is that the width of the motorcycle can be smaller than a longitudinally-mounted V-twin. A disadvantage of this configuration for air-cooled engines is that the two cylinders receive different air-flows and cooling of the rear cylinder tends to be restricted (although the uneven cooling isn't as pronounced as a parallel-twin engine, where the inner faces of the cylinders are not exposed to any airflow). Some transverse V-twins use a single carburettor in the middle of the V-angle to feed both cylinders. While this avoids the need for two carburettors, it creates further cooling problems for the rear cylinder by placing its hot exhaust port and pipe at the back of the cylinder, where it may be exposed to less cooling airflow. Transverse V-twin engines have been used by Harley-Davidson, Ducati and many recent Japanese motorcycles, such as the Suzuki SV650. Some Ducati V-twin engines have been marketed as "L-twin" engines, due to the front cylinder being vertical and the rear cylinder being horizontal, thus forming an "L" shape. Longitudinal engine A less common arrangement is to mount the engine longitudinally. An advantage of this arrangement is that both cylinder heads can protrude into the air stream, so they can each receive the same amount of cooling (for air-cooled engines). Also, the transmission being located behind the engine is easier to fit within a typical motorcycle frame and, for shaft-drive motorcycles, a 90° bevel gear is not needed at the start of the driveshaft. As per all longitudinal engines, a disadvantage is that the torque reaction will twist the motorcycle to one side (such as on sharp acceleration/deceleration or when opening the throttle in neutral) instead of shifting the weight balance between the front and rear wheels. However, many modern motorcycles reduce this effect by rotating flywheels or alternators in the opposite direction to that of the crankshaft. Longitudinal V-twin engines have been used by the Honda CX series and several Moto Guzzi motorcycles. Automobiles Most cars are powered by engines with three or more cylinders, however several small cars have been produced with V-twin engines particularly during the period from 1912 to c1920 when cyclecars were made by many companies (due to a favourable tax position). Almost all of these used proprietary engines, either adapting the larger motorcycle engines used for sidecar work (large singles or V-twins), or using engines specifically made for cyclecars such as those made by JA