I own a 2CV Special, model 1986. Works like a clock, goes everywhere. Simple, «rustique», 6 liters/100km, easy to maintain, but be careful with the rust. Not only the engine, but everything is simple and basic on this car. The dashboard is so simple! It is my only car, so it drives almost every day, and every year I make a quite long trip to visit friends all around France. Hope to keep it for a long time.
The 2CV is trully brilliant. I drove one 10k miles through UK and Europe and got 55 miles to the gallon at 60mph fully loaded with 3 people and camping gear and all with 600 cc flat twin motor. They have a fantastic heater for cold clinates and a roll back roof for summer, i only wish i could have brought mine homewith me
False information at 5:14 which claims that the less than ideal placement of the spark plug gap (for #3 cylinder) can result in overheating. This is a nonsense statement. Actually in earlier engine models the fan shroud contained the oil cooler in the fan shroud in a place closest to the #3 cylinder. As a result the #3 cylinder did not receive the cooler air that the other cylinders received and tended to run hotter and wear out quicker. In later models (with dual port intake manifold) the oil cooler was placed outside the fan shroud allowing all the cylinders to cool evenly.
@@Kr00zA it depens how denser mixture is defined. Sometimes they just mean a richer mixture with it. In the physics sense cooler air contains more oxygen so you can ad more fuel and have more mixture volume to burn. Turbo/supercharged engines with aditional intercoolers for high hp/torq engines use this physics artificial. Moped and smal 1-2 cillinder aircooled engines like often a more richer mix to run smoother. Passing warm air by the carburator and/or in to the air intake makes the mixture richer
Came here to say this. My guess is this whole video is AI sludge. That's not even the #3 cylinder. And as you pointed out "placement of the spark plug gap" isn't much more than a word salad. This throws literally everything else in this video into question. Even if 90% of it is correct how are you going to know which 10% is false or hallucinated? I only know because of how familiar I am with VW engines.
The cylinder shown in the video was the number 2...the number 3 is in the rear left and not in the front right...and yes later VW improved the overheating pblm of the cylinder 3 putting the oil cooler in a "dog house" style fan shroud.
True, it's the oil cooler placement which caused the problem. That's why eventually,VW made a modification to the oil cooler design to eliminate the problem.
6:21 This is factually false. Heating the intake air will lower the air density, and thus, causing the engine to produce less power. This is why some modern gas cars use intercoolers, to cool the intake air. Making the air more dense, so more of it can flow into the combustion chamber. And create more power.
agreed, but it's a common technique to use on carburated cars so ends up a net benefit to efficiency. my dad's 1989 nissan sunny used it. i guess its because carbs like to be tuned to operate at a consistent temperature. there's also the danger of carbs icing up, mainly happens in aircraft.
Warming the intake air flow only helps the engine warm up. Then warming the air hinders optimum engine performance. In the VW engine, there is a thermostat which closes the louvers in the fan shroud on a cold engine so it can warm up to operating temperature. Then the thermostat opens the louvers to give maximum air flow and optimum engine performance. Shade tree mechanics that removed the thermostat and louvers to "increase air flow" didn't know what they were doing.
Heating air in the intake doesn't improve performance allowing more air to enter the engine. Maybe it generates some advantage allowing better atomisation and combustion. To be better discussed.
@@vwbug7028 The purpose of the heat riser system in the VW is to keep the intake manifold from freezing in cold, damp weather, which causes the fuel mist from the carb to condense. That causes sputtering, backfiring and stalling to occur (ask me how I know!). There's also a warm air pickup which brings warmer air from under the engine tin to the carburetor. This enables the car to run reliably in all weather. Many shade tree guys disconnect those systems because "you don't need them". Most of us learn the hard way the engineers knew what they were doing by installing those systems on the car.
This video has some very strange information: strange placement of the spark plug gap? Heating the intake air makes it more dense? Thats when I stopped watching. The people who made this video should learn something about engines BEFORE they post a video!
@@timh2870 The #3 cylinder issues has nothing to do with the spark plug. And the diagram was also pointing to the wrong cylinder. I think they just used AI.
Une petite erreur...M. Boulanger n'etait pas ingenieur..Il etait directeur !!! l'ingenieur responsable de l'etude etait Lefevre qui avait aussi travaille a la creation de la (traction) 7-9-11 hp ainsi que de la DS en 1955
About half of everything told here is incorrect. Please, if you don't know what you are talking about don't make youtube videos explaining engine technology to people. On subject: The comparison between these engines is pointless because apart from they both being aircooled boxers they are very different. The four cilinder VW engine definitely is more advanced, better balanced, and has more torque and power. And though the VW engine is relatively light, the Citroen engine is much lighter. This was important because of the low vehicle weight of the 2CV. Exept for the breaker points maintenance the Citroen engine was easier to work o. Both these engines have proven to be very reliable (probably more so than most modern engines).
I think your comment is quite horrendous. Not very nice attitude to a guy making such a informative video. The clip is very good and the small incorrections is not very relevant. Start listing the "half of everything" thats incorrect...
El Wolkswagen es un cáncer, gasta combustible como un coche grande y no tiene espacio ni para poner un canasto, es antieconómico relación a su capacidad
This is riddled with technical errors, such as when talking about the number 3 cylinder on the Beetle engine you pointed to the number 1 cylinder and heating the carburetor doesn't "increase the density and power of the engine" whatever the hell that means...Heat to the carb, stops the carb from icing up in cold weather
I am familiar with the Beetle engine as I've owned several VWs, the earliest being 1963 and the latest a 1967. I will comment using my personal knowledge of these engines and what I see here on the 2CV engine. It looks like the 2CV engine is cooled simply by a fan, without any regulation to provide consistent operating temperature. The Beetle engine incorporates a fan housing which directs air downwards across the four cylinders and out. There is a thermostat that operates flaps that regulate the cooling flow of air, allowing for very fast warm up followed by constant running temperature. The number 3 cylinder ran warmer as stated here, but that was corrected in 1971 by an offset oil cooler that didn't block air from the cylinder. This system was easily retrofitted to earlier engines if desired. The oil pump was as described, but it worked well and better oil pumps were available and easily fitted to the engine. The Beetle engine also had a carburetor pre-heat system to prevent icing. Boxer engines with center-mounted carburetors are susceptible to icing because the carbs are separated from the heat of the engine. The VW engine compartments were sealed so that the heat from the cylinders and exhaust would not enter above the floor of the engine compartment where the air intake and carburetor was located. The lower compression of the Beetle engine reduced stress and allowed for longer engine life. However, the typical fuel economy of a Beetle was between 28-32 MPG which was apparently not as good as the 2CV. The Beetle had a distributor with a vacuum advance and fired only on the power stroke of each cylinder. But the method used on the 2CV with a wasted spark is like many motorcycle systems, so its really not that weird. The fan on the Beetle was driven off the back of the generator shaft, the generator being connected by a V-Belt. If your generator light came on because of a broken belt, you had better immediately pull over and shut down because without the cooling fan, the engine would cook in 15 seconds. In all my experience, this never happened. I hope I provided some additional useful information to what was presented here.
Re the VW broken belt, in the Type 3's, the fan was part of the crankshaft drive-line so if the belt broke, you could still drive until the battery died.
Probably AI sludge. I don't know anything about 2CVs but am very familiar with VW engines and had to bail after the BS about the "less than ideal placement of the spark plug gap" on the #3 cylinder.
