{"id":333585,"date":"2025-04-25T12:00:58","date_gmt":"2025-04-25T10:00:58","guid":{"rendered":"https:\/\/www.motorprosa.com\/?p=333585"},"modified":"2026-06-22T19:37:46","modified_gmt":"2026-06-22T17:37:46","slug":"electric-motorcycles-fact-check-in-the-alps","status":"publish","type":"post","link":"https:\/\/www.motorprosa.com\/en\/electric-motorcycles-fact-check-in-the-alps\/","title":{"rendered":"Electric motorcycles \u2013 fact check in the Alps"},"content":{"rendered":"\n
\"Facts
Lesedauer \/\/ Reading time: 19<\/span> Min.<\/span><\/figcaption><\/figure>\n\n\n\n

Mythical, much discussed and full of misunderstandings: riding electric motorcycles. People on social media think they know all about it, and that if you can ride an electric bike in the Alps, you can only do so at a snail’s pace and with long breaks to recharge. It’s time to set the record straight.<\/em><\/strong><\/p>\n\n\n\n

Before you read, please note<\/strong>: this post was translated with the help of Deepl<\/a>.
If you find any errors \u2013 please have fun first and then give me a hint.<\/p>\n\n\n\n

\"Das<\/figure>\n\n\n\n
<\/div>\n\n\n\n

How far can a modern electric motorcycle go in the mountains? How do hills affect range? What are the costs? And most of all, is it fun?<\/p>\n\n\n\n

We want
 to know exactly<\/h2>\n\n\n\n

My friend Ralf (see his profile on Instagram<\/a>) and I are looking for answers to these questions on a data-gathering trip through the magical Rhaetian Triangle<\/a>.<\/p>\n\n\n\n

Our route<\/strong> (Link to Kurviger)<\/a> takes us through the Vinschgau Valley, the Oberes Gericht in Tyrol and the Swiss Lower Engadine with detours to the higher-lying villages of Tschlin (1), Sent (3), L\u00fc (4) and Tanas (7). It’s a mix of flat and fast sections, short and steep ramps, tight hairpin bends and through-town sections \u2013 in other words, everything you’d expect from a great motorcycle tour. Only Ralf’s beloved off-road passages are missing.<\/p>\n\n\n\n

Ralf rides his Zero DSR\/X<\/a> on this tour. To be able to make a comparison with a real motorcycle (sic!), I accompany him on my Harley-Davidson Road King<\/a>.<\/p>\n\n\n\n

\"Facts
Our tour takes us through Italy, Austria and Switzerland<\/figcaption><\/figure>\n\n\n\n

We are confident that we can complete the tour on a single charge \u2013 but we have listed most of the charging points<\/strong> along the route at the end of this blog<\/a>.<\/p>\n\n\n\n

This
 is us<\/h2>\n\n\n\n
\n
\n
\"Ralf\n\t\t\t\n\t\t\t\t\n\t\t\t<\/svg>\n\t\t<\/button>
Ralf on his Zero DSR\/X<\/figcaption><\/figure>\n\n\n\n

Ralf<\/strong> (Kretz) is an adventurer from the West Allg\u00e4u and lives for motorcycling. He rides his Zero DSR\/X along the winding roads of the Allg\u00e4u and through the Bregenzerwald. He loves tight serpentines, breathtaking views and the freedom of two wheels. The Zero’s superior responsiveness and merciless punch never fail to thrill him. In addition to the asphalt, off-road training and on- and off-road events are where he lives out his passion. Ralf rides calmly, precisely and always in harmony with the landscape.<\/p>\n<\/div>\n\n\n\n

\n
\"The\n\t\t\t\n\t\t\t\t\n\t\t\t<\/svg>\n\t\t<\/button>
The Road King and me<\/figcaption><\/figure>\n\n\n\n

I, J\u00fcrgen<\/strong> (Theiner) have been riding, writing and photographing motorcycles for over 30 years. When I was 20, it was my dream to become a motorcycle worker, and at 50 I fulfilled it. My riding style can be many things \u2013 since I started riding Harleys and Zeros, it has changed from knee-sliding and racing to sitting upright and enjoying the scenery. My territory is the mountain passes in and around South Tyrol, I like the fast corners, I like the tight corners, I like the steep corners \u2013 I like motorcycling.<\/p>\n<\/div>\n<\/div>\n\n\n\n

