After the brute of an SUV we saw from Mercedes-Benz for the 2012 L.A. Design Challenge, BMW has now unveiled its concept. BMW subsidiary DesignworksUSA calls it’s design solution the ePatrol.

BMW says their designers looked into how current patrols function, especially drawing inspiration from the relationship between a patrol officer and a cop canine.

The are two important elements to the design of the ePatrol. One, a modular structure and two, drone technology. The idea is to enhance both teamwork and accessibility. The main structure of the ePatrol can deploy three drones of which one is capable of flight (FPU – Flying Pursuit Unit) and the other two (APU – Advanced Pursuit Unit) are land based. The top drone above the main structure is the flying drone, while the other two are one wheel vehicles attached to the rear. The patrol officer in the car can deploy either of the drones to track the suspect in pursuit situations where heavy traffic holds back the patrol vehicle. The APU drones have bulletproof covers that are capable of using the heat from the highway to provide power to the APU engine. BMW calls this tech of the future Skin Energy Recovery System. The other body panels on the ePatrol use the same tech to power the patrol vehicle of the year 2025. BMW stresses that even when all three drones are activated, the main structure can continue to function normally. If you have played the Need for Speed franchise of games, you know a patrol vehicle isn’t complete without EMP. All drones can send an electromagnetic pulse to another vehicle to disable it. As you would expect, the design team worked to create powerful stance with an aerodynamic aesthetic and flowing lines.

BMW says the interior design was inspired by a woven structure made of aluminum wire inside carbon fibre and polymer resin. The seats form a significant connection between driver and the vehicle architecture. As you would expect from a vehicle of the future all interfaces are touch based. There are no windows on this car to ensure the greatest levels of protection for the occupants. A large screen takes the place of a windshield. On the exterior the space normally taken up by a windshield is used to display critical information such as accidents or route information to the public.

“The gigantic wheels guarantee the right of way even where no way exists.” That sounds like the perfect recipe for a proper police vehicle of the future. Modeled after the G-Class, the Ener-G-Force for the Los Angeles Design Challenge is nothing more than a concept, at this moment of time. The blokes at the design studios of Mercedes-Benz in Carlsbad, California thought it a hoot to be designing tomorrow’s off-roader, that they went all out and built a civilian 1:1 scale model for your drooling pleasure.

Gorden Wagener, Director of Design at Mercedes-Benz Cars: “The Ener-G-Force is the vision of an off-roader that, while reflecting tomorrow’s adventures, also invokes the genes of the Mercedes-Benz off-road icon, the G model. Modern and cool, it could also be a clue about a new beginning for the off-road design idiom of Mercedes-Benz”.

There are essentially two versions of this Teutonic masterpiece. The “Highway Patrol Vehicle 2025” is the entry that Mercedes-Benz will be showing at the Los Angeles Design Challenge, and the other the civilian version shown here, which is just as formidable. The styling features of these models are a radical reinterpretation of the design features of the classic that is the G-Class.

Ener-G-Force Designer Hubert Lee says “Of course we wanted to take a clear step forward, but we also wanted the G’s characteristic features”.

The Ener-G-Force has a similar profile, however with a high shoulder line and scaled-down glass areas. Every surface on the Ener-G-Force is designed to express intensity and tension, just the right recipe for a police vehicle that instills confidence in civilians and fear in the hearts of offenders. The Ener-G-Force has an expressive radiator grille that incorporates the headlamps. LEDs in the headlamps are positioned to form the shape of a G. The front indicators and position lights are mounted on top of the fenders, again a nod to the modern day G-Class.

The mounted roof, another signature G Class feature, as is the three part glass area are carried over to the Ener-G-Force. The 20-inch rims give the Ener-G-Force a powerful and towering stance. Notice the rear of the Ener-G-Force where there’s a slight bump on the rear door? This is a pull out compartment, which is a symbolic interpretation of the spare wheel carrier of the classic G-Class. This pull-out tool box can hold a wide variety of equipment items that can be retrieved easily without having to open the whole liftgate.

Not just form, function too

The Ener-G-Force is powered by fuel cells in turn powered by hydrogen. Recycled water stored in tanks on the roof is converted to hydrogen by the “hydro-tech converter”. The batteries, or whatever they are called in 2025 are housed in the side skirts. Changes in the colour of the illumination of the side skirts indicate the operating and charge status of the energy packs. The Ener-G-Force is designed to nothing but water and have an operating range of about 800 kilometres. Propulsion is via four motors mounted in the hubs. As we’ve seen in the electric cars of today, output for each individual wheel can be adjusted to suit the terrain to be traversed. A ‘Terra-Scan’ 360-degree topography scanner on the roof permanently scans the surroundings and uses the results to adjust the spring and damping rates as well as other suspension parameters for maximum traction! A roof carrier and additional lamps are integrated into the roof almost looking like they were carved from a single piece.

