Nine of these came from the first series with the jackshaft.

The first, from 1936, had a single motor driving the wheels through a jackshaft.

The jackshaft was located between the first and second driving axles.

Whether the added complexity of the jackshaft was warranted is uncertain.

However, some inside cylinder versions were built using indirect drive, then known as a jackshaft.

The drive to the wheels was by coupling rods from the jackshaft.

A jackshaft is a device for turning the wheels of a locomotive.

Each end of the jackshaft has a crank pin and a counterweight.

The pump is driven by a jackshaft and helical gear.

In both bogies three drive-axles and a jackshaft were installed.

The axles were driven by connecting rods via a jackshaft.

The 4-cylinder engines were coupled to the driving wheels through a jackshaft and side rods.

Recently another type of opener, known as the jackshaft opener, has become more popular.

The jackshaft was driven by the rubber timing belt.

The turbine was geared to the jackshaft, typically located at the front of the locomotive.

Each of those big cogwheels drove a jackshaft.

A jackshaft drive permits either single or two-wheel drive.

It uses a jackshaft in place of a camshaft to drive a timing chain to each cylinder head.

The motors drove big cogwheels in the jackshaft over spring-loaded sprockets.

On these, the jackshaft was left out and the wheelbase reduced from 3,200 mm to 2,700 mm.

Final drive is via a Hunslet reversing gearbox and jackshaft.

This involved a jackshaft that provided the drive to the alternator and ignition equipment positioned behind the cylinder block.

These drove a jackshaft which operated and reversed the valves, and cut off was controlled by rotary sleeves.

Transmission was via a torque converter and a jackshaft final drive mounted ahead of the leading coupled wheels.

Due to the position of the motors and therefore also the jackshaft the coupling rods were shifted a little bit relative to the drive-axles.