The engine carried by that frame is essentially a bored-out version of the 1125R powerplant, now displacing 1190cc. Perhaps more importantly, every one of its reciprocating components has either been replaced with a part from the Buell Superbike program, or a part closely related to such a part. Valves are titanium, the camshafts are straight from the 1125RR Superbike, the connecting rods are machined from forged steel blanks by an American company (rather than the F1-like titanium parts of the 1098R), and the three-ring, 106mm pistons manage to be lighter and stronger than the 103mm forged pistons of the 1125R. A thicker-than-1125R base gasket is used to reduce compression to something suitable for pump gasoline, while its removal allows a very rapid path to full-Superbike tune. The new airbox—autoclave-molded from pre-preg material—is an integral part of the power package, its floor dipping down between the frame rails and encompassing the throttle bodies rather than starting above them. It roughly doubles airbox volume from the 1125R, and allows the bigger engine to develop is full top-end power. In street tune, complying with EPA emission and noise requirements, rear-wheel power will be in the same range as a Ducati 1198. The simple addition of a race pipe and ECU boosts output substantially higher, to something close to that of the 1125RR which Geoff May rode in 2010 AMA Superbike races. That’s not too surprising as the internal parts are so similar; the amazing thing is that EBR was able to get this engine, in this tune, through noise and emission tests. Credit that in part to a very refined fuel map, and two very expensive catalysts in the big main muffler.