zero motorcycle road trip

2023 Zero DSR/X Ride Review: An Electric Motorcycle Worthy Of Your Attention

It's not quite a true adventurer, but the Zero DSR/X is a thrilling machine and a genuine dual-sport contender.

Government-backed EV ride-sharing initiatives and tax breaks will contribute to a projected 18% annual growth in US demand for electric two-wheelers.
Zero Motorcycle's latest offering, the DSR/X, is a dual-sport electric motorcycle that offers outstanding performance and rideability, making it a worthy competitor in the market.
Despite the lack of exhaust sound and range anxiety concerns, the DSR/X provides a genuine motorcycle experience with its potent motor, customizable electronics, and off-road capable chassis and suspension.

Thanks to a string of recent government-backed EV ride-sharing initiatives and State-level tax breaks, market analysts, Precient Strategic Intelligence, predict US demand for electric two-wheelers will grow at an average annualized rate of 18% over the next six years. If accurate, this would boost the US EV motorcycle market from $650M in 2022 to $3.4B by 2030.

While ride-sharing is a great option for getting around our cities, reaching these numbers means a lot more of us will need to buy electric motorcycles and scooters. State incentives, like those offered here in Califonia, will make a difference. With a 10% federal tax credit (capped at $2,500), a clean fuel reward of up to $1,500, and a clean vehicle rebate of up to $750, EV riders in the Golden State can anticipate reimbursements of up to $4,750.

Nevertheless, tax breaks will not persuade us to buy bikes we don’t want. Whether it’s down to range anxiety, aesthetics, or their lack of exhaust sound, the adoption of electric motorcycles in North America has been stubbornly slow. Enter Zero Motorcycle's latest offering, the dual-sport DSR/X. Okay, twisting the throttle will elicit nothing more audible than a high-pitched wail, yet, in every other aspect, the DSR/X is a real motorcycle, an absolute blast to ride, and a worthy entry in a competitive class.

You’ve Come A Long Way

Zero has been around since 2006 and offers a range of fully electric motorcycles. In 2021, I tested its first SR/F naked sportbike and the supermoto-styled FX . At a time when the California-based start-up was pioneering electric motorcycles, both models impressed. But, with the 2023 DSR/X, Zero has crossed a threshold. Although, its first adventure bike benefits from a whopping 166 lb-ft of everlasting electric torque, it is the DSR/X’s refinements and rideability that make it a complete motorcycle capable of taking on the established gas guzzlers.

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Outstanding performance and practical range.

Zero says its new Z-Force 75-10X motor is its most potent yet and bestows 100 horsepower on the DSR/X, but it's the boundless torque on offer that never fails to raise a grin. Powering the motor is a 17.3 kWh Li-Ion battery, extendable to nearly 21 kWh with the optional Power Tank upgrade. With the standard battery pack, Zero claims the DSR/X can manage 180 miles in urban stop-and-go traffic but admits that highway riding at a steady 70 mph will reduce range to a modest 85 miles. That’s 45 less than the Energica Experia and less than half the highway range offered by BMW’s R 1250 GS, the leading dual-sport ICE motorcycle .

In practice, I found my choice of riding mode and application of the throttle significantly affected the overall range. In ECO mode, the DSR/X’s blunted performance is still engaging on an easy-going jaunt and, fully charged, will readily manage an additional 40 miles compared to an aggressive ride in Canyon mode. In real-world on-road testing, we found the DSR/X will reliably offer around 110 miles of spirited, non-highway riding, leaving 5-10% battery life as a buffer. In theory, Zero’s Power Tank ($3,200) should extend its range by around 25%.

Fully recharging the DSR/X overnight via a regular domestic 110V socket takes about eight hours, while using the included fast charging software can reduce that to four. Although this is ideal for commuters, more adventurous riders must utilize the growing network of public Level 2 charging stations, which can recharge the DSR/X’s battery to 95% in around an hour. Necessarily, batteries add weight, yet Zero’s nascent adventurer tips the scale at 545 pounds - not that heavy by class standards and similar to the Triumph Tiger 1200 GT - and carrying the weight low makes handling at slow speeds a breeze.

Off-Road Capable Chassis And Suspension

The DSR/X shares the familiar trellis steel frame with the DSR, modified to handle the rigors of off-road riding, and a longer, strengthened swingarm. Adding to the DSR/X’s adventure credentials are a fully adjustable Showa SFF fork and gas monoshock, which confer 7.5 inches of suspension travel, front and rear. Despite its lofty riding position, a relatively short wheelbase of 60 inches helps keep the DSR/X agile in the corners.

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Taking care of braking up front, a J-Juan radial master cylinder manages dual, 4-piston floating calipers clamping on a pair of 320 mm discs. At the rear, a J-Juan single-piston floating caliper clamps a 265 mm disc. On paper, that’s a lot of braking power, but in practice, I found that, although the initial bite from the front brakes was strong, they didn’t provide the progression I expected, and bringing the bike to a stop quickly required notable force.

Zero’s direct drive means no clutch or gearbox, simply twist and go. Although odd at first, it was surprisingly easy to get used to compared to riding Honda's automatic DCT Africa Twin , where I found myself constantly grabbing for a non-existent clutch lever. Zero is sticking with the belt drive, and the DSR/X benefits from a wider, stronger, drive belt designed in collaboration with Gates. The result, it says, is a more durable drive system, but, for any doubters, Zero will sell you an aftermarket chain kit.

Endlessly Customizable Electronics And Rider Aids

The Zero DSR/X gets an easy-to-read, fully customizable, 5-inch color TFT, allowing riders to select the information on display from a comprehensive list as well as add their own naming conventions. A multi-function toggle switch on the left bar provides access to on-screen menus and operation of the DSR/X's standard features, including heated grips, cruise control, and five preset rider modes, interchangeable on the fly.

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Eco mode optimizes power output and regeneration ‘engine-braking’ for maximum range, while Standard mode provides more power and less regen, and is ideal for highway cruising. In Sport and Canyon mode, the DSR/X unleashes all the torque and will keep up with just about anything in a straight line. However, Sport mode applies limited regen and feels more like a regular motorcycle. Canyon mode maximizes power and regen, providing the ideal settings for brisk riding in the mountains, where darting from corner to corner requires limited braking, providing a uniquely lazy yet engaging experience.

Cypher III+ Operating System

Zero came in for some criticism over its aftermarket Cypher software upgrades, possibly one of the reasons why the DSR/X comes with all Cypher III+ features included. Using the Zero NextGen app, riders can create custom riding modes and add off-road traction control settings to any of the preset modes. Additional features include faster charging and increased battery capacity, turn-by-turn on-dash navigation, hill-hold braking, and a Parking Mode with a reverse gear for added maneuverability.

Bosch Motorcycle Stability Control

The DSR/X incorporates Bosch's Motorcycle Stability Control (MSC) system. A six-axis IMU continuously monitors sensor inputs to assist riders, regardless of terrain. This system, combined with Zero's Cypher III+, offers intelligent ABS, traction control, and drag torque control, to optimize safety in all conditions. The MSC system also offers Zero’s first use of linked braking, which monitors traction and aids stability under heavy braking by applying the rear brakes independently of rider inputs.

Long Range Ergonomics And Dual-Sport Styling

The unique styling of the Zero DSR/X combines smooth, curved bodywork with sharp geometric features to create a bold and appealing design. Though the bike looked tall, climbing abroad for the first time, the seat height was surprisingly low. At 32.6 inches, only Harley’s Pan-American offers a lower seat in the adventure class. The DSR/X’s ergonomics match its touring credentials, offering a relaxed reach to the bar and an almost upright body position. Despite the low seat and high pegs, I had a comfortable bend at the knee, and the stepped saddle is supportive and supremely comfortable.

The adventure styling continues with factory-fitted hand guards and a five-way adjustable screen, which offers plenty of protection from the wind and is adjustable on the fly using either of the machined wheels at the screen’s sides. One of its stand-out features is the DSR/X’s storage compartment, which takes up most of the space where you would normally find a gas tank. For off-roading and longer trips, Zero offers a range of optional accessories , including side bags, a top case, a skid plate, and the Power Tank battery extender.

It's A Motorcycle, Just Not As We Know It

The DSR/X riding experience is at once familiar and strange. The lack of exhaust sound is more jarring at slow speeds and soon forgotten when you open the throttle and tear away. The sound of the suspension and frame dealing with imperfections in the road, which, on a gas bike, would usually go unnoticed, suddenly seem alarming when there’s nothing to drown them out. But once you get used to the audible differences, the DSR/X quickly builds confidence in its abilities.

Having so much torque at your right hand could have made this bike a real handful, but the direct drive’s response to the fly-by-wire throttle inputs is reliably smooth, and, in this regard, the Zero team has really nailed it. Whether you're creeping over loose terrain, or grabbing a handful of throttle exiting a tight corner, throttle response feels entirely natural and helps to confer a genuine motorcycle feel on the DSR/X.

Riding the DSR/X in Eco mode is surprisingly fun, despite limiting the bike's performance in favor of battery preservation. But since most of us will only select Eco mode when making it home means we have to, I mostly tested the DSR/X in Standard, Sport, and Canyon modes. All are quick, but Sport and Cayon are ballistic. At faster highway speeds the DSR/X feels planted and stable, and thanks to the crazy torque band, there’s no discernible difference in accelerating from 20 to 40 and from 70 to 90. Regardless of revs, it's superbike rapid.

However, it is on meandering backroads that the DSR/X starts to shine. Switch to Canyon mode and let the regen take care of most of the braking as you zip from corner to corner, whistling through the air like a dart. At speed, Zero’s biggest bike still feels light and surprisingly agile. Before long, I found I was carrying a lot more momentum into the corners, relying on the Pirelli Scorpion Trail II tires to keep me planted.

The DSR/X has genuine off-roading credentials, but its weight and range significantly restrict how far many of us would venture off-road. Riding Zero’s first full-size dual-sport on well-packed trails in the Mojave Desert felt assured, and the suspension responded well to the imperfect terrain. At off-road speeds, expect a lot more range. Nevertheless, the further you head into the boondocks, expect increasing levels of range anxiety.

Closing The Gap Between EV And ICE

The DSR/X stands as a testament to Zero's commitment to evolving its electric two-wheeler lineup and offers outstanding performance and practicality. Combining a potent motor that delivers class-leading torque, a top-notch operating system, and Bosch's MSC intelligent rider aids, the DSR/X feels more like a motorcycle and less like an electric motorcycle. Although, with suitable tires, it has the clearance and handling to manage light off-road use, limited range means the DSR/X falls short of being a true adventurer. Nonetheless, with the ever-increasing rollout of new Level 2 charging stations, touring on or near paved roads is a genuine possibility.

For commuters and weekend warriors, it feels good to find your bike fully ‘fueled’ each morning, and Zero’s new stead offers a riding experience that is up there with the best of them. Thanks to the ergonomics and comfy seat, the DSR/X will run out of range long before your butt does. And, depending on where you want to go, with some forward planning to locate Zero-compatible charging stations, it is a credible tourer. The 2023 Zero DSR/X stands out as a formidable entrant, not only in the electric motorcycle market but in the wider dual-sport market, and, I must admit, it's a bike I will miss.

2023 Zero DSR/X Specifications

The 2023 Zero DSR/X is available in two color schemes: Sage green (as tested) and Pearl White. Zero is currently offering discounts to new buyers, with savings of up to $4,500 off the MSRP of $24,495, see Zero's offer page for more details .

Is the world ready for an electric adventure motorcycle?

With its new DSR/X electric ADV bike, Zero Motorcycles is looking to change the game—we took one off road to test it out

By Roadtrippers

In the 2020 documentary series Long Way Up , actor-friend duo Ewan McGregor and Charley Boorman made their way through South and Central America—a 13,000-mile journey—on a couple of electric motorcycles. The bikes were highly customized “near-production” versions of Harley-Davidson’s all-electric, urban-focused LiveWire motorcycle, and they were accompanied by two prototype Rivian R1T trucks.

The show started filming in 2019, and while much of what went on behind the scenes obviously didn’t make it onto the screen, many viewers came away with the same conclusion: The world of international motorcycling wasn’t quite ready for an electric adventure bike then.

Fast forward to late 2022, and electric motorcycle manufacturer Zero has just launched the DSR/X , described by the company as “the world’s first electric adventure sport bike.”

So what, if anything, has changed?

A motorcycle parked at an EV charging station at sunset

Adventure vs. electric motorcycles

While much of the motorcycle industry has been battling flat or declining sales for years, adventure riding is on a steady incline. Also commonly referred to as adventure touring or ADV, it’s a fast-growing segment focused on taking the road less traveled. ADV motorcycles are rugged, capable machines designed to tackle both pavement and off-road terrain while carrying everything the rider needs for a multi-day (or longer) overlanding adventure.

While BMW and KTM have long been the market leaders, almost every major motorcycle manufacturer has thrown its hat in the ADV ring in recent years in order to compete for this highly desirable audience.

Related Adventure motorcycling is growing in popularity as a major player enters the field

Early adopters of electric motorcycles, on the other hand, typically use them for urban riding and commuting. If you live in a city and climate that makes motorcycle commuting possible for most of the year, it’s a quick, easy, and eco-friendly way to get to work at an extremely low cost, beyond the vehicle purchase price. Just plug the motorcycle into a regular wall outlet overnight, and you’ll essentially never have to find a commercial charging station.

