1700 X-flow water temperature.
Discussion
Aeroscreens said:
My old x/flow used to run around 80 and climbing to 90 in traffic. If thermostat is stuck then wouldn't you expect to see temps too high? Pretty sure I used to run with a 74 deg thermostat. No harm in changing the sender as a starting point.
Thanks for the confirmation, 80-90 is where I would expect the temp to be. I wondered if the thermostat was stuck open would it run cold, but thinking it through it's more likely it would just be slow to warm up. I will watch the gauge more closely during warm up to see if there is any sign of the stat opening.John,
I should qualify that part number as it is not necessarily related to the x/flow as I use the same sender in my zetec. It's a question of matching the sender to the gauge. My car is a '93 vintage and has the VDO branded gauge. I understand there is a similar sender for 0-150 deg which doesn't work with our gauges. Hope that helps.
I use the same sender for oil temp as well. How do I know, just knowledge I've gleaned over the years from club members etc
I should qualify that part number as it is not necessarily related to the x/flow as I use the same sender in my zetec. It's a question of matching the sender to the gauge. My car is a '93 vintage and has the VDO branded gauge. I understand there is a similar sender for 0-150 deg which doesn't work with our gauges. Hope that helps.
I use the same sender for oil temp as well. How do I know, just knowledge I've gleaned over the years from club members etc
No ford cars used the 1700 xlow as standard as it wasn't a standard engine. The 711M/1600 block engine came about in 1970. Used in Cortinas, Capris and Escorts I think.
I'm not sure how the 1700 variant came about (a bored 1600 #obvs), whether Caterham did it or someone else, I know not.
Bert
I'm not sure how the 1700 variant came about (a bored 1600 #obvs), whether Caterham did it or someone else, I know not.
Bert
The origins of the 1700 as stated in Chris Rees' book 'Caterham Sevens'
"Peter Cooper had built a special Kent engine for a customer who ran a seven in sprints and hillclimbs. So impressed was Cooper when he tested the engine on the road that it was soon agreed to offer it as a regular option. And so the Supersprint was born in 1984. This pushrod engine was bored out to nearly 1700cc, and received lighter, larger valvesdesigned by reg Price and special springs by Clive Roberts (both were made especially for Caterham), a balanced and lightened flywheel, fully gasflowed head, high-lift camshaft, twin Weber 40DCOE carburettors and a high-pressure oil pump."
So as you can see this engine was very specific to Caterham and so I'm not surprised that a Ford dealership hasn't got a clue.
When I had my 1700 engine rebuilt in 2000 it was re-bored to 1800 (only possible with the AX block) and had other work done. If you scroll down on this page you'll find a link to Autocar's roadtrest of the Supersprint in 1985.
"Peter Cooper had built a special Kent engine for a customer who ran a seven in sprints and hillclimbs. So impressed was Cooper when he tested the engine on the road that it was soon agreed to offer it as a regular option. And so the Supersprint was born in 1984. This pushrod engine was bored out to nearly 1700cc, and received lighter, larger valvesdesigned by reg Price and special springs by Clive Roberts (both were made especially for Caterham), a balanced and lightened flywheel, fully gasflowed head, high-lift camshaft, twin Weber 40DCOE carburettors and a high-pressure oil pump."
So as you can see this engine was very specific to Caterham and so I'm not surprised that a Ford dealership hasn't got a clue.
When I had my 1700 engine rebuilt in 2000 it was re-bored to 1800 (only possible with the AX block) and had other work done. If you scroll down on this page you'll find a link to Autocar's roadtrest of the Supersprint in 1985.
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