Sun Coast Cycle Sports stocks inspected used Brammo parts pulled from donor units at our Odessa, Florida shop. Each component is evaluated by our powersports technicians, photographed individually, assigned its own SKU, and listed with free shipping across the continental United States. Brammo produced a small number of electric motorcycles between 2008 and 2015 before Polaris Industries acquired the motorcycle division, and finding replacement hardware for these machines through conventional channels is nearly impossible. Our salvage inventory covers the Empulse R, Empulse (standard), and the earlier Enertia platform. With roughly 800 Empulse units sold before the Polaris acquisition, every surviving Brammo is a low-production machine, and parts availability reflects that scarcity. Salvage is often the only realistic path to keeping one running.
Brammo model overview
Brammo Inc. was founded in 2002 by Craig Bramscher in Ashland, Oregon, initially as a supercar project before pivoting to electric motorcycles. The company's first production model, the Enertia, debuted in 2008 as a lightweight commuter with a top speed around 60 mph and limited range. Brammo gained credibility through electric racing, winning the 2011 TTXGP North American Championship with rider Steve Atlas aboard an Empulse RR. The production Empulse R followed in 2012, featuring the first liquid-cooled permanent magnet AC motor and the first six-speed manual transmission ever fitted to a production electric motorcycle. Brammo also supplied Enertia Plus LE models to the Hong Kong Police Force, marking one of the earliest law enforcement adoptions of electric motorcycles.
Polaris Industries purchased Brammo's motorcycle assets in January 2015 and rebadged the Empulse R as the Victory Empulse TT, produced at Polaris facilities in Spirit Lake, Iowa. The Victory version received a 10% larger battery (10.4 kWh versus 10.2 kWh), a narrower 160-section rear tire, a rubber cush drive to reduce drivetrain lash, and revised bodywork. When Polaris discontinued the Victory brand entirely in 2017, the Empulse TT ceased production. Brammo's remaining drivetrain technology assets were acquired by Cummins in late 2017 for integration into commercial EV platforms. For parts interchange purposes, the Brammo Empulse R and Victory Empulse TT share core motor, transmission, and battery architecture, making Victory TT donor bikes a viable source for Brammo Empulse owners and vice versa.
Models and year compatibility guide
| Model | Years | Powertrain | Platform notes |
|---|
| Enertia | 2008-2012 | Parker GVM permanent magnet DC motor, 3.1 kWh lithium phosphate battery | Brammo's first production motorcycle. Air-cooled DC motor with direct belt drive to the rear wheel (no transmission). 60 mph top speed, approximately 40 miles city range. Sold initially at select Best Buy locations. The Enertia platform shares no motor, battery, or chassis components with the later Empulse. A revised Enertia Plus with increased battery capacity (6.0 kWh) extended range to approximately 80 miles. Frame is a welded steel tube design unique to this model. |
| Empulse / Empulse R | 2012-2015 | 40kW liquid-cooled permanent magnet AC motor, IET 6-speed gearbox, 10.2 kWh NMC lithium-ion battery | Brammo's flagship sportbike. The Empulse R is the premium variant with fully adjustable Marzocchi forks, Sachs rear shock, carbon fiber fenders, headlight shroud, and tail housing. The standard Empulse uses non-adjustable suspension and standard bodywork but shares the same motor, battery pack, transmission, frame, and electrical system. All internal drivetrain components interchange between Empulse and Empulse R. The aluminum beam frame, Marchesini wheels, and Brembo brakes (dual 310mm front, single rear) are shared across both variants. J1772 Level II charging port is located where a conventional fuel cap would sit, and the bike charges to full in approximately 3.5 hours on a Level II station. |
| Victory Empulse TT | 2015-2017 | 40kW liquid-cooled permanent magnet AC motor, IET 6-speed gearbox, 10.4 kWh NMC lithium-ion battery | Polaris rebadge of the Brammo Empulse R. Core motor and transmission carry over directly. Battery pack capacity increased by 10% to 10.4 kWh through improved cell packaging. Key mechanical difference is the addition of a rubber cush drive on the rear wheel hub, which addresses the chain lash and driveline snatch that was a known complaint on the original Brammo. The rear tire changed from 180/55-17 to 160/60-17. Victory-branded bodywork, seat, instrument cluster, and livery differ from the Brammo version, but the underlying frame, swingarm, motor mount, and electrical architecture are functionally identical. Motor internals, transmission gears, clutch assembly, battery modules, and charging hardware interchange between the Brammo Empulse R and Victory Empulse TT. |
Common failure points and frequently replaced components
Empulse R / Empulse (2012-2015): The IET six-speed transmission produces noticeable driveline lash on throttle application, caused by free play in the chain final drive combined with the electric motor's instantaneous torque delivery. Brammo did not equip the Empulse with a cush drive, and small throttle inputs at low speed create a whipping motion through the drivetrain that wears chain, sprockets, and transmission output shaft bearings faster than expected. Software glitches on early production units triggered erroneous error codes and warning messages on the LCD dash, resolved by updating to production-specification firmware. Battery management system (BMS) faults have been reported on high-mileage units, particularly those stored for extended periods without maintaining proper charge levels. The Brammo Power BPM 15/90 battery modules use nickel cobalt manganese (NMC) chemistry, and deep discharge cycles or prolonged storage below 20% state of charge can cause irreversible cell degradation. The onboard J1772 charging module is a single point of failure, and replacement units are no longer available through any authorized channel.