But while they’re fast and fun to ride, taking a longer road trip on an EV motorcycle is not as easy as a trip to the office or grocery store. Most electric bikes on the market today are built with aerodynamics in mind; they’re smaller-framed, sit lower to the ground, and feature a forward-leaning riding position in order to increase battery life. Motorcycle batteries are smaller than those found in electric cars, and they’re unable to provide the same range. This combination doesn’t necessarily translate well into epic, multi-day adventures off the grid.

With the launch of its new adventure bike, Zero is attempting to change this.

Electrifying the backcountry

Zero Motorcycles was founded in 2006 in Santa Cruz, California, by a former NASA engineer. Although the company now operates in more than 40 countries, everything is still designed, built, and assembled in California. The DSR/X isn’t Zero’s first off-road-focused bike, but it is its first full-size adventure motorcycle.

“It’s really cool because every time we launch a motorcycle, it’s transportation history,” says Dan Quick, director of communications at Zero.

A green and black adventure motorcycle parked in a desert landscape

In another first for an EV company, Zero recently announced a partnership with BDR, or Backcountry Discovery Routes, an adventure motorcycling non-profit. The organization works with communities, government agencies, and industry partners to create multi-day backcountry motorcycle routes on public lands across the U.S. “People who ride our routes see parts of the country that they would never see if they weren’t riding a motorcycle,” says Inna Thorn, executive director at BDR.

A typical BDR is around 1,000 miles long, give or take a few hundred miles, and stretches through an entire state or region. The routes are designed to be traveled over multiple days, mainly on remote, scenic trails. As part of the partnership with Zero, all digital BDR maps now feature an added layer showing charging stations within 25 miles of each route.

A big part of the BDR mission is to drive business to the small communities along the routes, many of which are remote with limited economic opportunities. “Sometimes there’s like 20 people who live there, and they’ve lost mining or forestry—basically, the economy’s gone,” Thorn says. “But all of a sudden, a BDR route goes through their little town, and it brings enormous economic stimulus. We’re buying gas, we’re stopping at restaurants, staying in hotels.”

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Some towns are so small, they don’t even have a gas station—but there might be a restaurant or general store with an outlet for plugging in an electric motorcycle for a few hours, while the rider spends some money on food or supplies. “The small towns that want to attract outdoor recreationalists will be positively affected if there’s a charging station,” says Thorn.

She points out that BDR as an organization is not out there building charging stations, or even altering its routes to better suit electric motorcycles—a market that is still a negligible part of the larger adventure touring space.

“We’re not catering to any specific motorcycle brand or any technology, we’re just expanding opportunities for people to explore the backcountry on any bike that they choose,” Thorn says. “If they want to ride an electric bike, we’re there, and we will work hard to make those opportunities even more accessible to people and bring economic stimulus to these rural communities.”

A use case for electric ADVs

I recently had the opportunity to test out a DSR/X for myself, and for someone who’s used to gas-powered motorcycles, it’s a completely new experience. The elephant in the room when discussing EVs in general, and e-motorcycles in particular, is the issue of range.

For street riding, the 544-pound DSR/X gets between 85 and 180 miles per charge, according to the company’s own numbers . In my experience, riding a fully loaded bike with luggage on a mix of freeway and mountain roads, I was getting around 110 miles out of a full charge. But while the range may be limited at freeway speeds, it can more than double when getting off the pavement. And in some ways, electric bikes might even be better suited for off-road riding than traditional motorcycles.

A motorcycle parked on the side of a curvy mountain road

On the DSR/X specifically, the low center of gravity (due to battery weight and placement) combined with not having to worry about shifting (due to the lack of a traditional, multi-speed transmission) surely benefit off-road riders. Add to that the regenerative braking—which I personally found extremely helpful when riding through deep sand—high ground clearance, reverse mode, and customizable traction control, and you have a motorcycle that actually helps eliminate some of the barriers to entry for ADV riding.

But there are still some obvious downsides to taking an electric motorcycle on a longer adventure. While the range is surprisingly good off road, you still have to make it to the trailhead first. Charging a battery takes much longer than filling up a gas tank. And fast chargers may be limited or non-existent in remote areas.

Related How to find EV charging stations on a road trip

“If you’re not traveling to your adventure, then the DSR/X has far more adventure in it than I think the average rider would suspect,” Quick says. “If you’re driving to your adventure, obviously things change.”

When it comes to electric adventure riding, tackling a BDR might actually be the perfect use case, at least in theory: Stay in hotels where you can charge the bike overnight, arrive at each day’s section with a full charge in the morning, and ride no more than a couple hundred miles of trails per day. Add a recharge at your lunch stop and you should—theoretically—make it to your destination each day without issue. Of course, all this requires a certain level of planning and, for most riders, a significant shift in mindset.

Closeup of an electric motorcycle plugged in to a charging station

“Let’s be realistic,” Quick says. “If you want to be able to ride forever and not ever have to worry—maybe it’ll get there, but [the DSR/X] probably isn’t it today. If you’re okay with investing the time to just plan out your route a little differently than you’re accustomed to, but the reward is going to be a ride experience you’ve never had, then it’s absolutely an option for you.”

An exciting start

A lot has happened in electric motorcycling since McGregor and Boorman tackled the Pan-American Highway in 2019, from charging stations becoming more ubiquitous to a number of new manufacturers and models entering the scene. With the launch of the DSR/X, Zero has no doubt helped usher in a new era of adventure riding. Things like range, battery size, and charging speed still need to improve in order to allow the same level of freedom as hitting the road on a gas-powered bike, but things are clearly moving in the right direction.

“The amount of kilowatts that you can pack underneath a rider and still have it be a motorcycle is increasing,” Quick says. “The amount of miles you can get out of each kilowatt is increasing, and the cost per each kilowatt is decreasing.”

The DSR/X might not be all the way there yet—but if you ask me, it’s a pretty exciting start.

Meet the Author

Roadtrippers

Roadtrippers helps you find the most epic destinations and detours—from roadside attractions to natural wonders and beyond.

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There And Back Again: A Long-Distance Tale Of The Zero, Part 1

You know when you think you have a brilliant idea that turns out to be pretty terrible? Then you beat yourself over how stupid it was? Yeah well in my case, I didn’t even get the satisfaction of doing the beating myself. Sit tight, grab a coffee, and make yourselves comfortable, this is going to be a long one. This is the first half of my 800-mile road trip story on the Zero.

More About Zeroes:

As you may or may not know by now, I have the pleasure of being the temporary owner of a brand-new 2020 Zero SR/F , the company’s latest addition to its lineup and first hi-po model. The thing has been a riot to ride on until now. In fact, things have been going so smoothly that a week and a half or so ago, I decided to be bolder with the bike. I was heading to Montreal for a weekend and, oh, why not do the 800-mile return trip on the Zero? How bad could it be? If you have to ask yourself that question, chances are the answer ranges from bad to really bad.

A Good-Looking Concept. On Paper.

Ok, before I get too far into this, let’s take care of the elephant in the room, feed it a few peanuts, and send it on its way. It might sound obvious, but I’d rather put it out there just in case this isn’t obvious to the more passionate spirits out there: the SR/F isn’t a tourer, neither in form nor in purpose. I know that, you (now) know that, we all agree? Good.

I knew what I was getting myself into when I made the call, at least in terms of ergonomics. This model from Zero is meant to provide the rider with a sportier experience that perfectly showcases the massive electric motor and its performance. That it does. I knew some form of soreness was to be expected (I’m actually surprised I wasn’t more sore, it turns out it isn’t as harsh as I expected it to be). I was a long way from my trip on the BMW R 1250 GS .

I didn’t care too much for that—I was mentally ready for that part. After riding the bike around the city, I really wanted to know how it did on the highway both in handling and in range. Not everyone gets to keep a Zero for an entire month without the commitment of ownership, so I was a willing guinea pig for this experiment. I tested two scenarios.

Scenario numero uno: on the way from Toronto to Montreal, I stuck strictly to the highway—except to seek out a charging station—and set my speed at a comfortable 60 mph with the cruise control. The highway is the fastest, most direct way to get to the destination, but it also uses more energy. Bear in mind that this trip is normally 367 miles and usually takes me 5.5 to 6 hours (by car) and somewhere around 7 to 8 hours on a motorcycle.

Scenario numero dos: on the way back from Montreal, I traveled on sideroads with top speeds averaging between 30 and 50 mph with stoplights and signs along the way. The pace on those winding country roads is much slower, however, the bike uses less energy and unlike on the boring highway, the sights are much prettier.

Now a bit about the Zero SR/F advertised numbers. Zero estimates that the bike has a range of 161 miles in the city, 99 miles on the highway (at a speed of 55 mph), and a combined average of 123 miles. I’ll hand it to the company, from my experience with the bike, those numbers are pretty spot on, considering I chose to cruise at 60 mph.

What Did I Get Myself Into?

For the journey number 1, I left in the morning without planning for my first charging stop of the day. I wanted to test how far the bike could go. The answer to that was Grafton, a town 1.5 hours east of Toronto, located at a distance of 91 miles. By then, I had roughly 15-percent of charge left and thought the time had come to make a pitstop to look at the Charge Hub app and search for a charging station. It turned out that the closest option was in Cobourg, which meant heading back a dozen miles. By the time I made it to the first charging station, the battery was at 2 percent.

That’s also the moment I second-guessed myself the hardest. I seriously debated calling it quits, heading back home, and never speaking of this stupid idea ever again. The reality that this was going to take me much longer than my optimistic “12 hours or so” struck me right there and then. I had Director Jason’s blessing to bring this portion of the Zero Chronicles to an early end. I could have made it very, very easy on myself and walked away. But I didn’t.

Call it ego or early-onset dementia but somehow, the little voice at the back of my head telling me to suck it up and keep going managed to outspeak the voice of reason telling me I was going to regret this. And regretted it I did, every minute of the journey until I finally made it back home. Now that this ludicrous trip is a finished chapter rather than an ongoing one, I’m quite pleased with the insight it provided me. Will I do it again? You bet I won’t. If I as much as utter the words “ electric motorcycle ” and “road trip” ever again other than to express the idea that “Road trips on an electric motorcycle are a terrible idea”, I hope someone will have the decency to punch me.

The Journey There

So as I was saying, I made it to the first stop with very little energy left to spare. Because of (or thanks to) the mild traffic I hit on the way, and because the SR/F has really excellent regen, the bike was able to complete a 105-mile leg. Great! I now had an idea of how far the bike could go on one charge (or so I thought), so I planned the next stop accordingly.

If you want to know more about the charging process of the Zero and all that has to do with my experience of the charging network, check out episode 2 of the Zero Chronicles.

I never made it to my planned stop. In fact, I had to get off the highway, stop in a parking lot, and search for a much closer option. Without the stop and go traffic I had encountered earlier that day, the battery was draining much faster than it did during the first leg. I found a station 10 miles away, thankfully ahead of me. Phew, I wouldn’t have to head back. Again. I managed to reach my second stop once again with only two percent of the battery left, wrapping up an 86-mile leg.

The thing with range anxiety is that the idea of running out of power is a lot less daunting when you have a CAA membership card (the Great North equivalent of AAA) in your wallet.

The third leg was going to be the shortest of the journey since there is a bit of dead zone in the charging network in the Brockville to Cornwall stretch of the highway. The city of Cornwall close to the Ontario-Quebec border was a bit too ambitious a distance for the Zero (118 miles), so I had to settle for closer rather than further. The advantage of clocking “only” 68 miles on the bike at that point was that the battery still had a 30-percent charge which meant a shorter waiting time.

Zero Chill:

By the time I hit the road again, it was already 5:00 p.m. and I had been traveling for 10 hours with two more legs to go and one more stop to make. 90 miles later, I finally crossed the Quebec border and stopped at a rest area equipped with a charging station . The bike still had a good 10% to live off of, but previous thunderstorms and soaked gear combined with dipping temperatures and setting sun resulted in a very shivering rider who was looking forward to a warm drink.

My dad, my hero, set out that night to meet me at the last stop armed with a variety of dry clothes I could change into and layer up to try and warm up. This has to be one of the daddiest things he’s done for me since I left the nest and I’m terribly grateful that he did. He showed up just as the bike was reaching a full charge—perfect timing. We traveled the last leg of the day together in the dark. 73 miles later, we finally reached our destination and the Zero rolled into the garage at 00:15am with, of course, two percent percent left to the battery. I had left at 7:15am that morning. Care to do the math? 17. It took me 17 hours to travel a total of 422 miles. Most of that time was spent waiting around for the bike to charge.

The worst part? The whole cold and exhaustion thing sucker-punched me and I woke up Friday feeling like I had spent the day getting ran over by freight trucks. Even worse? I only had two days to get back on my feet and do it all over again. The sentence “I’m too old for that shit” might or might not have been uttered.

Ultimately, the bike wasn’t nearly as uncomfortable as I thought it was going to be and having the cruise control was a real life-saver. I even stood up on the pegs a few times to relieve my derriere and stretch my legs, like I would do on an adventure bike. Easy peasy, butt squeezy. And all things considered, it handled the whirlwind-y, hilly 401 highway like a champ.

Congratulations!

Have you made it this far? Congratulations, you’ve unlocked the TL;RA (Too Long; Read Anyway) achievement. Now, I don’t mean to be a tease but I’m going to have to break this adventure up into two parts. You can thank me later. Don’t worry, you won’t have to wait long for the conclusion, Part 2 of Episode 3 is coming tomorrow and we’ll get to compare which of the two methods turned out to be the most efficient. I’ll discuss the return journey, break down what I’ve done wrong with my planning and give the zealous out there some advice, should the call of the road trip seduce you into giving it a shot. Stay tuned!

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The 2023 Zero SR/F Proves The EV Transition Is Faster On Two-Wheels

We put the new zero sr/f through its paces in austin, texas, and it showed us just how much electric motorcycles have matured..

