Brammo Empulse R Motorcycle Review — Motorcycle USA

8 Апр 2015 | Author: | Комментарии к записи Brammo Empulse R Motorcycle Review — Motorcycle USA отключены
Brammo Enertia

Brammo Empulse R Motorcycle

Watch the Brammo Empulse R in in the Brammo Empulse R Review .

Electric motorcycles have lots of promise, but lacked the performance craved by gearhead It only takes a few seconds the Brammo Empulse R to realize latest EV mount is a different making significant strides parity with the internal standard.

At last a 2013 model, the Empulse has been a time coming. First in July 2010, it snared with its claims of 100 mph top speed and 100 range. Brammo has since the production Empulse with developed by its TTXGP title-winning program. A more potent motor is mated to Brammo’s proprietary lithium-ion batteries, store 9 kWh power.

The Empulse features a novel (for an EV six-speed transmission. The result is performance that obliterates previous offerings.

We took a on the up-spec Empulse R, featuring suspension and carbon fiber after visiting the company’s Oregon HQ. After tallying up a charging cycles during a test loan, we returned the R impressed with its performance It represents a true coming-of-age for the motorcycle concept.

MotoUSA has a history with Brammo, is located 20 miles south of our own in Medford, Oregon. We were one of the to sample the prototype Enertia in 2008. The juxtaposition between raw prototype and this production R is remarkable. That initial first ride was novel and the ride quality and chassis adequate, but flimsy by comparison to new ride, which feels bit a well-built production motorcycle.

But the Empulse R’s newfound that’s transformative. This is a motorbike, and performs like

The new powertrain is anchored by a liquid-cooled magnet AC motor. Brammo the motor with Parker, the folks that provide the for its TTXGP-title-winning Empulse RR. A water surrounds the motor housing, to a compact radiator, which the new Brammo to deliver far more street performance than the Enertia.

Power claims for the Empulse are 54 horsepower at 8200 rpm and 46.5 of torque (the Empulse RR by the way, cranks out 170 hp).

the more potent Empulse is a pack of seven BPM-15/90 packs. Designed in-house by (the name stands for Power Module 15 Volts 90 Amp-hour capacity) each is comprised of approximately 250 lithium-ion which are manufactured to spec in then tested and assembled in Total energy capacity is 9.3 kWh the capacity of the original Enertia and is the key to the performance gains.

With capacity, range is extended, the more powerful motor Amps from the system. A controller, from Sevcon, and onboard electronics monitor the and motor. Power is metered out via two maps the standard default and a more aggressive Sport

Riders need only the throttle to feel that surge. Even in standard the Empulse R jolts off the line and up to 60 mph with the best of any ICE middleweight. reps liken the Empulse as comparable to a conventional 650 Twin a comparison.

It’s certainly a surprise for those expecting a commuter bike.

The Brammo R is a unique urban play ideal for

commuting but capable of shenanigans too.

The Enertia, was respectable enough in acceleration, rather tame by comparison. For we recall a burnout attempt on the prototype was comically woeful capable of breaking tire and leaving a cute hint of The Empulse, on the other hand, up the rear with frightening

Wheelies are a different matter, a defter throttle hand I might be able to loft the front end skyward (development and Empulse RR pilot Eric being one of them). Company promise a derestricted Empulse can up power wheelies on demand from the throttle and we believe The motor’s got some serious

The Empulse’s six-speed transmission, makes it unique in the EV world, is a addition to the powertrain. Fitting a to an EV mount always struck us as a strategy, as the single final gear ratio (found on the and initial Empulse) forces an performance compromise. At the very a taller extra gear to top speed and extend range worth the extra weight and effort.

But it’s not quite that Electric motors produce torque immediately, with a power curve. The broad essentially 0 to redline makes gears less essential a traditional combustion engine. there is a peak efficiency for the motor which Brammo is approximately 5000 rpm on the Empulse.

So a can extend range by changing the to run in the optimal rpm not to mention raise top capabilities.

In practice the Brammo’s gearbox feels redundant of the time. The clutch seems as the bike can’t stall. So can coast to stops without to pull in the lever (though almost impossible not to pull it in by of habit).

The clutch can be feathered out for a traditional launch off the line, if But, again, it’s and less efficient, as riders can twist and go, with the motor massaging any herky-jerky feel the throttle. Though not equipped a quickshifter, even upshifts can be with a slight throttle The only time the left is required is when downshifting, say down gears for a rapidly corner.

And here is where the feels most familiar to riders, who won’t appreciate how they rely on grabbing the lever for these bail-out until it’s not there!

why the six-speed transmission and clutch are on the to deliver a more familiar experience. I reckon most will be like me, happy to the clutch lever for the monotonous and stop stuff. Otherwise a welcome, if quirky, addition. is particularly baffling. Again, unnecessary (not to beat a horse with that as the bike is effectively in neutral it’s at a stop and the throttle

Also, for some reason is hidden between second and gear. The latter fact we did not explain to our MotoUSA colleagues after a couple zillion clicks between first and

The trick with the transmission is the bike in optimal gear, is easy to forget. It can start tall gears without and likewise it can shriek along in gears at high rpm. is optimal for milking the most out of

Our biggest gripe is that six is overkill, and Brammo could get with even just (low, medium, high). But we complain much, as the gearbox freeway speeds quickly

The Empulse R is more than capable, where it outperforms small-displacement ICE mounts. In this that 650 Twin analogy is a one, and high-speed passes are It hums along at 80 mph without and gets up to that speed at a clip.

