The main drivers for powertrain electrification in two-wheelers, motorcycles and ATVs are increasingly stringent emission and noise limitations along with the growing demand for carbon neutrality. Two-wheeler applications face unique challenges, including packaging and mass constraints, limited urban charging infrastructure and stringent cost targets. Whereas battery electric two wheelers are the ideal choice for transient city driving with limited range requirements, hybridization offers significant advantages and extends operational limits. In addition to improving efficiency, silent and zero-emission modes enable fully electric driving, while combined boosting enhances performance and transient response. In general, hybrid powertrains for two-wheelers can be divided into two main categories: motorcycles with frame-integrated internal combustion engines (ICE) and transmission units, paired with secondary drives via chain or belt; and scooters with integral single-sided swingarm power units, featuring an internal combustion engine and a continuously variable transmission (CVT). A promising hybrid scooter powertrain concept combines efficiency improvements with additional benefits of electric driving by utilizing a power-split electrified variable transmission (e-VT) with a planetary gearset. For sports and touring bikes, customers prioritize fun-to-ride dynamics, handling, and low weight, necessitating significantly different hybrid concepts. An integral dedicated hybrid transmission (DHT) with minimized packaging and mass penalty, aimed at achieving a neutral performance-to-mass ratio, is specified for a HEV or P-HEV performance hybrid with minimized battery mass and size. The paper explains the hybrid concepts for two key target applications: the e-VT layout and the DHT concept evaluation. It covers the selection criteria for ICE and e-motor performance, while addressing the applicable hybrid operation modes. Performance and efficiency evaluations were conducted in the relevant drive cycle sections.