The same weekend that the Motorcycles — with uppercase “M,” per Plato’s idealism — took over Austin , I finally went on my maiden voyage aboard an EV. I should say astride rather than aboard, as it just so happens that when MotoGP and the Handbuilt Show converged on the Texas capital, I went for a long ride on a 2023 Zero SR/F , making it the first EV I’ve operated on public roads.

Full Disclosure : Zero invited me for a test ride out to the Texas Hill Country. The EV company paid for my hotel and a hearty breakfast the next morning. When both this rider and the EV motorcycle Zero lent me were fully charged, my riding partner and I took off to enjoy some of the twisties outside of Austin.

For reference, I’m coming from a stalwart ICE background. I split the role of a daily between my 1997 BMW 318ti and 1986 Yamaha SRX600 . There’s a naturally aspirated inline-four in the BMW and an air cooled single-cylinder in the Yamaha. I’m not categorically opposed to EVs , but I’m holding on to my gas-burning vehicles because I’d rather extend their service life and free up the resources needed to produce whatever new EV might replace them.

I believe that being environmentally responsible is not just about emissions ; it’s also about making do with what we have on hand and creating less waste. If I can keep my vehicles out of a junkyard by using their efficient engines for my driving needs, then I’m doing something a bit more environmentally conscious than buying a new EV. At the very least, it’s better than getting on some lease cycle where I go through EVs until I find the model I’m willing to keep for good.

When the time finally comes for me to transition to EVs, I’m convinced I will do so on a motorcycle , which is why I get excited when I see what’s ahead for fully-electric bikes — whether that’s in the future of design , or the future of the American motorcycle market, which has more EVs now than ever before.

Image for article titled The 2023 Zero SR/F Proves The EV Transition Is Faster On Two-Wheels

Zero is no startup in this space; the company has been around since the mid-aughts. In fact, Zero’s first models predate some of my favorite early EV bikes, such as the Brammo Enertia and Empulse , both of which looked more like motorcycles than EVs. I can’t say the same thing about Zero’s early efforts, such as the Zero S , which always struck me as an EV first and motorcycle second.

Perhaps more than cars, motorcycles connect with owners on a sensory level. That begins with the way a bike looks, sounds and, of course, the way it handles. Modern EV bikes, from Zero or otherwise, are now closer to the platonic ideal of a motorcycle, but it took a while to get there.

Harley-Davidson’s LiveWire brand has brought some personality with EVs that look like flat trackers, and Zero Motorcycles is hot on the heels of streetfighters from the likes of Ducati and BMW. If you squint hard enough, the bright red Zero SR/F looks a bit like a naked Ducati. Indeed, if its trellis frame was red, the resemblance to the ’Duc would be even greater. But does it ride like one?

2023 Zero SR/F: EV Performance and Range

The short answer is no. The Zero SR/F does not ride like a Ducati, but it’s closer than I’d have thought — minus the quirks of operating a less complex machine that lacks a manual transmission, which took some getting used to on my part.

The 2023 Zero SR/F is powered by a Z-Force 75-10 motor that makes 110 hp and 140 lb-ft of torque. The SR/F has a top speed of 124 miles per hour and will sprint from 0 to 60 mph in just under four seconds. The SR/F’s 0-60 time is absurdly low on a dyno (under two seconds), but real world metrics put it below four. That’s still plenty fast, but the bike’s speed is not as scary as it sounds.

The electric motor draws energy from a 17.3 kWh lithium-ion battery, which is good for an estimated range of up to 187 miles in the city. The range drops down to 93 miles at highway speeds of 70 mph. A mix of fast highway riding and puttering around the city yields a range of 124 miles per charge. That’s not too shabby considering some ICE-equipped motorcycles can only go about 150 miles per full tank. Then again, filling up a combustion bike is quick and easy, whereas with a Zero EV it’s not.

2023 Zero SR/F: City Riding

I would come to find out all about the pitfalls of EVs with my riding partner, who was riding a Zero FXE . That model has a shorter range of up to 100 miles in the city, or 57 miles combined. In order to go from South Congress Avenue to the twisties at Lime Creek Road, we’d be riding along a mix of surface roads and highways. Our test ride started out near downtown Austin.

Both the Zero FXE and Zero SR/F feel right at home in the city. Fully-electric vehicles are basically made for urban environments: they’re docile and dead still at stoplights. There’s no vibration, no heat, no sound, just a quietly patient bike awaiting input. It feels uncanny to sit at a light and be perfectly still on a machine that’s capable of blasting off the line like a rocket ship on mute.

And, yet, there was no learning curve as far as acceleration and deceleration, even without relying on mild riding modes. The Zero SR/F has five different modes: Rain, Eco, Standard, Sport and Canyon. I thought I would need Rain or Eco to rein in the performance, but I worried that the aggressive regenerative braking would trip me up, so I opted to leave the SR/F in standard mode.

We geared up, saddled up and I rolled on the throttle shakily. See, there’s no feedback from an EV motorcycle other than a bit of sound and, of course, the feeling of being propelled ahead magically. It’s unnerving at first. My brain struggled to understand the fact that I was falling forward that fast, that easy.

I knew I was moving but all the sensory information that I rely on to confirm my propulsion on a bike had been stripped away. I had to keep reminding myself that my forward motion was, indeed, real. It didn’t help that the Zero carries its weight differently than combustion-powered bikes.

In a word, the drivetrain of the Zero SR/F feels hollow. The weight of the motor and battery pack sit near the rider’s center of gravity, but there are fewer moving parts, so you’re not fighting the motion of the engine. The power goes directly from the electric motor through the bike’s carbon belt drive and to the beefy rear wheel.

It feels like the Zero is too easy to ride at first, and that’s compounded by the lack of a manual transmission. I can’t tell you how many times I found myself reaching for a clutch lever that wasn’t there, or kicking at nothing but air as I clumsily tried to shift gears. As a side note, the lack of vibration meant I didn’t have to swap out my mechanical watch for quartz, which I always do lest the vibration of my bike damage the watch’s automatic mechanism.

But more than allow me to look good, once I had become used to how effortless the Zero SR/F feels in the city, I was shocked by how good the ride was. Waiting at a stoplight on the Zero felt like taking a breather, rather than feeling like I’m strapped to a jackhammer. Rather than the nervous back and forth oscillation of my Yamaha thumper , the Zero was motionless but ready to roll at any moment.

2023 Zero SR/F: Highway Riding And Hitting The Twisties

I could have probably guessed that the Zero would knock it out of the park as a city bike, but the real test would come from its handling on the highway and in the twisties, where the Zero would have to prove it rides like a “real” motorcycle. It passed the test with flying colors — shades of bright red, black and a dash of orange.

The Zero SR/F weighs 500 pounds thanks to that big battery pack and electric motor. The saddle is 31 inches, but a low seat knocks it down to 30.3 inches, and there’s an option for a saddle that’s 31.9 inches tall. I was grateful for the low seat given how heavy the bike is, but once you’re on the highway, the SR/F feels like a lightcycle from Tron. The bike’s 57.1-inch wheelbase makes its path feel precise, and the instant torque plants the damn thing on the straights.

The bike is unflappable on the highway, even in Texas where drivers blow past anything moving at posted speed limits. I worried that the 60-mile or so round trip to Lime Creek Road would drain the range of the SR/F once we were on the highway but the range was more than enough. Range anxiety be damned.

Once we got to the twisties outside of Austin, I scrubbed most of my speed and was skittish about leaning at first. I was unfamiliar with the route and was also riding a brand-new EV motorcycle. But the further along we got through the twisties, the more comfortable I became, and my riding partner had to whoa up at some point and turn us back. I’d have kept going until the battery ran dry, I was having so much fun.

All my complaints about the Zero in the city dissipated. Rather than feel less engaged, I was fully focused on my line and lean angle. I was still respectful of the road and the fact that this wasn’t my bike, but I loosened up and forgot all about the missing clutch and lack of feedback. The feedback was the ride itself! This was nothing short of riding at it s purist, strangely enough.

I was ready to gush, but the reality of EVs was just around the bend. My riding buddy, who was on the smaller Zero FXE, was running on the electric equivalent of fumes. My obliviousness had dragged us out further than expected, and we had to cut our ride short. We ended up riding two-up back to South Congress, where Zero would fetch a van to pick up the dead EV. Two-up riding, by the way, does not faze the SR/F in the slightest.

We were cooking! You don’t know what an EV bike can do until you hang on for dear life as a skilled rider blasts along the highway, on right and left sweepers and fast straights. All I could do was tighten my core and try to be a helpful pillion, leaning right and left and making sure our helmets didn’t bump into each other. We made it back to Austin just fine.

I would have preferred our ride to conclude with each of us on our own EVs, but the Zero FXE has much shorter range than the SR/F. Of course, if we’d been riding gasoline-burning bikes, the solution would’ve been to stop at a gas station and fill up in minutes. That’s not yet possible with EV bikes: the Zero SR/F will recharge to 95 percent in one hour using a rapid charger, while the Zero FXE will do it in 1.3 hours.

2023 Zero SR/F: Conclusion

If it weren’t for that dead battery, our ride would have been damn near perfect. And the drained battery in question didn’t belong to my SR/F, so I won’t fault it for the detour. Still, the dead Zero FXE was a stark reminder of the realities of EV ownership, even in Austin. If it’s any consolation, the Zero FXE has lower range than the SR/F but it also costs less: the 2023 SR/F starts at $19,795 after incentives, while the FXE starts at $11,995.

Outside of the EV range issues, the SR/F showed me how far EV bikes have come — from design to performance. The bike requires a small adjustment for riders like me, who’ve spent their lives around ICE-equipped vehicles, but the SR/F will be just as adept in the city as on the highway and along backroads.

It’s only fitting that the SR/F introduced me to EVs because bikes are without a doubt my vehicles of choice . Now that I’ve ridden an EV bike in one of the best cities for motorcyclists in America, I can say Zero EVs are fun, practical vehicles, delivering nearly all of the thrills of their combustion-powered cousins. That is, as long as you don’t run out of charge in the middle of your ride.

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SwitZerorider - Road Trips on a Zero SR/F

The pack spoke about my trip to morocco 🙌.

15/07/2023 by SwitzeroRider Leave a Comment

SwitzeroRider travels from Switzerland to the Sahara desert with a Zero SR/F

EAT – CHARGE – RIDE 🇲🇦 MOROCCO on an Electric Motorcycle ➥ PART 9 ➥ Marrakech to Gibraltar

Making my way back home, from Marrakech to Gibraltar, with a beautiful lunch in Casablanca and enjoyable stop in Rabat. 8:20 BONUS : Ronda & Zahara

Instagram: http://www.instagram.com/switzerorider

Electric Motorcycle: Zero SR/F + Rapid Charger @zeromotorcycles Tyres: Pirelli Scorpion Rally STR @Pirelli SW-Motech Crash bars & Skid plate for Zero SR/F @swmotech_fr Watch: • Is it a D-SR/F now… for install Top case: Kappa K-Force 42 @KappamotoOfficial

Helmet: LS2 Explorer Carbon MX701 @LS2HelmetsUS Boots: Forma Terra EVO Gloves: Rev’it SAND 4 @REVITsport Airbag: Dainese Smart Jacket @dainese Bags: Lonerider Overlander + Enduristan Tornado 2 @LONERIDERMoto Tank bag: Enduristan Sandstorm 4H @Enduristan Action cam: DJI Action 3 @DJI Microphone: DJI Mic + Sony Lav Mic Camera : Sony ZV-1 Drone: Autel Nano+ @AutelRobotics Phone mount: Quad Lock @Quad_Lock Editor: DaVinci Resolve and Splice, on iPad

I’m riding in the land of GLADIATOR & Games of Thrones 🇲🇦 MOROCCO on a Zero SR/F ➥ PART 8

This morning I cross the lands of Gladiator and Games of Thrones, then up to the mountain pass of Tizi n’Tichka at 2205 m before reaching Marrakesh.

3:02 Aït Ben Haddou 8:06 Tizi n’Tichka 12:27 Marrakech

_______________________________________________________

DADES Valley to ZAGORA via Tizi something 🇲🇦 MOROCCO on an Electric Motorcycle ➥ PART 7

23/06/2023 by SwitzeroRider Leave a Comment

Electric Motorcycle: Zero SR/F + Rapid Charger @zeromotorcycles Tyres: Pirelli Scorpion Rally STR @Pirelli SW-Motech Crash bars & Skid plate for Zero SR/F @swmotech_fr Watch: https://youtu.be/8bQzpIc6LmM for install Top case: Kappa K-Force 42 @KappamotoOfficial

From Merzouga to Tizi N’Ouano & DADES Valley 🇲🇦 MOROCCO Motorcycle Road Tip on a Zero SR/F ➥ PART 6

Leaving Merzouga and heading to Tizi N-Ouano. I spend the night Tinghir, ride through the TODRA Gorges, reach Agoudal then TIZI N-OUANO (2910m) before taking an unpaved road down to the DADES Gorges.

I follow an SUV through Erg Chebbi Dunes, Merzouga 🇲🇦 MOROCCO Motorcycle Road Tip ➥ PART 5

I finally see the Sahara and flirt all day with the sand dunes of Erg Chebbi in Merzouga. Includes beautiful Sahara drone footages. Make sure you watch till the end. It’s been a tough day.

