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A custom build 3 valve 993 ccm diesel motorcycle.


Power: 27kW (37 PS) 4800/min

Torque: 60Nm 3600/min
Top speed: 138 km/h
Fuel consumption is ~ <3l/100km
Wheelbase: 1800 mm
front fork angle: 56 degrees
Fuel tank: 18L
Rear wheel: 180/100 R16
Front wheel: 100/90 R19
wet weight: 300kg


The motorblock is from a 1986 Daihatsu Charade 1.0D car with normal aspirated diesel system without turbo charger.

The motorcycle`s top speed would be 170 km/h calculated from the 4800 rpm belonging to the performance maximum and the gear ratio. Official measurement could only be performed after the completion of the run-in process after the full renovation of the motorblock, as well as the performance measurement on the brake pad station. Correct consumption data can also be determined after a larger amount of distance run.

DaiRal is a made-up name from the names of the engine manufacturers. The motorblock is Daihatsu product, the transmission and the final drive was taken from the Russian Ural during the initial stage of the assembly. (Daihatsu + Ural = DaiRal). Later both the transmission and the final-drive was replaced with one of the Ukranian Dnepr MTs. The name remained the originally made-up one. The transmission has 4 gears, the 3rd and 4th gears` ratio was increased due to the engine`s capacity of higher top-speed. Also the plate and conic wheel is the longest ratio available on the market. The nesting of the engine and transmission is solved under the clutch housing. The clutch flakes, the springs and the flywheel are Ural products, but the complex fits the Daihatsu block with a custom spreader put into the center of the Ural flywheel. There is an extra weight built onto the Ural flywheel with which it equals the original Daihatsu flywheel weight.

For reverse , a customised BMW E34 stub axle was built in as a propeller shaft, which can by-pass the wide rear wheel. The continuous tilted axis run was undertakeable, as the difference is only one order of magnitude between the original and current power functionally (only the rubber bell`s endurance was questionable). The rare wheel`s hub is a Dnepr`s one, fitting in the final drive, which was implanted to the middle cut from the plate wheel of a Suzuki SX4. The 16 inch wheel the high (balloon) Dunlop D 427 tyre`s diameter approximately equals to the original Dnepr tyre.

A block`s cooling is solved with a radiator originating from a sports motorcycle, the closed reservoir tank is made of a fire extinguishing tank. The overpressure escape valve remained the original fire extinguishing device with recalibration of the control value. Exprience shows that the smaller diesel`s heat production is much lower than the 100 hp benzine sportmotor.

The shell of the DaiRal is a cradle-shell made of inch-standard, qualified gas pipe. In order to ease the service process of the motor block, the shell can be unbound upwards,in the section underneath the  gas-tank. This way, the 105kg motorblock can be lifted out easily. The symbol of the DaiRal was evolved during the developement of this easily unboundable part. I searched the matching two shell parts a surface that can house the 4 screws with approximately equal intervals. As the motorcycle being constructed will be a diesel one, i thought it would be the letter D indicating it. The shape was so fancy, that I intentionally placed it on every suitable surface, changing only the angle with 180 degrees. The rear shock-absorver is an assimetric build as the final drive demanded more space on the right side.

The DaiRal was designed for only one person, but I used a solution of necessity under my wife`s pressure to periodically solve the transportation of two pepole. This demanded some compromise on aesthetic`s behalf. To be able to transform the motorcycle to a double motorbike without tools, every accessory should be kept on the bike. The back-rest can be turned down, the upholstery of it can be turned with the help of wing-nuts. The footrests can be relocated down to the shell, to their place a crome holder can be set up, which is basically secured to the rear splash board with spring cotter pins. The passenger board formed this way can not be considered comfortable or functional.

The first running gear is a transformed Suzuki GS wheel, brake disc and caliper, which are located between a Kawasaki KLR 650 shock-absorver. The telescope holder and the wheel are both custom made ones. I should mention that the first running gear wasn`t built in my workshop. I bought it from a later disassembled motorbike. As the Suzuki GS 750 was a similarly heavy bike, it was assumable that the first running gear will work fine with the DaiRal. This was lined up later.

