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by Craig Nicholson
(©2004 by Craig Nicholson. All rights reserved.)
Recently, the great 2-stroke vs. 4-stroke debate changed. Conventional wisdom sounded the death knell of 2-strokes since perception was that only 4-stroke engines could deliver the cleaner, quieter, more fuel-efficient technology demanded by regulators. Some folks even thought that the 2-stroke was being outlawed by the Evironmental Protection Agency (EPA). This is a misconception: the EPA regulates emissions, not technologies. So an engine can be 2-stroke, 4-stroke, nuclear, electric or propelled by rubber bands, as long as it meets their emission compliance levels.
The preponderance of 4-stroke ATVs and the recent emergence of new 4-stroke snowmobiles further skewed the debate. 4-stroke also seemed to be the way for boats.
But anyone who thinks the 2-stroke engine is dead should be prepared for a resurrection. Ski-Doo’s existing 2-stroke Semi Direct Injection (SDI) Engine is just the first wave of a new generation of 2-strokes that will compete head-on-head with any 4-stroke. After riding 15,000 km. on a GSX Limited 600SDI last winter, often in company with one or more new 4-stroke sleds, I can attest that my fuel efficiency is already equal to or better than that of a comparable 4-stroke. The SDI is considerably cleaner than a conventionally carbureted motor, although not yet up to 4-stroke levels for that or sound.
One need only to look at other power sports to detect other evidence of a 2-stroke comeback. In Sea-Doo watercraft, Direct Injection (DI) delivers 4-stroke gas mileage in a clean, 2-stroke engine. Sea-Doo’s DI followed on the heels of its own SDI technology — can DI be far behind for Ski-Doo snowmobiles?
Another BRP (as Bombardier Recreational Products now prefers to be known) subsidiary, the venerable Evinrude marine brand, upped the 2-stroke ante last year with its award-winning, advanced E-TEC outboard engine technology. Essentially a next generation DI, Evinrude E-TEC engines are lighter, cleaner, more fuel efficient, and as quiet as any marine 4-stroke, while retaining the performance and handling characteristics loved by 2-stroke aficionados. Best of all, the E-TEC engines promise to be as or more reliable than 4-strokes, without the usual maintenance costs. Consider that E-TEC engines require no break-in period, no winterization, no spring service, no oil or filter changes and no regularly scheduled maintenance for three years or 300 hours. Is it unreasonable to speculate that E-TEC or its attributes will soon migrate to other 2-stroke engines in the BRP family? Think a 2-stroke DI snowmobile engine with minimal maintenance and oil efficiency so good that it only needs to be topped up once a winter!
E-TEC brings another new development to recreational engines. At idle speeds, an E-TEC outboard produces 80% less carbon monoxide (CO) than comparable 4-strokes. An odourless, colourless, and as yet unregulated gas, carbon monoxide can be lethal at levels exceeding 1,200 parts per million. E-TEC CO emissions measure less than 600 parts per million, while available marine 4-strokes and even new cars with catalytic converters measure well over the lethal limit. And E-TEC is smokeless, with no smelly fumes.
For a touring rider like myself, the existing advantage of 4-stroke is not needing to carry or buy oil each day. Other than that, many believe that the Ski-Doo 2-stroke 600SDI already surpasses a comparable 4-stroke. For 2005, the 600 SDI will run on regular fuel, adding considerable cost savings to an already inexpensive to run engine. And when an E-Tec-like technology emerges on a snowmobile to dramatically eliminate oil consumption, why would I even consider a heavier 4-stroke? After all, I’m already imagining myself riding down the trail on the next generation of 2-stroke snowmobiles! Until next time, remember to take it easy on OFSC trails.
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