#advriders #morocco #merzouga

I CRASH the Drone then Myself in MERZOUGA 🇲🇦 MOROCCO Motorcycle Road Tip on a Zero SR/F ➥ PART 4

Leaving early morning from Fès, I do a stop in Ifrane then cross the Middle Atlas mountains and the Ziz Valley. The next day I make it to Merzouga, VERY HAPPY

On the road to FES 🇲🇦 ➥ To the SAHARA on a Zero SR/F Electric Motorcycle ➥ PART 3

02/06/2023 by SwitzeroRider Leave a Comment

In this episode: I cross the border to Morroco at Bab Sebta, visit Chefchaouen, can’t charge at the Type 2 charging station but finally make it Fes and visit the Medina of Fes.

Instagram: http://www.instagram.com/switzerorider

Moto: Zero SR/F + Rapid Charger Action cam: DJI Action 3 Microphone: DJI Mic + Sony Lav Mic Drone: Autel Nano+ Editor: DaVinci Resolve and Splice, on iPad

#zeromotorcycles #morocco #motovlog

Chasing Charging Stations in SPAIN 🇪🇸 ➥ To the SAHARA on a Zero SR/F Electric Motorcycle ➥PART 2

Crossing SPAIN with a ZERO SR/F electric motorcycle in 3 days, that’s possible and many things can happen along the way. In this episode: I visit the Molinos de Viento de Consuegra, have an unexpected meet up with a group of Spanish Zero riders, get to see Castillo de Alhambra in Granada and finally take the ferry to Ceuta in Algeciras. Not mentioning charging challenges in between

#zeromotorcycles #spain #motovlog

Let’s go to Morocco ➥ To the SAHARA on a Zero SR/F Electric Motorcycle ➥ PART 1

Can an Electric Motorcycle (Zero SR/F) ride to the SAHARA desert? This is want you will find out. In this first episode I ride from Lausanne in Switzerland to Barcelona in Spain. _______________________________________________________

#zeromotorcycles #advriders #motovlog

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About SwitZerorider

Hello, I’m Philippe and I run SwitZerorider. SwitZerorider is a motovlog that you can visit on Instagram and Youtube . it’s about touring Switzerland and Europe with a Zero SR/F

Instagram & Youtube

Zero DSR/X long-term test | Ali spends the day as a pillion on her own bike

I’ve covered more than 3000 solo miles on the Zero DSR/X electric adventure bike , so thought it was time to take a back seat, literally, and spent the day at the mercy of Chief Road Tester, Michael Neeves , with him at the helm and me perched on the pillion.

I was curious to find out how comfortable the Zero is ridden two-up and if the extra load would make the battery run down faster.

With that in mind I devised a 30-mile loop which mixed motorway, A-roads and country lanes. The idea was for us to do a two-up lap first, then for Neevesy to ride the same route solo. The electric bike was in Eco mode at all times and we stuck to speed limits. And the first finding? The bike only used five percent more charge two-up than it did on the solo lap.

But what about comfort? My impressions of the rear seat weren’t overly favourable as with the full luggage system fitted I was wedged between Michael and the topbox. The panniers meant I couldn’t get my feet properly on the pegs, and it’s not as if I’m Sideshow Bob, I’ve only got size seven bike boots !

Michael wasn’t that keen, either. “The motor is extremely smooth and there are no vibrations through the bike. It handles pretty well and has neutral steering, plus the brakes are good – but that’s where the positives stop,” he said.

“It’s not a great two-up choice because I’m hemmed in by the pillion. The riding position is such that I’m sat low down, with the tank high in front and the bars really high. After a short time my hands began to hurt and I needed the cruise control on the motorway.

Zero DSR/X tested by Michael Neeves and Ali Silcox

“This led to another problem – the only way to turn cruise control off is to flick the cruise control switch, which, if like us you are in Eco mode, causes the regen to kick in. Or touch the brakes, which again doesn’t make for a smooth ride.

“The worst thing about the bike is the wind noise; the buffeting is offensive. This was even an issue at relatively low speeds and started at about 45-50mph; I’d expect a bike to be at 70mph before it gets noisy.

“With a pillion on board, I couldn’t move around to avoid it, so I was stuck getting bashed on the head. I don’t think the ride quality is very sophisticated or plush either.

“I rode the same loop solo and found the bike a little better. The suspension is quite soft, so it doesn’t handle as well two-up, but riding solo it was an improvement. I found the bike to be more agile but the riding position still wasn’t great. I also think the info on the dash is small, I might not have thought that 20 years ago but I found the finer details to be illegible.”

So all in all, not a great experience for either of us, other than the cake at our pit stop in Corby Glen.

Ali’s husband gets hold of Zero DSR/X keys and doesn’t want to give it back

Published 25.01.24.

With the battery-powered Zero DSR/X adventure bike in the garage and a husband who needs a bike without gears, I had no choice but to hand over the keys for a few days – and it seems that the Zero has reignited Mark’s passion for riding.

Bikes are in Mark’s DNA, he’s been riding since he was a kid and ridden thousands of miles on all manner of two-wheelers. After a racing mishap he has minimal use of his left foot and in recent years his Ducati 998S has been adapted to a hand gearshift, he also rides a Yamaha XMAX 400 . So what does he think of electric living?

“This is my first experience of riding an electric bike and I’ve also never ridden an adventure style bike,” Mark reports. “So I was keen to give the Zero DSR/X a try. My first impression is how big and heavy the bike feels as you push it out of the garage. On the move the weight disappears and it’s an easy ride.

“With the lack of clutch, as soon as you touch the throttle the acceleration is instant. It’s not too fierce but I’m tentative when I set off from the garage, which leads directly onto a rutted lane.

“It’s an upright riding position and feels comfortable, and the seat height is good. I’m 5ft 8in and can almost flat foot it when I’m stationary at junctions, which is great for my confidence.

“When approaching junctions and through corners the regen engine braking is great, it feels similar to my twin-cylinder Ducati 998S . I find the motor a little too sensitive on the open road, it’s as if there is no idle speed to soften the deceleration, so the minute I roll my wrist from an open or neutral throttle position it feels like I’ve put the brakes on.

“The fact it has cruise control is great, because the engine braking is more fierce than my petrol bike, I find the throttle needs to be maintained in the same position, as the DSR/X doesn’t coast at all. This makes my arm ache if I don’t click the cruise control on.

There’s a button on the right switchgear – one click to turn cruise control on, and then a second click to set the speed. It’s slightly annoying that once I touch the brakes and turn the cruise control off, there’s no memory of the pre-set speed, so you can’t ‘resume’ and have to start again from scratch.

“At over £20,000, it is expensive to buy and the finish doesn’t feel as plush as it could; that said, I do appreciate that the technology would have cost a lot to develop.

Zero DSR/X ridden by Mark Silcox for MCN

“I’m not one for long distances these days and an average ride would be around an 150-mile trip, so with me getting about 100 miles to a ‘full tank’ I would need to charge away from home at least once. My favourite charging set up is the Gridserve Electric Forecourt in Braintree, their chargers are operated by credit card and you don’t need any silly apps.

“With my disability I can see electric being a viable option, but for me the charging time, range and cost of the bike are limiting factors.”

Plug into the grid! Alison and the Zero DSR X charge into the future

Published 29.11.23.

I’m a huge fan of The Archers, there I’ve admitted it, every night I tune in to find out what’s occurring in Ambridge. What on earth has this got to do with riding the Zero DSR/X? Actually, quite a lot. There’s plans in place for an Electric Forecourt in the fictitious enclave of middle England, exactly like the one in the not so picturesque Braintree.

Gridserve have created a few of these forecourts and more are planned around the UK. They are exactly what’s needed if electric travel is going to be a viable alternative to fossil fuels.

It’s an excuse to take the Zero for a spin, it’s 90 miles from home, so I opt for ECO mode, to maximise my range. It’s dual carriageway for the duration of the trip, so I click cruise control to 65mph and settle in for the ride. Off the A120, the forecourt, with its 36 chargers of varying capacity, is near empty. I roll up to an AC charger, with tethered charge cable, so it’s a case of hooking up, a flash of my credit card against the reader and we’re away. I need to fully charge, so I’ll be here for at least two hours.

The facility is powered by renewable energy, which makes it net zero. I can also do my bit to replace some of the energy used, there’s a bank of static cycles, I can’t resist a quick five-minute spin, before I settle in with my Costa coffee and M&S sausage roll.

I arrive with 26% charge on the dash and have charged to 110% extended range; it’s a feature that still baffles me but does mean the battery life should be preserved. If I charge to 100% on the dash, this actually means I’m around 90% full. Clicking through the modes and opting for the extended range will ‘brim’ the battery and mean I should get home in one hit.

To reach the 110% charge it costs £5.96 and adds 84 miles to the anticipated range, which works out to be around 7p per mile. Compare this to last year’s Honda NT1100 that used to average around 55mpg, making it around 11p a mile. So on fuel costs alone, the Zero wins – but factor in my coffee and snacks at over a fiver, and I’m not so sure.

I’m impressed with whole set up but there’s a catch. Chargers are available 24-hours a day, all year round, but the building shuts at 9pm. So no loo or coffee out of hours. This isn’t so much of a problem in a car but on the bike would mean I’d be standing around outside, in a rather isolated industrial estate, should I need to charge at night. That said, it’s a minor problem but one Gridserve do need to take into consideration.

Update six: Will Ali’s mini break with the Zero DSR/X quell range fears?

Published 13.09.23.

Zero DSR/X long-term test bike tested by Ali Silcox

It’s time for a quick pitstop at the Oily Rag Café and, along with my cuppa, I’ve scrounged a quick charge for the Zero DSR/X . I’ve not got the cheek to ask but I’m out for a two-day jaunt with Dale Robinson, boss of Zero Motorcycles in the UK, and he’s keen to show me some top tips on how to get the best from the electric motorbike world. Tip one: rob a few extra miles where you can, so carry the granny cable and cheekily ask to plug in if the chance arises.

We’ve opted to travel from MCN HQ in Peterborough to Bristol, through the Cotswolds and back home via Cheddar Gorge and Stonehenge. We’re part-way through our first day’s ride and, after an early lunch in Brackley, we’re in Gloucester.

We’re on identical machines, except for the fast charger that’s fitted to Dale’s bike. At £2579 it’s an expensive option – but it makes all the difference on this trip: provided we’re at higher-powered chargers, it cuts the charge time for each stop.

Zero DSR/X long-term test bike at Oily Rag café

I’ve mentioned in previous reports that I suffer from range anxiety, a new condition brought on by riding electric motorcycles. Dale’s second tip helps increase range: switch to Eco mode.

Eco limits top speed to about 70mph; but with our route mainly comprising minor roads this doesn’t affect the enjoyment of the ride. Eco also increases the amount of regenerative force, when off-the-throttle power is sent straight back into the battery to give you a precious few extra miles.

As we plan the next part of the journey, Dale tells me: “Don’t panic about chargers. Don’t let it obsess you – there are plenty out there. Do a cursory glance on ZAP map and pick a place that has a lot of chargers. Opt for 22kw chargers, which are three-phase and much faster. Pick your route, pick your chargers and enjoy the ride.”

With that in mind we find a great spot on the outskirts of Cirencester, in a pretty country park with a great café – much better than a traditional petrol station. Okay, it’s a beautiful sunny afternoon, not a dark winter’s night; but I’m looking to take the positives from this trip. I arrive in Bristol with 12 miles of range left. Dale has more than 60 – a big benefit of the fast charger.

Our route home takes in Cheddar Gorge and Stonehenge. I filter along the A303, which is easy – with no gears to consider it’s just a case of covering the back brake. But with my new-found Eco off-throttle braking, I use throttle control more than brakes to temper my speed.

We head off the main route for lunch; there are a couple of chargers at Thruxton circuit and the café is open. We plug in for an hour.

Zero DSR/X long-term test bike at Thruxton Circuit

We stop for what should be our final charging session. It’s unusual for town centres to have banks of chargers but our pre-trip planning revealed that Bicester has two large car parks with numerous chargers – commendable forward-thinking from the local council, which others would do well to emulate.

At every charge stop, Dale gains far more miles than I do in the same period of time, so again we set off with mismatched range.

Our last hop is mainly on dual carriageways. We make decent progress – until I realise that my range has dropped far quicker than earlier in the day. I draught lorries and reduce speed to eke out the miles but, as I get nearer home, I realise I’m going to have to do one final pitstop – annoyingly, I need about 10 miles of charge to avoid being stranded on the A1. Dale’s battery is still well loaded.

Zero DSR/X long-term test bike at Cheddar Gorge

I’ve learned a lot from the trip – and with a trip to Scotland planned with a mate, I definitely need to get a fast charger and develop an aptitude for finding 22kw chargers.

Update five: An electric dream? Half way into the test period, Ali weighs up the pros and cons

Pedestrian steps out in front of Zero DSR/X long-term test bike

Six months down the line, how am I adapting to my planet-friendly life on an electric?

It’s quiet…

Earplugs have always been a vital part of my kit and still are. Even though there’s no engine noise from the battery-powered Zero DSR/X, it’s a surprise how much wind noise there is and the noise of rubber on tarmac is disconcerting. But being able to hear birds in the trees, on slower country rides, and surrounding traffic, makes your senses feel more heightened and alert.

…or is it too quiet?

While the quiet life can be nice, there’s also a serious negative – people don’t hear me coming. My Ducati Monster, has a set of Termis that give off a lovely rumble which definitely gets me noticed. Not so the Zero, I’ve had people step out in front of me and they’ve only realised I’m there when I’ve shouted or tooted the horn. (Note to self, don’t swear on the Zero, you can be heard!).

Stacks of torque…

With 166lb.ft torque, it’s one of the most grunty bikes I’ve ridden and, while the throttle response is instant, the power delivery is smooth. The bike is well balanced and easy to manoeuvre. Without gears to manage, it’s great for filtering and riding round town.

