So I got the e-mail today! Go here to see it for yourself. My email said that there is be an Empulse and an Empulse R. Also, there will be a video interview with Craig Bramscher posted here tomorrow. Here’s the spec page copy and pasted:
2012 Brammo Empulse R Specifications Empulse Motor Motor Type: Permanent Magnet AC (PMAC) – Water Cooled Motor Controller: Sevcon Gen 4 Peak Motor Power: 40kW, @ 8,200 rpm (54 hp) Peak Continuous Current: 270 amps Final Drive: Direct Chain Drive (14/48) 520 O-ring chain Transmission: IET 6 speed gearbox with multi-plate, hydraulic activated wet clutch Max Motor Torque: 63Nm (46.5 foot pounds) Battery Pack Battery Type Brammo Power™ BPM15/90 Lithium-Ion ( NCM Chemistry) Battery Pack Capacity: 9.31 kWh (nominal), 10.2 kWh (max) Battery Pack Voltage: 103.6 V (nominal) Battery Life: 1,500 cycles to 80% capacity (100% DOD) Recharge Time: Level I maximum charging time: 8 Hours. (0 – 99% SOC, no cell imbalances)
Level II maximum charging time: 3.5 Hours. (0 – 99% SOC, no cell imbalances)Every 10 minutes of Level II charging adds up to 5 miles of range
Empulse R Performance Empulse R Performance: 100 + mph (160 + km/h) Driving Range: City: 121 miles* (195 km)
Highway: 56 miles** (90 km)
Combined: 77 miles*** (124 km)*SAE City Riding Range Test Procedure for Electric Motorcycles (variable speed, 19 mph / 30km/h average)
**SAE Highway / Constant Speed Riding Range Test Procedure for Electric Motorcycles (70 mph / 113 km/h sustained)
*** SAE Highway Commuting Cycle (.5 City weighting, .5 Highway weighting)
Operating Modes: 2 Operating Modes selectable through the handlebar switch:
1. “Normal” – limits acceleration by reducing maximum current delivered to the motor through the motor controller in order to maximize driving range.
2. “Sport” – provides maximum performance in both acceleration and top speed.
Regenerative Braking: Under deceleration, energy is returned to the battery system to both extend driving range and provide familiar rider feedback. Operating Cost: Assuming 13 cents /kWh for electricity:1 cent per mile around town
2 cents per mile on the highway
Data Collection: Brammo DDC™ (Dynamic Data Collection) records key motorcycle parameters at 1Hz (1 sample/second) for analysis and service support. Empulse R Dimensions Weight: 440lbs. / 200kg Seat Height: 31.5” 80.0 cm Width: 31.8” (bar end-to-bar end) 80.77 cm Height: 42.6” (highest portion of the dash) 108.2 cm Length: 81.3” 206.5 cm Ground Clearance: 7.3” 18.54 cm Storage Capacity: Optional Brammo hard saddle bags and top trunk. Fuel Economy: 485 mpg-e 206 km/L-e Carrying Capacity: Cargo Capacity 365 lbs. / 165.6 kg (805 lbs. / 365.1 kg total combined motorcycle, rider, passenger and cargo) Wheelbase: 58.0” 147.32 cm Warranty: 2 Years (Limited Factory Warranty) 1 year Fender-to-Fender Limited Warranty, 2 year Limited Powertrain Warranty (Batteries and Motor) Colors: True Blood Red, Eclipsed Black, White Noise
Empulse R Key Components Frame: Brammo E-Beam™ Aluminum, Fabricated by Accossato in Italy Suspension Front: Fully Adjustable 43mm Marzocchi Forks Suspension – Rear: Fully Adjustable Sachs Shock Brakes – Front: Dual 310mm Brembo floating disk with twin four piston Hydraulic Brembo Brake Calipers, Radial Mount. Brakes – Rear: Brembo single disk with dual piston Hydraulic Brembo Brake Caliper Wheels (Front/Back): 17”x 3.5” Marchesini / 17” x 5.5” Marchesini Tires (Front/Back): 120/70-17 AVON AV79 / 180/55-17 AVON AV80 Instrumentation: LCD display; speed, tach, odometer, gear position, energy consumption, battery status, estimated range and system status
Recharge J1772 Level I and II
110V AC to J1772 Level 1 Adapter included
Brammo products used for racing do not carry a manufacturer’s warranty.
