There is no doubt that electronically controlled suspensions are one of the technological developments applied to the frame that have almost revolutionized the sector and have contributed to increasing the safety and driving pleasure of motorcycles. Its operation is quite simple in its architecture, but not so much in its realization, which has some critical points on both the software and hardware sides that require careful development phases. In summary, the adjustment of the hydraulic system (and sometimes also the preload) constantly changes according to the conditions of the road surface, thanks to coils or other types of actuators that provide very short reaction times (even in the order of a few milliseconds) to vary the hydraulic braking or adjustment as soon as the sensors communicate that the driving conditions and road surface have changed.
To do this, the data from the inertial platforms and other sensors that read the movement of the suspension, the wheel speed, the degree of throttle valve opening, etc. are used to the maximum. Based on these parameters and according to defined operating logics, the suspension adjustments are made “in real time” while the motorcycle is in motion.
Those who have had the opportunity to experience these devices will agree that they are an undeniable step forward in all aspects, and the fact that these solutions are becoming increasingly “democratized” (at EICMA 2023, simplified systems suitable for small motorcycles were seen, for example) proves it once again.
Following this technology, CFMOTO has patented a solution that also adjusts the suspension response – presumably – through the data that a camera in front of the motorcycle communicates to the control unit. In a certain sense, this would give the suspension an almost “predictive” function, which could stiffen or soften in response to holes or depressions, even before they come into contact with the wheels, because they are “detected” by the camera that, perhaps shared with the onboard camera system or combined with a radar to manage other driving aids, would be added to the sensors that allow the management algorithm to take appropriate actions to ensure perfect road grip and superior comfort. This is not a completely new technology, since conceptually similar systems to what CFMOTO proposes have already been introduced in the automotive sector a few years ago.
The patent, discovered by our colleagues at Cycleworld, is dated 2022, but has only now appeared on the networks and shows a CFMOTO 1250 TR-G equipped with these devices. It is not surprising that the motorcycle used to showcase the patent was the Chinese GT (not imported to Europe, but reserved for the domestic Chinese market, although it was exhibited at the Lyon Motor Show just over a year ago to test public approval) equipped with a 1,279 cc twin-cylinder engine derived from the well-known LC8c from KTM, of which CFMOTO is an industrial partner: the power is a good 140 hp at 8,500 rpm and the maximum torque is 120 Nm at 7,000 rpm, the brakes are Brembo radial calipers and the suspensions are from the Marzocchi and Sachs brands. Solutions like this patent are suitable for tourers like the 1250 TR-G, both for reasons of weight and cost, as well as for space to accommodate all the necessary devices.