…and it goes backwards

This is the first bike where I have a reverse gear and it makes me wonder why on earth aren’t they included on all machines of a similar size. At over 240kg, the DSR/X is heavy to push around; weight’s not an issue on the move but as soon as I park, it’s a lump. Operated via the left switchgear, it’s selected when the kill switch is off and once engaged, flick the kill switch on and twist the throttle. It makes parking so much easier, particularly at home, where I have limited space in our garage and it’s slightly uphill.

Don’t let it roll away…

Other automatics have a parking brake, either lever operated or via the sidestand but this isn’t the case with the Zero. It’s not a massive issue but one that’s a little disconcerting when parking on slopes. Without gears or a parking brake I have to be mindful when parking. Kerbs are definitely my new best friend.

…turn it off and on again

Cruise control is basic but functional. Operated by a button on the right switchgear, it’s easy to set but, once it’s engaged, speed can’t be altered. To adjust the speed, it’s a bit like a call to the IT Department, you need to turn it off and on again.

Update four: From Zero to hero – Ali meets with the converted for an electric love-in

Published 11.08.23.

I’ve ridden the Zero DSR/X electric motorbike for the last few months, slowly getting to grips with the whole process of ‘owning’ an electric vehicle. The bike’s great to ride, comfortable, easy to handle, quick and efficient power delivery but I’ve found it a struggle to change my mindset towards the limitations of this new technology.

I thought it would be an idea to chat to a couple of owners and met up with Rick and Andrew to find out what sparked their interest in all things electric.

Rick Forbes has owned his Zero SR/F for two years. He said: “I’d been watching Zero for years and bought it during lockdown without being able to test ride it but wanted to have a play.

“It’s a motorbike, a computer, and a gadget. The power and regen (like engine braking) is customisable from my phone. It’s cool and a novelty.

“I’ve been doing local speed/range testing from home but now I’m doing further distances, testing to see how far I can go in different directions. The furthest so far is about 150 miles to Cambridge to test a few chargers then back home a longer way.

“I had a few panics when I first got it and ran it down to 0%. I’ve learnt to judge distances better and that slowing down gives more range.

“I wouldn’t go out with no plan of where I was going like I do on the petrol bikes, and I use Calimoto to work out twisty routes. It counts down the number of miles left so I can compare with the bike’s range and slow down if I’m rinsing the battery too much. Finding new places to charge and going to test them is a novelty. I work 2 miles from home. Riding to work and back is nearly free. It’s not usually worth firing up a petrol engine.

“Electric bikes have their place as a short-range commuter or plaything. Mine costs 2p per mile in electric. Or have one as a second or third bike. I don’t think they are good enough to replace petrol bikes due to range.

“I’ve had one issue caused by rain. On a recent ride to Oxford I got caught in a downpour. I got home ok but when I turned on the bike to charge it produced one error after another. It wouldn’t drive or charge. It’s booked in to be collected by the local dealer to investigate.

“I really like mine and will keep it, but I wouldn’t buy another one yet. They are too expensive and when they crack the problem of battery capacity and charging times the old models will be worthless.”

Andrew Roddham rides a Zero SR/S that he bought two years ago. He bought the bike for his commute during the fuel issues in 2021 and thought he wouldn’t have the problem with an electric bike.

“I cover the 50 miles to work and have found the Zero capable,” he said. “My longest trip has been to Inverness, it takes 16 hours over two days. Charging on the journey was ok but physically finding the chargers proves difficult.“I have been stranded because my bike has had a lot of trouble with water in the battery, it is an issue with earlier models. I’ve never run out of charge, there’s plenty of chargers around with the bike using AC chargers, they are plentiful.

“I have the fast charger, so have a 3KW on phase one, 3KW charger on phase two and a 6KW charger on phase three. If I connect to a single-phase charger, it only charges on phase one, so if you adapt your lead, so the input is phase one and two, you can get 6KW charge from a single phase 7KW charger.

“If I want to charge to my fast charger, I will hook up to a three-phase charger and use the three phase cable, it then splits three ways. The adaptation to the cable improves the charging rate and speeds up the process, it would for Rick too, even though he only has a phase one and phase two charger.

“If I charge at a fast charger, it takes around 45 minutes. Only drawback is I’ve lost my tank storage space, as the fast charger is in there. I tend to carry just one cable now, but I used to carry my adapted cable, standard cable, and granny cable.

“I always start journeys slow and only speed up when I know I am near the charger. I’ve found the optimum speed to travel is around 60mph, or you spend more time charging than you do riding.

“I use the bike for everything, it’s superb to ride, A and B roads, overtaking, there’s no messing about changing gears, it takes off like a rocket. My top tip would be to buy from a dealer who specialises in electric bikes.”

What are RFID Cards and how do they work?

As we’ve already established, charging is a complete minefield, anything to simplify the process has to be a benefit. Both Rick and Andrew recommend the use of Radio Frequency Identification cards (RFID Cards). Obtained via the various charging companies, an RFID card is used to pay for charging at public charge points.

Tap the card against the reader, to initiate the charging process, the unique data held on the card identifies the user. Only snag is, it’s not a case of one card fits all, cards are needed for all the suppliers. Best thing is to get a selection and stow them on the bike, rather than clogging up your wallet.

Update three: We celebrate making a 60-mile journey on the Zero DSR/X

Published 25.07.23.

I can’t believe the sense of relief and joy at making it to Hunstanton on the Zero DSR/X electric motorbike a whole 65 miles from home but feel the same sense of glee as when I made a solo 1000-mile trip to Venice a few years back.

Why the exuberance? I managed to get the bike to charge, in a completely fuss free manner, enabling me to reach sunny Norfolk, sounds ridiculous but it’s the truth.

To charge the Zero DSR/X is a complete minefield and one that’s causing too many sleepless nights to be healthy. Fuelling up a petrol bike is simple and pretty much the same process, irrespective of which brand of fuel you use.

Not so simple with the world of electric, I’m open minded and embracing the change, after all, change keeps you young! (Currently I’ve aged ten years and covered a mere 250 miles!)

I had issues on a trip to Rushden Lakes, where the Pod Point chargers wouldn’t work. Before I felt brave enough to venture to the exotic East Anglia and to establish if it’s the bike that has a fault or if it’s the Pod Point chargers I’ve spent a day testing as many different chargers as I can. Keeping within easy reach of home to avoid being stranded.

To plot my route I use Zap Map, an App that indicates charger locations, who the supplier is and what type of chargers are at each location. Idea was to ride from home to Peterborough, around fifteen miles, then top up at locations around the city.

View this post on Instagram A post shared by Ali Silcox (@alsion_rides)

Pod Point is more successful than the 100% fail rate I had on my first attempt to use them. This time, from eight different chargers, six worked, still not a great hit rate. Their app is simple to use and once hooked up, it’s an easy enough process.

Shell chargers at the local Aldi store were a complete fail. All offline, but it still took me ten minutes of faffing, as I try all four chargers just to be sure.

Zap Map shows charging points in Asda’s car park. After a five minute ride round the car park (often charging points aren’t easily located, being badly signed or shoved away in the corner of a car park) chargers are decommissioned.

2023 Zero DSR/X long-term test bike on the road

A trip to the local Dobbies Garden Centre ends up another fail, two operational charging points but cars hooked up to both. At least I manage to get a cracking cheese scone in their cafe, only to find the cars still hooked up when I return to my bike.

Final stop of the day is MCN Towers and the EV Online chargers are great, easy to use and charge first time.

Moral of the story seems to be is that you need to make sure there’s plenty of charge left in the battery when you attempt to charge up, as it’s not necessarily the easiest of jobs. And I need to recalibrate my thirst for going on a big trip, to be satisfied with travelling just over 100 miles in a day.

Update two: From Positive to Negative in less than 100 miles on the Zero DSR/X

Published 31.05.23.

What an interesting week with the Zero DSR X electric motorbike , actually I’m lying. Rather than interesting, it’s been downright annoying.

A couple of short trips, have meant I charge overnight at home and my first attempt to use public chargers is in the safety net of the work car-park. A fifteen minute commute and I use 20% charge, an ideal opportunity to test the charging units.

Instructions on the chargers are easy to follow, the only bug bear is the rain, it’s a damp job hooking up the cable and setting the charger going, via the EV Charge website.

Planning is a big part of running the electric bike, as chargers aren’t as plentiful as petrol stations. With a visit to Sunny Hunny (Hunstanton) in the diary, I want to do a longer journey before I venture on what would normally be a ride I’d do with zero forethought.

My ‘dry run’ is a whole thirty miles to a local shopping centre, there’s a dozen Pod Point chargers and coffee shops are abundant. My aim is to ride there, charge the bike, while I consume copious quantities of caffeine and pretend to answer work emails.

The Zero DSR X is not the most attractive bike and weighs in at over 240kg, so it’s quite a lump but on the move, none of this matters. Open the throttle and it immediately responds, not in a threatening way but in a way where overtakes feel confident. The OE Pirelli Scorpion Trail tyres aren’t great, I feel every lump in the road and, with no engine noise, road noise appears loud.

There’s a method my madness, should I have any issues with the chargers, I have enough juice to get home. To put this into perspective, last year, I took delivery of a Honda NT1100 , with twenty miles on the clock. I immediately rode to Le Touquet. This year, I’m planning a sixty mile round-trip as my first ‘big trip’ and I’m more apprehensive. My riding has already changed to suit the bike, something I didn’t want to happen.

I arrive at Rushden Lakes on the look out for chargers, the first vacant one is in a disabled bay, does my need to charge Top Trump a Blue Badge Holder? Yes, desire to charge outweighs morality and I park up. Remove lid, remove rucksack, dig about in rucksack to find phone, unpack charging cable. Read the three step instructions on the charging unit, plug bike in and log on to the pre-paid app.

A smug grin on my face disappears, about a minute after Charge Confirmed appeared on my phone, the charging unit flashes a fault and the bike dash shows it’s stopped charging. Great! Start the process again, it fails. I move to another bank of chargers and repeat to fail.

I’ve now been at this for half an hour, patience is wearing thin, temper frays. There’s a help line on the charging unit. a wonderfully helpful lady answers my SOS! Helpful and useless in equal measures. Fifteen minutes of remotely resetting the unit, it continually fails, she gives it up as a bad job.

I’m parched, fuming and ready to throw in the towel. My ride home is subdued, conservative and fearful I may end up stranded.

What now? I’ll try different charging companies, to see if the fault is with PodPoint and Zero are looking into whether there’s a fault with the bike. Firstly though, as I arrive home I take my trustworthy, sixteen year old Ducati Monster 695 , Daisy, out for a spin, she’s never let me down! Bring back petrol, all is forgiven!

Update one: Taking Charge of the MCN Fleet Zero DSR/X

Published 19.04.23.

Like a kid at Christmas, I’m nervously excited as I take delivery of the Zero DSR/X . It’s my first proper venture into the brave new world of electric bikes and I’m looking forward to the journey ahead.

Recently, I’ve had the chance to ride smaller capacity electric machines and some years back rode a previous evolution of the Zero. So, with limited knowledge, I know it’s going to be a steep learning curve, but I want to embrace it.

My riding year needs to emulate what I’d do on a petrol bike. I’m an electric sceptic and want to prove to myself that I can live a greener life and do my bit to save the planet in the process.

A quick run through of the bike, I learn the basics around the most crucial part of an ownership, how to charge it. The mock tank holds two cables, the ‘granny charger’ mainly for use at home, which is fitted with a three-pin plug and a cable to hook up to public chargers.

I soon glaze over as I’m told about the difference between AC and DC power, Type 2 or Rapid Charger, note to self – I’m a Type 2. For someone who got a Grade D ‘O’ level in physics and is quickly following in my mother’s footsteps regards technology (Mum regularly used to try to programme the video recorder using the telephone handset), I’m aware I’m not necessarily the best person for the job but love a challenge.

At £24150, it’s the most expensive bike I’ve had on test and while I know the money is in the technology, my first impressions are how simplistic and basic the bike looks. After last year’s over complicated controls on the Honda NT1100 , it’s refreshing to have just the one MODE button, to operate riding modes, heated grips and other, still to be explored, settings. I cock a leg over the bike, seat height is low, at 5’10” with a 33” inside leg, my feet are firmly planted on the floor with knees slightly bent.

From the numerous riding modes, I opt for Standard, after all, it feels like the right place to start for my first ride. I head north on the A1, I’ve got around eighty miles of charge in the tank, (is this actually the right phrase??), so don’t want to venture too far afield on the first jaunt.

With the equivalent of 100bhp it is less than the bikes I’ve ridden of late, but has a whopping claimed 166ft-lb torque. It makes for an instant throttle response and power delivery is incredibly smooth.

I’ve got so many plans buzzing around my head. A big trip to Europe with my other half, visits to mates dotted around the UK, a leisurely day on the pillion perch as my mate takes charge of the controls plus my commutes to the office.

For now, as I arrive at home, I get the bike hooked up to the National Grid via the socket in my garage. I head into the house to research numerous apps and websites, to start plotting my routes and charging spots. I’ve got a broad grin on my face and have an air of expectation for a fun-filled year of riding ahead.

About the tester

Going electric is going to be a massive learning curve. I don’t want to compromise my passion for touring, so am planning weekends away on the Zero DSR X and a trip to Europe, but will start with local hops and a lot of plug-in testing.

Contact: [email protected]

By Alison Silcox

Office Manager and centre of the MCN universe.