Never owned one of these, only driven... But I remember when I was working in North Africa, I can't remember the name of the place but they show me a 2 cv with a special story. A guy trying to go from Algeria to Dakar broke the oil pan on a stone after a dune jump... After 3 days, nobody passing, he tried something special... He filled the engine with bananas and was able to arrive in next town, 120 km further... True or not ? No idea, but having been more than 15 years in these countries, I know that in some circumstances you must be inventive....
Wait, wait... Do you actually think that the 2cv remained at those 9hp forever?! You do realise that your figures are only for the first series, Type A from 1949 to 1959, right? And you do reslise that its carrying capacity isn't obviously just 50kg as that wouldn't even be enough for the driver, right? It's carrying capcaity for the Type A was the weight of 4 adult passengers PLUS 50kg of cargo, meaning you could carry a lot more, if you opted for more cargo and less passengers.
If you heat air it becomes les dance. Not more. In fact the heat pipe connection from the exhost to the carburator was equipped with a wax operated port. This avoided the hot air to go thru the carburator when the engine was hot and only was used for cold starts. This was not working well and was not present on latest versions. I have had a 375 CC model "Fourgonette" from '57 and a 2cv6 from '82. The fourgonette had a 12hp version of the engine. I did upgrade the Fourgonette with a 602cc engine from a Citroen Dyane with the 4 speed gearbox and all the breaking system. In the 2cv6 I did replace the 602cc engine with a 650cc engine from a Citroen LN. This had a Aluminium engine. The 2cv had Aluminium heads but cast iron cylinders. Those engines had not only closed rods but also no head gasket. In stead it was a conical fitting. The oil was mainly used for cooling the engine. That is wy there was such a big oil cooler. That oil cools was holding 60% of the oil when the engine was running. Making it a partial dry sump. There was a 4 cylinder version of this engine. It started in the Amy 8 super (1050cc) that was a "luxius" derivative from the 2cv. Then it found its way in the Citroen GS (1100cc, 1220cc and 1300cc) and the Citroen Axle (1100cc). The 2 cylinder version of 65Occ was found in the Citroen LN and the Citroen Visa whitch had also 4 cylinder engines but not boxer.
Couple points: -The #3 cylinder on the VW engine is where the oil cooler is mounted, which restricts the airflow somewhat. -Both cars use exhaust heat to warm the carburetor quicker. Cold air is actually more dense than hot air. That's why tuners like cold air intakes on their sports cars. Finally, the use of exhaust heat via the cross tube is to prevent icing, reduce warmup time, etc.
Starting with min 6:20 ´´...the hot air was used to heat the carburator wich by heating the air entering the engine will increase the density and power of the engine´´ .... SAY WHAT ??? As far as i know in order to increase the power of an engine the air entering the burning chamber has to be cooled down with a intercooler. Cool air is more dense not hot air am i right ?
Interesting presentation of an exceptional pair of cars, very symbolic of their birth countries. German unbreakable. French - Viva La Difference - ingenuity, style, comfort and practical.. One basic detail here is wrong - 2CV has always had 4 speed gear box - not 3. 4th is an overdrive. 2CV is amazing - I have owned 3 x 2CV6s from new over 45 years and 550,000 kms... My 1990 Charleston now has a Burton Big Bore 2CV engine plus Power Tube.. 20% more horses and torque. 29 hp to 35 hp. 115 kph to 125 kph. O-100 kph from 32 secs down to 22 secs. So unique here in Australia... makes friends everywhere you venture.
The engine of the 2CV wasn't designed by Pierre Boulanger (he only devised the characteristics of the car) but by Walter Becchia, an italian engineer, the car itself was designed by another italian, Flaminio Bertoni 😀
The 2CV was not a small car. Suspension was very comfortable on bad roads. Heating and demisting was almost nonexistent. Therefore I decided on the Renault 4, it's rival.
It is a real shame that the ‘facts’ presented are so distorted. Like already said… the spark plug gap inhibits cooling. OMG. The oil cooler is over #3 cylinder but really doesn’t cause an issue in well maintained engines.
Yes the citroen 2 cv is the best engine design and engineer in the world! It's a big shame this great engine wasn't made to a 1.1 size to be fitted into the citroen visa as it was a heavier car, plus being a bigger engine and maybe have a 5 speed box would be amazing on the motorway, and going up very steep hills and mountains, its an engine and car that fits any where in the world, especially the citroen visa!!!
Apoyo completamente la idea !!!, muchas personas han reemplazado el Boxer del 2CV, por el de las motos BMW, que son más potentes y les ha funcionado muy bien, así que llevar el motor a 1.1Lt, dotarlo de 4 válvuilas por cilindro, con inyección de combustible, doble ó simple árbol de levas, como tuvo el GS, refrigeración aún por aire reforzada, y mayor compresión de aire por la turbina, tanto para refrigerar el motor, como para meter más aire al motor, con caja de 5 ó 6, (sin saltos de cambios como el que existía en el 3CV, entre la 3° y 4°), Un bichito así puede andar en los 100 CV Din, fácilmente.
Imagine if Citroen updated their engine and added a small turbocharger to it. I am surprised Citroen have not designed a new 2CV. It is such an iconic car.
Se construyó para vender en UK, una versión sport, con compresor y carrocería de fibra de vidrio, pero no se comercializó puesto que lo$ número$ no daban.
Thank you! GREAT made! I have a Citroën Dyane 1967 a luxury 2CV. I like a lot your animation. Little "error" is that the smaler engine (mine has 425cc and 18 german HP) have thier dynamo (DC) AROUND the crankshaft! AGAIN less a part that could break! INGENIOUS! That car is "simple" but geniously simple. Also the suspension is ingenious. Only the Hydropneumatique would be better. With my Dyane I have true 100Km/h on the Autobahn and in flat lands a consumption of only 4 Litres per 100Km and in the mountains below 5 Litres/100Km. Weight is only 580Kg empty (5Litres in the reservoir and no tool box) so close to 600Kg if the 20L reservoir is full and a good box of car tools. GREAT car - I call her Jana and she's my best mechanical grilfriend xD. Let me tell you that I like it ALOT that she's semiconductor FREE! Cordial greetings! Géréon
En el mío por 1983-4, los platinos había que calibrarlos cada 3 a 4 meses, para mantener una agilidad y repuesta razonable, así que encontré en una revista de radioaficcionados, un circuito con dos transistores de potencia, y alto voltaje, dos resistencias una de 20 watts, y otra de 5 w, usando el mismo condensador del auto, y se intercalaba en el encendido normal. con ésto el platino pasó de usar 2 amperes a apenas tener que pasar de 0.2 a 0.5 amperes, la chispa pasó de casi 10 mm, a 15 mm, y la marcha se tornaba muy serena, la luz del platino, podía ser mínima y en un año no se debía recalibrar, no había chisporroteo en el platino, con lo cual no se desgastaba. resultó tan útil que lo llegue a reproducir para varios amigos con 3CV, y aún más se lo instaló en un Peugeeot 504, en un Chevy 230, en una Ford F-100 de 8 cilindros, perfectamente. en el caso del Chevy 230, la marcha era tan serena, que andando en la calle a paso de hombre, el motor no tironeaba, en tercera, y yo creyendo que estaba en primera, quise acelerar y ahí se me paró, por el bajísimo régimen de rpm que llevaba el motor, y no me había dado cuenta por la serena marcha del motor de 6 cilindros !!!
