This is the rabbit hole I went down when thinking about the new specs.
"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).
Honda CBR600RR
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."
