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Brammo Empulse R in a single test

Normal motorcycle despite an electric drive?

Accelerate brusquely, curve dynamically, tour with pleasure. The Brammo Empulse R wants to be a normal motorcycle despite its electric drive. It wants to promote e-mobility with a six-speed transmission, sporty chassis, good brakes, thick batteries and short-term price reductions. A pious wish or an alternative suitable for everyday use?

"It goes really well. ”The GSX-R driver at the traffic lights is irritated because he has just been hit by an electric motorcycle for the first time in his life. Yes the B.rammo Empulse R comes out of the starting block without delay, turns lightly up and pulls its driver’s arms out. Subjectively, it feels like more than 40 kW. If you believe the promises of the American manufacturer, the Empulse R runs at a top speed of 177 km / h, blows powerful mid-range bikes with 90 Nm torque on the country road and only has to reload after 130 kilometers on average.

Brammo Empulse R in a single test

Normal motorcycle despite an electric drive?

Empulse R with a water-cooled synchronous motor, he slimmed down to 216 kilograms in 2014 and further optimized it. Is that enough for euphoria?

Driving silently sounds different

At least it is enough for increased public interest. Because life with Brammos Empulse R and its cheaper sister Empulse causes discussions. You turn the ignition key – and nothing happens. Only after a few seconds do the instrument scales light up. Now press the start button, then the message "on" appears. Funny, the idling of the six-speed gearbox is between second and third gear. I put in first, although in principle you can start in any gear without using the clutch. Turning the “power handle” just doesn’t create a hard load change shock with great feeling, then the Brammo rolls off.

Driving silently sounds different. From 1000 to 2000 revolutions the Brammo Empulse R howls like a moonstruck wolf, from 4000 it sounds like a tram and from 6000 it sounds like a dentist’s drill. At the latest near the 8000 the next higher gear is engaged, but this only works smoothly with clutch magic. The shift box supplied by the Italian company SMRE with its hydraulically operated multi-plate wet clutch is annoying with its tough shiftability, load changes and play in the drive train. But the engine makes up for it, especially in the lower gears, with a fun punch.

Overall, the Brammo Empulse R provides a safe driving experience

If I then switch from the "normal" to the sharper sport mode, other road users will be perplexed. When the electric bike hisses at the traffic lights, it sounds less loud to the environment than to the driver. Also, it doesn’t look like a hobbyist prototype, but like a well-made motorcycle. The lavishly dimensioned aluminum frame made in Italy, the adjustable 43-millimeter Marzocchi fork, the Brembo double disc brake system, the horizontal, directly hinged Sachs shock absorber and the sporty tubular space frame are the cornerstones of a stable chassis. The choice of tires fell on the multi-talented Continental SportAttack 2, which tries hard to smoothly bring the Brammo Empulse R around corners, which is not particularly handy considering its delicate appearance.

Four of the seven large lithium-ion batteries are arranged above the frame profile, three below it, so that the center of gravity is relatively high and, in combination with the exaggeratedly wide 180 tire in the rear, ensures latent hip stiffness when turning. In the urban jungle, the limited steering angle is also annoying. Overall, however, the Brammo Empulse R provides a safe driving experience. True to track, it rushes through fast country road curves, the Brembo stoppers anchor with power at the front, while the rear counterpart grabs rather cautiously. As soon as the road wrinkles, the chassis shows its dark side: The suspension elements act overdamped, respond moderately and annoy, especially at the rear, with unnecessary hardness.

Six-speed gearbox seems unnecessary

The six-speed gearbox of the Brammo Empulse R also appears unnecessary. It is so closely spaced that the speed drops only minimally after shifting. So why the effort? Sure, Brammo’s engineers want to help the pilot to keep the engine in the optimal speed window with different gear ratios, to increase its efficiency and to reduce power consumption. Unfortunately, the mechanical transmission with its friction and weight destroy at least part of these efforts.

In the city I find myself using only the first three courses, outside only the last three. If it was a mechanical transmission, then three gears would have been enough. Actually, an electric drive does not need a switch box at all, as the competitor motorcycle Zero proves with sometimes better performance. As if they had to justify their transmission, Brammo’s engineers artificially adapted the engine characteristics of the Brammo Empulse R to those of a combustion engine. Even if the full torque is theoretically available from one speed onwards, at least in the lower gears the electric hammer only strikes from 3000 revolutions, the full power in "Sport" is at 5400 revolutions. And the engine shows its muscles: even with a 100-kilogram passenger, it won’t bend its knees. The pillion rider himself, because his knee angle is anything but suitable for long distances. Incidentally, the whole motorcycle is not a touring miracle, although the ergonomics are okay for the rider.