@@c.e.ardanaz1234 die Kontakte (français: les vis platinés; english: points) von "TROUVE France", Nachfertigung, halten bei mir 12'000Km (ausprobiert bis der Motor schlecht lief). Ich fahre im Jahr weniger als 10'000Km sodass ich froh bin mir die Halbleiter vom Hals zu halten. Diese Autos werden noch fahren wenn es einen Sonnenstrum oder einen Atomunfall gibt. Glühbirnen mag ich auch viel lieber - kleine Sonnen.
Comparing the 1200 cc VW engine with 34 hp against the 602 cc (later) 2CV engine with abt 30 hp it seems that the 2CV engine is much more efficient. If the VW engine, which is twice as big, had the same efficiency it would have about 70 hp.
Hang on didn't it always have a 4 speed transmission, the designer wanted a 3 speed but it was actually cheaper to fit a 4 speed. A lot of inaccuracies in this video.
Es muy posible que los primeros prototipos, hecho poco antes de empezar la 2GM, tuviesen cajas de 3 velocidades, habría que preguntar a Citroen, además tenía un solo faro delantero y uno solo trasero, amén de que el motor inicial era refrigerado por agua, durante la 2GM, los hombres de Citroen, viendo cómo se desempeñaba el Vw militar enfriado a aire, decidieron la modificación que resultó un éxito para cuando se lanzó a la venta en 1948-9
cierto estuvo a punto de ser presentado si el fracasado cabo austríaco no hubiese empezado la guerra de inconciente que creyó verse ganador, vaya a saber "que se había fumado el subdesarrollado" y mal formado cabo austríaco, dirían los jóvenes de hoy día.
many errors concerning the 2cv...the all first 2cv,all aluminium alloy body, from 1939 had a water cooled engine, 2cyl 325cc and 8hp, 250 2cv from this model was built but never sale because of the war. In 1949 was the all new designed 2cv (all steel body) launch with the known air cooled 375cc engine of 9hp, aluminium block with cast steel cylinder and aluminium heads, but was many evolutions from the engine: next was 425cc/12hp, later 435cc/24hp, and the last and strongest was the 602cc/29hp...ALL 2cv had a 4 speed gearbox (presented to Pierre Boulanger as 3 speed+1 overdrive)
The compressor section is spinning the wrong way, but you have the turbine section going the correct way, but the turbine is missing the first stage nozzles. If you go through this much trouble to make an animation shouldn't you at the very least have it vetted by someone to ensure you haven't made an obvious error?
This appears to be an almost word for word copy of an earlier video, including mistakes, one of which is the bullshit about friction dampers. The early 2cvs had tuned mass dampers. Do your research and don't copy others material verbatim. And make sure the script is written by someone who can write English, for god's sake.
El sistema de amortiguación inicial estaba confiado a los Bateurs uno en cada rueda, y en el acople de cada brazo de rueda al eje de traviesa, se encontraba ubicada el Frotteur, una especie de amortiguador de fricción, que usaba unas plaquitas, similares a los Férodos de los embragues multidisco de las motocicletas.
having driven the 2cv, I can say it was a great car for its time and place. with no heater and no tires made for snow, it was useless in winter. but the roll top, suspension, etc was great for southern france.
Interesting video. I suspect translation from another language is responsible for some of the verbal errors. However, in the graphics, what is identified as the #3 cylinder on the VW is actually cylinder #2. #3 is on the opposite side of the engine closest to the flywheel. Eventually VW moved the oil cooler outside of the air flow to cylinder #3 and put it in it's own enclosure called a doghouse. It's a shame it took them so long to do it.
"Duraznos" como ingenieros dispuestos s desarrollar y mejorar el motor que les diseñó en Ing Dr Porsche, ya que él se había reservado la mejor versión y más perfeccionada con los años. Así fué como los japoneses le pasaron por arriba ya a inicios de los ´60.
No usa junta de tapa de cilindros, actualmente lo que más falla por calentamiento en motores actuales, al menos en mi región, también hay cada burro que le pone aguas salitrosas al radiador, y como todo es de aluminio, éste se carcome muy fácilmente si no se usa lo indicado, por ejemplo el Jeep Compass, una belleza, y el blque moptor, no se si le hechan ácidi nítrico, ú orina, se debilita en las paredes de los cilindros !!!, y empieza el calvario para el dueño, que se quiere dar corte con el Jeep que comp´ro con unos 80-150 mil km, a parir con el cuidado que le dió el primer dueño y manipulador ignorante.
1:55 Those must be the numbers for the early 375cc engine the 602cc ones easily propels mine to 110 Km/h the 602cc one while frugal is more thirsty than 3 liters pro 100 Km. With that said it is the most reliable car I have ever driven.
Why not compare the vw engine with the Panhard flat twin? Winner of the Index of Performance at Le Mans 9 times between 1950 and 1963. In its ultimate state of tune, more powerful size for size than the Porsche 911.
En comparant ce qui ce qui est comparable (flatfour 1300 à air), le mieux et de loin c'est le GSA ! Puissance au litre, souplesse, malgré la pompe HP qui grignote de la puissance mais on a un ovni sur la route question confort et tenue de route ! le moteur de l'Alphasud est plus noble car tout alu et plus puissant mais pas à air!
Avec la réserve que ce sont des moteurs créés dans les années 60 et non avant guerre. Il serait plus intéressant de comparer ces moteurs avec ceux des motos d'avant guerre (BMW, Gnome et Rhône ou autres).
My first car in 1975 was a 2CV model 1956. I could take the engine out by hand and it only took a few tools to remove the few screws. Try doing the same on today's wonderful cars... ** Ma première voiture en 1975, fut une 2CV modèle 1956. Je pouvais sortir le moteur à la main et il ne fallait que quelques outils pour démonter les quelques vis. Essayez de faire de même sur les merveilleuses voitures d'aujourd'hui...
They forgot The Citroën 2cv engine is actually a smaller vercion of the old Panhard 2 cilinder boxser That engine actually had more power as the VW engine But was stil a 2 cilinder only 850 cc But stil delivering 50 HP And verry reliable Put in a car made complete from Aluminium Yes Audi was not the first one there They also got beat by the french And then there is another 2 cilinder from the same time The Perkins engine juced by DAF in the vario Atomotive in the 60ies And 70 ies was much more interesting as 2 cars The Daf 33 was actually a verry good The Perkins engine verry reliable
Tôi ở Việt Nam, tuy W đắt hơn 2CV nhưng tôi vẫn thích 2 CV hơn, vì 2CV đơn giản, dẫn động cầu trước và hệ thống nhún siêu hạng, tôi đã đi chiếc 2 CV Ladalat của VN, Ladalat đã cho các xe đời mới hửi bụi trên các con đường gồ ghề
Did anyone else notice the almost dual port intake manifold on the VW? It looks like dual runners ending in a single port head. And why would dual runners run up to a 34 mm single barrel carb? Wow after listening to more of this, cooking fan blowing air into the intake manifold was more than enough for me to not even debunking the rest of this dribble.
Apart from all the technical errors, nobody seems to have mentioned the spelling errors. I did like the graphics appearance but cannot comment on their accuracy, others are doing that.
