link with Coventry. Kalmar Industries acquired the forklift truck interests of Coventry Climax in 1985. The company traded as "Kalmar Climax" for a few years but is now trading as Kalmar Industries Ltd. The 'Coventry Climax logo trademark is the property of Canadian Peter Schömer, based in Chichester. Engines Design Within the complicated corporate lineage, the reputation of Coventry Climax as a top-rate engine designer-builder is largely credited to Walter Hassan and Harry Mundy, who designed and developed the FW together. The following design aspects are credited to these two people, except the last two items, in which Peter Windsor Smith played a considerable role in place of Mundy, who left the firm in 1955 and returned in 1963. Designed as a fire engine component, one unique requirement the Feather Weight fulfilled was the ability to be run at nearly full-throttle without a proper warm-up. This required careful attention to lubrication and thermal expansion rates on its parts, which translated into legendary durability in rough racing environments at the price of high oil consumption. Another technical significance of the FW series, which was carried over to the FWM, is an interpretation of Harry Ricardo's intake turbulence theory, whereby intake and exhaust valves are tilted to the same side of the engine where the intake and exhaust ports are located. In the SOHC reverse-flow cylinder head design, where valves are actuated directly under the camshaft, and where the intake and exhaust ports are located fore and aft of the cylinder bore centre, this arrangement allows intake and exhaust flows to encourage a swirl in the same rotational direction in the combustion chamber going into and coming out of the cylinder. Later crossflow DOHC FPF designs incorporated the same concept in a completely different arrangement, where the tracts in the intake manifold are connected to the intake ports in a staggered manner, in a somewhat corkscrew fashion, to create the turbulence by the intake flow. The FWMV had an unusually small exhaust valve size to intake valve size ratio for an increased intake flow speed for the same reason. At one time, the FWMV's exhaust valve size (1.37") exceeded the inlet valve size (1.35") on the most successful Mk.4 version. Separately, the FWMV Mk.III and Mk.4 became famous for proving that flatplane crankshaft design is more advantageous for a racing V8 than a crossplane, in spite of the engineering theories at the