All specifications are subject to change without notice.
Electric vehicle range is affected by a number of factors including; speed, acceleration, number of starts and stops, rider and cargo weight, changes in elevation, head winds and road surface.
*The batteries we use have an amazing life cycle and are maintenance free. They’re inherently extremely safe and can withstand temperatures without decomposing and, unlike other batteries, can be topped up at any time.
Ok, so 54 hp with 46ft-lb of torque is none too shabby. That’s a bit more claimed hp than my ’86 VF500F Interceptor had, splits the torque curve I had in my ’91 VFR750F down the middle (after being tuned it started with 42ft-lb at 3k rpm, and peaked at 50ft-lb). So basically the hp of my antique 500cc V4, with the torque of my soon to be antique 750cc V4. Weight is at 440lbs claimed, which is 15 more claimed lbs than my 500, but 60lbs less than what I measured my VFR at after I tried to lighten it a bit.
So, that helps me get an idea of what it will feel like (basically my VFR capped to 8200 rpm, or much like the Buell XB-9R I test rode once). Lets compare it to a 2009 Kawasaki Ninja 650R (what happened to Suzuki’s SV650?) and 2011 CBR600RR on paper (please allow me some creative license here).
Kawasaki Ninja 650R (there’s a new one for 2012, but Motorcycle USA only have a first ride with no dyno numbers):
61.7hp and 41.4 ft-lb of torque measured on a dyno. The dyno chart shows a torque curve that (trying to read the chart) looks like at about 24ft-lbs and just passes 41ft-lb, and then settles back down to about the 24 mark. Frankly, both my old V4s had a flatter torque curves. Must be a V thing. HP peaks out at 8,800 rpm on the way to the almost 11,000 rpm redline. The Empluse is said to peak out at 8200, so things are very similar, accept the whole flat electric torque curve thing. The Empulse is going to launch hard compared to the Ninja, and just straight pull harder everywhere, with out needing to be rev’d. But other wise the numbers are pretty even. Even the curb weight is similar with the article listing 447lbs for the Ninja. Of course, you can coax 200 miles out of the Ninja for 40 mpg, versus 121 miles and over 400mpg for the Empulse. The price of the Ninja 650 in 2009 was $6799. But a 2012 version will cost you $7400. The suspension and overall build of the Brammo should be much nicer, helping to justify the price tag (which has yet to be announced).
100hp and 44ft-lb of torque measured on the MotorcycleUSA dyno. But, as with the Ninja, torque starts at an apparent 24 ft-lb at just over 2000 rpm. But you don’t get the full 44 until 11,300 rpm! And peak hp comes in at 12,700 rpm on the way to the redline that is somewhere past 15,000. With a curb weight of 411lbs the CBR is significantly lighter, but I still don’t see it being able to pass an Empulse until it simply out revs it. And even then, with a constant 46ft-lb coming from the steam room it’s gonna be a handful to get around. Especially if the suspension components turn out to be superior to the CBR’s. Make no mistake, if the CBR gets out in the open, it’ll probably be gone. And, in a magazine comparison an older CBR made short work of a Buell XB-9R in a tight course that should have been the Buell’s territory. A 2012 CBR600RR start at $11, 540. The Empulse 10.0 prototype was supposed to cost $14,000. That would make it the same price as a basic Ducati 848 EVO (140hp, 72ft-lb).
Basically the gas bikes have more hp, but both really only do it by out reving the Brammo (by the looks of the chart 8200rpm will get you at or just under 60hp out of the CBR). However, the Brammo has just a bit more torque than the two gas bikes, but has it all the time where it’s just a peak number for the dino burners. Fortunately the comparison is a bit more reasonable to make because of the fact the Empulse comes with a 6 speed transmission. Gear ratios will come into play, and I think you can be quite certain Brammo has done their home work in that department, and you will have the right gears to get the job done.
Just by looking at the numbers, graphs, and claimed say-so, it looks like the Empulse could be an ICE slayer in the hands of the right squid in the canyons of California. But, on all but the tightest tracks it still needs twice the hp to keep up with the CBR. I suspect bet the Ninja will not be so lucky.