Il y a eu plus de 3 voitures construites (plutôt 200 ou 300) car il fallait homologuer la voiture avant le salon de l'automobile de Paris en 1939. Il y a actuellement au moins 5 2CV du type A de 1939 conservées en France. 1 est restaurée chez Citroën et une autre transformée en camionnette chez Michelin.
I really like Citroën 2CV and came close to buying one in 1975 but it was more expensive than a Fiat 127 eg with a 4 cylinder 900cc engine or similar cars, so it was overpriced which was far from its original character , i.e. a frugal and particularly cheap car. The Citroen 2CV has a unique style but does not meet modern safety needs. The engine is very interesting but one can hardly say that it is the best ever made. This iconic car can take you everywhere but with enough noise and moderate speed. Although its "philosophy" - austerity but with reliability - is admirable, one has to overlook quite a few things to have it as a unique car.
Today, when cars are ridiculously expensive & packed with useless, costly accessories, something like the 2CV would find a place with people who just want to go to the grocery store.
Good try but get your facts right. Get the spelling right. Get the pronunciation right. Dont rely on text to speech for pronunciation ,they always fail miserably.
Why U don't laugh that old citron with some changes may be successful in our country yes less complications rather smiple may be successful but comparitable less cost. Let's C how it goes. TATA had introduced a small car but not very successful. But U can make some changes specifically SUSPENSION AND ALITTLE BIT COST GOOD LUCK REST U KNOW THE BEST
@@DanielvanKATWIJK Thank you Daniel. I didn't realise that not everyone was aware that the VW, engine and the 2 cylinder 2 CV, are used in Home-built aircraft. As in the U.S. and Aus. Which reminded me of the Rolls Royce 6 cylinder, seen, but never heard of again. Was just wondering if anyone knows what happened to it.? Sorry.!
@@johnrideout7124 Hello, yes effectively the VW engine was used in aircrafts all over the world, with both air and liquid cooled versions. Some freinds in Australia did put a liquid version in their T3 Komby 4x4 van. The 2cylinder Citroen was only spartialy used in aircrafts. The 4 cylinder a bit more. Peugeot used them also in motorcycles.
Used to have 2cv and beetle, 2cv was much better. 602ccm had more power, consumes less petrol and had air cooling, easy to repair and lots of space, 4 doors whereas beetle💩
Reading the comments leads me to recommend that the creator of this video should look for other subjects to make videos about. It amounts to erroneous misinformation.
Another script written by chatGPT. There are way too many errors in this AI generated slop, eg passing hot air past the carburettor will not imcrease air density a d bower but will in fact do the opposite.
Thanks a lot for your feedback. We know language is still a bit of a challenge for us, but we’ll try to work on it and improve in future videos. Really appreciate you pointing out the parts we got wrong.
Stupid AI does not know the difference between spark plug gap and oil cooler on VW engine . Most of the time when I hear a stupid AI narrator I stop watching the video.
compare things equal : GSA 1300 FLATFOUR! more power/liter, more torque hy rev's , despite the HP pomp that reduce the power!!! and noise much more sporty. just néo noiazi in fact.
disiento tremendamente de esa idea, la calidad de los materiales del 2CV, era muy alta, no sé si superaba las del Vw, pero seguro las del Fiat 600, nunca se me rompió una manija de puerta, ni cerraduras, nunca cambié el cable de embrague en 13 años de uso, y siempre termino viendo cómo se los restaura, en tanto que a un par de escarabajos de un conocido mío, hace años que lo desarmó para rehacerlo y aún está en veremos, los repuestos cuestan caro, y en Argentina como no se comercializaba, nunca se trajeron repuestos, hubo que ir a repararlos a Brasil. Hoy en día siguen siendo caros hasta los repuestos de los Gol Trend, y deteriorables sus manijas, elevalunas electricos, alarmas, colizas, en fin y con solo 7 años de uso, el motor va muy bien, pero esas otras cositas, empiezan a dar dolores de cabeza.
5:13 You got the cylinder numbering wrong,you called cylinder 2 as number 3. and slark plug gap has nothing to do with number 3 running hot, rather oil cooler placement is the issue. thks was rectified initially by retarding #3 spark, and later by redesign of the cooling system, moving of the oil cooler
I guess we are going to see more AI generated garbage littered with incorrect information. As a technician watching this is cringe!
I own a 2CV Special, model 1986. Works like a clock, goes everywhere. Simple, «rustique», 6 liters/100km, easy to maintain, but be careful with the rust. Not only the engine, but everything is simple and basic on this car. The dashboard is so simple! It is my only car, so it drives almost every day, and every year I make a quite long trip to visit friends all around France. Hope to keep it for a long time.
So its still a good daily? 6l/100km is realy good for a car with carburator
The 2CV is trully brilliant. I drove one 10k miles through UK and Europe and got 55 miles to the gallon at 60mph fully loaded with 3 people and camping gear and all with 600 cc flat twin motor. They have a fantastic heater for cold clinates and a roll back roof for summer, i only wish i could have brought mine homewith me
....until literally any other car on the road hits you...
False information at 5:14 which claims that the less than ideal placement of the spark plug gap (for #3 cylinder) can result in overheating. This is a nonsense statement. Actually in earlier engine models the fan shroud contained the oil cooler in the fan shroud in a place closest to the #3 cylinder. As a result the #3 cylinder did not receive the cooler air that the other cylinders received and tended to run hotter and wear out quicker. In later models (with dual port intake manifold) the oil cooler was placed outside the fan shroud allowing all the cylinders to cool evenly.
Didnt he also say that heating the carb makes for a denser mixture????
I'm not a mechanic and even I know that is wrong lol.
@@Kr00zA it depens how denser mixture is defined.
Sometimes they just mean a richer mixture with it.
In the physics sense cooler air contains more oxygen so you can ad more fuel and have more mixture volume to burn.
Turbo/supercharged engines with aditional intercoolers for high hp/torq engines use this physics artificial.
Moped and smal 1-2 cillinder aircooled engines like often a more richer mix to run smoother.
Passing warm air by the carburator and/or in to the air intake makes the mixture richer
Came here to say this. My guess is this whole video is AI sludge. That's not even the #3 cylinder. And as you pointed out "placement of the spark plug gap" isn't much more than a word salad. This throws literally everything else in this video into question. Even if 90% of it is correct how are you going to know which 10% is false or hallucinated? I only know because of how familiar I am with VW engines.
The cylinder shown in the video was the number 2...the number 3 is in the rear left and not in the front right...and yes later VW improved the overheating pblm of the cylinder 3 putting the oil cooler in a "dog house" style fan shroud.
True, it's the oil cooler placement which caused the problem. That's why eventually,VW made a modification to the oil cooler design to eliminate the problem.
6:21 This is factually false.
Heating the intake air will lower the air density, and thus, causing the engine to produce less power.
This is why some modern gas cars use intercoolers, to cool the intake air. Making the air more dense, so more of it can flow into the combustion chamber. And create more power.
Thx for the correction bro 🙏🙏
agreed, but it's a common technique to use on carburated cars so ends up a net benefit to efficiency. my dad's 1989 nissan sunny used it. i guess its because carbs like to be tuned to operate at a consistent temperature. there's also the danger of carbs icing up, mainly happens in aircraft.