Top speeds saw us able to the low 90s, which takes a bit to reach but if we had a barren road the ton-up seems more doable on the Brammo.

As befits an mount, the powertrain garners the attention. However, the Empulse’s and handling distinguish it as a legitimate It features top shelf components European suppliers.

Italian Accossato fabricates the aluminum as well as the tubular steel and subframe. The suspension is three-way with an inverted 42mm fork and Sachs shock standard Empulse utilizes components, but with fewer options). The Marchesini hoops are a tasty, Ducati-like relish. praise is owed to the Brammo’s Brembo stoppers, which primo braking performance.

All top-shelf bits raise the and lust factor.

In action the turns and transitions with It feels narrow, though heavier than the Enertia. The on the scales is dramatic, the 470-pound weighing 190 pounds more.

said, the center of gravity is low and the doesn’t feel like it to be manhandled to turn quite the

The Empulse chassis is more up to the tasks of spirited slash and riding. We didn’t feel the to fiddle with the adjustable as it’s compliant without soft. It’s a sporty not too surprising when considering the is nearly identical to the Ducati 848

Our only handling gripes are the Avon AV80 and AV79 which weren’t exceptionally But that critique is couched by temps and the poor conditions of roads in Oregon, littered gravel and debris. The latter is exacerbated by the unnatural quiet of EV mounts, which transmit an amount of road noise, so can hear those scuffs and from the contact patch.

Brammo Enertia

isn’t to say that the Empulse is an quiet ride! When motor engages full it emits a droning wail, far than we recall from EV mounts. Disengage the throttle and back to the uncanny ride like the suspension compressing and the drive slapping up its slack.

isn’t total silence on as the Empulse motor reverses to recapture a small amount of In standard mode this is unnoticeable, but Sport mode a more pronounced re-gen The result is a sensation of “engine” which combined with mode’s snappier throttle, into more engaging riding.

For commuting duty the standard mode is preferable.

The looks the part, and thankfully like a legit bike the controls. We found the ergonomics a fit for our 6’1” dimensions. Comfort need to be outstanding, considering the range, but riders will through a charge without

Riding position is upright a slight forward lean similar to the Triumph Street Brammo benchmarked for Empulse

Instrumentation and display is familiar the precursor Brammos, but the Empulse procedure has been gracefully from the over-wrought Enertia. The can be said of the charging process, the redundant steps to a simple located at the top of the “tank.” The charging features a high-speed J1772 an important upgrade that can advantage of the emerging quick-charge EV

These go unnoticed, for the most but are popping up around the nation a growing fleet of Nissan and other electric vehicles. A 110 Volt wall plug works, but takes quite a bit to top ‘er off. Finding a hookup cuts charge by more than half, eight hours to 3.5.

remains the limiting factor of the But we are reticent to lambast the fact, as it such a massive improvement. claims of 100 miles seem but doable.

We zapped through a full charge, with 15% after 53 miles. But that included 80 mph stretches on the freeway and a lot of 50 mph highways, with some streets. Lightweight hypermilers probably milk out the 122-mile range, but real-world runs of mile commutes seem reasonable.

In full freeway 50-mile ranges seem but pushing the limit.

Comparing the to the Enertia, which we sampled for an period of time as a commuter. the factor is quite impressive. We lucky to get 20 miles on the Enertia, and far less performance. It’s not to say the Empulse is three times the it’s at least that and

Thankfully, the Empulse seems resilient to a real-world throttling its predecessor, too. The liquid-cooled stayed well within its temperature, and the batteries didn’t In fact, we had the opposite issue, our days occurring in brutal temps.

If we stopped for too long photo stops, a dash indicated slight performance from the cold batteries as the Enertia had would regularly a thermal cutback for overtaxing its motor.

Fit and finish is something pulls off amazingly well for a small company, and the Empulse builds on this reputation. The element has not been neglected, and the Empulse will draw of compliments. It’s a sharp ride, and more conventional the iconoclastic Enertia.

The red colorway hits with the frame and aforementioned top-end components. It looks and feels a solid bike, and a luxury which is precisely what it is.

brings us to the MSRP. The Empulse R we will retail for $18,995. The model, which sheds fiber bits and some adjustment, is $16,995. That’s in with mounts like the Multistrada ($16,995 stock, S model), and is more expensive the new BMW R1200GS ($15,800). It’s an odd about EV rides: they more, but are cheaper to operate.

running costs of two cents per the proverbial fuel is cheap, but the are not. Brammo backs up the with a two-year warranty and lifecycles of 1500 cycles means after 1500 they may recharge to 80%). reps estimate that a will net upwards of 60K miles a typical lifecycle.

If a rider can get much seat time on the they’ll be more than to upgrade to whatever battery has cooked up between now and then.

And returns back to the rose-tinted of EV transportation. At the present it is emerging hype and hyperbole, to gritty reality on real-world roads. The represents an important, critical for Brammo. The Oregon start-up has an attractive and performance-satisfying motorcycle happens to be electric.

Riders like it. The real question is: they like it enough to buy in, to the electric motorcycle concept?

Brammo Enertia
Brammo Enertia
Brammo Enertia
Brammo Enertia


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