{"id":75594,"date":"2026-07-11T13:18:08","date_gmt":"2026-07-11T17:18:08","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/?p=75594"},"modified":"2026-07-11T13:19:17","modified_gmt":"2026-07-11T17:19:17","slug":"engine-longevity-as-automotive-heritage-why-iconic-powerplants-outlast-the-cars-they-serve","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/engine-longevity-as-automotive-heritage-why-iconic-powerplants-outlast-the-cars-they-serve\/","title":{"rendered":"Engine Longevity as Automotive Heritage Why Iconic Powerplants Outlast the Cars They Serve"},"content":{"rendered":"

How Have Engine Longevity and Adaptability Shaped Automotive History?<\/p>\n

The persistence of certain internal combustion engines across decades\u2014often outlasting the vehicles they powered\u2014invites a reconsideration of what constitutes engineering success in the automotive sector. The evidence suggests that longevity is rarely a function of technical supremacy alone; rather, it is the product of adaptability, manufacturing pragmatism, and the capacity to serve divergent market needs over time. Engines such as the Chevrolet Small Block and Ford Windsor V8, for example, have survived not merely because of their initial design virtues, but due to their modularity, ease of modification, and the willingness of manufacturers to iterate rather than replace. This pattern is not universal, however. The fate of the Rover V8, which began life as a problematic GM design before being transformed by Rover into a reliable workhorse, illustrates how corporate stewardship and incremental engineering can rescue and extend the relevance of a powerplant.<\/p>\n

Yet, the practical significance of such longevity is double-edged. While it can indicate robust design and a stable supply chain, it may also reflect inertia or risk aversion within an industry slow to embrace disruptive innovation. The continued production of the Volkswagen Type 1 engine until 2003\u2014decades after its basic architecture was technologically eclipsed\u2014raises questions about the trade-offs between tradition, cost, and progress, particularly in emerging markets where simplicity and repairability often trump performance or efficiency.<\/p>\n

Why Do Some Engines Become Cultural Icons While Others Fade Into Obscurity?<\/p>\n

The creation of an \u201ciconic\u201d engine is as much a cultural phenomenon as a technical one. Engines like the Ferrari Colombo V12 or the Citro\u00ebn 2CV\u2019s air-cooled twin have accrued mythic status not solely due to their mechanical attributes, but because they became entwined with broader narratives of national identity, motorsport triumph, or postwar democratization of mobility. The evidence here is largely anecdotal but persistent: the Ferrari V12\u2019s association with Enzo Ferrari\u2019s vision and the XK engine\u2019s role in Jaguar\u2019s postwar renaissance have cemented their reputations in a way that, for instance, the equally long-lived but less glamorous Renault Cl\u00e9on-Fonte has not.<\/p>\n

This dynamic is not without its blind spots. Engines that powered utilitarian or mass-market vehicles\u2014such as the BMC A-Series or Fiat 100 Series\u2014have often been overlooked in enthusiast discourse, despite their vast production numbers and transformative social impact. The mainstream narrative tends to privilege performance and exclusivity over ubiquity and accessibility, a bias that distorts our understanding of what truly matters in automotive history.<\/p>\n

What Are the Structural Limitations and Vested Interests Behind Engine Longevity?<\/p>\n

The persistence of certain engines is rarely a neutral outcome. Vested interests\u2014be they in tooling amortization, parts supply, or regulatory compliance\u2014have often played a decisive role. For instance, the Ford Kent and AMC Straight Six engines were kept in production well beyond their technical prime due to the sunk costs of manufacturing infrastructure and the need to supply a global network of vehicles with affordable, interchangeable parts. Such decisions, while rational from a business perspective, may have retarded the adoption of more efficient or environmentally friendly technologies.<\/p>\n

Moreover, the methodological boundaries of longevity as a metric deserve scrutiny. Counting years in production does not account for the scale of output, the diversity of applications, or the extent of ongoing development. The Rolls-Royce L-Series V8, for example, evolved dramatically over its six-decade lifespan, ultimately bearing little resemblance to its original form. In contrast, some engines persisted in near-static configurations, their longevity reflecting market inertia more than engineering dynamism.<\/p>\n

