THE BRADLEY REPORT
THE BRADLEY REPORT
CFMOTO CF-X headed for production
By Ben Purvis
We ' ve learnt over the years that when CFMOTO shows a concept bike it ' s usually followed by a production model soon after- and new patent applications suggest that ' s going to be true of last year ' s CF-X concept as the Chinese brand forges ahead with development of the electric motocross machine. Motocross is, arguably, the ideal platform for electric bikes. The instant torque and programmable power delivery should provide traction and acceleration that combustion engines can ' t match. The lack of noise addresses social problems with finding sites for motocross tracks, and the short range associated with electric bikes isn ' t a problem when they ' re only used for brief races. Companies including Honda, Yamaha and Kawasaki all either have electric motocrossers or are developing them, and CFMOTO ' s CF-X concept already looks like a finished product. The company ' s new patents, and there are several of them, give the first look under the skin of the CF-X. They confirm that, unlike some electric crossers, it uses a fixed battery rather than a swappable one, with a focus on fast recharging and maximising the energy usage to achieve its stated goal of having performance to rival a conventional 450 cc competition machine. In pursuit of performance, both in delivering power and recharging, the focus is on cooling systems for the batteries and electronics. The new patents show that CFMOTO is using liquid cooling throughout, with two separate cooling systems- one for the battery, the other for the motor and electronic control units. That ' s a route Ducati has also taken for the V21L race bike used in the MotoE series that supports MotoGP, acknowledging that the temperature requirements for batteries and motors differ, but CFMOTO has added an intriguing spin on the idea by incorporating a thermoelectric Peltier cooler into its design.
CFMOTO 750SR-R nearing production
While its upcoming 1000cc V4 superbike is sure to be CFMOTO’ s most important new sports bike launch in the near future, the company will also plug the gap between that machine and the existing 675SR-R triple with a 750cc inline-four in the very near future. The bike has already been typeapproved in China and now a second variation has appeared in more filings.
The new variant differs from the version that was first homologated thanks to the addition of an aerodynamic rear wheel cowl, which has also been the subject of a new patent filed by the company. The 750SR-R’ s single-sided swingarm means that the right-hand side of the rear wheel is fully exposed to the airflow that tumbles off the fairing and around the rider’ s leg, and the spinning spokes would conventionally add to that alreadyturbulent flow, causing an element of extra drag. By adding a disc-style cover to the rear wheel, CFMOTO aims to get a slight improvement in the bike’ s aero and a reduction in drag. The company’ s focus on aero for the upcoming model is also shown by its ducted Brembo brakes and substantial winglets at the front, hinting that this is a machine that has a future on the track – potentially racing in the World Supersport championship. The 750cc engine is a new design, but shares some elements with CFMOTO’ s 675 cc triple, including the same bore, potentially allowing components like the pistons and valves to be carried over from the 675SR-R. The four-cylinder 750 cc engine’ s stroke is much shorter than the 675 cc triple’ s, though, making for a higher-revving design. According to the limited specs released on the type-approval, peak power is 82 kW( 110 hp), which is fairly modest for a 750 cc four, while the bike weighs in at 213 kg including fuel. Those numbers may change before production starts, though, not least because its main Chinese rival, the QJMotor SRK800RR, which already races in WSS, has recently had a power hike from 70 kW( 94 hp) to 90 kW( 121 hp).
EV batteries usually work at their peak, both in terms of delivering power and in receiving it from chargers, at temperatures between 20 degrees and 40 degrees Celsius. That means they need to be warmed up in colder weather, and cooled when it gets hotter. CFMOTO ' s patents show that the cooling circuits from the motor and the battery, while separate, both pass over a thermoelectric Peltier device, which has two thermally conductive side plates- one exposed to each of the cooling systems- sandwiching semiconductors connected to the electrical system. With no voltage applied, the two side plates will transfer heat from one cooling system to the other, equalising their temperature, but adding voltage can heat up one side while cooling the other. Reversing the current also switches the cooling and heating sides of the Peltier device, which means the coolant around the battery can be warmed or cooled without needing to have a radiator of its own. The only radiator in the system is on the motor ' s coolant system, and positioned under the bike ' s seat, with another patent revealing how the CF- X ' s bodywork channels air to that radiator and ducts heat away from it. Since the CF-X appeared as a concept at last year ' s EICMA show, it ' s likely that the production version will make its debut at this year ' s running of the same event.
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