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2023 Zero Motorcycles DSR/X Review

Zero invites us to Utah to explore its new adventure DSR/X.

By Ryan Nitzen

Few things rival the experience of being out in nature. The silence of the great outdoors, the taste of that crisp fresh air, and the humbling realization of just how small we really are on this floating rock. Getting out and disconnecting from the hustle and bustle of everyday life is what makes us, as motorcycle riders, feel connected. We recently punched the clock and headed to the beautiful mountains of Park City, Utah, where Zero invited Cycle News to sample its all-new DSR/X battery-powered adventure motorcycle.

Yes, you read that right. Adventure bike. The DSR/X is the newest model in the Zero lineup, and it’s the brand’s and, from what we can tell, the industry’s first full-sized electric ADV platform. Powered by the company’s new Z-Force 75-10 battery pack, the largest ever for a Zero motorcycle, the bike boasts 166 lb-ft of torque with 100 horsepower and a top speed of 112 mph. Honda’s Africa Twin has 101 horsepower, while the KTM 890 Adventure R has 103, in case you were wondering.

ADV riding is known for eating up the miles, so range is important. Zero claims the bike’s 17.3-kilowatt-hour battery will get you 180 miles in the city and approximately 85 miles on the highway. Zero told us their testers can ride 200 miles of off-road trails at an, in their words, light to medium pace and about 155 miles at what they consider an aggressive pace. If accurate, that’s pretty darn good.

The belt-driven Zero DSR/X rides on cast 19- and 17-inch wheels with Showa suspension to match. Up front, you’ll find 47mm forks with adjustable spring preload, compression and rebound damping. Out back, there’s a Showa shock with a piggy-back reservoir and adjustable tool-less spring preload, compression and rebound damping. An easy-to-use twist-knob on the shock allows riders to dial in their preferred preload settings. Travel runs 7.48 inches front and rear.

There’s no need for a clutch on an electric bike like this, but you will find a host of electronic integrations. Front and rear ABS, a smartphone app, and five unique ride modes are standard on the DSR/X. Each mode is fully tunable with on- and off-road designations and regeneration settings that work while off the throttle or under braking.

Since there’s no clutch or gears, Zero’s developed a new Vehicle Hold Control system that locks the brakes for three minutes when the bike is stopped on an incline. Simply squeeze the front brake for a few seconds while stopped and the computer will turn this auto-lock on. Pirelli Scorpion Trail II tires and four-piston J-Juan brakes do the dirty work while the rider sits atop the 32.6-inch seat height. All this weighs in at 544 pounds.

Zero wants to purify the adventure. No engine sound, no smell of exhaust, and no vibrations. Just you, the bike, and the road. And they nailed that part. You simply turn the bike on and go. No warming it up, no heading to the gas station. Simply get on and go. Starting with no sound is still taking some getting used to for me since the bike is on even without the rumbling of an engine. With purity in mind, we headed out from our Park City base camp and into the surrounding hillsides.

Riding the DSR/X is smooth, like your favorite foamy latte. There is no vibration from the engine. So much about the bike is downright smooth, including throttle delivery. It’s by far the best I’ve felt from any electric bike. Most ride-by-wire systems feel vague with no real middle ground, either all the way on or all the way off, if you will. The Zero, however, feels very cable- esque and allows the rider to use some old-fashioned throttle control, which is great when transitioning from more traditional cable-operated dirt bikes.

Comparing an electric powerplant to a traditional gas powerplant is like comparing apples to oranges. Yes, they’re both bikes with motors, but the overall riding experience is entirely different. There’s no real bottom, mid, and top-end to speak of on an electric bike, and the lack of a shifter or a clutch furthers the distance of similarity. The power feels strong and continues to pull past the speed limit without any sign-off in sight. Riding the electric DSR/X is noticeably easy, too. Dare I say easier than internal combustion. Simple things like coming to a stoplight don’t require downshifting or pulling in the clutch. You never need to worry about stalling; you’re always in the right gear and the proper rpm range. You get the idea. Veteran riders won’t think these are big deals, but it does simplify the ride and is attractive for newbies.

The ergos and riding position feel on par with other comparable adventure bikes like a Yamaha Tenere or Aprilia Tuareg. It’s wide up front, as expected, and the “gas tank” offers a little more than seven gallons of onboard storage. Hand guards and an adjustable windscreen are other accessories that come standard and are a must for ADV touring. Rider posture feels natural, and I expect it would be comfortable for much longer days in the saddle than we did. Our first ride only lasted a few hours, but the cockpit was easily adaptable. Even the standing position felt relatively neutral as we navigated casual fire roads.

Riding the bike off-road was the second half of the adventure. I turned off every rider assist possible and left the bike as raw as I could for the chattery dirt roads ahead. The electric motor is still super fun off-road as it winds up fast and gets up to speed with minimal input. The off-road riding modes are a must for this type of terrain because rider aids like traction control interfere with bumpy surfaces as soon as the rear wheel comes off the ground. Trying to push the bike’s limits in the dirt also reveals areas of needed improvement. With most of the weight centered down near the rider’s boots, the front end feels light and almost unstable at speed. I had to noticeably reduce my speed when entering turns to maintain control. The street-oriented tires didn’t do the bike any favors, either. The Zero will handle a light backroad cruise with ease, but more daring riders will quickly discover the bike’s limitations on the dirt, where it’s best to simply soak in and enjoy the scenery rather than seeing it whiz on past you out of the corner of your eyes.

Battery regeneration and riding modes are the final points of interest when riding the DSR/X. Each mode is like a power map and can be tuned to the rider’s liking. I preferred Canyon Mode, as it offered the most regen while riding. This regenerative energy came from the bike’s deceleration, which feels like engine braking. The designers did a great job with this “map” to make it feel like a natural riding experience. The spool of the wheels or energy created while braking recharges the battery while you ride and gives the rider a bit of extra juice. My only complaint about the ride modes was having to reset them every time the bike was turned off.

As far as Zero’s range, I was unable to verify the numbers that we talked about earlier on this Zero-led-and-laid-out ride. Our ride burned up just 60 miles, approximately 75 percent of which was on paved roads at a mild pace and on one charge. When we returned to the hotel, my bike showed approximately 60 miles left on the battery.

The recharging process takes about two hours for a 95% charge on a level-two electric vehicle charger, but a full battery will take almost three, said the reps from Zero. The DSR/X comes with a standard level-one 110-volt wall charger, but a full charge from that will take about 10 hours. However, if the DSR/X can indeed get up to at least 150 miles on a charge as they say, I couldn’t help but wonder why they didn’t show off that capability and plan a longer ride for us. After all, we did come all this way, didn’t we? At 60 miles, I’m usually just getting warmed up when it comes to true adventure riding, especially in a place like Utah. So, for now, we’ll have to take Zero’s word for it regarding their range figures.

We’re at the point in this review where we must address the elephant in the room—the $24,495 price tag. I don’t have to tell you that that’s a lot of dough for a motorcycle, even if that does include a 6kW Rapid Charger System, heated grips, and aluminum bar ends. For comparison’s sake, $24,495 is equivalent to a BMW R 1250 GS Adventure, which comes with all the bells and whistles. At a claimed 544 pounds for the DSR/X, they also weigh in the same neighborhood.

So, is the Zero worth this kind of money? Well, that’s entirely up to you, of course. Who am I to tell you what your money is worth to you? But if silence is indeed golden and your idea of an adventure ride is limited to around 100 or so safe miles, then, okay, perhaps it is. I, however, am not entirely sold, at least not yet. Maybe when it’s proven to me that the DSR/X can indeed travel up to 100-150—even 200 miles on a single charge—I’d have a much better feel for it. Eeven then, what about the charging process? Am I going to have to carry a bulky and heavy charging system with me wherever I go, or plan my rides around Tesla charging stations? I’d have to live with the DSR/X for a while to find out. What do you say, Zero? I’m game.

Cost and range aside, however, the DSR/X is a fun motorcycle to ride; there is no denying that. And there are several things that stand out about the DSR/X, like that tremendous torque, overall smooth ride, and flat-out speed it delivers. It also quiet and handles well enough at casual speeds on the dirt. And e-motorcycles are simple to live with and, more importantly, cheap to maintain; the DSR/X should be no exception, and this might help take a big bite out of that $24, 495 price tag. CN

2023 Zero DSR/X Specifications

Click here to read the 2023 Zero Motorcycles DSR/X Review in the Cycle News Digital Edition Magazine .

Click here for more zero motorcycle reviews and news ., click here for the latest cycle news adventure motorcycle reviews and news ., click here for the latest cycle news dual sport motorcycle reviews and news ., click here for the latest cycle news “other” motorcycle reviews and news ..

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2022 Zero S, DS, and DSR | First Look Review

Zero Releases New S, DS, and DSR Models for 2022

Zero Motorcycles says that “unprecedented demand for electric motorcycles” has motivated its early release of new 2022 models, which are available now. Zero added that getting these models into dealers early will help them put “more riders on electric motorcycles than any other manufacturer.”

2022 Zero S

At the heart of the new 2022 Zero S naked street bike is a proprietary Z-Force 75-5 passively air-cooled, radial flux, interior permanent magnet, brushless motor, with energy supplied by a 7.2 kWh lithium-ion battery. The same setup can be found in the 2021 Zero FXE . Zero claims the new S can manage 89 miles of range through city streets and produces 78 lb-ft of torque and 46 horsepower with a top speed of 98 mph. It’s available in Twilight for $11,195.

2022 Zero DS

The trail-ready 2022 Zero DS (as in Dual-Sport) shares the same base configuration as the S including motor and battery, and Zero says the DS has an off-road range of 82 miles on a fully charged battery. The DS is available in Quicksand for $11,195.

2022 Zero DSR

The 2022 Zero DSR is a high-performance variant of the DS. Although it shares the same Z-Force 75-7 brushless motor, a more powerful 14.4 kWh power pack provides a claimed range of 163 miles of range and a top speed of 102 mph, while producing 116 lb-ft of torque and 70 horses. The DSR is finished in black and has an MSRP of $15,695.

The 2022 Zero S, DS, and DSR are all powered controlled by the company’s proprietary Cypher II Operating System, which manages the motor, battery, Bosch ABS (standard on all three models), and the Bluetooth connectivity module, to pair the machine to the mobile app for rider customizations. All three models also benefit from an updated full-color, optically bonded, 5-inch TFT display.

For more information, visit zeromotorcycles.com

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Setting The Record Straight: Energica, LiveWire Vs. Zero Long Distance EV Motorcycle Travel

My recent video (see above) and story on a 671-mile Zero Motorcycles SR/F round trip from Jacksonville to South Florida and back generated a spirited discussion from some Energica owners that pointed out their motorcycles could have made a similar trip in much less time than my Zero did.

So, I wanted to set the record straight.

First, they’re right. There’s no disputing CCS charging is faster than Level 2 charging, which Energicas have as standard equipment. Zero does not currently offer a CCS charging option.

My 2020 SR/F also has a smaller 14.4 kWh battery than newer Energicas, which come standard with a 21.5 kWh battery. 2022 Zeroes are available with 20.9 kWh batteries, but as an extra cost option. LiveWires have a 15.5kWh battery.

However, I stand by the point of the original story and video, which was there were no CCS chargers available within walking distance of the Florida waterfront downtown locations I wanted to visit.

The Energica owners that commented felt the original video (above) was misleading, which was not my intent.

I believe in truth, accuracy and telling the other side of the story.

With that in mind, here is the response video from Energica YouTuber Steven Day and a link to a Facebook discussion he started that was prompted by my video. If you haven’t already, please watch or read my original post for the full context of what I said . My response continues after Steven’s video, which I hope you’ll also read in full.

As to whether Energicas are better motorcycles than Zeroes, which wasn’t the point of my original story, that’s one that owners will hopefully be debating for decades to come, sort of like Harley-Davidson vs. Indian or Honda vs. Kawasaki.

So much of motorcycling is subjective. Do you like a bike’s style? How about its power curve and balance? Do you prefer a particular bike’s seating position or height? How about the sound of the motor or engine? Can you get it easily serviced if something goes wrong?

For my personal use case, when I bought my Zero SR/F in 2019, it won out over the Energica models at the time for the following reasons:

The nearest Energica dealership is approximately 100 miles away from me, meaning if I ever experienced a problem, such as a circuit board failure, I’d be on the hook for 200 miles of round-trip towing charges. My Zero dealer is 15 minutes away (4 miles from my home).
Energica’s have chain drives. I prefer the smoothness and quiet of belt drives. But again, that’s subjective and chain drives are less likely to fail under extreme torque loads, which both Zeroes and Energicas are capable of.
Price: I got a demo deal on a floor model, making the Zero significantly cheaper than custom ordering an Energica Eva Ribelle at the time, which was my favorite model in Energica’s lineup.
Zeroes are air cooled. I wanted to get as far away from fossil fuels as possible. Energicas require oil changes.
In 2019 there tended to be more Level 2 chargers in the center of the communities I knew I would want to ride to. However, the CCS network is expanding fast here in Florida and across the U.S.
I found the Energica Eva I test rode to be more top heavy in turns and much heavier in general. An Eva was the only Energica available to test ride in the entire state of Florida at the time I was making my purchase decision. The new Energicas have slimmed down, although Zeroes remain a bit lighter.
I wanted to support an American motorcycle company.

Energicas and LiveWires currently lead the charging speed race. That’s an objective fact, and I certainly did not mean to imply otherwise.

When it comes to charging, it’s more nuanced than that just speed. It also depends on the charging infrastructure that actually exists in the places you want to go.