Warming the intake air flow only helps the engine warm up. Then warming the air hinders optimum engine performance. In the VW engine, there is a thermostat which closes the louvers in the fan shroud on a cold engine so it can warm up to operating temperature. Then the thermostat opens the louvers to give maximum air flow and optimum engine performance. Shade tree mechanics that removed the thermostat and louvers to "increase air flow" didn't know what they were doing.
Heating air in the intake doesn't improve performance allowing more air to enter the engine. Maybe it generates some advantage allowing better atomisation and combustion. To be better discussed.
@@vwbug7028 The purpose of the heat riser system in the VW is to keep the intake manifold from freezing in cold, damp weather, which causes the fuel mist from the carb to condense. That causes sputtering, backfiring and stalling to occur (ask me how I know!). There's also a warm air pickup which brings warmer air from under the engine tin to the carburetor. This enables the car to run reliably in all weather. Many shade tree guys disconnect those systems because "you don't need them". Most of us learn the hard way the engineers knew what they were doing by installing those systems on the car.
This video has some very strange information: strange placement of the spark plug gap? Heating the intake air makes it more dense? Thats when I stopped watching. The people who made this video should learn something about engines BEFORE they post a video!
I think they used Google translate.
Translate wouldn’t change the fact that they have no idea what they are talking about.
@@timh2870 The #3 cylinder issues has nothing to do with the spark plug. And the diagram was also pointing to the wrong cylinder. I think they just used AI.
Une petite erreur...M. Boulanger n'etait pas ingenieur..Il etait directeur !!! l'ingenieur responsable de l'etude etait Lefevre qui avait aussi travaille a la creation de la (traction) 7-9-11 hp ainsi que de la DS en 1955
About half of everything told here is incorrect. Please, if you don't know what you are talking about don't make youtube videos explaining engine technology to people.
On subject: The comparison between these engines is pointless because apart from they both being aircooled boxers they are very different. The four cilinder VW engine definitely is more advanced, better balanced, and has more torque and power. And though the VW engine is relatively light, the Citroen engine is much lighter. This was important because of the low vehicle weight of the 2CV. Exept for the breaker points maintenance the Citroen engine was easier to work o.
Both these engines have proven to be very reliable (probably more so than most modern engines).
I think your comment is quite horrendous. Not very nice attitude to a guy making such a informative video.
The clip is very good and the small incorrections is not very relevant.
Start listing the "half of everything" thats incorrect...
El Wolkswagen es un cáncer, gasta combustible como un coche grande y no tiene espacio ni para poner un canasto, es antieconómico relación a su capacidad
This is riddled with technical errors, such as when talking about the number 3 cylinder on the Beetle engine you pointed to the number 1 cylinder and heating the carburetor doesn't "increase the density and power of the engine" whatever the hell that means...Heat to the carb, stops the carb from icing up in cold weather
I am familiar with the Beetle engine as I've owned several VWs, the earliest being 1963 and the latest a 1967. I will comment using my personal knowledge of these engines and what I see here on the 2CV engine. It looks like the 2CV engine is cooled simply by a fan, without any regulation to provide consistent operating temperature. The Beetle engine incorporates a fan housing which directs air downwards across the four cylinders and out. There is a thermostat that operates flaps that regulate the cooling flow of air, allowing for very fast warm up followed by constant running temperature. The number 3 cylinder ran warmer as stated here, but that was corrected in 1971 by an offset oil cooler that didn't block air from the cylinder. This system was easily retrofitted to earlier engines if desired. The oil pump was as described, but it worked well and better oil pumps were available and easily fitted to the engine. The Beetle engine also had a carburetor pre-heat system to prevent icing. Boxer engines with center-mounted carburetors are susceptible to icing because the carbs are separated from the heat of the engine. The VW engine compartments were sealed so that the heat from the cylinders and exhaust would not enter above the floor of the engine compartment where the air intake and carburetor was located. The lower compression of the Beetle engine reduced stress and allowed for longer engine life. However, the typical fuel economy of a Beetle was between 28-32 MPG which was apparently not as good as the 2CV. The Beetle had a distributor with a vacuum advance and fired only on the power stroke of each cylinder. But the method used on the 2CV with a wasted spark is like many motorcycle systems, so its really not that weird. The fan on the Beetle was driven off the back of the generator shaft, the generator being connected by a V-Belt. If your generator light came on because of a broken belt, you had better immediately pull over and shut down because without the cooling fan, the engine would cook in 15 seconds. In all my experience, this never happened.
I hope I provided some additional useful information to what was presented here.
Re the VW broken belt, in the Type 3's, the fan was part of the crankshaft drive-line so if the belt broke, you could still drive until the battery died.
@@ReddThreeeyes, only 0:06 the VW 0:06 engines with the upright fan housing use a belt to drive the fan.
2CV 3 speed gearbox - what are you on about. It always had a four speed one!
Probably AI sludge. I don't know anything about 2CVs but am very familiar with VW engines and had to bail after the BS about the "less than ideal placement of the spark plug gap" on the #3 cylinder.
Never owned one of these, only driven...
But I remember when I was working in North Africa, I can't remember the name of the place but they show me a 2 cv with a special story.
A guy trying to go from Algeria to Dakar broke the oil pan on a stone after a dune jump...
After 3 days, nobody passing, he tried something special...
He filled the engine with bananas and was able to arrive in next town, 120 km further...
True or not ? No idea, but having been more than 15 years in these countries, I know that in some circumstances you must be inventive....
Wait, wait... Do you actually think that the 2cv remained at those 9hp forever?!
You do realise that your figures are only for the first series, Type A from 1949 to 1959, right?
And you do reslise that its carrying capacity isn't obviously just 50kg as that wouldn't even be enough for the driver, right? It's carrying capcaity for the Type A was the weight of 4 adult passengers PLUS 50kg of cargo, meaning you could carry a lot more, if you opted for more cargo and less passengers.
The Citroen has a 4 speed transmission.
If you heat air it becomes les dance. Not more. In fact the heat pipe connection from the exhost to the carburator was equipped with a wax operated port. This avoided the hot air to go thru the carburator when the engine was hot and only was used for cold starts. This was not working well and was not present on latest versions.
I have had a 375 CC model "Fourgonette" from '57 and a 2cv6 from '82. The fourgonette had a 12hp version of the engine. I did upgrade the Fourgonette with a 602cc engine from a Citroen Dyane with the 4 speed gearbox and all the breaking system. In the 2cv6 I did replace the 602cc engine with a 650cc engine from a Citroen LN. This had a Aluminium engine. The 2cv had Aluminium heads but cast iron cylinders.
Those engines had not only closed rods but also no head gasket. In stead it was a conical fitting.
The oil was mainly used for cooling the engine. That is wy there was such a big oil cooler. That oil cools was holding 60% of the oil when the engine was running. Making it a partial dry sump.
There was a 4 cylinder version of this engine. It started in the Amy 8 super (1050cc) that was a "luxius" derivative from the 2cv. Then it found its way in the Citroen GS (1100cc, 1220cc and 1300cc) and the Citroen Axle (1100cc).
The 2 cylinder version of 65Occ was found in the Citroen LN and the Citroen Visa whitch had also 4 cylinder engines but not boxer.
Couple points:
-The #3 cylinder on the VW engine is where the oil cooler is mounted, which restricts the airflow somewhat.
-Both cars use exhaust heat to warm the carburetor quicker. Cold air is actually more dense than hot air. That's why tuners like cold air intakes on their sports cars. Finally, the use of exhaust heat via the cross tube is to prevent icing, reduce warmup time, etc.
