The cylinder heads had integral cooling jackets and were cast from steel in pairs and then machined.

The exhaust and inlet valves were actuated successively from a single cam on the overhead camshaft via roller tappets and rocker arms.

This asymmetry is believed to have been the major contributor to the severe vibration and longevity problems that the engine had been plagued with.

It appears that this position of the vertical timing shaft had been chosen deliberately in order to keep the pairwise cylinder design while at the same time positioning the magnetos away from the rear end of the engine, complying army administration considerations for avoiding interference on the compass.

The gear pump fed the oil from a heat permeable cylindrical brass oil reservoir below the engine crankcase to the main journals of the crankshaft, from where it passed on to the rod journals and gudgeon pins through drilled ducts.

An in-flight adjustable amount of pre-heated air could be provided to the carburettors via admission pipes routed through the exhaust.