Two measures against four. What’s better?

Today I decided to speculate on which motorcycles are better: two-stroke or four-stroke. Like it or not, simple and reliable two-stroke engines are slowly giving way to advanced and powerful four-stroke engines – such a tendency can not be avoided. And one could come to terms with this (but this is too boring for me) because I still think that there is a certain sense in the rattling of a two-stroke engine. No, I won’t begin now, as at school, with a pointer to disassemble the principle of operation of both engines, you know that, and if you don’t know, learn the material. The thing is different – most of the motor equipment for road operation has already been transferred to four cycles. It is convenient, economical and more accessible every year (some Chinese motors are worth something). But a two-stroke engine can squeeze so much out of you in one workout, how much a comfortable four-stroke will not squeeze out for the whole season. The case I say, see for yourself.

Two or four, what’s the difference?

Awesome. Depending on what equipment you use and for what purposes, both types of engines can be indispensable in certain conditions. It also depends on the level of motorcycle ownership. For the scooter, which we usually use when moving from the “home” point to the “work/study/store” point, a four-stroke engine will certainly be an ideal option. If only because it is not necessary to mix gasoline and oil in a certain proportion, not to mention castor oil. Filled – and went. Even if your 2T engine has a separate supply of oil and gasoline, the essence is the same – an oil-gas mixture works in the combustion chamber. And the resource of the four-stroke engine will be more.

But there is one “but.” The four-stroke engine has a complete gas distribution system, which is trivial to be set in motion, and this is extra power consumption. For an engine of 350 cubic meters, for example, the difference in power between a 2T and 4T engine will be approximately 40-60%. For fifty dollars, this is more than tangible. This is a huge number. Now imagine that your motorbike has been installed with a motor half as powerful as you are used to. Scary? That’s it. This is one of the reasons why training equipment can have a two-stroke engine. And besides this, the two-stroke motor has lower kinetic inertia, that is, it spins faster to maximum revolutions and resets them faster, that is, it is more flexible, more elastic than the four-stroke motor.

Now such an important thing as weight. The four-stroke engine is heavier and this is not discussed. On the one hand, coping with a motorcycle with a low center of gravity is easier. But in order to be ready for any surprises, not only on the race track, but also on a simple road, it is advisable to imagine that the weight of the motor has decreased by half, and this will make your work with your body, and not rely on the weight of the engine. Another argument in favor of two-stroke, as a training technique.

Push-pull subtleties

Cross-country bike is one thing, hard-track is another and here you need to understand that when you need to dig soil, a two-stroke motorcycle will always have an advantage. It spins more elastic, however, when there is nothing to grab at the rear wheel for, it breaks into the user. In this case, four measures are won. In order not to break the two-stroke into a slip at the peak of torque, you need experience and a keen sense of sufficiency, or something. But peak power is what attracts two-stroke engines in the first place. Here is an example – the Yamaha YZ 250 will give you 47 forces at 8.5 thousand revolutions, while the YZF 250 – only 36, but at 11.3 thousand revolutions. And in terms of torque, there is nothing to say at all. The push-pull YZ bypasses the YZF by almost 35%, but you need to skillfully meter the gas, because the working corridor is within 3.5 thousand, and this is a very thin range, about three-quarters of the handle.

A two-stroke engine is reproached in vain for the unreliability and too rapid wear of the piston. For example, a new two-stroke piston must work at least 30 hours in hard mode. Imagine how much it is – training, and warm-ups, and qualifications, and God knows what else. On four-stroke engines, the piston changes approximately once a season, this is about 40-45 hours, so the rumors about the lifespan of even a sports two-stroke are greatly exaggerated.

I’m leading to the fact that having learned to control a two-stroke motorcycle, you will completely differently relate to both the track and the usual road, and the push-pull buzzer will not let you lose shape. So think about it, maybe you should buy a two-stroke, if not for racing, so at least for training?

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