My favorite car! Still today! Simple and cost effective. The reason why it is no longer produced!
Definitely got some things wrong but still a cool video however I think the greatest thing about Citroen has always been their suspension
Heating the intake charge will not increase density, quite the opposite.
Starting with min 6:20 ´´...the hot air was used to heat the carburator wich by heating the air entering the engine will increase the density and power of the engine´´ .... SAY WHAT ??? As far as i know in order to increase the power of an engine the air entering the burning chamber has to be cooled down with a intercooler. Cool air is more dense not hot air am i right ?
Warmed air entering the carburetor is more dense? Are you sure about that?
Wouldn’t heating the air going into the carburetor reduce the density of the air going into the Citroen’s engine, rather than increase it?
Interesting presentation of an exceptional pair of cars, very symbolic of their birth countries.
German unbreakable.
French - Viva La Difference - ingenuity, style, comfort and practical..
One basic detail here is wrong - 2CV has always had 4 speed gear box - not 3.
4th is an overdrive.
2CV is amazing - I have owned 3 x 2CV6s from new over 45 years and 550,000 kms...
My 1990 Charleston now has a Burton Big Bore 2CV engine plus Power Tube..
20% more horses and torque. 29 hp to 35 hp. 115 kph to 125 kph. O-100 kph from 32 secs down to 22 secs.
So unique here in Australia... makes friends everywhere you venture.
The engine of the 2CV wasn't designed by Pierre Boulanger (he only devised the characteristics of the car) but by Walter Becchia, an italian engineer, the car itself was designed by another italian, Flaminio Bertoni 😀
Le moteur a été inspiré par la moto BMW de Bertoni (me semble-t-il).
"Specifications" is spelled with a "c", not "s" like (error!) "spesifications".
Prototypes of the 2CV were built before WWII. Citroen hid them from the Germans during the war.
And it looked like it ran on four space-saver spares!
The 2CV was not a small car. Suspension was very comfortable on bad roads. Heating and demisting was almost nonexistent. Therefore I decided on the Renault 4, it's rival.
I noticed what seems to be an error. Heated fuel vapor is less dense and produces less power not more power.
It is a real shame that the ‘facts’ presented are so distorted. Like already said… the spark plug gap inhibits cooling. OMG.
The oil cooler is over #3 cylinder but really doesn’t cause an issue in well maintained engines.
Cusí cusá, no es el primer vídeo con incoherencias, lo bueno sería una "fé de erratas", no?
Yes the citroen 2 cv is the best engine design and engineer in the world! It's a big shame this great engine wasn't made to a 1.1 size to be fitted into the citroen visa as it was a heavier car, plus being a bigger engine and maybe have a 5 speed box would be amazing on the motorway, and going up very steep hills and mountains, its an engine and car that fits any where in the world, especially the citroen visa!!!
Apoyo completamente la idea !!!, muchas personas han reemplazado el Boxer del 2CV, por el de las motos BMW, que son más potentes y les ha funcionado muy bien, así que llevar el motor a 1.1Lt, dotarlo de 4 válvuilas por cilindro, con inyección de combustible, doble ó simple árbol de levas, como tuvo el GS, refrigeración aún por aire reforzada, y mayor compresión de aire por la turbina, tanto para refrigerar el motor, como para meter más aire al motor, con caja de 5 ó 6, (sin saltos de cambios como el que existía en el 3CV, entre la 3° y 4°), Un bichito así puede andar en los 100 CV Din, fácilmente.
Thanks for the information dude.
Imagine if Citroen updated their engine and added a small turbocharger to it. I am surprised Citroen have not designed a new 2CV. It is such an iconic car.
Hi! They did some years ago, but please, you can't fake a ingenious car like this with modern "standarts" (EU / US Norms etc...)
Se construyó para vender en UK, una versión sport, con compresor y carrocería de fibra de vidrio, pero no se comercializó puesto que lo$ número$ no daban.
Le problème était que la construction de la 2CV ne pouvait satisfaire les crash test.
Thank you! GREAT made! I have a Citroën Dyane 1967 a luxury 2CV.
I like a lot your animation.
Little "error" is that the smaler engine (mine has 425cc and 18 german HP) have thier dynamo (DC) AROUND the crankshaft! AGAIN less a part that could break! INGENIOUS!
That car is "simple" but geniously simple.
Also the suspension is ingenious. Only the Hydropneumatique would be better.
With my Dyane I have true 100Km/h on the Autobahn and in flat lands a consumption of only 4 Litres per 100Km and in the mountains below 5 Litres/100Km.
Weight is only 580Kg empty (5Litres in the reservoir and no tool box) so close to 600Kg if the 20L reservoir is full and a good box of car tools.
GREAT car - I call her Jana and she's my best mechanical grilfriend xD.
Let me tell you that I like it ALOT that she's semiconductor FREE!
Cordial greetings!
Géréon
En el mío por 1983-4, los platinos había que calibrarlos cada 3 a 4 meses, para mantener una agilidad y repuesta razonable, así que encontré en una revista de radioaficcionados, un circuito con dos transistores de potencia, y alto voltaje, dos resistencias una de 20 watts, y otra de 5 w, usando el mismo condensador del auto, y se intercalaba en el encendido normal. con ésto el platino pasó de usar 2 amperes a apenas tener que pasar de 0.2 a 0.5 amperes, la chispa pasó de casi 10 mm, a 15 mm, y la marcha se tornaba muy serena, la luz del platino, podía ser mínima y en un año no se debía recalibrar, no había chisporroteo en el platino, con lo cual no se desgastaba. resultó tan útil que lo llegue a reproducir para varios amigos con 3CV, y aún más se lo instaló en un Peugeeot 504, en un Chevy 230, en una Ford F-100 de 8 cilindros, perfectamente. en el caso del Chevy 230, la marcha era tan serena, que andando en la calle a paso de hombre, el motor no tironeaba, en tercera, y yo creyendo que estaba en primera, quise acelerar y ahí se me paró, por el bajísimo régimen de rpm que llevaba el motor, y no me había dado cuenta por la serena marcha del motor de 6 cilindros !!!
@@c.e.ardanaz1234 die Kontakte (français: les vis platinés; english: points) von "TROUVE France", Nachfertigung, halten bei mir 12'000Km (ausprobiert bis der Motor schlecht lief). Ich fahre im Jahr weniger als 10'000Km sodass ich froh bin mir die Halbleiter vom Hals zu halten.
Diese Autos werden noch fahren wenn es einen Sonnenstrum oder einen Atomunfall gibt. Glühbirnen mag ich auch viel lieber - kleine Sonnen.
Comparing the 1200 cc VW engine with 34 hp against the 602 cc (later) 2CV engine with abt 30 hp it seems that the 2CV engine is much more efficient.
If the VW engine, which is twice as big, had the same efficiency it would have about 70 hp.
But it's up to the manufacturer too decide how much power an engine produces. VW could have made the engine produce 70hp if it wanted to but didn't.
@wizzard5442 70 hp from a 1200cc engine would be quite 'tuned' and it would at least needs 2 carbs, the 2CV only has one.
@@flyingdd I'm aware of that, I used to drive VW's for 30 years.
I said 70hp because YOU said it.
@wizzard5442 My only point was that the 2CV 602 engine was (built) so much more efficient than the VW 1200 engine.
