Ducati boss Claudio Domenicali rides a Hypermotard converted to electric power with a Zero FX powertrain and recently said the company is about to join the electric bike race.
At a recent student event in Spain he told the crowd: “The future is electric, we’re not far from starting series production.”
It’s no news that Ducati has been considering an electric model since about 2017 when a Ducati executive revealed they had electric plans for a motorcycle and a scooter by 2021.
In the same year, VW Group Chairman Matthias Mueller upped the ante saying Ducati would have an electric motorcycle “by 2020”.
But Australia will be at least another year or more behind. Harley-Davidson Australia won’t introduce the LiveWire, predicted to cost more than $40,000, until 2020. Zero Motorcycles pulled the plug on Australia in 2017 with no hint of a return just yet.
Big battle
Harley LiveWire
Other motorcycle manufacturers have electric models in the pipeline and there is a myriad of startup electric motorcycle companies.
However, the focus this year will be on the big battle between Harley and Zero.
Harley is one of the biggest road bike manufacturers in the world and Zero is the biggest electric motorcycle company.
LiveWire V SR/F
The LiveWire is clearly aimed at the top end of the market with premium components and a price tag to match.
Zero’s new naked bike will be launched on February 25, 2019.
Even though it’s called the SR/F which sounds like a version of the SR model, Zero’s recent teaser Tweet says it is “an entirely new platform”.
“More than a new model, SR/F is an entirely new platform. The SR/F provides an effortlessly powerful experience in the naked street bike category,” Zero Tweeted.
It was accompanied by the above teaser photo of the LED headlight.
When Zero pulled the plug on Australian imports, their fleet ( Zero S, SR, DS, DSR, FX and FXS) ranged in price from $18,000 to $25,000 on the road.
2017 Zero motorcycles
Undoubtedly the SR/F will cost a lot less than the Harley LiveWire which will be available for sale in North America and Europe in the third quarter of this year for $US29,799 ($A41,699) plus on-road costs.
That is about the same price Americans pay for a top-of-the-line Ultra Limited tourer with luggage, infotainment and all the bells and whistles. (In Australia, an Ultra Limited costs $A40,995 ride away.)
Expensive electrics
That’s still not as much as the world’s fastest electric motorcycle, the 351km/h Lightning Motorcycle LS-218 at $US38,888 (about $A51,150).
The 2019 Zero DSR electric dual-sport gets more power and torque, increased range and useful features like a windscreen, grippy tank panels, hand guards and a 12V socket. (Photos by Aaron Brimhall)
Sometimes, I can be such a sucker. Apparently, the good folks at Zero Motorcycles know this and jumped on my weakness. While unveiling the 2019 DSR dual-sport electric motorcycle in Santa Cruz, California, the Zero reps set the hook and reeled me in. Following the tech presentation they explained, “…and after the street portion of the ride we’ll ride off-road at a private ranch that we’ll have all to ourselves—dirt roads, unimproved roads, water crossings, a beach-riding photo op and some single-track too.”
Riding an electric dual-sport on a private ranch with wooded trails and beach access? Sign me up!
What??? In my younger years I spent lots of time riding motorcycles around this very same area, decades ago before much of the land became fenced and gated. So I had a good idea about the mix of redwoods, bay laurel trees, ferns and banana slugs we’d see. Sold! I was all in and ready to roll.
Weighing a claimed 416 pounds, the Zero DSR carries its weight low since the “tank” is an empty storage compartment and the enormous battery occupies the space where an internal combustion engine would normally be.
Regarding electric vehicles, some cite concerns about limited range and hassles with recharging battery packs. That’s legit to a point, but the Zero engineers continue to notch advancements by tapping into new battery chemistry, advanced magnet composition, better firmware and redesign of the motor controller for more efficient yet more powerful motors, increased long-term charge storage and more. Claimed horsepower increases from 67 on the DSR we reviewed in 2016 to 70 on the new model, and torque jumps from 106 lb-ft to a whopping 116 lb-ft—that’s more grunt than the most powerful 1,000cc sportbike in production today, as the Zero reps love to explain, and the controller delivers it very smoothly and quickly.
The Zero DSR’s digital instrument panel shows speed, mode, remaining charge, remaining range, battery output/regen as well as a clock and tripmeter functions.
Given increased range claims of 163 miles in the city and 78 miles on the highway, even this new and improved iteration still offers a radically different performance envelope compared to internal-combustion machines. So the key is to clearly identify and stay within the working envelope. Specifically, Zeros can work very well for commuting (especially if you can recharge your bike while at work or school), and in the case of the DSR, it would be grand to have one on hand for riding out from a mountain cabin.
Although considered a dual-sport in Zero’s lineup, the DSR is a street-biased motorcycle that is heavy by dual-sport standards. But having direct drive with no clutch simplifies things when the going gets rough.
