Husqvarna’s Transfer Port Injection is now in its third year, and still the focus of mistrust and controversy. The 2020 Husqvarna TE3 00 i got a new formulate, a new look and still more development on its fuel-injection system. Its rendition is so seamless that even the most hardcore two-stroke purist has to concede that the technology has arrived. The main question, however, is still tough to answer: is it better?
THE BIKE AROUND THE TECH
The TE3 00 i is an important bike for Husqvarna. Of all the simulates offered since the company’s rebirth seven years ago, it’s the one that most closely represents to Husqvarna’s fan base and legacy. It’s an off-road bike akin to something from the Malcolm Smith/ Dick Burleson period, designed to be at its best in the most difficult positions. The 300 two-stroke as a category is already the subject of cult-like worship in off-road cliques. It’s the claim size and configuration to appeal to trail riders and off-road racers alike, and that’s a hard feat. The two-stroke remains a big seller for Husqvarna, and this basic platform is available in four different configurations. The most basic one is the TC2 50 motocrosser. It has a smaller bore, stiffer suspension and is stripped of nonessentials, including electric start. It likewise remains the only full-sized bike of any kind, four-stroke or two-stroke, with a carburetor. Then there’s the TX300, a cross-country racer with electric start, fuel dose and somewhat softer adjournment. The TE300 and its near-twin, the TE250, targeted at the road equestrian. They are non-competition simulations, but this year get formulates that are identical to those of the racier TC and TX. Likewise, the TE bodywork is just like the TX’s, with the exception of the headlight and taillight.
At low-grade rpm, the TE300i is almost unstoppable.
The facets that mounted the TE apart start with the suspension. The fork is the coil-spring Xplor 48, whereas the challenger bikes have air forks. All implement a same WP Xact rear shock( with tie-in ), but the TE has off-road valving. The TE also has a somewhat wider spread between first, second and third gears. Handguards, a kickstand and an 18 -inch rear motor are standard paraphernalium. Like all of Husky’s off-road examples, the TEs have Magura brakes, a Magura master cylinder for the hydraulic clutch, Pro Taper tables and D.I.D rims. The KTM model that most closely resembles the TE300 is the 300 XC-W. That bike has the same motor and fork, but applies PDS no-linkage rear suspension, a different subframe and a number of different components.
TPI REPORT CARD Transfer Port Injection was originally developed to help two-strokes get past Euro 4 releases requirements. Even with that technology, acceptance is difficult. The homologated version that actually pass has a super-restrictive exhaust system with a catalyst. In the U.S ., no two-stroke motorcycle is currently approved for road use or even as an EPA off-road motorcycle, but there has been some recent discussion that it might be possible with the next generation of Transfer Port Injection. The scheme consumes a control mas that is little more than a butterfly valve feeding clean air to a reed enclosure. In the uptake area, petroleum is added to the airflow before it goes down to the crankcase. The tumbling piston pressurizes the aura/ oil concoction just like any two-stroke, propagandizing it up through the transmit ports. That’s where the two injectors add fuel to the mix. The main advantage is less-sloppy fuel mixing and dramatically little lubricant consumption.
The ribs on the Husky’s pipe should include fortitude without the load of a heavier reckon.
Like any modern EFI system, it’s all digitally monitored, and the mapping has been the subject of all the advancement since information systems first came on in 2018. Those first simulations had a number of glitches that would pop up here or there. There have been informs along the way, and for 2020, Husqvarna felt confident sufficient to made the system on all of its full-sized two-strokes( apart from the TC250, although that almost certainly will come last-minute ). 
The TE is the more trail-oriented bike in the Husky line, but it still doesn’t come with a spark arrester.
