Hi folks,
does anybody have an idea of maximum exhaust gas temperatures of a 2cv engine?
I seem to remember I have seen on the web some UK 2cv racers use exhaust gas temperature sensors.

Thanks for your help!

Up hill my cylinder head temp gauges have go up to 175c and sometimes higher.

Might that be a starting point

Take a look at this...... glow in the dark 2cv...... must be hotter then 175c I guess
don't know how hot 2cv exhaust gasses are getting, but it is mostly a matter correct timing...
to early car knocks, to late exhaust gasses are getting hot..... thats why Marks 4x4 oil-temp goes down with 1-2-spark, ingnition is more to the point where it needs to be...... so less heat is draining through the exaust total engine is colder......

https://www.youtube.com/watch?v=VSNmGmQyy-g



Where do you need it for????

FYI --- If you need to measure it try these...

Digital Meter.
(far cheaper than a CHT gauge) however some multimeters a probe input for K type.

http://www.ebay.co.uk/itm/Digital-DC-Te ... 3a7c19de9e

Probe to fit Spark Plug
http://www.ebay.co.uk/itm/250999937476? ... 1423.l2649

They take about 2 weeks to arrive

On vehicle tests in MIRA we used to see exhaust temps of around 800 deg C on petrol vehicles and lower on diesels.

Mark,
175 *C is nigh on perfect for CHT on an A series.
If it did start to head closer to 200 *C, best to back off, otherwise you're getting into the zone where the alloy of the cylinder head can be permanently weakened.

ken

Think I'll be fitting one of these on our stove, powered by a stack of Seebeck effect modules, of course...

ken

Ipgo,
afaik, CHT and EGT aren't directly linked and the readings from an EGT meter need careful interpretation as this article explains...
http://www.jpitech.com/press_releases/Bush_Article.pdf

p.s. On that rolling road test, were they really running the poor thing at full tilt without the fans blowing?

ken

@Ken

EGT, CHT and ignition timing are linked, there are whole books written about this........

when you retard ignition (at a none boosted engine) the momentum of the explosion comes after top dead center so 1. the engine is not efficient and 2. the heat from the explosion goes up the chimney...... into the exhaust, giving higher egt. The earlier the spark comes the less egt...
but then it is getting the wrong way again advancing ignition makes the engine knock (momentum of explosion comes to early working against the engine) ,making higher cht temperature..........

It isn't as simple as I write it here but its the basic rule (for me)

The cherry red glow from these header pipes is around the range of 700 to 900 deg, as Ken pointed out the engine is on full tilt and running very hard with no cooling. This is why people use exhaust wrap to keep engine bay temps down