Hero’s 2WD diesel-electric RNT radically rethinks the motorcycle as an all-purpose utility vehicle

 

Hero Motocorp suddenly seems more than capable of replacing Honda’s technology, it also seems capable of producing machinery better suited for the emerging market it currently serves, but also of producing truly ingenious solutions that existing long term manufacturers with deeply-rooted R&D structures could simply never envisage.

Hero Motocorp’s presentation of the RNT hybrid turbo-diesel-electric motorcycle prototype at Auto Expo in New Delhi last week might well begin a whole new phase in the development of the motorcycle as an all-purpose utility vehicle. Most significantly, the RNT offers a range of life solutions well beyond mobility – it’s designed to pull a plow or a harvester, carry heavy loads safely and adapt to play a practical role, particularly in rural areas and the developing world.

The RNT has an ultra-frugal 13.5 hp, 150 cc diesel engine which produces 35 Nm of torque at just 1600 rpm, with an optional turbocharger which will more than double both those figures. There’s also an optional front wheel hub motor producing 1.3 hp, giving the bike two-wheel drive. Even more significantly, the RNT’s powerful generator can output 1500 W of 230 V electrical power continuously, making it ideal as a portable power source, and the LED headlight unclips to offer a portable and powerful light source. Large flat loading surfaces front and rear plus numerous mounting handles indicate a long overdue rethink of how the scooter is used in many parts of the world.

The low-cost, cheap-to-run, step-thru scooter has become the default family transportation in many developing countries due to its light weight, low running costs and ease-of-use. While the cost of a scooter in these areas often represents many months, sometimes years of wages, it is still a relatively affordable form of transport and has become an enabler in many ways, playing the dual role of family car and all-purpose haulage vehicle for goods.

In many parts of Asia, Africa, South America and India, the scooter represents more than 90 percent of two-wheel sales, with two-wheelers significantly outselling cars, which are the domain of the wealthy elite.

Hence, Hero Motocorp’s ingenious rethink of the scooter form factor offers significantly more practicality than the existing scooters in the marketplace which have, until now, been adapted from their western design for the many needs of the markets they serve.

The 150cc diesel engine is a first in that it uses a commonly available fuel which is much cheaper than petrol in India, and will likely produce remarkable fuel consumption figures in such a small capacity engine, especially when used in a motorcycle weighing just 136 kg. It’s no coincidence that the only diesel motorcycle which has ever been produced in real numbers was produced by Royal Enfield in India.

The low-grade technology employed by Royal Enfield in making the bikes resulted in noxious halitosis and the model was discontinued some 12 years ago, but the need remains, and with more than a billion people, the Indian Government is in no position to subsidize fuel prices as governments do in the rest of the world. A little known fact is that globally, governments collectively subsidize fuel prices to the tune of half a trillion US dollars annually. This is a machine designed to have a low environmental footprint, not just because it’s good for the planet’s respiratory system, but because as fuel prices rise, it will offer the lowest possible practical running costs.

Diesel engines are also extremely durable and reliable and the very few examples of diesel motorcycles that have made it to commercial production (see prior examples below) are surrounded by tales of ultra-low running costs and extreme high mileage.

Rural roads in developing areas rarely have good surfaces, so speeds beyond 35-40 mph (60-75 km/h) are often impractical or unsafe, and the further you get from big cities, the worse those roads get. So the RNT’s modest 13.5 hp is entirely adequate for these environments, even though it gives the bike a top speed of just 70 km/h. As scooters in such places are often pressed into service for carrying ridiculously heavy loads, the RNT’s diminutive but torquey motor is again ideal, producing 35Nm of torque at just 1600 rpm. That’s a level of torque that sports bikes of double the capacity make at four to five times the RNT’s engine speeds.