PROGRESS, PROGRESS Have all the TPI editions are handled? Yes and no. The “glitches, ” for lack of a better word, are virtually gone. In that first year, the motorcycle would occasionally cut out, as if you touched the kill button. This would only happen when the motor was put under a rapid loading. That doesn’t happen now, but once in a while the motor still seems to power down when it’s under stress, such as hill-climbing. This is probably related to overheating; the motorcycle contains a number of sensors that are designed for self-protection. Some things haven’t modified. The power is still particularly linear, with much less stumbled than a carbureted bike. This is a good thing. It’s hard to fault the 300 ’s power delivery. It is perfectly flawless at low-toned rpm. The 300 has always been virtually unstoppable down there, and the TPI version is only better. After that, there’s still a rapid flow of power, but you don’t get the kick in the heaves that the carbureted version gave you. Some riders still swear that the TPI bike has less supremacy, but there’s plenty of ground to the contrary. It’s just so smooth that it might not feel as fast. One other thing that hasn’t deepened is the weight penalty that comes with TPI. When we measured the very first version, we established that it weighed about 6 pounds more with the add-on of a gasoline spout and various articles of equipment. There’s no longer a carbureted electric-start version to compare with the TE300, but its weight is still very good for a two-stroke. On our proportion, the TE weighs 235 pounds. That’s with no ga in the barrel but with lubricant in the petroleum tank. We’re not sure if that’s biased or not. More issues for jury dialogue. A much more interesting issue that comes with TPI is cost. The TE300 sells for $10,099. That seems expensive for a two-stroke of any kind, but KTM and Husky have already been move their prices higher and higher, long before the coming of TPI. The 2018 TE300 with the carburetor was only $ 700 less. Most of the other Husky mannequins have gone up by about $200 in that time. We’re not going to blame the high price on TPI as much as demand.
THE REST OF THE SHOW Setting digression the issues of fuel infusion for now, we have to say that we enjoy this motorcycle so much that we wouldn’t care if it led on ground-up unicorn mettles. It does all the things that we love in an off-road motorcycle and does better then than almost anything else. Its specialty is the super-tight trail with boulders, mud and chaos trying to stop you in your tracks. The TE doesn’t stop. It doesn’t stall, and it’s ever mellow and easy to self-restraint. You can keep the bike in second gear through almost anything. In some situations, you might have to abuse the clutch, but the TE can handle it. The attract is easy and it never fades. If you get stuck, the worst thing that will happen is a brief boil-over. The exclusion is soft, as it should be. In the past, the Xplor fork was too soft in virtually every application. For 2020, Husqvarna has stiffened it up a bit, but it’s still a extremely opulent motorcycle at low-toned fasts. When you find yourself in big hoots in faster parts, it’s best to back it down a bit. The bicycle doesn’t do anything wicked, but it clearly wasn’t necessitated for that. Husqvarna targeted this example for less vigorous riders.
TPI ga dose causes in about 10 -percent-better fuel mileage at sea level, and the divergence proliferates greater with increases in altitude.
BONUS POINTS Aside from limited-edition models and cottage-industry acquires, this is one of the most expensive two-strokes you can buy. Not amazingly, all the roles are very high-end, from the bars to the bars to the tires. There are some carelessness, though. We don’t know why this bicycle wouldn’t come with a radiator love like the FE four-strokes. And, we’re bummed that the kickstarter has become a thing of the past. We’re sure Husky will be happy to sell you both entries from their hard-parts catalog. The motorcycle does come with a handlebar-mounted map switch as standard paraphernalium, so you can toggle back and forth between delineate one and the less-aggressive map two. For the best part, everyone likes delineate one best. If you’re among those people who are determined not to rely new tech, then feel free to search out a 2018 TE300. No one will reason with the fact that it’s a great motorcycle. For us, we’re fine with the new bike and the new information technologies. We like the increased range and the oil infusion. Plus, we’re a little plotted to see what the future creates. The epoch has already arrived when you can download a wide variety of modernizes. That nature is only going to become bigger and broader. In the meantime, the 2020 TE300 is just as good as ever.
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