In another example of diesel engines moving into the performance arena, the JCB Dieselmax streamliner made two runs at Bonneville, 308mph last Thursday and 325mph on Friday for a two run average of 317mph making it the fastest diesel ever to run at Bonneville. They will be refitting the streamliner with the 750bhp JCB444-LSR “record” engines for the more demanding FIA record attempt which requires two passes within one hour.
Following Audi’s diesel entries in the LeMans series and rather handily winning both Sebring and LeMans and Gale Banks driving a Dodge diesel pickup to the salt flats, running 222mph and then driving the same truck home again, the diesel seems to be shedding its image of a slow moving hauler. I think it’s time we move the diesel motorcycle out of the planning, prototype and low production stages.
UPDATE: Dieselmax goes 328mph, no, make that 350mph!
Link: JCB Dieselmax
Related:
Neander Turbo Diesel Motorcycle
Audi Diesel Wins LeMans
Gordy says
Bear in mind that the diesel fuel used in racing is nothing like the diesel fuel you can buy at the pumps. Also, when a modern fully-engine-managed diesel accelerates it still kicks out a whole load of crap.
” I think it’s time we move the diesel motorcycle out of the planning, prototype and low production stages ” : show the mass market manufacturers that there is a sizable market and they’ll provide you with the products with absolutely no doubt. So why are there no mass market products? Because there is no mass market.
kneeslider says
“So why are there no mass market products? Because there is no mass market.”
Judging by traffic on The Kneeslider for stories on the Thunder Star diesel, the Hayes Diversified Technologies Bulldog diesel, the Royal Enfield diesel conversion, the Roush Diesel Quad and Neander turbo diesel, my observation would be there is a huge amount of interest in the subject which is the precursor to a market.
Is there a real demand? Interest (“That’s cool”) is not demand (“Who do I make out this check to?”) so it’s hard to say for sure but price is an issue. Price is hard to lower if your production numbers are low so we’re in a Catch 22, until price comes down the demand won’t be high enough to justify production numbers that would lower price but that happens in a lot of product areas until someone decides to do it and take the risk or possibly when a low production product sees high acceptance and risk averse manufacturers then step in with higher production.
The Roush quad and HDT Bulldog are both being built for the military so they should have a production base but their price might still be up there. But those might be the foot in the door for a diesel motorcycle although my personal favorite is the Thunder Star, maybe in a sport touring version.
Audi might do a lot to further the demand for and acceptance of diesels. The racers are beating everyone, even with new restrictions placed on them because they were so dominant. When they build a diesel performance car for sale I bet demand will be far higher than it would have been without racing success. Maybe a motorcycle company could follow that path with some type of competitive diesel motorcycle for an off road race. If it did well, there would be a mass market right away.
C. J. Luke, III says
I agree with Kneeslider…if you get someone into successful competition with a diesel motorcycle you will find/create the market. Unfortunately…I don’t know what that competition arena might be. Possibly MotoGP? We need to suggest to BMW that they enter a 800cc TDI into the MotoGP 🙂 and then convince the MotoGP to allow it.
Gordy says
” decides to do it and take the risk ”
…experience teaches that project financial risk is very deeply studied and assessed by the manufacturers. The investment required for a full mass market vehicle program is very high indeed, and any potential manufacturer would need to be deeply convinced by their study before committing to a new vehicle (or even ‘just’ an engine). It would also have to fit corporate strategy and be appropriately promoted. At least the infrastructure in most developed countries is already there, so that is one hurdle out of the way.
However considering the wide array of motorcycles already available, the suitability of petrol / gas as a fuel and the performance of existing designs, it begs the question of which segment actually wants diesel as a fuel? One of the few potential applications is in low powered commuter machines in developing countries where there is not a great infrastructure and where only poor quality fuel is available. But as for high-powered high-profile machines in markets dominated by GSXRs, 999s, FJRs, Dyna Wide Glides and Goldwings, just who is clamoring for the diesel equivalent? You may think that there is a wide market… I simply disagree.