How Does Electrification Threaten the Future of Engine \u201cLegends\u201d?<\/p>\n

The current shift toward electrification introduces a discontinuity that may preclude the emergence of new \u201clegendary\u201d engines. The evidence to date suggests that electric motors, while technically impressive, lack the narrative complexity and sensory engagement that have historically underpinned engine mythology. The uniformity and modularity of electric powertrains, coupled with their relative invisibility to the end user, make it unlikely that any single motor will achieve the cultural resonance of a Colombo V12 or a Small Block Chevy.<\/p>\n

This transition is not merely a matter of nostalgia. The disappearance of long-lived internal combustion engines entails the loss of a shared technical language\u2014one that has shaped everything from motorsport to DIY culture. The second-order consequences may include the erosion of specialist skills, the obsolescence of vast aftermarket ecosystems, and a narrowing of the ways in which individuals relate to their vehicles. While some may welcome the rationalization and environmental benefits of electrification, others will perceive it as a rupture with a century-old tradition of mechanical ingenuity.<\/p>\n

What Should the Informed Reader Conclude About Engine Longevity and Its Broader Implications?<\/p>\n

An informed reader should resist the temptation to view engine longevity as an unalloyed good or as a simple proxy for engineering excellence. Rather, it is best understood as a contingent outcome\u2014shaped by technical, economic, and cultural forces whose alignment is as much a matter of circumstance as of design. The engines that have endured the longest are not always the most advanced, nor the most beloved; they are, instead, those that best navigated the shifting demands of their eras, sometimes at the expense of innovation, sometimes as its vehicle.<\/p>\n

As the automotive world pivots toward electrification, the mechanisms that once sustained engine legends are unlikely to be replicated. The informed reader should recognize both the achievements and the limitations of this legacy, and approach claims of \u201clegendary\u201d status with a critical awareness of the structural and cultural forces at play. The future of automotive mythology may well be written in silicon rather than steel, but its contours will be shaped, as ever, by the complex interplay of necessity, aspiration, and memory.<\/p>\n","protected":false},"excerpt":{"rendered":"

\"The<\/a><\/p>\n

Tried and trusted engines can survive in production for decades \u2013 often far longer than the cars in which they\u2019re fitted. These are the longest survivors<\/p>\n

\n

The engine world as we know it is changing.<\/p>\n<\/p>\n

The advent of electrification <\/strong>means that the days of us being able to worship legendary engines in the future may well just not happen<\/strong>. The industry is yet to make legends of any of the raft of new\u00a0electric motors <\/strong>now being installed in the wave of electric vehicles, and we can\u2019t see that changing anytime soon. Time, then, to salute the units of the past and present that have character<\/strong>, class <\/strong>\u2013 and lived a long time. Here are the longest running of the lot:<\/strong><\/p>\n

\n

Opel CIH: 1965-1995 (30 years)<\/h2>\n

\"\n<\/p>\n

The Opel CIH from General Motors\u2019 (GM) European arm was a highly flexible series of engines that featured four or six cylinders, with sizes ranging from 1.5-litres\u00a0up to 3.6-litres. The most well-known cars fitted with Opel<\/strong>\u2019s Cam In Head engine were the Ascona<\/strong>, Kadett<\/strong> and Manta <\/strong>(pictured).<\/p>\n

The CIH actually made its debut in the second-generation Rekord<\/strong>, and was still being used in 1995 in the Isuzu<\/strong> MU SUV, sold in the UK as the Vauxhall Frontera<\/strong>.<\/p>\n

\n

Opel CIH: 1965-1995 (30 years)<\/h2>\n

\"\n<\/p>\n

USED IN: <\/strong><\/p>\n

CHEVROLET<\/strong> 1700, DAEWOO <\/strong>Royale, HOLDEN:<\/strong> Sunbird, Torana, ISUZU <\/strong>MU. OPEL: <\/strong>Ascona, GT, Kadett (pictured), Manta, Olympia, Omega, Rekord, Ranger, Saehan Rekord, VAUXHALL:<\/strong> Carlton, Vauxhall Cavalier, Vauxhall Frontera.<\/p>\n

