2010 Brammo Enertia TTR — Motorcyclist Magazine

17 Апр 2015 | Author: | Комментарии к записи 2010 Brammo Enertia TTR — Motorcyclist Magazine отключены
Brammo Enertia

An Electrifying Gglimpse Into The Of Sportbikes

They say: the real-world performance of electric

We say: Real-road racing at the of Man TT is a bold proof of concept!

say: Validating the real-world of electric motorcycles. We say: Rea

a motorcycle is often described as without leaving the ground, and no sentiment as accurately describes a on Brammo’s all-electric Enertia TTR Soaring along at 80 mph, the peacefulness is remarkable. Speed the humming motor and whirring so the wind flowing past helmet is all you hear.

There the slightest vibration or feedback the motor-you don’t even it’s on. The only sensation is unadulterated forward motion, sailing through the air on a glider. a novel riding experience-one many of us have dreamed since we first started

Brammo didn’t set out to reinvent the In fact, company CEO Craig didn’t set out to make motorcycles at After amassing a small selling eCommerce solutions, decided to build the ultimate supercar.

The Brammo Rogue GT just in time for last oil/economic crisis-dreadful timing for an 3-mpg V12.

So Bramscher did a 180, selling the Rogue to Nissan for its new compact SUV and using the to fund a more market-savvy building a zero-emissions, plug-in One of Bramscher’s side ventures was Ariel Atom sports under license in his Ashland, factory, and his team had investigated an Atom. Available electric was judged inadequate for that but it seemed perfect for a two-wheeled vehicle-and the Brammo Enertia was

Racing wasn’t on Brammo’s until late last when the company’s director of development, Brian Wismann, about the zero-emissions TTXGP at the of Man. The decision was made in January-just five months the race-to construct an entry. A team led by Wismann (Brammo’s employee, and designer of the Rogue GT) and engineer Aaron Bland working after hours and on to convert the pedestrian Enertia a proper racing machine.

Still, Brammo wanted the TTR to be as close to the production Enertia as We wanted to build a racing relevant to the product we offer the Wismann says. We wanted to on improving our design concepts for a bike, and to work with technology with the same that support our production

Brammo Enertia

Brammo constructs the top body and from carbon fiber. The and tail are Honda RS250 modified to fit the Enertia chassis.

Brammo constructs the top body and from carbon fiber. The and tail are

The production Enertia designed to navigate city at commuter speeds, was hardly for negotiating the TT course at race Needing to develop a race-ready as quickly and cheaply as possible, the boys benchmarked a Triumph 675 and modified an Enertia frame to the Triumph’s geometry. The racebike borrows some D675 including the triple clamps and legs.

The all-electric powertrain straight from the Enertia’s supply chain, using (overvolved in Brammo-speak) versions of the electric motor, digital and battery-management system. The battery comprising eight lithium-cobalt was built by Brammo specifically for the application.

Brammo’s design strategy significantly from its TTXGP Other entries made two or times as much power, and almost twice as much, as the 370-pound TTR. We didn’t set out to an electric MotoGP bike, explains.

Our goal was to be as efficient as More power requires batteries, and batteries are expensive. If we can better performance with batteries, it brings cost important concern for our production

This strategy proved Brammo finished third in the TTXGP, ahead of the high-powered, Mission Motors and MotoCzysz

Brammo Enertia
Brammo Enertia
Brammo Enertia
Brammo Enertia
Brammo Enertia

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