The
 motorcycles<\/h2>\n\n\n\n

Ralf’s DSR\/X was built in 2023 and currently has Zero’s largest battery with 17.3 kWh (Kilowatt hours<\/em><\/strong>, see Glossary<\/a>) capacity. Of this, 15.6 can be used effectively. Ralf likes to ride off-road, which is why his Zero rolls on rough-tread enduro tires from Mitas.<\/p>\n\n\n\n

My Road King is a 2013 model, has a 22.7 liter fuel tank and weighs a fun 380 kg. The bike has been modified on the suspension side for more fun at lean angles and is software optimized due to the flap exhaust system. In other words: tuned fatter.<\/p>\n\n\n\n

<\/div>\n\n\n\n
<\/th>Zero DSR\/X<\/th>Harley-Davidson Road King<\/th><\/tr><\/thead>
Built<\/td>2023<\/td>2013<\/td><\/tr>
Mileage<\/td>22,400 km<\/td>18,300<\/td><\/tr>
Battery capacity \/ tank capacity *<\/td>17.3 kWh \/ 15.6 kWh<\/td>22.7 l<\/td><\/tr>
Weight ready to drive *<\/td>247 kg<\/td>380 kg<\/td><\/tr>
Tire type front \/ rear<\/td>Mitas Enduro Trail+<\/td>Metzeler<\/td><\/tr>
Tire pressure front \/ rear<\/td>2.2 \/ 2.6 bar<\/td>2.5 \/ 3 bar<\/td><\/tr>
Maximum torque *<\/td>225 Nm<\/td>135 Nm<\/td><\/tr>
Maximum power *<\/td>75 kW<\/td>64 kW<\/td><\/tr><\/tbody><\/table>
* Manufacturer information<\/em><\/figcaption><\/figure>\n\n\n\n
<\/div>\n\n\n\n

The
 procedure<\/h2>\n\n\n\n

We start with a fully charged battery\/full tank and correct tire pressures. We drive quite fast, but within the limits of traffic laws and, most importantly, within our financial means. We avoid slow driving, which can affect fuel consumption, as there are plenty of charging points along the route. As a local, I set the pace and plan the photo stops.<\/p>\n\n\n\n

We record key ride data before and after every long climb. We record mileage, distance, SoC, power consumption, altitude and temperature via the Zero display, Scenic and a weather app. A WingMan records the ride, Calimoto runs as a fallback. At the end of the trip, we recharge\/refuel again to determine the cost of electricity and fuel.<\/p>\n\n\n\n

Evaluation of this data should then provide information on consumption on the flat, on inclines, at low speeds, and at appropriate speeds.<\/p>\n\n\n\n

\"Facts
Data, Information & Notes<\/figcaption><\/figure>\n\n\n\n

The results
 in brief<\/h2>\n\n\n\n
Distance covered *<\/td>190.3 km<\/td><\/tr>
Duration | Pure travel time *<\/td>05:42 h | 03:54 h<\/td><\/tr>
Charging stop | Charging time<\/td>0 | 0 min<\/td><\/tr>
Average speed *<\/td>48.6 km\/h<\/td><\/tr>
Difference in altitude *<\/td>\u2191<\/strong> 4104 m | \u2193<\/strong> 4096 m<\/td><\/tr>
Consumption<\/td>Zero: 13.6 kWh | Harley: 10.6 l<\/td><\/tr>
Average temperature<\/td>10.2 \u00b0C<\/td><\/tr><\/tbody><\/table>

* Data Basis: RideLink WingMan<\/em><\/figcaption><\/figure>\n\n\n\n

Note 1<\/strong>: A travel time of \u2248 4 hours for 190 kilometers sounds like a slow ride. But it’s not, the small roads to Tschlin, L\u00fc and Tanas have pushed the average down. On a typical alpine road, an average speed of 45-50 km\/h is realistic.<\/p>\n\n\n\n

Note 2<\/strong>: The elevation data is a mystery to us. Kurviger’s route planning calculated 6162 m, Scenic counted 3950 m on the way, WingMan recorded 4104 m. We use WingMan’s data for the evaluation.<\/p>\n\n\n\n

<\/div>\n\n\n\n

The WingMan wrote the small matter of 14,000 waypoints \u2013 each with a time stamp, GPS position, speed, and sea level. We used this to validate and supplement our Pi times thumb values. <\/p>\n\n\n\n