\n

Ford Modular V8: 1990-present (36 years & counting)<\/h2>\n

\"\n<\/p>\n

Ford has been downsizing its petrol engines for a long time now, especially around its EcoBoost units. So it\u2019s easy to forget that Ford\u2019s V8 has been around for well over three decades now. Finished in cast iron but with weight-saving aluminum-alloy heads and pistons, its size ranges from 4.6-litre\u00a0to 5.8-litre; there was even a V10 6.8-litre\u00a0version used mainly in the Super Duty F-Series<\/strong>. Highly adaptable, the engine has also powered 240mph supercars, with the engine cranked out to 817 hp<\/strong>. Today it\u2019s built at Ford\u2019s plant in Windsor, Ontario.<\/p>\n

\n

Ford Modular V8: 1990-present (36 years & counting)<\/h2>\n

\"\n<\/p>\n

USED IN:<\/strong><\/p>\n

FORD<\/strong> F-Series, E-Series, Expedition, Mustang, Crown Victoria, Thunderbird, Falcon, MERCURY<\/strong> Grand Marquis, Cougar, Mountaineer, Marauder, LINCOLN <\/strong>Mark VIII, Town Car, Navigator, Continental, Aviator, ROVER <\/strong>75 V8, MARCOS <\/strong>Mantis, PANOZ <\/strong>Esperante, MG <\/strong>X-Power SV, ZT 260, QVALE <\/strong>Mangusta, KOENIGSEGG <\/strong>CC8, CCR (pictured), INVICTA <\/strong>S1.<\/p>\n

\n

Rover V8: 1967-2004 (37 years)<\/h2>\n

\"\n<\/p>\n

This all-aluminum engine was based on the Buick 215 (born in 1960), used in both Buicks<\/strong> and Pontiacs<\/strong>. General Motors abandoned it for reasons of expense and unreliability, then sold it to Rover<\/strong>, which redesigned it and made it much more dependable.<\/p>\n

With an excellent combination of power, torque and light weight, it featured in Rovers <\/strong>(like the SD1 3500, pictured), Land Rovers<\/strong>, MGs<\/strong>, Morgans<\/strong> and TVRs<\/strong>. Starting life as a 3.5-litre, it ended its days as a 4.6-litre, as fitted to the Range Rover.<\/p>\n

\n

Rover V8: 1967-2004 (37 years)<\/h2>\n

\"\n<\/p>\n

EXCLUDING ITS GM DAYS, IT WAS USED IN: <\/strong><\/p>\n

GINETTA<\/strong> G33, LAND ROVER:<\/strong> Series II, 110\/130, Defender, Discovery, Range Rover (pictured), LEYLAND<\/strong> P76, MGB<\/strong> GT V8, MG<\/strong> RV8, MORGAN<\/strong> Plus 8, ROVER:<\/strong> P5, P6, SD1, TRIUMPH<\/strong> TR8. TVR:<\/strong> 350i, Chimaera, Griffith, V8S.<\/p>\n

\n

AMC Straight Six: 1964-2006 (42 years)<\/h2>\n

\"\n<\/p>\n

American Motors Corporation first put its new inline six-cylinder engine into a special version of the 1964 Rambler<\/strong> called the Typhoon<\/strong>. In 4.0-litre\u00a0form it was one of the best features of the first Jeep Cherokee<\/strong> (pictured), and was still being fitted to the Wrangler<\/strong> as late as 2006.<\/p>\n

\n

AMC Straight Six: 1964-2006 (42 years)<\/h2>\n

\"\n<\/p>\n

USED IN: <\/strong><\/p>\n

AMC:<\/strong> \u00a0Concord, Eagle, Gremlin, Hornet, Javelin, Matador, Pacer, Rebel, Spirit. \u00a0JEEP:<\/strong> \u00a0CJ, Cherokee, Comanche, Commando, Gladiator, Grand Cherokee, Wrangler (pictured), Wagoneer, PARS KHODRO:<\/strong> \u00a0Arya, Shahin, RAMBLER:<\/strong> \u00a0Ambassador, American, Marlin, Rebel, Typhoon, RENAULT<\/strong> Rambler.<\/p>\n