The rear shock-absorvers are Harley Davidson parts, because of the altered load, new spiralsprings had to be made. These telescopes would provide a more comfortable functionality in a lower angle, but it would meant an increase in the wheel base. This considering the large dimensions of the bike was to be avoided. The result is a compromise.


The electric facilities of the motorbike only differs from the traditional in the crucial ignition for diesel engines. The Daihatsu company uses 7 V ingition plugs in the 12 V system through a ballast resistor. This is connected to a 30sec relay, which stops during the spinning of the ignition engine. This time, using a different relay, the ignition plugs get the voltage directly sidestepping the ballast resistor. This voltage is lower than the nominal voltage because of the ignition engine`s power  uptake. Ignition doesn`t take a long time presumably, which means, that the plugs doesn`t take damage.

Because of the diesel engine`s higher pressure rates, it was critical which battery can deliver the needed higher power. Automobiles have a much bigger space to place a bigger traditional battery, but in the DaiRal, I had to consider the higher weight, besides the higher volume. If it cannot be placed in the longitudinal axis line, we should consider the „sidepulling" effect when it is placed elsewhere. The solution was specially developed lead-acid battery lacking fluid electrolits. It`s only a 14Ah one, buti t can provide stabile 230A continually. Because of the small size, it fits balancing the left leg and the  drivetrain/driveline running on the right side (shifting gears, cardane, final drive). Whit this and the engine block tilted with a few degrees, the bike gets the vertical balance state.


Last, but not least, the first tests, expreiences:


I can tell, that it is manly and spartan at the same time! Due to the heavy weight of the DaiRal, it is very hard to push the bike on foot, or push it sitting on the bike. Once it gets under way, the picture changes big time. Even if it won`t eat from your hands, you don`t have to put too much effort in it. Clutch off, legs on the footrest, and the throttle lever does it`s magic. No slopes, no uphills, the rpm stays where the feeded gas forces it to stay. You don`t necessarily need to gear down on a more serious uphill stage, or feed more gas. It emits a little bit more soot, and gives a lower voice. The passenger would think he/she is riding a tractor. The ride is the weakest point. The front is nursing with its soft springs, which cannot kick upwards thanks to the long spring route. The rear side is rather sporty. The stiff rings and intense shock-absorbing makes a tight feeling. The two setting is a highly demanded setting per se, but together it delivers a kind of dissonancy. The low hub can be considered an advantage. It is caused by the bigger main-axis weight, which is realized in the lower section of the engine space. Thus the center of gravity can be found a bit lower compared to its benzine competitors. The gearbox indicates its working with harsh bangs. The final drive`s gears are trying to burnish together sounding an alternating tone. Indisputable advantage, that there is an idle stat between gears 3 and 4. Due to the ready torque surplus, it comes handy during a traffic incident, you usually don`t have to shift lower to gear 3 to recover your speed. It might be a diesel specification, that you can feel more torque than there is available based on  the technical data provided.

The engine works tightly, hardly. At a standing position, when you blip the throttle, it eclipses the careen effect which can be experienced with BMW boxers. When somebody first rides the DaiRal, let him be warned, that if he wants to blip the throttle in the standing state, he should truss himself with his right leg firmly. When you take the throttle suddenly, you can experience a rapid retardation kicking also the rear wheel, which is quite unknown effect on motorbikes. According to experiences the engine brake and a slight first brake is sufficient in normal traffic circumstances. And finally, if you can stop with the three service brakes, you can flash the wide smile, which noone left out who tried the DaiRal so far.

It might not guarrantee the most comfortable driving circumstances due to the diesel system, but you must not miss this treat.


What I think?

You can`t say it in words, how euforic feeling reaping the harvest of 1,5 years` hard work. Your own works becomes alive, working, and it expresses, tells something of itself and its creator. What does it mean to ride a bike, which is unique in the world? Moreover it is diesel? I know it so far...


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