A dynamotor (combined dynamo and starter motor) is fitted at the front end of the crankshaft.

[2] Clutch and gearbox are bolted firmly to the engine block, gears are changed by a lever beside the driver's right hand operating in a gate.

Spherical and universal joints are automatically oiled, there is a central bearing in the torque tube.

At the front of the car they are set without camber, held out of centre and slightly inclined to the rear and are fitted with snubber leaves.

[2] When trying out this relatively expensive 5-seater tourer the correspondent of The Times reported he thought the car's design had much to recommend it but could be improved.

Its high-speed type engine with only four bearings, he said, is remarkably smooth, it runs sweetly up to 4,000 rpm yet picks up easily in top from almost a standstill.

He also reported that the suspension let the car bounce too much suggesting slacker tyres and softer shock absorbers might be a useful improvement.

His difficulties included the outmoded plant and machinery at his disposal so he involved all employees right to the shop floor.

[1] Six months later in the spring of 1926 he took his detailed proposal to Louis Coatalen, chief engineer of Clément-Talbot's parent company S T D Motors and designer of then current Talbot 12-30.

[1] Part of Roesch's solution was the use of then unfashionable (noisy, unreliable) overhead valves with pushrod actuation allowing smaller combustion chambers and, with that, higher compression.

The cam followers were new style with a large rubbing surface in place of the old heavy mushroom shapes.

The oil distribution was improved by running the same pump by another fabroil gear from the crankshaft instead of the half-speed camshaft.

Generous water passages reached all hotspots and such items as pushrods were not allowed to obstruct the flow in any way.

The engine was bolted securely directly to the frame in front and to a cross member at the back of the block.