So – in my opinion – it’s not a universal win for Energica since Zeroes are available with up to 12kW ( and soon 13kW ) of L2 charging speed, while current Energicas only support 3kW L2 charging. Many of the towns I visit happen to have 6kW Level 2 chargers in the areas of town I wish to visit.

CCS owners will correctly counter it’s usually faster to detour a few miles and charge at a CCS station.

The real point here – which I made in the original story and video – is that EV motorcycles are still “a bit of a compromise when it comes to long-distance travel,” as compared to their gasoline counterparts. I also stated in the original story, “Zero doesn’t support Level 3 CCS charging, which is faster than Level 2 chargers, meaning my bike is a poorer choice for long interstate road trips.”

For anyone considering an electric motorcycle, from everything I know of Energica, the bikes appear to be a very strong choice, with their biggest weakness being a lack of a robust dealership network.

Here in the U.S., Energicas remain a rarity. Most states don’t have an Energica dealership yet. To learn more about Energica visit the company’s website or the Energica Motorcycles Owners Group . To learn more about Zero, visit the Zero Motorcycles website or Zero Facebook Owners Group . Learn more about Harley-Davidson’s LiveWire brand at the LiveWire website or at the LiveWire Riders Group Facebook page .

I would imagine this story will also generate some robust discussion, which I welcome. All I ask is that you keep it factual and polite.

You can post your comments here .

Ben Rich Electric Road Tripper

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7 Exhilarating Motorcycle Road Trips Around the U.S.

Whether you're seeking fabulous scenery or fun-filled sweepers and twisties, these road trips guarantee the ultimate in two-wheel rides.

Cruising around the U.S. on a motorcycle makes for the perfect pandemic outing. After all, motorcycle touring offers the ultimate in social distancing. It's also tremendous fun , turning a road trip into a dopamine-charged adventure as you open the throttle and sweep through the curves. Plus, you'll never feel such a sense of freedom and heightened awareness, nor so close to nature, from inside a car.

All that's required is a great set of wheels, the correct protective road gear, and a bit of planning. To get you started, we've chosen some of America's most magnificent motorcycle road trips — from one-day outings to multi-day adventures — from sea to shining sea. Most routes combine fabulous scenery with some roller-coaster twists, turns, and dips. Others offer journeys through American history, with plenty of smooth hardtop where you can enjoy a lazy pace or even crank open the throttle.

Coast Highway 1, Maine

Connecting Portland with the Canadian border town of Calais, this 260-mile, forest-fringed, two-lane coastal highway unfurls through classic New England countryside. Views of the low-lying coast are infrequent, but the joy of this ride comes from reveling in dozens of short scenic loops off U.S. Route 1. Each one curls around slender peninsulas pinned by historic lighthouses and lined with quaint seaside hamlets. Lobster shacks stud the sandy shores, emanating tantalizing smells of crustaceans, while stops for whale watching and boating adventures are equal temptations. In Acadia National Park, Cadillac Summit Road spirals up to the highest point on the U.S. eastern seaboard, combining thrilling curves and twisties with sensational views from the summit. When city-dwellers escape the urban heat on summer weekends, the coast highway can be bumper to bumper with cars and RVs, so spring and autumn are the best times to visit.

Blue Ridge Parkway, North Carolina and Virginia

Just the thought of cruising this iconic ride will induce grins of anticipation, although not necessarily for adrenalin junkies. Snaking southwest almost 500 miles along the crest of the Appalachian Mountains (from Afton, VA, to Cherokee, NC), the nearly flawless, narrow two-laner has a 45 mile-per-hour speed limit. So slow down, submit to the leisurely pace, and savor the kaleidoscopic Kodak moments as you soak in awe-inspiring vistas. More than 200 pull-offs and overlooks on the BRP provide plenty of opportunities to safely "ooh" and "ahh." Motorcyclists will also love sweeping bends, although care is needed for the many decreasing radius curves. And be ever-cautious of deer and other wild animals, plus slippery wet leaves in autumn. Connecting the gateways to Great Smoky Mountains National Park (south) and Shenandoah National Park (north), and the Civil War battlefields of Virginia, your ride begs to be extended into a multi-day trip.

Natchez Trace Parkway, Tennessee, Alabama, and Mississippi

A serene and leisurely ride, the 444-mile-long Natchez Trace Parkway is a National Scenic Byway and All-American Road for good reason. Gliding through a cypress swamp, rolling farmland, and a national forest, the "Old Natchez Trace" also saunters through history as it winds from Nashville, TN, to the Mississippi River in Natchez, MS. The sinuous two-laner completed in 2005 (and part of the National Park Service) roughly follows an old travel corridor. Riders follow segments of the original Natchez Trace Indian Trail once used by the Choctaw, Chickasaw, and Natchez Native Americans and by American traders until the advent of Mississippi steamboats. Some 90 marked stops tempt you to marvel at gorgeous waterfalls, Civil War sites, and Indigenous archeological sites on an unhurried, bucolic trip through time. Best yet, there are no trucks, nor even a single stop sign its entire length. Set your cruise control at 50 miles per hour (the speed limit) and revel in the Zen experience.

Going to the Sun Road, Montana

Short, sweet, and smooth as silk, this stellar solely-in-summer ride kicks it up a notch, drawing serious adventurers seeking the Holy Grail of mountain roads. One of America's epic alpine routes, the 50-mile two-lane causeway transcends Glacier National Park east-west as it writhes up and over the Continental Divide via the 6,646-foot summit at Logan Pass, then augers down 3,000 feet to Lake McDonald. Along the way, it delivers more twists, turns, and thrills than a James Bond movie. But take it easy; the speed limit is 45 miles per hour at lower elevations and 25 miles per hour higher up. That's just slow enough to let you soak in the jaw-dropping views of glaciers and craggy mountain ranges. Scenic pullouts line the road, which tops out amid windswept alpine tundra. The road is typically fully open from late June through late October, depending on weather conditions. Check the weather (which is highly variable) before setting out. To double your fun, ride the road in both directions.

Grand Staircase-Escalante National Monument, Utah

In a region where virtually any route is a no-brainer, Utah's Scenic Byway 12 outclasses all others for sheer geological overload. Some 130 miles of pure driving bliss, this All-American Road worms through Grand Staircase-Escalante National Monument — a 1.9-million-acre desert wonderland of multi-hued pinnacles, arches, and cliffs, book-ended by Bryce Canyon and Capitol Reef National Parks. The road climbs from 5,223 feet to 9,636 feet between Panguitch (on U.S. 89) and Torrey (at Utah 24), with tight, thrilling twisties and hairpins especially numerous along the vertiginous "Hogsback" section around Boulder. Be sure to take the Bryce Canyon and short Escalante Petrified Forest side trips. Dual-sport riders can even find some unpaved areas for off-road fun, such as Hole-in-the-Rock Road. The road is open year-round, but winter storms can briefly close it until the heavy snow is plowed.

Owens Valley, Mono Lake to Owens Lake, California

California is replete with popular scenic highways, yet few — if any — can compete with the uninterrupted beauty of Highway 395, unspooling dramatically through the flat, straight Owens Valley at the eastern base of the Sierra Nevadas. This is world-class touring for the sheer pleasure of relaxed riding. The rift valley is framed along its entire 130-mile length by snow-capped peaks soaring to 14,000 feet to each side. Fab side trips offer steep, serpentine climbs up to the sparkling lakes and volcanic marvels of Mammoth Lakes, Whitney Portal, and the Ancient Bristlecone Pine Forest, which each offer breathtaking vistas. Stitching together a chain of laid-back Old Western towns, U.S. 395 also leads past such fascinating historic sites as the WWII Manzanar War Relocation Center and the 'Movie Flat' area of the Alabama Hills, where hundreds of Western movies were filmed.

Pacific Coast Highway, Morro Bay to Monterey, California

Daniel Gorostieta/Travel + Leisure

California's signature road trip, Pacific Coast Highway — or simply "the 1," or "the PCH" — tops the list of many a motorcyclist's dream rides. Hugging the shore the entire way, this cliff-hanger combines unsurpassed scenery with more curves than Kim Kardashian. PCH snakes all the way from Southern California to the Oregon border, but the 123-mile Big Sur section between Morro Bay and Monterey is considered the ultima thule. You'll salsa past seal-strewn beaches, pounding surf, and giant redwoods soaring above plunging cliffs. Fill up on gas before you start as you quickly leave civilization behind to weave and dance along the remote mountain-backed shoreline. Avoid summer weekends, and check road and weather conditions before setting out: long sections of the PCH are often famously shrouded in fog (especially in summer) or closed due to landslides. Once you reach Monterey, keep going as the fun continues beyond San Francisco to Oregon.

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Five must-do Canadian rides

Pretty soon, somebody is going to start asking when you want vacation time this summer, so if you’re going to take a bike trip, you’d better get planning. Here are five of our favourites.

British Columbia

Pacific Rim Highway

This is one of the best-known riding routes in BC. It’s a bit of work getting to the start of the route, in Parkland, as you’ve got to take a ferry over from the mainland to Vancouver Island. There are several options to do so, though. The ferry from Horseshoe Bay will drop you nearby at Nanaimo, while the southern ferry to Sidney will allow you to easily access some of Vancouver Island’s other fantastic roads as well. When Editor ‘Arris went out there in 2014 , he thoroughly enjoyed the whole affair.

The Pacific Rim Highway, aka Rt. 4, is BC’s longest east-west highway. It’s one of the most scenic rides in Canada, with mountains, lakes and the ocean. Lots of elevation changes along with switchbacks and hairpin turns mean you’ve got to pay attention, as it’s only a two-lane road, with not much room for error in many places. In some spots, there isn’t even a shoulder. At the end, you land in the small town of Tofino, known for its surf culture, arts scene, marine wildlife, and general laid-back vibe. Bring a rainsuit, as it’s probably going to be wet when you’re there.

Sadly, there’s no way to do a loop out of Tofino — you’ve got to head back the way you came in, but backtracking isn’t such a bad thing when the roads are this good.

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Accessories

Potential fuel savings.

Manufacturer Suggested Retail Price (MSRP) does not include set-up, title, licensing, insurance, state or local registration fees, and freight charges. Does not include added accessories and installation, dealer added options or any additional dealer charges.

Lean and Mean

Unleash the exhilaration of all-terrain adventure with the Zero FX. Built on our rugged off-road heritage, it's primed for your favorite routes, ready to rocket away when the traffic lights change or the trails call. With its powerful Z-Force® powertrain, resilient suspension, and dual sport capabilities, the Zero FX fearlessly conquers any obstacle in its path. Get ready for an electrifying adventure with unstoppable performance on the Zero FX.

Tuned in to your ride

Crossing from smooth asphalt to gravel fire roads? All good. Change performance profiles at the press of a button to master any terrain. The Zero FX is pre-programmed with Eco or Sport modes and performance can be fully customized using the Zero Motorcycles NextGen app where you can also see detailed ride stats.

Charge Simply

Wake up, ready to ride, with a “full tank” every day — no high-power public charge station required. A simple 110 V household outlet satisfies all the needs of the Zero FX’s 650-watt onboard charger. Every outlet is now a “fueling” station. Crave faster refills? Pick up an accessory Quick Charger to cut charge times by over 60%.

CONTROL THROUGH CONNECTION

By pairing through your smartphone, the FX’s full capabilities are unlocked with the Zero NextGen app. Data driven performance is at the tip of your finger when you can monitor everything about your FX from charge times, speed and regeneration levels, and so much more. Plus, the core architecture of the FX and NextGen app ecosystem are built on the Cypher II operating system so the potential for future feature availability is as wide open as the road ahead.

Performance

The unprecedented combination of industry-leading power, control, and connection..

Wheels & Tires
Face/headlight

Zero Motorcycles’ Z-Force® batteries are the most power and energy dense in the EV industry. The Z-Force® 7.2 offers a maximum battery capacity of 7.2 kWh that delivers up to 91 miles of city riding. The battery is designed to last and backed by a five-year, unlimited mile warranty. The Zero FX also features Long Term Storage Mode to optimize the battery’s state of charge and further improve long term battery health when the seasons keep you from riding for months at a time.

Onboard charger

The Zero FX’s discreetly accessible 650 W onboard charger can be plugged into any household outlet. When you can refuel your FX from anywhere you can charge your cellphone, charge options per square mile are greater than the density of gas stations anywhere in the world. For when you need even faster recharges, charge times can be slashed by using optional Quick Chargers.

The Zero FX powerplant produces up to 78 ft-lb of torque. The air-cooled Interior Permanent Magnet (IPM) motor delivers impressive performance and fierce acceleration, which works in conjunction with regenerative braking to channel energy back into the battery. No heavy, complicated or expensive liquid cooling. No routine maintenance. No fuss. This is the industry’s most efficient, powerful, and compact motor.

The Zero FX’s robust aircraft-grade aluminum frame has been refined for over ten years. A descendant of Zero’s early motocross-style bikes, the frame’s optimized strength-to-weight ratio is the perfect delivery mechanism for the Z-Force® powertrain’s adrenaline pumping acceleration.

The Bosch anti-lock brake system (ABS) delivers confident braking. Tested for just about any situation you can imagine, the system optimizes deceleration under hard braking. The brakes are equipped with adjustable levers for improved ergonomics. And for those who would like, the ABS can be switched on or off at the rider’s discretion.

The Zero FX comes equipped with a full-color and optically bonded 5” TFT dash. The FX’s dash projects the specs you need: speed, state of charge, power output, selected riding profile, projected recharge time. Sync with your smartphone to turn it into a secondary customizable dash or view detailed ride stats.