Fret not petrol heads, while the future may definitely be green, nobody said the vehicles have to look as tame and comforting as fresh laundry.

At work here is again a compact, single cylinder lightweight engine. The 373.2 cc mill weighs just 36 kilograms. Double overhead camshafts, four valves, a forged piston and a Nikasil-coated cylinder work to deliver 44 hp/32kW. Force feed lubrication with crank case evacuation lowers the crank drive’s rolling resistance, contributing to the powerful torque says KTM. The KTM 390 Duke retains the ultra-light trellis frame and cast aluminium swingarm shared with the Duke 200. The trellis frame of course had to enhanced to handle the increased power from the 390’s engine. As with all other katooms, suspension components by WP Suspension are top notch. Disc brakes have been developed by Brembo and the disengageable 9MB ABS by Bosch are standard.

The new 390 Duke weighs in at less than 150 kilograms fully fuelled, leaving you straddling a very competent handling package which we estimate might be priced at around 2 Lakhs. As we’ve seen before expect the engine bottom to be shared with a new Pulsar, expected to be launched in both naked and fully faired versions.

Details are limited now, do check back when we have more information. Meanwhile, feast on these images!

Technical Specifications

Engine
Design	Single-cylinder, 4-stroke, spark-ignition engine, liquid-cooled
Displacement	373.2 cm³
Bore	89 mm
Stroke	60 mm
Performance	32 kW (44 hp)
Starting aid	Electric starter
Transmission	6-speed, claw shifted
Engine lubrication	Forced oil lubrication with 1 rotor pump
Primary gear ratio	30:80
Secondary gear ratio	14:45
Cooling system	Liquid cooling system, continuous circulation of cooling liquid with water pump
Clutch	Clutch in oil bath / mechanically operated
Ignition system	Contactless, controlled, fully electronic ignition system with digital ignition timing adjustment

Chassis
Frame	Tubular space frame made from chrome molybdenum steel, powder-coated
Fork	WP Suspension Up Side Down
Shock absorber	WP Suspension Monoshock
Suspension travel Front	150 mm
Suspension travel Rear	150 mm
Brake system Front	Disc brake with four-pot brake caliper
Brake system Rear	Disc brake with one-pot brake caliper, floating brake discs
Brake discs – diameter front	300 mm
Brake discs – diameter rear	230 mm
Chain	5/8 x 1/4” (520) X-Ring
Steering head angle	65°
Wheel base	1,367±15 mm
Ground clearance (unloaded)	170 mm
Seat height (unloaded)	800 mm
Total fuel tank capacity approx.	11 l Unleaded premium fuel (95 RON)
Weight without fuel approx.	139 kg

The new middleweights from Honda have arrived. The CBR500R is the fully faired variant and as Honda puts it ‘offers excitement, practicality and low ownership and running costs’. The design is inspired by the CBR1000RR. The 47bhp/35kW engine makes its plainly obvious that the target audience are beginners looking to upgrade to the Category A2 license in Europe. European legislation is such that you can either take the test if you have experience riding with a Category A1 license (small motorcycles up to 11kw – 125cc) or if you’re 19 and hold a valid CBT certificate. The three colour options available on the CBR500R are : Pearl Himalayas White, Graphite Black and Candy Ruby Red.

Honda’s first parallel twin cylinder was the engine in the 1957 247cc Dream C70. Honda says the CBR500R carries the CB badge inspired by the DOHC CB450 twin of the 1960s that often outperformed larger capacity rivals.

The CBR500R uses a 35mm diameter steel diamond tube frame. Mass centralisation, as is the norm these days is they keyword. The engine is mounted very close to the swingarm pivot point that results is agile handling. Optimum front/rear weight distribution ensures stability. With a kerb weight of 194kg the CBR500R shouldn’t be too heavy to handle and with a seat height of 790mm stamps its authority as the definitive beginners bike that does not rob you of the fun factor. Honda says the handle bar position is relatively high making it more a Kawasaki Ninja 650 alternative.

The fuel tank has a capacity of 15.7 litres, including reserve. With a specified fuel economy of 27kpl, Honda says this should give the motorcycle a range of 420km.

