Chris explained: “At the front, between the cylinders, we’ve got some carbon-fibre reed valves and in between them we have two fuel injectors and the oil injector. So the fuel and the two-stroke oil ECUs talk to each other."
“Traditionally you’d have a premix and you’d be dumping the same amount of oil in at all RPMs, which results in burning lots of oil off or leaving oil residue on the pistons. This system literally puts vapours of oil into the engine, which means we can control everything and meet emissions standards. You don’t need so much oil low in the RPM range and you need lots more at higher revs.
“The fuel injection is into the heads, and that’s talking to the lubrication system and letting it know what oil it needs, so it squirts in just the right amount. The oil injector goes into the crankcase, but because it’s a 90 degree V-twin the injectors are located in the same place, just pointed in different directions.”
It’s a Vins motor. I’m not sure how that classes as direct injection either. Cool though
I wonder what kind of further chasm that might cause between the FIA/CIK and karting manufacturers.
Direct injection is direct into the combustion chamber. I think they are calling this direct as in “direct into the transfer ports” which I wish they would stop doing. I’ve seen a couple call it TPI for Transfer Port Injection which makes a lot more sense.
I know KTM scrapped “actual” direct injection because it add weight, cost and the need for a big metal lump on top of the cylinder head.
I’m not yet on board with electric drive due to the limits of current battery technology & for the simple fact that when you crunch the numbers, the “green” claims are false. Energy production, infrastructure, & storage need to evolve.
It’s personally disappointing that EFI won’t be coming to karting. My holy grail shifter engine would be an EFI 2 stroke.
We don’t have to wait for the FIA/CIK to bring EFI to the sport though… especially in the USA.
Two stroke injection I would love to try, for that I think I’d almost certainly need to build a dyno to isolate as many variables as I can before it hits the track.
It’s not what you’re asking for, but…
I’m working on a four stroke shifter with EFI. The goal is to give 80cc two stroke shifter performance with 206 ease of use.
Keeping it to 80cc performance means it won’t need front brakes, opening up a whole range of chassis choices and drops the cost of entry a little. It’s not intended to be “cheap”, but it will be great value for people that want to race.
Replace your 206/KA/TaG/Whatever engine with this package then go bang gears (instead of your wallet).
I’ll be sharing the story as it develops. If the concept delivers on its promise then we’ll move towards making a comprehensive ruleset and so on. But for now it’s about making sure the base product holds up mechanically.
I’ve been lurking that thread. My comment was more in regard to EFI being an OEM feature from the factories. I know TM already produces 2 stroke EFI dirt bikes, so they have the capability to apply it to the karting side of their business. But considering how dominant they are in the KZ racing scene & how the FIA/CIK is tied in to that, I don’t really hold out hope for a move in that direction.
Was kind of hoping the ES series engines might get it since they targeted more at the “hobby” kart driver (though raced at the club level) & aren’t in the international EU factory team racing scene. I thought that might’ve been safe avenue for TM to sneak the technology into the market & generate buzz. Oh well…
True, but TM have quite a chunk of the racing market where turnover of engines will be realtively high and more than one engine owned/rented. The recreational market doesn’t turn over that many motors. So in absolute numbers of competitors, yeah niché, but still wortwhile. Especially since TM have quite a big chunk of the KZ market