Zero DSR/X (2024 – ) Electric review

Were it not for the lack of an exhaust pipe you could park the DSR/X among other adventure bikes and many people wouldn’t even realise it’s electric. Which is meant as a compliment, on the basis it’s just a motorbike rather than a machine defined by its means of propulsion. The stance, size and weight are all comparable with the likes of more road-oriented big adventure bikes like the Adventure Sports version of the Honda Africa Twin, BMW R1300 GS or Suzuki V-Strom 1050 and the addition of wired tubeless wheels (and new colours) for the 2024 model year help keep the Zero looking fresh in their company.

Bang on the money for this kind of bike, the 190mm suspension travel meaning a relatively accessible seat height and feet on the floor low-speed manoeuvrability that’s more confidence inspiring than some of the taller, more off-road orientated rivals. The tall front end, wide bars and upright riding position give it a suitably imposing stature in traffic, and a good sightline over cars in the city and hedges in the country. A comfy place to rack up big miles, if only the battery was up to the job of doing so!

We need two scores here, really. As an everyday bike the Zero is brilliantly practical, the fairing and adjustable screen giving decent weather protection on the move while a useful storage cubby in the ‘tank’ (and additional lockable ones either side) have space for charging cables, a lock, waterproofs and other kit you’d otherwise have to put in your bag or topbox. While big and heavy it’s no worse than a comparable combustion adventure bike in low-speed situations, and there’s actually a reverse ‘gear’ for getting in and out of tight parking spots. Heated grips and other tech make it all-year viable as well. So far, so good. But if ‘practicality’ also extends to usable range and charging things look less rosy, the claimed 105-mile range on the display with a fully charged battery proving somewhat over optimistic for a mixed run of motorway and B-roads. Charging once we were plugged in was also way too slow. Range was a lot better in town riding, where regenerative braking puts energy back into the battery every time you roll off the throttle. But beyond city limits where roads are faster and charging opportunities fewer and further between the impracticalities of electric power were all too obvious on our test, our 160-mile mixed test route requiring three charging stops and seeing us limp home with just 2 per cent battery remaining. Available cost options to improve both issues include additional battery capacity or a faster charging module, the latter meaning the potential to top up at over 11kW rather than the standard rate of 6.6kW if you can find a suitable charger. Even if you do that’s still an hour to charge, the reality in our hands proving a lot longer.

Goes without saying electric motors work differently to combustion ones, so you need to compare stats carefully. To wit, the 102 horsepower doesn’t sound too impressive on paper, even if it the output matches that of a 1,084cc Honda Africa Twin. The 229Nm of torque is, however, double what the Honda and most rivals offer, and is all there from the first twist of the grip. Without Zero’s slick calibration that would, of course, have you looping off the back every time you get on the throttle, so credit to the engineers for making it as easy to get on with as a twist’n’go scooter. Electric power also means much bigger differences between the rider modes than on a combustion-engined bike, the acceleration getting progressively punchier as you work your way up and actually making us feel a bit sick in its strongest mode. Put it this way, you’re not going to be left behind by your pals on regular adventure bikes. At least, not in pace terms. The conventional friction brakes comprise burly – and linked – radially mounted twin J.Juan calipers up front and a single out back but if you’re riding it properly you’ll be slowing as much on the regenerative charging, the motor becoming a generator off the throttle with varying degrees of regen (effectively engine braking) selectable in the set-up menus. Again, credit to Zero for making all this tech feel so natural. Were it not for the lack of noise the actual response on and off the throttle doesn’t require much adaptation from a combustion bike at all, which is no mean feat.

You’d assume an electric adventure bike like the Zero is going to weigh a lot more than combustion-powered equivalents but, in fact, the DSR/X’s 247kg kerbweight is a smidge less than an Africa Twin with a DCT gearbox and nearly 10kg less than a Harley-Davidson Pan America. The heavy battery is also relatively low in the frame as well, so there’s less of the top-heaviness you’d get from a fully-fuelled tank on a conventional bike. This helps it feel nice and planted on the road and through the corners, the 19-inch front wheel and 17-inch rear putting it at the more road-friendly end of the big adventure bike spectrum. The fully adjustable Showa forks and rear shock are all familiar kit from regular bikes, the remote hydraulic preload dial at the rear meaning easy configuration for passengers or luggage. It all works fine but most combustion-engined equivalents at this price have some sort of electronic damping control, reflecting one area Zero has had to account for the additional cost of batteries and motor. With off-road rider modes and more there’s an invitation from Zero to take the DSR/X off the beaten track as well, though if that’s your game the longer-travel suspension of ‘proper’ Africa Twins, V-Stroms and others starts to look more appealing.

Like anything electric powered you’re, in effect, paying upfront for your ‘fuel’ so the Zero’s purchase price looks chunky compared with petrol-powered rivals. But if you can charge at home it’ll cost little more than a fiver to ‘brim the tank’ and you’ll be starting every journey fully fuelled. It’s more expensive when out and about but still cheaper than petrol on a cost per mile basis. While a chain is an option for those going off-road the standard belt drive requires less upkeep, and the mechanical simplicity of electric powertrains means servicing is a lot easier. You’ll still need to account for tyres, brake pads and the rest and it’s a heavy bike so will go through them. But, overall, running costs should be usefully less than a comparable combustion-engined adventure bike.

Again, mechanical simplicity counts in the favour of any electric powered vehicle and there’s a lot less to go wrong on a Zero. Any issues that do arise are likely to be electronic, the proprietary Cypher III+ operating system at least ‘over the air’ serviceable so potentially fixable remotely. Zero has been in the game long enough now for us to have more faith in its hardware and software than many others now entering the electric bike field, too.

A five-year warranty is unusual for motorbikes and should help overcome any nerves about going electric on this score. In terms of servicing while the motor and battery won’t require the usual oil changes and valve clearance checks of a combustion engine the brakes, suspension, bearings and the rest still need the regular checks and, after an initial check for belt tension and a 600-mile break-in service, intervals are 8,000 miles or annually.

In keeping with its technophile billing the DSR/X is a fully connected and configurable from your phone, Zero taking full advantage of the near-endless adjustments you can make to electric powertrains. And, as you’d expect of a Californian tech firm, the pairing of phone and bike are very slick indeed, with endless scope for tailoring things like throttle response and regenerative braking to your tastes or riding style. You can also select which information is displayed on the TFT screen from your phone, this considerably easier to understand than many on more conventional bikes. We liked the simple handlebar controls as well, heated grips, LED lights and an adjustable screen included among the standard kit. Beyond that you can add an extra charger pack or battery pack (but not both) at considerable extra cost, while a fully equipped Black Forest version with factory fit aluminium luggage is a cost-effective way to equip your DSR/X for touring or commuting if that’s your planned usage.

We’re torn here because, as a bike to ride, the Zero DSR/X is a totally convincing alternative to an equivalent combustion-powered adventure machine and comparable on performance, weight and handling. Pricing is getting closer to parity as well, especially with the offers available on existing stock of the 2023 model year bikes. In urban commuting where regenerative braking can keep the range steady it would be an effective tool, with real cost benefits in terms of maintenance and ‘fuel’ if you can make it work. But out of city limits the usable range is still not enough, which wouldn’t be a problem if it could charge as quickly as an electric car and be topped up in the time it takes to have a brew and a comfort break. In reality even stopping for an hour will only be enough for half a complete charge, and you’ll be going less than 100 miles between them based on our experiences. It will add cost and weight but to work for longer distances the Zero really needs the option for car-style DC charging to be a viable long distance or adventure machine.