Husqvarna Two-Strokes Get Fuel-Injection Too

04/04/2017 @ 3:14 pm, by Jensen Beeler9 COMMENTS

We shouldn’t be surprised to hear that Husqvarna will be following suit with its Austrian sibling, and adding fuel-injection to several of its two-strokes enduro motorcycle for the 2018 model year.

After a long history of rumors and development, KTM finally debuted fuel injection for a production two-stroke model just a few weeks ago, using the technology on two of its upcoming enduro models, the KTM 250 EXC TPI and KTM 300 EXC TPI.

Husqvarna will use the same technology for its own motorcycles in the same segments, announcing today the the all-new 2018 Husqvarna TE 250i and 2018 Husqvarna TE 300i enduro models with transfer port injection.

With the models meeting Euro4 emissions in the European market, there is the hope that fuel-injected two-strokes can revitalize this still popular segment in the dirt bike sector, and perhaps make two-strokes popular not only in the woods, but also on city streets.

As you can imagine, there is still considerable overlap between the KTM and Husqvarna lineup, however this fuel-injection technology sets the European brands considerably apart from their Japanese counterparts. 

As such, it will be interesting to see how the two-stroke models from KTM and Husqvarna fare during the 2018 model year. Husqvarna says it will have more information about its fuel-injected two-stroke models on May 30, 2017.

Source: Husqvarna

  • mikstr

    I am at a loss to understand how a semi-direct injection two-stroke can meet Euro4 and yet some manufacturers are supposedly having to bring significant changes to existing advanced FI four-stroke engines to meet it (case in point: Ducati’s updating of the Panigale 899 to 959). Are there different categories or some other element that is missing from the puzzle? FWIW, I am quite familiar with SDI tech being a snowmobiler (been around since 2004) and can attest that, while cleaner than a conventional 2-s, it is definitely not super clean (still smokes on start up and while running, albeit less). For this reason, I cannot contemplate how an SDI 2-s can meet a standard that an advanced FI four-stroke has difficulty meeting ? Someone enlighten me, please.

    BTW, I didn’t see any mention of oil injection in this write-up or the previous one on the KTM (other than an inference in the latter that somehow fuel injection removes the need for premixing fuel, which may be incidentally true, but is not necessarily so, hence the two distinct expressions, ie. oil injection and fuel injection).

  • Jeram Mallis

    A recent advancement it transfer injection involves delaying the fuel injection timing such that the transfer port flow (the fresh charge) is air-only. This is the portion of the fresh charge which escapes out the exhaust pipe, contributing to emissions.
    Remove the escaping un-burnt fuel and oil lowers emissions significantly. having the transfer port injectors facing downwards into the crank case also ensures the bottom end remains lubricated.

    I’d imagine that the rest of the emmissions savings come from the bike running very lean (both fuel and oil) at low rpm/low loads.

  • mikstr

    again, this technology (ie. injecting the fuel in the transfers) has been around in snowmobiles since 2003 (Rotax 800 2-TEC) and I am quite familiar with how it works. As I stated previously, while it cleans up two-strokes compared to carbureted or TBI two-strokes, it is not DI by any means. Look up Polaris Cleanfire, Arctic Cat C-TEC2 or Rotax SDI/2-TEC engines and you will see they still smoke (follow one down the trail for any length of time and you’ll know what I mean)…

    as far as running very lean at low rpm, you can do this in an engine that runs a stratified mixture but it’s much harder to do with a homogeneous mix engine (like this). Being a two-stroke, you can only go so lean before the engine seizes (lean mixtures drive up the combustion temperature)….

  • pidgin

    Clearly shows that free market doesn’t work. If there were no regulations the japanese would update their bikes once in a century. US should adopt EURO regs aswell so the japs couldn’t sell their dinosaur polluters anymore and would have to update them.

  • Sam Miller

    +1

  • MrDefo

    I don’t disagree that regulations aren’t a good idea, but I think that the design is desireable on its own merits. I think that, even if we were to ignore the environmental benefits, being able to run a two-stroke without having to pre-mix is a compelling enough reason to pick one over another manufactuer, everything else being equal.

  • J.

    Come on KTM, make it a V-twin 500 and stick it in a Moto2 style chassis. Please….

  • BBQdog

    If the engine is the same size as the small Aprilia 450 and 550 V twins it will fit in a Duke/RC 390 size frame. I agree I think there is a market for small sized 500cc V twin sports bikes as long as they don’t weight 145kg ++

  • J.

    Totally! 85/90 HP, 130kg, same sort of size as a TZ250. High quality running gear – it would be the ideal track scratcher. I’d totally buy one.