\n

Citro\u00ebn 2CV: 1948-1990 (42 years)<\/h2>\n

\"\n<\/p>\n

Citro\u00ebn<\/strong>\u2019s air-cooled two-cylinder, ranging in size from 375cc to 602cc, lasted the entire life of the 2CV<\/strong>, which might have begun nine years earlier if war hadn\u2019t got in the way. The engine was also used in the Ami<\/strong>, Dyane<\/strong> and Mehari<\/strong>. A 652cc development of it later appeared in the Visa<\/strong>.<\/p>\n

\n

Citro\u00ebn 2CV: 1948-1990 (42 years)<\/h2>\n

\"\n<\/p>\n

USED IN: <\/strong><\/p>\n

CITRO\u00cbN<\/strong>: \u00a02CV (pictured), Acadiane, Ami, Bijou, Dyane, Mehari.<\/p>\n

\n

Ferrari Colombo V12: 1947-1989 (42 years)<\/h2>\n

\"\n<\/p>\n

Shortly after World War 2, Enzo Ferrari (pictured center) asked engineer Gioacchino Colombo<\/strong> what he would do with a 1500cc engine. Colombo replied that \u201cMaserati has four cylinders, the British have six, Alfa Romeo has eight, so we should have 12.\u201d Enzo entirely agreed, and Colombo\u2019s resulting brilliant V12 was at the heart of a great many 20th-century Ferraris<\/strong>.<\/p>\n

\n

Ferrari Colombo V12: 1947-1989 (42 years)<\/h2>\n

\"\n<\/p>\n

It appeared in the very first Ferrari<\/strong>-badged car, the 1.5-litre\u00a0125<\/strong> S<\/strong> sports racer, and stayed around (after decades of development and an increase in size to 4.9-litres) until production of the 412<\/strong> grand tourer came to an end in 1989.<\/p>\n

USED IN:<\/strong><\/p>\n

FERRARI: <\/strong>125 S, 250 (pictured), 275, 330, 365, 400, 412, Daytona, Superamerica.<\/p>\n

\n

Jaguar XK: 1949-1992 (43 years)<\/h2>\n

\"\n<\/p>\n

The six-cylinder XK became available to the public when the XK120<\/strong> (pictured) went into full-scale production in 1950, and for two decades after that it was the only engine fitted to any Jaguar<\/strong>. Born as a 3.4-litre, it went as small as a 2.4-litre and as large as 4.2-litres.<\/p>\n

\n

Jaguar XK: 1949-1992 (43 years)<\/h2>\n

\"\n<\/p>\n

Its swansong was its appearance in the Daimler DS420<\/strong> limousine (pictured).<\/p>\n

USED IN: <\/strong><\/p>\n

DAIMLER:<\/strong> DS420, Sovereign, JAGUAR:<\/strong> 240, 3.4-litre, 420, S-Type (1960s), E-Type, Mark 2, Mark 7, Mark 8, XJ6, XK120, XK140, XK150, XK SS, PANTHER:<\/strong> De Ville, Panther J72.<\/p>\n

\n

Renault Cl\u00e9on-Fonte: 1962-2004 (42 years)<\/h2>\n

\"\n<\/p>\n

Named after a factory in Normandy and the French word for cast iron, the Cl\u00e9on-Fonte appeared in 1962 in the Caravelle<\/strong> sports car (as an 845cc), the Estafette<\/strong> van and the 8<\/strong> sedan (pictured), the latter being the first vehicle specifically designed to use it. Its last appearance was in a Dacia<\/strong>, by which time it had been enlarged to as much as 1.6 litres.<\/p>\n

\n

Renault Cl\u00e9on-Fonte: 1962-2004 (42 years)<\/h2>\n

\"\n<\/p>\n

USED IN: <\/strong><\/p>\n

Alpine<\/strong> A110, DACIA:<\/strong> 1100, 1300\/1310, DAF:<\/strong> 55, 66, RENAULT:<\/strong> 4, 5 (sold as Le Car in USA, pictured), 6, 7, 8, 9, 10, 11, 12, 15, 18, 19, Caravelle, Estafette, Fuego, Twingo, VOLVO:<\/strong> 343\/345, 66.<\/p>\n

