Author: DAVE FALL

How does a factory-built, state-of-the-art, turbodiesel motorcycle sound to you? The concept seems to be commanding quite a following in Germany where they are being manufactured in reasonably large numbers.

The bikes are faster than any equivalent petrol-powered bike, accelerates quicker than a Porsche or Ferrari (0-100km/h in 2.7sec, will cruise at 160km/h (and a fair bit quicker if you dare) and will return five litres/100 km!

Stuff of dreams?

FORMIDABLE TORQUE

No, not at all. A diesel bike really does make sense on a lot of fronts and there’s something beautiful about the idea of combining diesel, traditionally the domain of huge trucks and immense power, with a cruiser-type motorcycle traditionally associated with huge men, long beards and tattooed forearms.

And we all know that the modern turbodiesel engine gives formidable returns of torque, as well as the benefit of fuel economy (although I’m not sure that this is very important with the creators of the Neander… a German crowd which has spent 10 years developing the concept of a dedicated turbodiesel engine to fit a motorcycle frame.

The engine is a masterpiece incorporating the latest common-rail fuel-injection and an intercooler. Maximum power from the 1400cc unit is  76kW but get on to torque and you’re talking 200Nm – the same as Triumph’s celebrated 2300cc Rocket III!.

Peeking inside the Neander engine is even more interesting: a pair of crankshafts provides the wherewithal that virtually eliminates vibration. Two counter-rotating cranks reduce imbalances thanks to their likewise counter-rotating flywheel mass, effectively cancelling each other out and eliminating unwanted vibration.

CULTURAL ASPECT

The bike, as you can see, is a big, bad and bruising “chopper-style” cruiser. As has become the norm for bikes of this nature the looks focus on long forks, high handlebars and lots of bling, all rounded off with a massive slab of rubber at the rear.

Aluminium wheels are used to reduce weight, although the bike still weighs close to 270kg. Handling, according to Neander, is as good as other modern sports bikes, and stopping the brute is handled by a set of Brembo discs, back and front.

Some say there’s a cultural aspect to consider, that the big Japanese manufacturers used to be less diesel-minded than their European counterparts, but with Honda and Subaru et al now offering diesel cars this can no longer be considered a serious excuse.

GROWING RELEVANCE

OK, now we come to the price bit… feel free to baulk but wait for it, R500 000. Now set the high cost apart for a moment and perhaps the real reason diesel bikes haven’t caught on lies with the market: most bikes are really only bought as weekend toys.

The owner of a modern big bike will cover maybe 8000km a year, insurance can cost a fortune, a powerful petrol motorcycle can eat its way through a rear tyre in 5000km and the fact remains that petrol won’t be available for ever so diesel bike (and car) ownership will become increasingly relevant.