Hang on didn't it always have a 4 speed transmission, the designer wanted a 3 speed but it was actually cheaper to fit a 4 speed. A lot of inaccuracies in this video.
Es muy posible que los primeros prototipos, hecho poco antes de empezar la 2GM, tuviesen cajas de 3 velocidades, habría que preguntar a Citroen, además tenía un solo faro delantero y uno solo trasero, amén de que el motor inicial era refrigerado por agua, durante la 2GM, los hombres de Citroen, viendo cómo se desempeñaba el Vw militar enfriado a aire, decidieron la modificación que resultó un éxito para cuando se lanzó a la venta en 1948-9
Citroën 2cv created in 1939 and not 1949!!!
earlier than that, as Michelin used one before the 1939 TPV
@@kimjensen2743 yes you are right
cierto estuvo a punto de ser presentado si el fracasado cabo austríaco no hubiese empezado la guerra de inconciente que creyó verse ganador, vaya a saber "que se había fumado el subdesarrollado" y mal formado cabo austríaco, dirían los jóvenes de hoy día.
@@kimjensen2743 extiende por favor esa noticia !!!
Effectivement la type A de 1939 a été modifiée pendant la guerre pour aboutir au modèle sorti en 1947.
many errors concerning the 2cv...the all first 2cv,all aluminium alloy body, from 1939 had a water cooled engine, 2cyl 325cc and 8hp, 250 2cv from this model was built but never sale because of the war. In 1949 was the all new designed 2cv (all steel body) launch with the known air cooled 375cc engine of 9hp, aluminium block with cast steel cylinder and aluminium heads, but was many evolutions from the engine: next was 425cc/12hp, later 435cc/24hp, and the last and strongest was the 602cc/29hp...ALL 2cv had a 4 speed gearbox (presented to Pierre Boulanger as 3 speed+1 overdrive)
The compressor section is spinning the wrong way, but you have the turbine section going the correct way, but the turbine is missing the first stage nozzles. If you go through this much trouble to make an animation shouldn't you at the very least have it vetted by someone to ensure you haven't made an obvious error?
In Germany we call them "Ente" which means "Duck" in English.
Porqué?, ilústranos por favor !!!
@Mikepet In the Netherlands we call them an 'ugly duckling'. Lelijk eendje.
This appears to be an almost word for word copy of an earlier video, including mistakes, one of which is the bullshit about friction dampers. The early 2cvs had tuned mass dampers.
Do your research and don't copy others material verbatim.
And make sure the script is written by someone who can write English, for god's sake.
El sistema de amortiguación inicial estaba confiado a los Bateurs uno en cada rueda, y en el acople de cada brazo de rueda al eje de traviesa, se encontraba ubicada el Frotteur, una especie de amortiguador de fricción, que usaba unas plaquitas, similares a los Férodos de los embragues multidisco de las motocicletas.
Thanks for an informative and interesting video. Great work ! 🌞
Oil PUPM
Haha
2 CV is so nice a car, if it is in the market today many will buy it.
having driven the 2cv, I can say it was a great car for its time and place. with no heater and no tires made for snow, it was useless in winter. but the roll top, suspension, etc was great for southern france.
I think of the 2CV with its 600cc flat twin as half a Beetle engine:-)
think of it as twice of a beetle engine
@@luxwutang almost the same power as the 1200cc Beetle
The 2cv started with 375, then 425 and then 602
@@matiascasali 375, 425, 435 and 602
The belt-driven dynamo
wasn't part of the original
2cv engines but was only
introduced with the later 602cc version...
Interesting video. I suspect translation from another language is responsible for some of the verbal errors. However, in the graphics, what is identified as the #3 cylinder on the VW is actually cylinder #2. #3 is on the opposite side of the engine closest to the flywheel. Eventually VW moved the oil cooler outside of the air flow to cylinder #3 and put it in it's own enclosure called a doghouse. It's a shame it took them so long to do it.
"Duraznos" como ingenieros dispuestos s desarrollar y mejorar el motor que les diseñó en Ing Dr Porsche, ya que él se había reservado la mejor versión y más perfeccionada con los años. Así fué como los japoneses le pasaron por arriba ya a inicios de los ´60.
How about the gaskets replaced by a very flat and smooth surface in the 2CV engine?
No usa junta de tapa de cilindros, actualmente lo que más falla por calentamiento en motores actuales, al menos en mi región, también hay cada burro que le pone aguas salitrosas al radiador, y como todo es de aluminio, éste se carcome muy fácilmente si no se usa lo indicado, por ejemplo el Jeep Compass, una belleza, y el blque moptor, no se si le hechan ácidi nítrico, ú orina, se debilita en las paredes de los cilindros !!!, y empieza el calvario para el dueño, que se quiere dar corte con el Jeep que comp´ro con unos 80-150 mil km, a parir con el cuidado que le dió el primer dueño y manipulador ignorante.
What about comparing these horizontal opposing twins with its famous earlier example , the Bristol firm of Douglas ?
I always remember Charlie Brown in France when I hear 2CV. Watching them drive a blue 1 through Paris 😂.
1:55 Those must be the numbers for the early 375cc engine the 602cc ones easily propels mine to 110 Km/h the 602cc one while frugal is more thirsty than 3 liters pro 100 Km.
With that said it is the most reliable car I have ever driven.
"the same thing that moves a balloon!"
me: helium?
"newton’s 3rd law of motion!"
Why not compare the vw engine with the Panhard flat twin? Winner of the Index of Performance at
Le Mans 9 times between 1950 and 1963. In its ultimate state of tune, more powerful size for size than the Porsche 911.
por ahí debieran ir los "tiros", como se dice acá, comparar naranjas con naranjas, y melones con melones !!!, jajajaja
En comparant ce qui ce qui est comparable (flatfour 1300 à air), le mieux et de loin c'est le GSA ! Puissance au litre, souplesse, malgré la pompe HP qui grignote de la puissance mais on a un ovni sur la route question confort et tenue de route ! le moteur de l'Alphasud est plus noble car tout alu et plus puissant mais pas à air!
Avec la réserve que ce sont des moteurs créés dans les années 60 et non avant guerre. Il serait plus intéressant de comparer ces moteurs avec ceux des motos d'avant guerre (BMW, Gnome et Rhône ou autres).
My first car in 1975 was a 2CV model 1956.
I could take the engine out by hand and it only took a few tools to remove the few screws.
Try doing the same on today's wonderful cars...
**
Ma première voiture en 1975, fut une 2CV modèle 1956.
Je pouvais sortir le moteur à la main et il ne fallait que quelques outils pour démonter les quelques vis.
Essayez de faire de même sur les merveilleuses voitures d'aujourd'hui...
They forgot
The Citroën 2cv engine is actually a smaller vercion of the old Panhard 2 cilinder boxser
That engine actually had more power as the VW engine
But was stil a 2 cilinder only 850 cc But stil delivering 50 HP
And verry reliable
Put in a car made complete from Aluminium
Yes Audi was not the first one there
They also got beat by the french
And then there is another 2 cilinder from the same time
The Perkins engine juced by DAF in the vario
Atomotive in the 60ies And 70 ies was much more interesting as 2 cars
The Daf 33 was actually a verry good
The Perkins engine verry reliable
Legendary automotive engineers
Two cars on my personal 'not to have' list. In the mid 1960s I preferred the Fiat 500 to both the Citroen and the VW.