\n

Alfa Romeo Twin Cam: 1954-1997 (43 years)<\/h2>\n

\"\n<\/p>\n

This twin overhead-camshaft engine was used for more than four decades in front-engined, rear-wheel drive Alfas, from the 1.3-litre\u00a0Giulietta<\/strong> (pictured) to the 164 eight-valve 2.0-litre\u00a0Twin Spark which went out of production in 1997. 16-valve Twin Sparks were based on a later engine designed by Fiat.<\/p>\n

\n

Alfa Romeo Twin Cam: 1954-1997 (43 years)<\/h2>\n

\"\n<\/p>\n

USED IN: <\/strong><\/p>\n

ALFA ROMEO:<\/strong> 155, 164 (pictured), 1750, 1750 Berlina, 2000, 2000 Berlina, 75, 90, Alfetta, Giulia, Giulietta, Gran Sport Quattroruote, GTA, GTV, Romeo, Spider (1966-1994).<\/p>\n

\n

Ford Kent: 1959-2002 (43 years)<\/h2>\n

\"\n<\/p>\n

The Kent name is used for an engine which first appeared in the British Ford Anglia<\/strong> (pictured – a model today most famous for its appearances in the Harry Potter<\/em> movies); it was updated with a crossflow cylinder head in 1967. Later versions for front-wheel drive cars are known as Valencia. Lotus<\/strong> and Cosworth used the Kent as a basis for high-performance engines including the Twin Cam and the BDA.<\/p>\n

\n

Ford Kent: 1959-2002 (43 years)<\/h2>\n

\"\n<\/p>\n

USED IN: <\/strong><\/p>\n

CATERHAM<\/strong> Seven, FORD: <\/strong>Anglia, Capri, Consul Classic, Consul Capri, Corsair, Cortina, Escort, Fiesta, Ka (pictured), Orion, Prefect 107E, LOTUS:<\/strong> \u00a0Elan, Seven, MARCOS <\/strong>GT, MORGAN<\/strong> 4\/4, TVR:<\/strong> 1600M, Grantura, Vixen.<\/p>\n

\n

Fiat 100 Series: 1955-2001 (46 years)<\/h2>\n

\"\n<\/p>\n

The first engine fitted to the rear of any Fiat<\/strong> was the 100 Series, which made its debut in 633cc form in the 600<\/strong> (pictured) of 1955. Available in many sizes from then on, up to 1055cc, it just made it into the 21st century before Fiat<\/strong> withdrew it from the Panda<\/strong> range early in 2001.<\/p>\n

\n

Fiat 100 Series: 1955-2001 (46 years)<\/h2>\n

\"\n<\/p>\n

USED IN: <\/strong><\/p>\n

ABARTH <\/strong>Spyder 210 A, AUTOBIANCHI <\/strong>A112, FIAT:<\/strong> 127, 600, 850, 900T, Cinquecento, Panda (pictured), Seicento, Uno, FIAT-ABARTH:<\/strong> 750, 850, 1000, OT, GIANNINI:<\/strong> 1000, LOMBARDI <\/strong>Grand Prix, NECKAR <\/strong>Jagst, OTAS <\/strong>Grand Prix 820, SEAT:<\/strong> 127, 133, 600, 800, 850, Ibiza Mk1, Marbella, Panda, YUGO<\/strong> 45, ZASTAVA:<\/strong> 600\/750\/850, Koral.<\/p>\n

\n

Buick V6: 1962-2009 (47 years)<\/h2>\n

\"\n<\/p>\n

This became the first V6 to power a volume-produced American car when it was fitted to the Buick Special <\/strong>(pictured), as a 3.2-litre. Manufacturing rights were briefly held by Kaiser-Jeep<\/strong> until GM bought them back. The last car among many in the GM empire to use it was the first-generation Buick LaCrosse<\/strong>, which went out of production in 2009, by which time the engine was a 3.8-litre.<\/p>\n