Batteries last between 60 and around 120 kilometers

As always with the Brammo Empulse R, the limiting factor is the batteries. Depending on the mode set (sport mode and pillion ride take a significant toll), the choice of road and driving style, the power storage devices, which are ennobled with a five-year guarantee, last between 60 and around 120 kilometers. Acceleration orgies draw a lot of juice. The nominally equally strong, but less torque, normal Empulse consumes a little less with slightly poorer driving performance (see data boxes). The power gain through recuperation in coasting mode is minimal, the braking effect is weaker than with combustion engines.

Both Brammos have a built-in fast charger that allows a full charge in three hours. Nevertheless, some tours are a shiver, because with a more dynamic driving style I have to think about the next charging option 40 kilometers after the start. Then there is the price shock. The Brammo Empulse R will cost 17,493 euros and the normal Empulse € 15,240. But be careful: Bramscher originally wanted to deliver its e-bikes in April 2014, but they didn’t arrive until the beginning of August. The reason was the transmission manufacturer’s delivery problems. As a consolation, the prices will be reduced by a whopping 5,600 euros from 01.09 to 31.10.2014. Those who bought earlier will be compensated. E-freaks should strike now; for everyone else, the Empulse is more a promise of a possible e-future than a real everyday alternative.

Technical data Brammo Empulse / Brammo Empulse R

Jahn

Performance chart.

Engine: Water-cooled permanent magnet synchronous motor with surface magnets, automatic recuperation function, 3 kW integrated charger, lithium-ion battery, maximum battery capacity 10 kWh, 7 modules each 36 cells, 90 Ah per module, battery voltage 104 V, hydraulically operated multi -plate oil bath clutch, Six-speed gearbox, X-ring chain.
Maximum Performance
Power: 40 kW (54 PS) at 6000 rpm
Empulse R: 40 kW (54 hp) at 4500 rpm
rated capacity
Empulse, Empulse R: 22 kW (30 PS) ECE R 85
Max. Torque
Empulse 63 Nm
Empulse R90 Nm

Landing gear: Bridge frame made of aluminum, upside-down fork, Ø 43 mm, [Empulse R: adjustable spring base, rebound and compression damping], two-arm lattice tube rocker made of steel, central spring strut directly hinged [Empulse R: adjustable spring base, rebound and compression damping], double disc brake at the front, Ø 320 mm, double-piston floating caliper, rear disc brake, Ø 220 mm, single-piston floating caliper.
Cast aluminum wheels: 3.50 x 17; 5.50 x 15
Tires: 120/70 ZR 17; 180/55 ZR 17
Tires in the test: Conti Sport Attack 2

Dimensions + weights: Wheelbase 1437 mm, steering head angle 66 degrees, caster 97.5 mm, spring travel f / r 127/69 mm, seat height * 800 mm, weight * 216 [214] kg, payload 164 [166] kg.
guarantee
Vehicle / battery: two / five years
Colors
Empulse: Black / Red
Empulse R: Black, Red, Yellow, Silver
Prices
Empulse: 15,113 euros (until October 31, 2014: 9.513 euros)
Empulse R: 17,493 euros (until October 31, 2014: 11,893 euros)
Additional costs: 420 euros

Readings

  Empulse   Empulse R  
Standard mode      Sport fashion      Standard mode     Sport fashion
Top speed   
158 km / h 172 km / h 162 km / h 172 km / h
acceleration
0-50 km / h 3.4 sec 2.6 sec 2.8 sec 2.2 sec
0-100 km / h 8.8 sec 6.4 sec 6.8 sec 5.6 sec
0-140 km / h 18.5 sec 13.3 sec 17.0 sec 12.7 sec
Draft
60–100 km / h 2nd gear 3.9 sec 2.9 sec 3.2 sec 2.7 sec
60–100 km / h 6th gear 8.3 sec 6.2 sec 6.1 sec 4.8 sec
100–140 km / h 6th gear 14.1 sec 9.2 sec 8.8 sec 6.3 sec
Test consumption / 100 km 7.8 kWh 8.5 kWh 8.1 kWh 9.0 kWh
Tidy 128 km 118 km 123 km 112 km
Charge current consumption 10.0 kWh 10.0 kWh 10.0 kWh 10.0 kWh

* MOTORCYCLE measurements; Diagram: power on the output shaft; Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%

Differentiate from the basic model and conclusion

Jahn

Subjectively, the Brammo Empulse R doesn’t feel worlds stronger than the base model.

Brammo’s “normal” Empulse (right picture) officially develops “only” 63 Nm torque instead of 90. Both engines produce 40 kW, the “R” at 4500 / min, the Empulse at 6000 / min. The values ​​measured by MOTORRAD deviate from the factory specifications. The suspension strut and fork of the Empulse are simpler, not fully adjustable and black. Subjectively, the Brammo Empulse R doesn’t feel worlds stronger.

Conclusion

Good approaches, but chassis set-up and gearbox should be modified. At the moment, the Brammo Empulse R is not an alternative to the Yamaha MT-07 and Co, despite the driving fun bonus.

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