well the full DFI engine that they promised in 2002, is finally here. We've seen it in outboards, we've seen the semi-direct injection version. I've seen this thin in proto form a couple of years ago, fantastic stuff.

My advice tho, is buy the hell out of them, Bombardier know full well that there will be the perception of lack of quality based on the price, but they're experimenting with this price. If it doesn't sell well, they'll sell exactly the same sled, at a higher price tag, to improve the quality perception. That's the trick they pulled when the E-Tec was released on the boats.

I've been waiting/working on this stuff for more than 5 years now, and I'm a big believer in it. This is the little technology that'll make all the difference.

http://www.amsnow.com/sno/default.aspx?c=a&id=3733

Coles Notes:

Bombardier have FINALLY released the tech that they promised us years ago that makes their 2-strokes cleaner, more efficient, more reliable, lighter, more powerfull than comparable 4-stroke motors.

That motor will have to be rebuilt every month, with the amount of oil it uses.

That motor will have to be rebuilt every month, with the amount of oil it uses.

betcha $10

Anything BRP above 05 already has problems running lean, and having all kinds of bottom end problems, now with less oil, you will have a COMPLETE problem.

the BRP problems I've seen first hand, have been engine management, nothing to do with mixture. And "running lean" and "lean oiling" are very different things.

^ I know the difference, I'm just saying next year they will have both.

could be, every engine has it's problems. I'm happy that they're pushing forwards tho, not just slapping bike parts into sleds and hoping it'll pass emissions.

Who wanna make a side bet on Jr's theory or Biga's theory? :crash

The BRP sleds are build 15 km from my house. I know many many dudes who work there, i've ride their sleds for years. No quality control at all, no test at all, they will sell you a lemon every year.......nobody understand why they do that, but that's how they work. The new XP's are falling apart in the trails. No speedo, no hand warmers, a strap every 400km, broken main shaft, etc etc......

got some dyno data.

The motor was still in break-in mode, but turned 118hp.

the staggaring part tho, is that in the midrange (4000-6000rpm) at part throttle, it was turning BSFC of under 0.3lbs/hp*hour

for reference, a GOOD 4-stroke uses 0.5lbs/hp*hour wide open, more at part throttle (where you spend most of your time)

a good 2-stroke will be about 0.6lbs/hp*hour all around, maybe 0.55 on the pipe if it's jetted correctly.

but to put this in perspective, the Etec is using half the fuel to make the same amount of power in the rpm and throttle ranges that you cruise in.

That said, the ECU was still in break-in mode, so the data isn't terribly meaningfull yet. And interestingly, it was down 5hp or so all the way thru the rev range compared to the SDI model.


For those of you that aren't as technically proficient and think in terms of air-fuel as opposed to specific fuel consumption. Think 17:1 thru the mid-range even WOT, more than 20:1 at part throttle. Into the powerban stuck wide open it comes into the power around 16 and drops to about 13.

sweet...hopefully this engine gould possibly save the 2-stoke

it's possible, but I don't wanna go out and say that it's the second coming just yet.

Altho it's definitely got some damned peculiar traits. It's damned unusual for an engine to make peak bsfc somewhere other than peak BMEP.

this is definitely a solution that lets you have your cake and eat it too, in terms of power and fuel efficiency.

i wanna test ride one of these damned things...it would most definetly be an interesting sled engine to monkey with a bit...but it also looks pretty complex compared to the conventional 2-stroke

yea 2-strokes developement curve never really plateuad, every couple of years there's still major breakthrus.

I mean the first 2-stroke that I ever took apart was "state of the art" at the time, and it was a piston port, bridged exhaust, 3 transfer engine. With a butterfly mikuni carb and no powervalves.

I mean every one of those things is obsolete now, some of it is twice or even thrice obsolete. And I'm only 23. I was fairly young when I started, but that's less than 20 years of developement, in commercially available stuff.

power valves came and left a few times, but to me every tewo stroke needs them...

yea, rotary, then gone, then I started, then they came back as rotary, then the pneumatic guillotine valves came in, then the electric ones controlled by CDI and now the smart ones with the 3 dimensional mapping.

bridged ports are gone the way of the dinosaur in favour of 3 window ports so that you can run a tri stage powervalve.

fuel injection, reed valves, better tuned pipes.

It's very different forsure, but I don't know how much more complex it is. FI has fewer moving parts than a carb ever did. Reeds are more complex than a piston port forsure, but they're an infinitely variable valve, doesn't get any sweeter than that. modern guillotine valves have about the same number of parts as an old rotary valve, but there's 3 stages to 'em rather than 1.

Porting and pipes are a lot different forsure, but I dunno if they're really more complex than before, maintenance wise.

hard to say I guess. All I know is that I can actually swap pistons faster in the new ones than in the old ones, now that there's not a fan shroud to pull out of the way.

fan shroud :lmao hey man the old hair dryers we used to mess with still rule:fact

but yeah anything liquid cooled can be rebuilt quicker in some cases

lol, I remember when my top secret trick to go faster was to trim a 7" fan down to 5" to reduce drag at high rpm, LMAO.

the real question for the hardcore guys tho is:

how many axial shafts did you go thru pulling the sonofabitch over while the fan was frozen solid?

or choke cables....

:lmao