Tôi ở Việt Nam, tuy W đắt hơn 2CV nhưng tôi vẫn thích 2 CV hơn, vì 2CV đơn giản, dẫn động cầu trước và hệ thống nhún siêu hạng, tôi đã đi chiếc 2 CV Ladalat của VN, Ladalat đã cho các xe đời mới hửi bụi trên các con đường gồ ghề
Wish 2cv was still made , cheap electronic distributors have replaced most mechanical ones.
6:20 - hot air has less density and thus produces less power
solo es para facilitar el arranque el zonas tan frías como esas de Francia, su campiña, y resto de Europa, hacia el norte.
Dont forget Tatra!!!!
Did anyone else notice the almost dual port intake manifold on the VW? It looks like dual runners ending in a single port head. And why would dual runners run up to a 34 mm single barrel carb?
Wow after listening to more of this, cooking fan blowing air into the intake manifold was more than enough for me to not even debunking the rest of this dribble.
Apart from all the technical errors, nobody seems to have mentioned the spelling errors. I did like the graphics appearance but cannot comment on their accuracy, others are doing that.
BOTH are terrific!
Well.... Many errors. The prototype of the 2cv was made in 1939.
3 cars were build, and hiden in a barn during the war.
Il y a eu plus de 3 voitures construites (plutôt 200 ou 300) car il fallait homologuer la voiture avant le salon de l'automobile de Paris en 1939. Il y a actuellement au moins 5 2CV du type A de 1939 conservées en France. 1 est restaurée chez Citroën et une autre transformée en camionnette chez Michelin.
@JeanpierreBeaufils OK merci
La 2 chevaux Citroën c'est toute une philosophie
I really like Citroën 2CV and came close to buying one in 1975 but it was more expensive than a Fiat 127 eg with a 4 cylinder 900cc engine or similar cars, so it was overpriced which was far from its original character , i.e. a frugal and particularly cheap car.
The Citroen 2CV has a unique style but does not meet modern safety needs. The engine is very interesting but one can hardly say that it is the best ever made. This iconic car can take you everywhere but with enough noise and moderate speed. Although its "philosophy" - austerity but with reliability - is admirable, one has to overlook quite a few things to have it as a unique car.
You forgot Daf 33/44,
Après la guerre.
Today, when cars are ridiculously expensive & packed with useless, costly accessories, something like the 2CV would find a place with people who just want to go to the grocery store.
VW Motor tech lasted from 30s well into the 80s. Nuff Said!!
The Panhard Tigre moteur
Après la guerre. Les moteurs bicylindres étaient connus avant guerre pour les motos BMW, Gnome et Rhône, et autres.
Thank you!
Saw a 2CV with a BMW GS engine in it once
Good info but please take care checking the spelling before uploading. The electronic voice also mispronounces.
Good try but get your facts right. Get the spelling right. Get the pronunciation right.
Dont rely on text to speech for pronunciation ,they always fail miserably.
Why U don't laugh that old citron with some changes may be successful in our country yes less complications rather smiple may be successful but comparitable less cost. Let's C how it goes. TATA had introduced a small car but not very successful. But U can make some changes specifically SUSPENSION AND ALITTLE BIT COST GOOD LUCK REST U KNOW THE BEST
Ce moteur a évolué a 35ch dans la Citroen Visa
Panhard
Le bicylindre Panhard est apparu après la 2e GM.
Rolls Royce made 6 cylinder flat, air cooled engine, seen at Duxford, but cannot find evidence of it.! Has any one else seen it.?
This was an airplane engine and not a car engine
@@DanielvanKATWIJK Thank you Daniel. I didn't realise that not everyone was aware that the VW, engine and the 2 cylinder 2 CV, are used in Home-built aircraft. As in the U.S. and Aus. Which reminded me of the Rolls Royce 6 cylinder, seen, but never heard of again. Was just wondering if anyone knows what happened to it.? Sorry.!
@@johnrideout7124
Hello,
yes effectively the VW engine was used in aircrafts all over the world, with both air and liquid cooled versions. Some freinds in Australia did put a liquid version in their T3 Komby 4x4 van.
The 2cylinder Citroen was only spartialy used in aircrafts. The 4 cylinder a bit more. Peugeot used them also in motorcycles.
Spelling. Check spelling. Good video
No wonder where the Volkswagen beetle took inspiration from :)
La VW à été créé avant la 2CV.
5:13 since when is cilinder 2 cilinder number 3? This video crap, its full of faulty information. Don't watch this bullshit.
Used to have 2cv and beetle, 2cv was much better. 602ccm had more power, consumes less petrol and had air cooling, easy to repair and lots of space, 4 doors whereas beetle💩
Reading the comments leads me to recommend that the creator of this video should look for other subjects to make videos about. It amounts to erroneous misinformation.
Another script written by chatGPT. There are way too many errors in this AI generated slop, eg passing hot air past the carburettor will not imcrease air density a d bower but will in fact do the opposite.
Thanks a lot for your feedback. We know language is still a bit of a challenge for us, but we’ll try to work on it and improve in future videos. Really appreciate you pointing out the parts we got wrong.
Esse 2cv podia ter 1600 cilindradas. Ficaria interessante
querrás decir 1600 cc, ó sea 1.6 Lts., no?
They made à keicar before Japan !
So many things are incorrect in this video.
Stupid AI does not know the difference between spark plug gap and oil cooler on VW engine .
Most of the time when I hear a stupid AI narrator I stop watching the video.
Man there is way too many errors in this. How would heating the fuel and air mixture gives you more density and power? What a load of bollocks. 😡
A real 2cv can reach 100km/h ! Only the concept car was suposed to reach 60mp/h
Your AI narrator makes a lot of mistakes and some of it is just nonsense. You misspelled some simple words too.
Pretty sure had a carrying capacity of more than 50 kg. What is this nonsense?
Oil pupm...
Did the makers of this video listen to the BS they put on it.
Everything on the 2CV is low end quality garbage. No comparison to the Beetle at all.
German prejudice.
compare things equal : GSA 1300 FLATFOUR! more power/liter, more torque hy rev's , despite the HP pomp that reduce the power!!! and noise much more sporty. just néo noiazi in fact.
disiento tremendamente de esa idea, la calidad de los materiales del 2CV, era muy alta, no sé si superaba las del Vw, pero seguro las del Fiat 600, nunca se me rompió una manija de puerta, ni cerraduras, nunca cambié el cable de embrague en 13 años de uso, y siempre termino viendo cómo se los restaura, en tanto que a un par de escarabajos de un conocido mío, hace años que lo desarmó para rehacerlo y aún está en veremos, los repuestos cuestan caro, y en Argentina como no se comercializaba, nunca se trajeron repuestos, hubo que ir a repararlos a Brasil. Hoy en día siguen siendo caros hasta los repuestos de los Gol Trend, y deteriorables sus manijas, elevalunas electricos, alarmas, colizas, en fin y con solo 7 años de uso, el motor va muy bien, pero esas otras cositas, empiezan a dar dolores de cabeza.
AI at its best, automotive inaccuracies.
Commer TS3 is much more clever
5:13 You got the cylinder numbering wrong,you called cylinder 2 as number 3. and slark plug gap has nothing to do with number 3 running hot, rather oil cooler placement is the issue. thks was rectified initially by retarding #3 spark, and later by redesign of the cooling system, moving of the oil cooler