On pavement the street-biased DSR feels agile like a sporting 600cc bike in terms of weight and size—albeit one with monster torque. Much of its weight is carried low, which makes it feel even lighter and more nimble than its claimed 416-pound curb weight would suggest. Yet the instant-on torque rockets you out of corners, setting the front end to skipping over the pavement if you’re not careful. The wide handlebar lends leverage for steering input and you can slice and dice your favorite back road right into bite-sized pieces thanks to the stout aluminum frame and high-quality fully adjustable Showa suspension.
The Zero DSR has fully adjustable Showa suspension front and rear. Ahead of the rear shock is the air-cooled electric motor.
I got caught out on the fast-paced first corner; set on Sport mode, the Zero returns little regenerative “engine” braking when you roll off the throttle—surprise! Luckily, my old two-stroke reflexes kicked in and I just squeezed harder on the lever for the single-disc front brake. Off-road, braking power is less of an issue than tire traction; the hybrid Pirelli MT-60s strike a good compromise for street and dirt use, but of course they can’t match the grip of full-on knobby tires when riding on the loose stuff.
The DSR’s riding position feels open and comfortable, with a fairly broad and sufficiently padded seat, though the passenger step restricts rider movement a bit. The handlebar sits a tad too low for this six-footer while standing on the pegs, but the nice, wide footpegs are dual-sport comfortable.
The Zero DSR has an open, comfortable seating position, but for tall folks the bars are too low for stand-up riding.
In the dirt, managing the strong initial power onset can be a little tricky. But with practice it becomes simple to modulate power while negotiating tight spaces, especially if you ramp down to the Eco setting that restricts power delivery. (There’s also a Custom setting for adjusting power and regen to your liking.) Once you get the hang of it, negotiating tight quarters on heavily wooded trails becomes a joy since no clutch skills are needed—one less thing to distract you from the task of actually riding the bike.
In keeping with dual-sport and ADV bike trends, the DSR now comes equipped with a modestly sized windscreen, grippy tank panels for off-road, up-on-the-pegs riding, hand guards and a handy 12-volt accessory socket—all at no added cost over last year’s MSRP of $16,495. That adds measurably to the utility and versatility quotients. Also, the decent-sized “tank top” storage compartment is handy if you don’t install Zero’s accessory extra battery (Power Tank) or fast-charge (Charge Tank) setup.
The Zero DSR’s windscreen, formerly an accessory but now standard, adds wind protection and should improve aerodynamics for better range. The DSR has belt final drive, but a chain conversion kit is available.
Adapting to any vehicle takes some effort as you work to its strengths and cover its weak spots. We already do that when we jump back and forth from four wheels to two, so it’s just another parallel path when we jump from internal combustion to electric bikes. In summary, it’s not about the DSR’s limitations; it’s about how well it actually works as a motorcycle in a variety of settings. And as this short first ride proved, the 2019 Zero DSR can work very well indeed as a capable and versatile dual-sport machine.
2019 Zero DSR Specs Base Price: $16,495 Warranty: 2 yrs.; 5 yrs./unltd. miles for power pack Website:zeromotorcycles.com
Engine Type: Z-Force 75-7R passively air-cooled, high efficiency, radial flux, interior permanent high-temperature magnet, brushless motor Controller: High efficiency, 775-amp, 3-phase brushless controller w/ regenerative deceleration Battery: Z-Force Li-ion intelligent Max. Capacity: 14.4 kWh Nominal Capacity: 12.6 kWh Standard Charger Type: 1.3 kW, integrated Input: Standard 110V or 220V Transmission: Clutchless direct drive Final Drive: Belt
Chassis Frame: Aluminum twin-spar w/ aluminum swingarm Wheelbase: 56.2 in. Rake/Trail: 26.5 degrees/4.6 in. Seat Height: 33.2 in. Suspension, Front: 41mm USD fork, fully adj. w/ 7.0-in travel Rear: Single shock, fully adj. w/ 7.0-in travel Brakes, Front: Single 320mm disc w/ asymmetric 2-piston floating caliper & ABS Rear: Single 240mm disc w/ asymmetric 1-piston floating caliper & ABS Wheels, Front: Cast, 2.50 x 19 in. Rear: Cast, 3.50 x 17 in. Tires, Front: 100/90-19 Rear: 130/80-17 Claimed Wet Weight: 419 lbs. Claimed Load Capacity: 356 lbs. GVWR: 775 lbs.
Performance Claimed Peak Horsepower: 70 Claimed Peak Torque: 116 lb-ft Claimed Top Speed: 102 MPH Claimed Range: 163 miles city/78 miles highway Charging Time (110V): 9.8 hours
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