Carl Neracher's design had several unusual features, including a low-slung perimeter frame chassis, hub-center steering, all-enclosing bodywork, the feet-forward riding position, and a friction drive transmission,, driven by the flywheel of the engine.
The low-slung frame, front suspension, hub-center steering, and long wheelbase contributed to the cycle's exceptional stability.

The friction drive transmission was similar in concept to a continuously variable transmission, and had five fixed indents on the shift lever, that corresponding to pre-set drive ratios.
The driven friction wheel was moved between the center and outer rim of the flywheel to effect a change in drive ratio; nearer the center was a 'lower' speed, farther towards the rim of the flywheel was the 'higher' speed.
 The design was simple and ingenious, with a feeling nearly like an automatic transmission.

Carl Neracher relied on a design from the 1911 Detroit Bi-Car Co. for the Neracar, and a license was granted by Bi-Car president John J. Chapin, as acknowledged on the Neracar chassis.
The Neracar resembled the Bi-Car in outline, which was "an attempt to construct a two-wheel vehicle embracing many desirable features of the automobile".
 The Bi-Car used an automobile type chassis of thin sheet steel, with splayed forward chassis arms holding the front wheel, that was steered by a linkage to the handlebars.
 The Neracar also resembled the Militaire Autocycle of 1911, which also used a feet-forward riding position, pressed-steel chassis, and hub-center steering.
The Detroit Bi-Car and Militaire were still not the first production hub-center steered motorcycle: that title appears to belong to the Zenith Bi-Car of 1905, which was a design licensed from Tooley's Patent Bi-Car of 1904.
Carl Neracher's design had several unusual features, including a low-slung perimeter frame chassis, hub-center steering, all-enclosing bodywork, the feet-forward riding position, and a friction drive transmission,, driven by the flywheel of the engine. The low-slung frame, front suspension, hub-center steering, and long wheelbase contributed to the cycle's exceptional stability.
The friction drive transmission was similar in concept to a continuously variable transmission, and had five fixed indents on the shift lever, that corresponding to pre-set drive ratios. The driven friction wheel was moved between the center and outer rim of the flywheel to effect a change in drive ratio; nearer the center was a 'lower' speed, farther towards the rim of the flywheel was the 'higher' speed.  The design was simple and ingenious, with a feeling nearly like an automatic transmission.
Carl Neracher relied on a design from the 1911 Detroit Bi-Car Co. for the Neracar, and a license was granted by Bi-Car president John J. Chapin, as acknowledged on the Neracar chassis. The Neracar resembled the Bi-Car in outline, which was "an attempt to construct a two-wheel vehicle embracing many desirable features of the automobile".  The Bi-Car used an automobile type chassis of thin sheet steel, with splayed forward chassis arms holding the front wheel, that was steered by a linkage to the handlebars.  The Neracar also resembled the Militaire Autocycle of 1911, which also used a feet-forward riding position, pressed-steel chassis, and hub-center steering. The Detroit Bi-Car and Militaire were still not the first production hub-center steered motorcycle: that title appears to belong to the Zenith Bi-Car of 1905, which was a design licensed from Tooley's Patent Bi-Car of 1904.
Ner-A-Car