Custom-tuned by Showa specifically for the power and weight of the Zero FX, this suspension is perfect for anything you find in your path. The FX’s rugged 41mm inverted cartridge front forks and 40mm rear shock are enough to handle jagged ruts and rock-strewn trails, while offering 8.6” of front travel and 8.94” of play at the rear.

Wheels & tires

Rocking through the gnarly bits on a large 21-inch front wheel and capable 18-inch wheel in the back means this mullet is all party, all the time. Wrapped in high-performance Pirelli Scorpion MT-90 rubber, the Zero FX adeptly traverses dirt, rocks, or asphalt.

Strip away clutches, gears, shifting, chains and all their weighty complexities. Seamlessly accelerate with pure efficiency as energy quietly transforms into propulsion. The Zero FX is direct drive, and its state-of-the-art motor connects directly to the rear wheel using a carbon fiber belt from Gates Carbon.

The Zero FX’s distinctive face features twin projector beam headlamps and an integrated fly screen, leading the way with a visual style matched to the bike’s sharp attitude.

Technical Specifications Z-Force 7.2

01 Range City : 102 miles (164 km) Low-Speed Highway Commuting : 65 miles (104 km) High-Speed Highway Commuting : 57 miles (92 km)
02 Motor Peak torque : 78 ft-lb (106 Nm) Peak power : 46 hp (34 kW) @ 4,300 rpm Top speed (max) : 85 mph (137 km/h) Top speed (sustained) : 70 mph (113 km/h) Type : Z-Force® 75-5 passively air-cooled, high efficiency, radial flux, interior permanent magnet, brushless motor Controller : High efficiency, 550 amp, 3-phase brushless controller with regenerative deceleration
03 Power system Power pack : Z-Force® Li-Ion intelligent integrated Max capacity : 7.2 kWh Nominal capacity : 6.3 kWh Charger type : 650 W, integrated Charge time (standard) : 9.7 hours (100% charged) / 9.2 hours (95% charged) — With one accessory charger : 4.1 hours (100% charged) / 3.6 hours (95% charged) — With max accessory chargers : 1.8 hours (100% charged) / 1.3 hours (95% charged) Input : Standard 110 V or 220 V
04 Drivetrain Transmission : Clutchless direct drive Final drive : 90T / 18T, Poly Chain® HTD® Carbon™ belt
05 Chassis / Suspension / Brakes Front suspension : Showa 41 mm inverted cartridge forks, with adjustable spring preload, compression and rebound damping Rear suspension : Showa 40 mm piston, piggy-back reservoir shock with adjustable spring preload, compression and rebound damping Front suspension travel : 8.60 in (218 mm) Rear suspension travel : 8.94 in (227 mm) Front brakes : Bosch Gen 9 ABS, J-Juan dual piston floating caliper, 240 x 4.5 mm disc Rear brakes : Bosch Gen 9 ABS, J-Juan single piston floating caliper, 240 x 4.5 mm disc Front tire : Pirelli Scorpion MT 90 A/T 90/90-21 Rear tire : Pirelli Scorpion MT 90 A/T 120/80-18 Front wheel : 1.85 x 21 Rear wheel : 2.50 x 18
06 Dimensions Wheelbase : 56.6 in (1,438 mm) Seat height : 34.7 in (881 mm) Rake : 25.4° Trail : 4.1 in (104 mm)
07 Weight Curb weight : 289 lb (131 kg) Carrying capacity : 341 lb (155 kg)
08 Economy Equivalent fuel economy (city) : 544 MPGe (0.43 l/100 km) Typical cost to recharge : $0.81
09 Pricing MSRP : $12,495
10 Warranty Standard motorcycle warranty* : 2 years Power pack warranty* : 5 years/unlimited miles

* For additional details about powerpack or standard warranty: Click Here

Specifications are subject to change without notice. Imagery may not reflect most current product specifications. Zero Motorcycles reserves the right to make improvements and/or design changes without any obligation to previously sold, assembled or fabricated equipment.

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VIDEO

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COMMENTS

We Rode 1,000 Rocky Mountain Miles On Electric Motorcycles
We rode two Zero DSR Electric Motorcycles 1,000 miles off road through the Rocky Mountains, only using charging stations available to the public. See more of...
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With its new DSR/X electric ADV bike, Zero Motorcycles is looking to change the game—we took one off road to test it out. In the 2020 documentary series Long Way Up, actor-friend duo Ewan McGregor and Charley Boorman made their way through South and Central America—a 13,000-mile journey—on a couple of electric motorcycles.
There And Back Again: A Long-Distance Tale Of The Zero, Part 1
This is the first half of my 800-mile road trip story on the Zero. More About Zeroes: ... road trip" ever again other than to express the idea that "Road trips on an electric motorcycle are a ...
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The 2023 Zero SR/F is powered by a Z-Force 75-10 motor that makes 110 hp and 140 lb-ft of torque. The SR/F has a top speed of 124 miles per hour and will sprint from 0 to 60 mph in just under four ...
SwitZerorider
Driving long distances or going on a holiday with an electric motorcycle? There are believers and non-believers …. With THE PACK, we already published some nice roadtrips (check out our …. Continue reading. thepack.news. EAT - CHARGE - RIDE 🇲🇦 MOROCCO on a Zero SRF Motorcycle PART 9 Marrakech to Gibraltar. Watch on.
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2023 Zero Motorcycles DSR/X Review
Zero told us their testers can ride 200 miles of off-road trails at an, in their words, light to medium pace and about 155 miles at what they consider an aggressive pace. If accurate, that's pretty darn good. The belt-driven Zero DSR/X rides on cast 19- and 17-inch wheels with Showa suspension to match.
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EFFORTLESS POWER. The DSR is the undisputed middleweight champion of the Zero dual sport line up. The all-new for 2024 Zero DSR delivers 144 ft-lbs of stump-ripping torque and a whopping 80 hp that will make any tough route seem tame. The DSR has entirely improved capabilities thanks to its new battery, a whole new style, and a brand-new motor.
Zero Motorcycles DS
The Zero DS is the tip of the spear in the Zero Motorcycles dual sport lineup. In 2024, this all-new iteration of the DS unleashes a formidable 97 ft-lbs of torque, ready to conquer everything from rugged backroads to your everyday commute. With its upgraded battery, fresh design, and innovative motor, the DS offers enhanced capabilities across ...
Setting The Record Straight: Energica Vs. Zero Long Distance EV
Energica Eva Ribelle owner Steven Day is pictured in Jacksonville Beach, FL before leaving on a successful cross country road trip to set a new EV motorcycle travel record. So - in my opinion - it's not a universal win for Energica since Zeroes are available with up to 12kW ( and soon 13kW ) of L2 charging speed, while current Energicas ...
Zero Motorcycles DSR/X
From the moment you encounter it, the Zero DSR/X instills confidence. With a remarkable 166 ft-lb of torque, it effortlessly conquers any terrain and does so with an upright riding position, high ground clearance, and smooth acceleration from Zero's latest Z-Force 75-10X direct drive motor. As the first electric motorcycle with Bosch's Offroad ...
Ben Rich Electric Road Tripper
Check out my videos riding across the country on a Zero SR electric motorcycle or in a Tesla Model 3. Follow Ben Rich Electric Road Tripper on Facebook, YouTube, and Instagram. ... Electric Motorcycle Road Trip Blog. Electric Biker 2013-2015. 2015 Mexico to Canada; Swing Dancer. OASIS NNJ. CONTACT. CNCC. More
Best Zero for "motopacking"? (Road trips with a focus on camping)
Best Zero for "motopacking"? (Road trips with a focus on camping) ... true
Ewan McGregor and Charley Boorman ride again on 'Long Way Up'
Ewan McGregor and Charley Boorman reunite to ride 13,000 miles from Tierra del Fuego to Los Angeles in the Apple TV+ show "Long Way Up" - the third journey in the buddies' motorcycle ...
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06. 07. Play video. Manufacturer of 100% electric motorcycles for the street and dirt.
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Through the Desert to Twentynine Palms, California. 6. Monument Valley, Arizona-Utah. 7. Salt Lake City to Tonopah, Nevada. 8. Pacific Coast Highway, Carmel to Morro Bay, California. 9. As Far North as North Goes: Fairbanks to Prudhoe Bay, Alaska.
Zero Motorcycles S
The Zero S is an adaptable motorcycle and powertrain combination that navigates diverse road terrain and conditions, effortlessly. CYPHER III+. Cypher III+ sets the benchmark as the premier operating system for electric motorcycles, orchestrating the Zero S with precision. The S is infinitely customizable and comes with the ability to add new ...
7 Exhilarating Motorcycle Road Trips Around the U.S.
Pacific Coast Highway, Morro Bay to Monterey, California. California's signature road trip, Pacific Coast Highway — or simply "the 1," or "the PCH" — tops the list of many a motorcyclist's ...
Five must-do Canadian rides
Southern BC has been 95% covered, pavement only. But it never gets old, best riding in the world. Great roads and scenery, low traffic and enforcement in the remote parts, magic. Icefields parkway is scenic, but zero corners and massive tourist traffic in summer, slow, boring and very dangerous (Rental RV's!), worth doing once.
Zero Motorcycles SR/S
Effortless Control. The SR/S boasts Zero's advanced Cypher III+ OS and Bosch Motorcycle stability control (MSC) for intuitive control of its abundant power. Conquer diverse road conditions with on-road traction features. Elevate your ride with SR/S's cutting-edge technology. Harness the power of the SR/S and experience the thrill of intelligent ...
Zero Motorcycles FX
Battery. Zero Motorcycles' Z-Force® batteries are the most power and energy dense in the EV industry. The Z-Force® 7.2 offers a maximum battery capacity of 7.2 kWh that delivers up to 91 miles of city riding. The battery is designed to last and backed by a five-year, unlimited mile warranty. The Zero FX also features Long Term Storage Mode ...

2023 Zero DSR/X Ride Review: An Electric Motorcycle Worthy Of Your Attention

You’ve Come A Long Way

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Off-Road Capable Chassis And Suspension

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Endlessly Customizable Electronics And Rider Aids

10 Electric Motorcycles With The Best Range

Cypher III+ Operating System

Bosch Motorcycle Stability Control

Long Range Ergonomics And Dual-Sport Styling

It's A Motorcycle, Just Not As We Know It

Closing The Gap Between EV And ICE

2023 Zero DSR/X Specifications

Is the world ready for an electric adventure motorcycle?

Adventure vs. electric motorcycles

Electrifying the backcountry

A use case for electric ADVs

An exciting start

Meet the Author

Roadtrippers

How to rent a motorcycle for a road trip

The ultimate guide to motorcycle road trips

6 tips for going motorcycle camping like a pro

What to Expect When Replacing Your RV Roof

Staying connected on the road: A guide to RV WiFi

30 years after ‘Shawshank Redemption,’ fans still flock to the Ohio State Reformatory

There And Back Again: A Long-Distance Tale Of The Zero, Part 1

More About Zeroes:

A Good-Looking Concept. On Paper.

What Did I Get Myself Into?

The Journey There

Zero Chill:

Congratulations!

The 2023 Zero SR/F Proves The EV Transition Is Faster On Two-Wheels

2023 Zero SR/F: EV Performance and Range

2023 Zero SR/F: City Riding

2023 Zero SR/F: Highway Riding And Hitting The Twisties

2023 Zero SR/F: Conclusion

SwitZerorider - Road Trips on a Zero SR/F

EAT – CHARGE – RIDE 🇲🇦 MOROCCO on an Electric Motorcycle ➥ PART 9 ➥ Marrakech to Gibraltar

I’m riding in the land of GLADIATOR & Games of Thrones 🇲🇦 MOROCCO on a Zero SR/F ➥ PART 8

DADES Valley to ZAGORA via Tizi something 🇲🇦 MOROCCO on an Electric Motorcycle ➥ PART 7

From Merzouga to Tizi N’Ouano & DADES Valley 🇲🇦 MOROCCO Motorcycle Road Tip on a Zero SR/F ➥ PART 6

I follow an SUV through Erg Chebbi Dunes, Merzouga 🇲🇦 MOROCCO Motorcycle Road Tip ➥ PART 5

I CRASH the Drone then Myself in MERZOUGA 🇲🇦 MOROCCO Motorcycle Road Tip on a Zero SR/F ➥ PART 4

On the road to FES 🇲🇦 ➥ To the SAHARA on a Zero SR/F Electric Motorcycle ➥ PART 3

Chasing Charging Stations in SPAIN 🇪🇸 ➥ To the SAHARA on a Zero SR/F Electric Motorcycle ➥PART 2

Let’s go to Morocco ➥ To the SAHARA on a Zero SR/F Electric Motorcycle ➥ PART 1

About SwitZerorider

Instagram & Youtube

Zero DSR/X long-term test | Ali spends the day as a pillion on her own bike

Ali’s husband gets hold of Zero DSR/X keys and doesn’t want to give it back

Plug into the grid! Alison and the Zero DSR X charge into the future

Update six: Will Ali’s mini break with the Zero DSR/X quell range fears?

Update five: An electric dream? Half way into the test period, Ali weighs up the pros and cons

Update four: From Zero to hero – Ali meets with the converted for an electric love-in

What are RFID Cards and how do they work?

Update three: We celebrate making a 60-mile journey on the Zero DSR/X

Update two: From Positive to Negative in less than 100 miles on the Zero DSR/X

Update one: Taking Charge of the MCN Fleet Zero DSR/X

About the tester

2023 Zero Motorcycles DSR/X Review

2023 Zero DSR/X Specifications

Click here to read the 2023 Zero Motorcycles DSR/X Review in the Cycle News Digital Edition Magazine .

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