Lightweight, 17-inch cast aluminium wheels employ hollow cross-section Y-shaped spokes. When it is launched in India, it will do well to cater to the needs of the I-need-a-really-wide-tyre enthusiasts in our country. The front tyre is a 120 section and the rear a 160 section. A single front 320mm wavy disc and two-piston brake caliper takes care of braking up front and a 240mm rear disc and single-piston caliper. ABS is fitted as standard but we wouldn’t be surprised if two variants are offered in India with ABS being optional.

The comprehensive dash features a digital speedometer, digital bar graph tachometer, odometer, dual trip meters, clock, plus digital fuel level gauge and fuel consumption. HISS (Honda Intelligent Security System) is built in to the ignition, and the headlights feature two 55W H7 Halogen bulbs and multi-reflectors.

Engine

The engine has our curiosity piqued. What did Honda do? Did they take two CBR250R powerplants and mash them together? Or was it a bigger capacity engine that was chopped down? While it was initially rumoured that it was actually two 250 engine powerplants combined, it would now seem that this engine shares more with the CBR600RR engine.

The bore x stroke of the CBR500R is 67 mm x 66.8 mm. The bore size of 67mm is identical to that of the CBR600RR. The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four-cylinder RR engines and this is what makes the CBR500R engine a very compact unit. The six-speed gearbox also draws more from the bigger RR cousins that allows for a short engine and uses the same gear change arm structure and link mechanism.

The DOHC, 8-valve liquid-cooled parallel twin layout was chosen because of its light weight, all-round ability and flexible usability. The crankshaft pins are phased at 180° and obviously results in a 180° phased firing order. A primary couple-balancer sits behind the cylinders, close to the bike’s CG. The primary and balancer gears use scissor gears to reduce reducing noise says Honda. The crank counterweight is specifically shaped for couple-balance and its reduced weight allows the engine to spin freely, with reduced inertia.

The shape of the piston was based on those used in the CBR1000RR. Honda says this would help reduce piston noise since the peak rpm was going to relatively high. Friction is reduced by the addition of striations on the piston skirt. These striations increase surface area by introducing gaps in which oil can flow for better lubrication. As with the CBR600RR and CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.

The crankcase uses centrifugally-cast thin-walled sleeves, and with the same bore interval as the CBR600RR helps them be as compact and light as possible.The internal design also works to reduce the pumping losses that can occur with a 180° phased firing order. Using the same internal relief structure as that of the CBR1000RR, the oil pump features improved aeration performance, with reduced friction and allows use of a simple oil pan.

The engine itself acts as a stressed member, reinforcing the frame’s rigidity with four frame hangers on the cylinder head. A secondary air injection (AI) system is built into the cylinder heads, while an 02 sensor and catalyser inside the 2-1 exhaust work to ensure the CBR500R’s emissions are extremely low.

Honda’s proprietary PGM-FI fuel injection provides good throttle response and the peak power of 35kW/47bhp arrives at 8,500rpm, with 43.1Nm torque delivered at 7,000rpm. The differences from the elder siblings start showing here. While the CBR600RR uses Dual Stage Fuel Injection (DSFI) and the CBR1000RR uses Programmed Dual Stage Fuel Injection (PGM-DSFI) but the CBR500R has to be content with the PGM-Fi mill we’ve grown accustomed to on the Hondas and Hero Hondas in India. The compression ratio on the CBR600RR is around 12.2:1 and 12.3:1 on the CBR1000RR while the CBR500R and CBR250R share a compression ratio of 10.7:1

If anybody is interested, the crankcase and cylinder are finished in what Honda calls Matt Axis Grey Metallic finish.The colour Honda says, adds depth, complementing the CBR500R’s taut overall styling.

The CBR500R will also be the motorcycle of choice for the European Junior Cup. Young riders from 14-19 years, based in countries from Europe to Asia as well as the USA and Australia, will be racing to win a ride throughout 2014 for a Honda team in the UEM Superstock 600 European Championship.

Price

In the US the CBR250R ABS retails for around $4699, an equivalent of INR 2.6 Lakhs before taxes, while in India it is much cheaper thanks to localization. The CBR500R is priced at 5,999$ an equivalent of INR 3.3 Lakhs. This should, in an idealistic world, mean a slight premium over the 250R even in the Indian market. However, we doubt if HMSI will adopt the same strategy for the CBR500R which is bound to be looked upon as a niche product with much less volumes. We disagree. We think the CBR500R could be sold at a price point anywhere between 2.5 to 3.0 Lakhs and still garner enough volumes justifying an assembly line, considering it has the badge value – of being a 500cc motorcycle. Of course, this is the Indian market we are talking about, we might end up being entirely off the target.