Victory Empulse TT (2015-2017): The rubber cush drive addresses the worst of the Brammo's driveline lash, but chain tension still requires close monitoring. Neutral is positioned between second and third gears rather than the conventional first-and-second location, which causes rider confusion and occasional missed shifts that stress the shift drum and fork mechanism. The 470-pound wet weight is significant for a 54hp motorcycle, and the front fork seals are subject to premature weeping under aggressive braking loads due to the weight transfer dynamics. Victory's dealer network was dissolved in 2017 when the brand shut down, eliminating warranty support and making factory parts orders impossible. Both the Brammo and Victory versions share the same fundamental limitation: the battery pack is the most expensive single component, and replacement packs are not manufactured by any current supplier.
Enertia / Enertia Plus (2008-2012): The earlier lithium phosphate battery chemistry in the Enertia is more thermally stable than NMC but has lower energy density and is prone to capacity loss with age. The Parker DC motor is a simpler design than the Empulse's AC unit but shares no components with it. Belt drive tension on the Enertia requires periodic adjustment, and replacement belts must be sourced from industrial suppliers since Brammo-specific parts are no longer in production.
Most replaced Brammo parts
- Battery modules and battery management system (BMS) boards
- J1772 onboard charging modules and charge port assemblies
- Chain, sprockets, and rear cush drive components
- Transmission internals: shift forks, output shaft bearings, clutch plates
- LCD instrument clusters and main wiring harnesses
- Motor controllers and power inverter units
- Suspension: Marzocchi fork seals, Sachs rear shock
- Brembo brake calipers, master cylinders, and rotors
- Bodywork: fairings, carbon fiber fenders, headlight shrouds, tail sections
- Marchesini wheels (front and rear)
Explore Brammo parts by model
Related Brands: Polaris • Sondors
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Frequently asked questions
Q: Will parts from a Victory Empulse TT fit my Brammo Empulse R?
The motor, transmission, clutch, battery modules, charging hardware, and core electrical components interchange directly between the Brammo Empulse R and the Victory Empulse TT. The two machines share the same frame geometry and motor mount points. Bodywork, seat, instrument cluster, rear wheel hub (the Victory has a cush drive), and branding-specific trim pieces differ and are not direct swaps without modification.
Q: Can I interchange parts between the Brammo Enertia and the Empulse?
No. The Enertia uses a completely different powertrain architecture: an air-cooled DC motor with belt final drive and lithium phosphate battery chemistry. The Empulse uses a liquid-cooled AC motor with a six-speed chain-drive transmission and NMC lithium-ion cells. The two platforms share no motor, battery, drivetrain, or frame components.
Q: Where can I get a replacement battery pack for a Brammo Empulse?
Brammo Power BPM 15/90 battery modules are no longer manufactured. Neither Brammo (defunct), Polaris, nor Cummins (which acquired Brammo's remaining technology assets) produces replacement packs. Salvage units from donor Empulse or Victory Empulse TT motorcycles are the primary source. Some owners in the electric motorcycle community have explored custom battery rebuilds using compatible NMC cells, but this requires specialized knowledge of the Brammo BMS protocol.
Q: How many Brammo Empulse motorcycles were produced?
Brammo sold approximately 800 Empulse and Empulse R units between 2012 and the Polaris acquisition in January 2015. Victory produced additional Empulse TT units through 2017, though exact Victory production figures were not disclosed before the brand was discontinued. Total combined production across both badges is estimated in the low thousands.