\n

Buick V6: 1962-2009 (47 years)<\/h2>\n

\"\n<\/p>\n

USED IN: <\/strong><\/p>\n

BUICK<\/strong>: Century, Electra, LaCrosse (pictured), LeSabre, Regal, Riviera, Skyhawk, Skylark, Special, CADILLAC<\/strong>: DeVille, Seville, CHEVROLET:<\/strong>\u00a0 Camaro, El Camino, Impala, Malibu, Monte Carlo, Monza, HOLDEN:<\/strong> Caprice, Commodore, JEEP:<\/strong> CJ, Jeepster Commando, OLDSMOBILE:<\/strong>\u00a0 98, Achieva, Cutlass Ciera, Cutlass Supreme, Delta 88, Omega, Starfire, Toronado, PONTIAC:<\/strong> Bonneville, Firebird, Grand Am, Grand Prix, LeMans, Sunbird, Ventura.<\/p>\n

\n

BMC A-Series: 1951-2000 (49 years)<\/h2>\n

\"\n<\/p>\n

From the first Austin A30<\/strong> to the last classic Mini<\/strong>, the A-Series and the highly developed but technically similar A-Plus were used in a bewildering variety of mass-market British cars. It was also a cheap and usually reliable power source for many low-volume sports cars, kitcars and home-built specials. Originally 803cc in size offering just 28 hp, it maxed out as a 1275cc with 95 hp<\/strong> of output, powering the MG Metro Turbo<\/strong>.<\/p>\n

\n

BMC A-Series: 1951-2000 (49 years)<\/h2>\n

\"\n<\/p>\n

USED IN:<\/strong><\/p>\n

AUSTIN:<\/strong> \u00a01100\/1300, A30, A35, A40, Allegro, Austin-Healey Sprite, Metro, INNOCENTI:<\/strong> \u00a0Mini, Regent, Spyder, MG:<\/strong> 1100\/1300, Midget, Mini: <\/strong>\u00a0Mini (pictured), Cord, Jem, Marcos, Moke, MORRIS:<\/strong> 1100\/1300, Minor, RILEY:<\/strong> \u00a0Elf, Kestrel 1300, VANDEN PLAS <\/strong>Princess 1100\/1300, WOLSELEY:<\/strong> 1100\/1300, Hornet.<\/p>\n

\n

Ford Windsor V8: 1961-present (65 years & counting)<\/h2>\n

\"\n<\/p>\n

The Windsor is a medium-sized V8 fitted initially to the fourth-generation Fairlane<\/strong> (pictured) and later to many other Fords<\/strong>, as well as the Sunbeam Tiger<\/strong> and AC Cobra<\/strong>. Last placed in the Ford Explorer in 2001, it\u2019s no longer used for any production car, but Ford will still sell you a new \u2018crate\u2019 engine to do with as you will.<\/p>\n

The Windsor began life as a 3.6-litre, but got as large as 5.8-litres in the \u2018351W\u2019. Among many other cars, this version was fitted to the Ford LTD Crown Victoria<\/strong> in 1982-1991 \u2013 but only for police departments.<\/p>\n

\n

Ford Windsor V8: 1961-present (65 years & counting)<\/h2>\n

\"\n<\/p>\n

USED IN:<\/strong><\/p>\n

AC<\/strong> Cobra (pictured), CONTINENTAL:<\/strong> Mark 6 (pictured), Mark 7, FORD:<\/strong> Bronco, Country Squire, Econoline, Elite, Explorer, E-Series, F-Series, Fairlane, Fairmont, Falcon, Falcon Ranchero, Galaxie, Granada (North America), GT40, LTD, LTD Crown Victoria, Mustang, Thunderbird, Torino, LINCOLN:<\/strong> Continental, Mark 7, Town Car, Versailles, MERCURY:<\/strong> Colony Park, Cougar, Cyclone, Grand Marquis, Marquis, Meteor, Monarch, Montego, Mountaineer, Zephyr, SALEEN:<\/strong> S7, SHELBY <\/strong>GT350, SUNBEAM <\/strong>Tiger.<\/p>\n

\n

Rolls-Royce L-Series: 1959-2020 (61 years)<\/h2>\n

\"\n<\/p>\n

The L-Series is Britain\u2019s longest-lived engine, and Rolls-Royce<\/strong>\u2019s second V8. It made its debut in the Silver Cloud II<\/strong> (pictured) and Phantom V<\/strong> and the Bentley S2<\/strong>, though BMW-owned Rolls-Royce<\/strong> no longer has the rights to use it.<\/p>\n

It started life as a 6.2-litre, with 188 hp, but died in the Bentley Mulsanne<\/strong>, which left production in 2020.<\/p>\n

