I’ve been researching the progress that’s been made to create diesel bikes, primarily on this site and dieselkrad. It’s all quite interesting.
It seems for fabricating mortals, the path is split between 10hp ‘Enfield-type’ singles (Hatz/Yanmar L100 clones) and vtwin 20hp units (Yanmar 2V750 clones) as the simplest to construct. (Heiko Kleck must be given kudos for having put together some terrific machines. He appears to have mastered construction of both these types.)
One of the appealing things of the Enfield conversions is that they can be good looking. But, I don’t have one and I’m too poor to hack up a new one.
Barring any trips to the Punjab in search of a Taurus, I do have an old Harley flathead ULH/FLH “parts blanket bike” (’36-present) that I built many years ago. If you’ve heard Johnny Cash’s “one part at a time”, you know what it is: http://www.youtube.com/watch?v=403f0tNy ... re=related.
It appears that there are several advantages for me to use the Harley.
1.) Already have the finished rolling stock
2.) It’s titled and registered as a 1940. If it becomes diesel motivated, the DMV, TUV, MOT, FBI, MI5, EPA, MI6, or CIA cannot challenge the registration.
3.) Roomy frame. Looks like the V2s can fit w/o cutting.
4.) Dual tanks allow split of biofuel and straight diesel tankage.
5.) “Never-unit” gearbox and lot’s of OEM and aftermarket primary belt/chain options. 4-speed w/clutch and electric starter already in place.
6.) An industrial engine doesn’t really change the character of the Harley
7.) A yanmar V2 clone will probably be faster than the 80 inch flathead.
Looking over Herr Kleck’s “Diesel Glide” construction photos http://www.dieselkrad.info/dieselmotorr ... glide.html, it looks fairly easy to convert the “Flat Glide” and be quickly dieselkradding. (Noted the advantages of the later rubber glide Harley frames in his photos; simple forward and aft brackets, the fore simply resting on the dynafocal donut. Nice.
The FL frame is ‘solid’ and a diesel may rock it to death. (What vibrates harder: a yanmar diesel or a panhead?) Might be able to find some rubber mounts that can be adapted from aircraft part supply catalogs.
Regarding specific engines, it looks like the Punsun v2 is most attractive, primarily since it is aircooled, lighter and already set up for use with a horizontal crankshaft.
Questions that I have regard the 4 speed trans alignment, gearing and final drive ratio. Obviously, I’m hoping that it will be reasonably close and something that can be bolted up. I can’t believe that peak torque will be too far different from the flattie, however the band is likely narrower.
Feel free to make any comments or suggestions?
Happy New Year,
- Charlie
