Is the two-stroke engine back to the mainstream?
The two-stroke engine used to have a glorious era in the motorcycle industry. It has the advantages of small size, light weight and rapid speed increase, but it also has obvious disadvantages such as high fuel consumption, maintenance troubles and large exhaust pollution. As the emission standards increase and the mainstream R&D direction shifts to a four-stroke engine, the two strokes gradually fade out of the mainstream view. But in the professional off-road field, it has continued.
It is also because of the continuous continuation of the professional off-road field, the two-stroke engine has also returned to the mainstream. Bringing hope is KTM 250 EXC TPI and KTM 300 EXC TPI, which were released by KTM not long ago.
KTM has equipped the two new cars with a new two-stroke engine with TPI (transfer injection) fuel injection technology. With an advanced fuel injection management system and a new lubrication method, this two-stroke engine does not require pre-mixed fuel, with the emphasis on meeting Euro 4 emission standards. Of course, the output characteristics of the two strokes will inevitably be preserved.
It should be noted that the two cars are biased towards high-end in configurations such as shock absorption and braking, and the price has not yet been announced. Whether this two-stroke engine will be used on highway models is still unknown. However, as long as there is hope for the beginning, even if it can not become mainstream, it is worth expecting more fans to experience the joy of two strokes.
Can the in-cylinder direct injection technology be popularized?
Under the macro policy of energy conservation and emission reduction, direct injection in the cylinder has become a technology that is being popularized in the automotive industry. It can achieve more precise fuel injection and improve combustion efficiency, thus achieving the effect of improving power output and reducing fuel consumption.
In fact, for motorcycles, direct injection in the cylinder is not a new technology, but it has the possibility of popularization, but it is comparable to the difficulty of returning to the mainstream with two strokes. The reason is cost.
Among the many characteristics of direct injection in the cylinder, fuel economy is a more intuitive advantage, but after all, motorcycles and automobiles have a far difference in fuel consumption base. For motorcycles, the sales volume converted from the fuel consumption reduction point cannot be shared. The increased technical cost, not to mention the increase in the difficulty of later maintenance, does not necessarily have an advantage in terms of cost of use.
This threshold of direct injection in the cylinder is not a high technology, but it is difficult to popularize in the motorcycle industry. The main reason is that for motorcycles, it does not have sufficient advantages compared to EFI technology in the current environment.
Supercharging technology?
Like direct injection technology, supercharging technology is not new to motorcycles. However, unlike the "direct injection", which mainly uses fuel saving as a selling point, "supercharging" is the starting point of the lifting power. For motorcycles with performance requirements, it has a more market.
Like the automotive industry, supercharging technology has also been used in the field of motorcycles, but the technology and materials at that time are not as mature as they are today, and they have not been widely used. At present, the most representative ones are the Kawasaki H2 and H2R with supercharged technology. Their engine displacement is 998cc, but with the supercharged supercharger, they can output up to 210 horsepower and 300 horsepower respectively.
With Kawasaki's "path to explore", naturally, there are players who follow up. As early as 2013, Suzuki introduced the Recursion turbocharged concept car, which uses a 588cc two-cylinder water-cooled engine with a maximum horsepower of 100 horsepower (8000 rpm) and a peak torque of 100 Nm (4,500 rpm). Although the horsepower data is not as beautiful as the traditional four-cylinder engine, the peak horsepower and torque output are greatly advanced, and the peak torque is much stronger than that of the four-cylinder car. The control fun in the common speed range is greatly improved.
Although there may be sudden power problems caused by turbine intervention, as long as Suzuki's turbocharged engine is officially mass-produced, it will inevitably lead to a chain reaction, at least expecting the gradual popularization of turbocharger technology in medium-range displacement. .
Hybrid technology?
For automobiles, hybrid power is undoubtedly the best solution to reduce emissions and fuel consumption levels when pure electric power is difficult to solve the problem of battery life. Although motorcycles do not have such strong demand for this aspect, such fashionable technology also has the demand for high-end people and the technical strength of the factory trademark list.
Honda has released Neowing, a three-wheeled model with a hybrid. The hybrid system is based on a six-cylinder engine mounted on the Golden Wing. The two cylinders at the front are removed, leaving a 1200cc four-cylinder engine and a huge motor in place, directly connected to the crankshaft. .
When the engine is idling or the vehicle is decelerating, energy can be accumulated by the motor, and the converted electric energy is stored in the battery and reused on the next acceleration. The four-cylinder engine plus motor is comparable in size to the traditional six-cylinder engine, allowing the hybrid system to use the same frame as the traditional six-cylinder engine and provide the same performance while helping fuel economy and improving battery life.
The hybrid system is highly feasible on the "big Mac" such as the Golden Wing, but for the normal "body" motorcycle, the motor and battery of the hybrid system are too cumbersome. At the same time, hybrids have extremely high technical barriers for other brands, and it is indeed more difficult to spread.
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