> In-line twin, turbocharged diesel, 1430 cm3, 94 horsepower and 175 Nm, 270 kg dry, 68,500 euros.

Two decades ago, Rupert Baindl, one of the most innovative motorcycle engineers of the modern era, developed a 1430 cc turbocharged in-line twin engine for Germany's Neander Motors. This Bavarian has traditional engineering skills supported by comprehensive knowledge of digital technology. In fact, he perfectly masters the manufacturing of complex metal components in his machining workshop.
The large parallel twin engine is air/oil cooled with 108 x 78.2 mm cylinders and cross-mounted counter-rotating crankshafts, coupled by gears and each carrying two connecting rods. Each pair jointly supports a three-ring lightweight steel piston with ultra-short skirts via two offset pins, so there is minimal side thrust as on a conventional engine, reducing friction and wear, despite the volumetric ratio of 16:1.
At the top of this very robust and innovative design is an equally unique 8-valve dual overhead camshaft cylinder head with 4 radial valves per cylinder.
The Garrett turbocharger with intercooling delivers 1.4 bar of boost pressure to the airbox and then into a three-way catalyst mounted low at the front of the engine. The Bosch electronic fuel injector uses a simple 6-hole top injector, but a fuel heater located in front of the steering column is required to prevent cooking due to heat transfer from the combustion chamber.
Equipped with a 6-speed gearbox from an Aprilia RSV1000R with a dry multi-plate clutch, a primary gear and a final transmission by Gates toothed belt, this unique powertrain weighing 108 kg, delivers, according to its designer, 94 horsepower at 4200 rpm and an impressive torque of 175 Nm at just 2600 rpm!
The Neander Turbo Diesel's chassis is just as conventional as its engine is original, with the twin-cylinder slotted into a classic single-beam tubular chrome-molybdenum steel frame designed by German custom specialist Günther Zellner. The fully adjustable Öhlins rear monoshock is matched to a Paioli fork.
The set displays a long wheelbase of 1740 mm with a 1950 mm version as an option when the first limited edition of 50 units comes into production, which will retail for 68,500 euros.

> Like an American powercruiser which consumes 3 l/100 km!

The Neander Turbo Diesel resembles a typical American powercruiser by offering a relaxed position, sitting 650mm from the ground with feet far forward and hands perched high.
Contact (without preheating) and it’s a shock! The starter fights against the 16:1 compression, coaxing the twin to come alive. The thud that escapes from the mufflers is unlike any other motorcycle. But this distinctive melody is not accompanied by any perceptible vibration. The Neander is strangely still!
Although the Neander doesn't accelerate exactly smoothly, it isn't brutal, at least until the tachometer reads around 2000 rpm and the turbocharger starts to do its thing as it increases. overeating increases. There's then a delicious surge in power with the torque curve peaking at 2600 rpm, but then remaining virtually horizontal until the power ceiling at 4200 rpm. Rupert Baindl said the engine could run up to 7000 rpm safely.
But the biggest surprise, once you've adjusted your mindset to accept riding a diesel motorcycle, is how quickly this engine revs up, thanks in part to its short-stroke configuration and friction. reduced. Coupled with the relatively short range of power and especially torque, you find yourself using the Aprilia 6-speed gearbox much more often than you would expect from a diesel, if of course you are riding the Neander like the sportcruiser it's supposed to be.
The speedometer shows 160 km/h at 2800 rpm. Peak speeds of 240 km/h (on German motorways) are achieved in appreciable comfort. The Neander would have constituted a very suitable basis for a GT road car, with its limited consumption, its significant torque and its absence of vibration. The Turbo Diesel is comfortable and does not tire, regardless of the distance. The relatively low center of gravity allows very good maneuverability, despite the long wheelbase.
There remains the sound of the engine, not always melodic, especially at full load, when the level of mechanical noise increases significantly.