Higher than normal rated thermostat ?
Discussion
I suspect the most obvious difference would be that the heater works better.
You could argue that there's fractionally less heat energy lost from the chamber, but I think you'd struggle to measure the benefits. For a given oil, running it hotter might reduce the viscosity which would reduce energy losses (but perhaps trading off increased wear) - if that matters to you, you could just use thinner oil. If the engine has been designed to run at a particular temperature, the further you are away from that the less efficient the engine is likely to be - that would apply to running too hot, or too cold. Running hotter than designed would also get you closer to heat related issues like nucleate boiling in hotspots, incorrect clamping loads leading to gasket failures and so on.
You could argue that there's fractionally less heat energy lost from the chamber, but I think you'd struggle to measure the benefits. For a given oil, running it hotter might reduce the viscosity which would reduce energy losses (but perhaps trading off increased wear) - if that matters to you, you could just use thinner oil. If the engine has been designed to run at a particular temperature, the further you are away from that the less efficient the engine is likely to be - that would apply to running too hot, or too cold. Running hotter than designed would also get you closer to heat related issues like nucleate boiling in hotspots, incorrect clamping loads leading to gasket failures and so on.
stevieturbo said:
What's normal ?
Hmm. The available stats [that I have found so far] for cvh are 82C, 88C and 92C.
I'm just trying to understand why, in a tuned cvh, you would move away from the "book" 82C, after all it's output is increased by approximately a third, unless it is to maintain some thermostat control [or vice versa] when the engine is being thrashed on track??
Obviously if the main usage is on road then it's a different story??
Kccv23highliftcam said:
Hmm.
The available stats [that I have found so far] for cvh are 82C, 88C and 92C.
I'm just trying to understand why, in a tuned cvh, you would move away from the "book" 82C, after all it's output is increased by approximately a third, unless it is to maintain some thermostat control [or vice versa] when the engine is being thrashed on track??
Obviously if the main usage is on road then it's a different story??
What book ?The available stats [that I have found so far] for cvh are 82C, 88C and 92C.
I'm just trying to understand why, in a tuned cvh, you would move away from the "book" 82C, after all it's output is increased by approximately a third, unless it is to maintain some thermostat control [or vice versa] when the engine is being thrashed on track??
Obviously if the main usage is on road then it's a different story??
stevieturbo said:
Kccv23highliftcam said:
Hmm.
The available stats [that I have found so far] for cvh are 82C, 88C and 92C.
I'm just trying to understand why, in a tuned cvh, you would move away from the "book" 82C, after all it's output is increased by approximately a third, unless it is to maintain some thermostat control [or vice versa] when the engine is being thrashed on track??
Obviously if the main usage is on road then it's a different story??
What book ?The available stats [that I have found so far] for cvh are 82C, 88C and 92C.
I'm just trying to understand why, in a tuned cvh, you would move away from the "book" 82C, after all it's output is increased by approximately a third, unless it is to maintain some thermostat control [or vice versa] when the engine is being thrashed on track??
Obviously if the main usage is on road then it's a different story??
If you don't know the answer then that makes two of us.
Edited by Kccv23highliftcam on Sunday 21st October 13:18
By 'book' I assume you to mean OE stat.
Usual practice for highly tuned engines destined for Track Day or competition use is to fit a blanking sleeve in place of the stat or remove the centre of the stat to allow greater flow yet act as a blanking sleeve to prevent poor coolant flow as maybe the case would be without a stat.
I am sure Dave will come along and give you the benefit of his race prepping of CVH engines.
Usual practice for highly tuned engines destined for Track Day or competition use is to fit a blanking sleeve in place of the stat or remove the centre of the stat to allow greater flow yet act as a blanking sleeve to prevent poor coolant flow as maybe the case would be without a stat.
I am sure Dave will come along and give you the benefit of his race prepping of CVH engines.
Hotter stats can be for cold climates where you want more cabin heat. It's also better for evaporating oil contaminants away and enabling longer oil changes. Emissions are supposedly optimised at about about 100c. Colder stats for towing, warm climates, more safety margin in competition use. The relationship between stat temp and actual coolant temp inside the head depends very much on where the stat is fitted so not every car will want the same thing.
Just picked this up online....I cannot obviously comment on it's validity
Hmmm.
Since Ford Motorsports own 75°c thermostat has long since been discontinued, this 74°c thermostat is the nearest suitable replacement
It is generally regarded by engine builders that most engines make best power and especially torque when the coolant temperature is kept to approx 74/75°c"
Hmmm.
Since Ford Motorsports own 75°c thermostat has long since been discontinued, this 74°c thermostat is the nearest suitable replacement
It is generally regarded by engine builders that most engines make best power and especially torque when the coolant temperature is kept to approx 74/75°c"
The original Mini had a 74 degree thermostat probably because of the small radiator fitted to the wheel well that got little airflow.
In 7 replica kit cars the small frontal area and small engine bays causes cooling problems and an earlier opening thermostat is often preferred amongst other heat reducing modifications such as manifold wrapping, heat shielding, oil coolers, and venting out the hot air.
In 7 replica kit cars the small frontal area and small engine bays causes cooling problems and an earlier opening thermostat is often preferred amongst other heat reducing modifications such as manifold wrapping, heat shielding, oil coolers, and venting out the hot air.
PaulKemp said:
The original Mini had a 74 degree thermostat probably because of the small radiator fitted to the wheel well that got little airflow.
In 7 replica kit cars the small frontal area and small engine bays causes cooling problems and an earlier opening thermostat is often preferred amongst other heat reducing modifications such as manifold wrapping, heat shielding, oil coolers, and venting out the hot air.
I've had many Mini's over the years, and standard stat was always around 88deg.In 7 replica kit cars the small frontal area and small engine bays causes cooling problems and an earlier opening thermostat is often preferred amongst other heat reducing modifications such as manifold wrapping, heat shielding, oil coolers, and venting out the hot air.
McVities said:
Could the aim of a higher temperature stat have been to increase the delta T between the radiator and ambient air?? This would increase the efficiency of the rad.
No, I believe the aim of the higher temperature stat is simply to make the engine run at a higher temperature.stevieturbo said:
PaulKemp said:
The original Mini had a 74 degree thermostat probably because of the small radiator fitted to the wheel well that got little airflow.
In 7 replica kit cars the small frontal area and small engine bays causes cooling problems and an earlier opening thermostat is often preferred amongst other heat reducing modifications such as manifold wrapping, heat shielding, oil coolers, and venting out the hot air.
I've had many Mini's over the years, and standard stat was always around 88deg.In 7 replica kit cars the small frontal area and small engine bays causes cooling problems and an earlier opening thermostat is often preferred amongst other heat reducing modifications such as manifold wrapping, heat shielding, oil coolers, and venting out the hot air.
Gassing Station | Engines & Drivetrain | Top of Page | What's New | My Stuff