This thread and threads like these are actually why I come to TSM. The exchange of ideas with like minded people.
@ George: Although I agree with you and probably everyone else here visiting TSM pretty much agrees with you, many of us also believe that if 2t engines and motorcycles in particular don't evolve and become cleaner and more efficient, they will be legislated out of existence.
@ 2TInstitute: Yes, you are correct about the $14 pipe designer software. However, I was hoping you would read into my comment though that 'if a $14 pipe program is available - and works, don't you think a well designed FI system and ECU could adjust for it and work well too?'. I really don't (and didn't at the time) mean to offend you. That is why I put the comment "...I'm sure the knowledge of an expert 2-stroke pipe builder/turner is irreplaceable,...". Pipe builders are 'GODS' had have a magic like that of a fine luthier. I have the utmost respect for them and I am confident that there will still be a place for performance improvements in the pipe of a DFI production bike. If for nothing else than the pipe will still be a major part of the system that a rider can 'tune' to his (or her) own needs on a given track or terrain type.
@ teriks: Thanks for the sled information. I have wondered about that for awhile but not bothered to look it up. I really do love this stuff!
@ TMKIWI: Yes. I said the same thing. Although I drug my feet with mechanical FI, not trusting Bosch electronics, I always knew FI was the way forward. However, even though we adapted it on the boats quickly, on our desert buggies, we still used the carbs for the longest time.
@ Ford832: As to your thoughts about the clutch, the 'hit' of a 2t is MOSTLY a product of the flywheel; less hit - heavier flywheel, and vice versa. Being that 2t engines are small, you have wasted HP in having to keep that weight spinning. To paraphrase, "in the battle for performance, he who can ride with the smallest clutch weight (most HP), wins." Compare 2 Yamaha products, the DT and YZ. They are both 125's but the YZ makes a ton more HP and even 'detuned', still has a significant hit. Yes a lot of that has to do with things like porting, exhaust, piston and head shape but the DT was designed for the street and has a huge flywheel and rides almost 'electric' like. I don't have the experience with the sleds but I believe your experience is 100% valid, and that was the main point of my original post. FI (of some kind) is the way of the future, we should be embracing it and encouraging manufacturers to supply it.
I am of the belief, and correct me if I am wrong, that the problems with FI are 3 fold; The ECU, Cost, and Perception.
-First, that the ECU is fragile and susceptible to exposure to heat, dust, water, and vibration. Packaging one to survive on an off-road motorcycle and making it small enough might be an issue. Powering it (without adding the weight of a battery and charging system) might also be an issue. Of course if the trend set by Husaberg and KTM continues of putting electric starters on 2t's, problem solved!
-Second, will the product and development costs be recouped by a company who produces it or will it price itself out of reach of the consumer?
-And third, will the consumers embrace the new technology and buy it or will they clamp down to the old ways like I did with drum brakes. (Yes, I was one of those who didn't trust the fragile disks and was reluctant to accept change). That might not be an issue if carb'd 2t's are legislated away.