\n

Rolls-Royce L-Series: 1959-2020 (61 years)<\/h2>\n

\"\n<\/p>\n

At the end fitted with twin-turbochargers, as a 6.75-litre in the Mulsanne Speed (pictured) it delivered 530bhp and a thunderous 190mph<\/strong> top speed. The engine had its last day of production on 1 June 2020, and was fitted to the final Mulsanne, a 6.75 Edition by Mulliner<\/strong> special edition, of which just 30 were produced. It marks the end of an era: 36,000<\/strong> or so L-Series engines were produced, with perhaps a majority of these still in existence in some form today.<\/p>\n

The Mulsanne will probably be replaced as the flagship of Bentley\u2019s range with, we believe, an ultra-posh variant of the\u00a0Bentayga<\/strong> SUV, probably powered by the W12 engine developed by parent Volkswagen.<\/p>\n

USED IN:<\/strong><\/p>\n

BENTLEY:<\/strong> Arnage, Azure, Brooklands, Continental (pre-2003), Eight, Mulsanne, S2, S3, T-Series, Turbo, ROLLS-ROYCE:<\/strong> Camargue, Corniche, Phantom V and VI, Silver Spirit, Silver Spur, Silver Cloud II and III, Silver Shadow.<\/p>\n

\n

Chevrolet Small Block: 1955-present (71 years & counting)<\/h2>\n

\"\n<\/p>\n

The Small Block V8 was first used as a 4.3-litre in the Chevrolet Corvette<\/strong> (\u201958 model pictured) and the much larger Bel Air<\/strong> sedan in 1955, and appeared in many GM cars and trucks after that. Like the Ford Windsor, it is available nowadays from GM only as a \u2018crate\u2019 engine, available to buy to keep an older car going. Total production is believed to be well over 100 million.<\/p>\n

\n

Chevrolet Small Block: 1955-present (71 years & counting)<\/h2>\n

\"\n<\/p>\n

USED IN:<\/strong><\/p>\n

ACADIAN<\/strong>, BEAUMONT<\/strong>, BUICK<\/strong> Roadmaster, CADILLAC:<\/strong> Brougham, Escalade, Fleetwood, Fleetwood Sixty Special (pictured), CHECKER<\/strong> Marathon, Taxi, CHEVROLET:<\/strong> Bel Air, Camaro, Caprice, Chevelle, Corvette, El Camino, Express, Impala, Monte Carlo, Monza, Nova, Suburban, Tahoe, GMC:<\/strong> Carryall, Savana, Sierra, Suburban, Yukon, GORDON KEEBLE<\/strong>, HUMMER <\/strong>H1, ISO:<\/strong>\u00a0 Grifo, Lele, OLDSMOBILE:<\/strong> Custom Cruiser, Omega, Starfire, PONTIAC:<\/strong> Bonneville, Firebird, Grand LeMans, Grand Prix, Parisienne, Sunbird, Ventura.<\/p>\n

\n

Volkswagen Type 1: 1938-2003 (65 years)<\/h2>\n

\"\n<\/p>\n

The Type 1 was the air-cooled flat-four cylinder engine designed for the original Volkswagen<\/strong> (nicknamed the Beetle<\/strong> though it was never officially called that) and used for many years in other small VWs<\/strong>.<\/p>\n

It first appeared in 1938 as 985cc (with output of 24 hp) and did not stop being built until Mexican production of the Beetle<\/strong> ended in 2003.<\/p>\n

PICTURE:<\/strong> 1303 GSR engine.<\/p>\n

\n

Volkswagen Type 1: 1938-2003 (65 years)<\/h2>\n

\"\n<\/p>\n

By this late period (pictured) time the engine was a 1.6-litre, with fuel-injection, delivering 51 hp<\/strong>. Apart from its engine\u2019s record, the car itself also holds the record for the longest \u2018single-shape\u2019 production run car so far produced.<\/p>\n

USED IN: <\/strong><\/p>\n

VOLKSWAGEN<\/strong>: 1500\/1600, 411\/412, Karmann Ghia, Type 1 (Beetle), Type 2 (Kombi\/Microbus\/Transporter).<\/p>\n

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