }}</ref>

<ref name="colebook">{{cite book |last=Cole |first=Lance |date=16 May 2002 |title=Saab 99 and 900: The Complete Story |publisher=The Crowood Press UK |isbn=978-1861264299 }}</ref>

<ref name="aronline">{{cite web|url=https://www.aronline.co.uk/cars/triumph/dolomite/ajax-development-story/ |title=The cars : Triumph Dolomite (Ajax) development story |date=6 June 2018 |last=Adams |first=Keith |website=www.aronline.co.uk |access-date=29 December 2019}}</ref>

<ref name="valebook" >{{cite book |last=Vale |first=Matthew |date=5 October 2015 |title=Triumph Dolomite: An Enthusiast's Guide |publisher=The Crowood Press Ltd. |isbn=978-1847978936 }}</ref>

<ref name="valestagbook">{{cite book |last=Vale |first=Matthew |date=18 September 2014 |title=Triumph Stag: An Enthusiast's Guide |publisher=The Crowood Press UK |isbn=978-1847977359 }}</ref>

<ref name = "autocar26jul73">{{cite magazine |author= |title=Auto Test Triumph Dolomite Sprint - Britain shows the way |magazine=Autocar |date=26 July 1973 }}</ref>

<ref name="cmm-aug1995">{{cite magazine |last=Cahill |first=Peter |date=August 1995 |title=The Dolomite Spring |url=http://www.classicmotor.co.uk/dolomite.htm |url-status= |magazine=Classic Motor Monthly |location= |publisher= |archive-url=https://web.archive.org/web/20160313113125/http://www.classicmotor.co.uk/dolomite.htm |archive-date=13 March 2016 |access-date=}}</ref>

<ref name = "autocar21jun73">{{cite magazine |last=Eves |first=Edward |title=Triumph Dolomite Sprint |magazine=Autocar |date=21 June 1973 |volume= 138 |number=4021 |pages=36–40 }}</ref>

<ref name="gerard2010">{{cite news |url=https://www.telegraph.co.uk/motoring/classiccars/7399511/Classic-Triumph-Dolomite-Sprint.html |title=Classic Triumph Dolomite Sprint |date=23 Mar 2010 |last=Gerard |first=Jasper |newspaper=The Telegraph |access-date=2015-04-30}}</ref>

<ref name="vads.ahds.ac.uk">{{cite web |url = http://vads.ahds.ac.uk/diad/article.php?title=306&year=1974&article=d.306.23 |title = Awards boost British car industry |accessdate = 2008-02-06 |work = vads.ahds.ac.uk |url-status = dead |archive-url = https://web.archive.org/web/20110717161155/http://vads.ahds.ac.uk/diad/article.php?title=306&year=1974&article=d.306.23 |archive-date = 17 July 2011 |df = dmy-all}}</ref>

<ref name="piggottbook">{{cite book |last=Piggott |first=Bill |date=3 May 2009 |title=Collector's Originality Guide Triumph TR2 TR3 TR4 TR5 TR6 TR7 TR8 |publisher=Motorbooks International |isbn=978-0760335765 }}</ref>

<ref name="msmjul76">{{cite magazine |last=Norman |first=Janet |date=July 1976 |title=Saab error |url=https://www.motorsportmagazine.com/archive/article/july-1976/87/saab-error |magazine=Motor Sport Magazine |page=87 |publisher=www.motorsportmagazine.com |access-date=29 December 2019 }}</ref>

}}

{{DEFAULTSORT:Triumph Slant-4 Engine}}
[[Category:Triumph Motor Company engines|Slant-4]]
[[Category:Gasoline engines by model]]
[[Category:Slant-four engines]]
[[Category:Saab engines]]