Below is the readable table of our handwritten notes:<\/p>\n\n\n\n

<\/th>Distance<\/th>SoC<\/th>Wh\/km<\/th>Sea level<\/th>Temperature<\/th><\/tr><\/thead>
Laas (IT)<\/td>0 km<\/td>110 %<\/td>0<\/td>879 m<\/td>10 \u00b0C<\/td><\/tr>
Schluderns (IT)<\/td>13 km<\/td>106 %<\/td>55<\/td>921 m<\/td>8 \u00b0C<\/td><\/tr>
Reschen (IT)<\/td>36 km<\/td>90 %<\/td>78<\/td>1502 m<\/td>6 \u00b0C<\/td><\/tr>
Norbertsh\u00f6he (AT)<\/td>48 km<\/td>85 %<\/td>86<\/td>1409 m<\/td>9 \u00b0C<\/td><\/tr>
Martina (CH)<\/td>54 km<\/td>86 %<\/td>82<\/td>1040 m<\/td>10 \u00b0C<\/td><\/tr>
Tschlin (CH)<\/td>64 km<\/td>78 %<\/td>87<\/td>1500 m<\/td>11 \u00b0C<\/td><\/tr>
San Nicl\u00e0 (CH)<\/td>70 km<\/td>78 %<\/td>82<\/td>1085 m<\/td>11 \u00b0C<\/td><\/tr>
Crusch (CH)<\/td>81 km<\/td>72 %<\/td>84<\/td>1245 m<\/td>12 \u00b0C<\/td><\/tr>
Sent (CH)<\/td>83 km<\/td>71 %<\/td>83<\/td>1430 m<\/td>12 \u00b0C<\/td><\/tr>
Zernez (CH)<\/td>116 km<\/td>54 %<\/td>81<\/td>1474 m<\/td>11 \u00b0C<\/td><\/tr>
Il Fuorn (CH)<\/td>139 km<\/td>34 %<\/td>84<\/td>2143 m<\/td>7 \u00b0C<\/td><\/tr>
L\u00fc (CH)<\/td>157 km<\/td>30 %<\/td>82<\/td>1930 m<\/td>7 \u00b0C<\/td><\/tr>
M\u00fcstair (CH)<\/td>165 km<\/td>30 %<\/td>77<\/td>1244 m<\/td>12 \u00b0C<\/td><\/tr>
Schluderns (IT)<\/td>182 km<\/td>24 %<\/td>74<\/td>921 m<\/td>14 \u00b0C<\/td><\/tr>
Tanas (IT)<\/td>195 km<\/td>13 %<\/td>76<\/td>1461 m<\/td>10 \u00b0C<\/td><\/tr>
Laas (IT)<\/td>203 km<\/td>14 %<\/td>73<\/td>872 m<\/td>15 \u00b0C<\/td><\/tr><\/tbody><\/table>

Table 1: Our The on-the-go data collection<\/em><\/figcaption><\/figure>\n\n\n\n

Note 1<\/strong>: The strange 110% SoC (S<\/em><\/strong>tate<\/em> o<\/em><\/strong>f<\/em> C<\/em><\/strong>harge<\/em>, see Glossary<\/a>) is a Zero uniqueness and corresponds to the usable 15.6 kWh. Zero recommends 100% as a \u201chealthy\u201d SoC for everyday use. The additional 10% can be enabled if the range requirement is increased. We had that requirement.<\/p>\n\n\n\n

Note 2<\/strong>: The sensitive and sensor-rich WingMan recorded a distance of 190.3 kilometers, while Kurviger calculated 188 kilometers. Obviously, the Zero’s odometer is off by +6.8%.<\/p>\n\n\n\n

Note 3<\/strong>: The remaining SoC of 14% would have been good for another 30 kilometers and 700 vertical meters, which is the distance from Martina via Tschlin to Crusch.<\/p>\n\n\n\n

<\/div>\n\n\n\n
\"Equipment
Equipment en masse: SmartPhone, sat nav and (hidden) WingMan<\/figcaption><\/figure>\n\n\n\n

Consumption
 & costs<\/h2>\n\n\n\n

The Zero consumed 13.6 kWh (\u20ac 8.2), the Harley 10.6 liters of gasoline (\u20ac 19.0). To make the consumption figures comparable, we convert the energy content of 1 liter of gasoline into kWh. In the household, electricity, gas, hot water and heating are also measured in kWh.<\/p>\n\n\n\n

The gasoline equivalent is 8.8 kWh\/liter. So the Zero’s consumption is equivalent to the energy value of \u2248 1.5 liters of gasoline, while the Harley’s consumption is 93.6 kWh. Surprise: that’s \u2248 588% more.<\/p>\n\n\n\n

<\/th>Capacity<\/th>Consumption<\/th>Consumption in kWh<\/th>Wh\/km<\/th><\/tr><\/thead>
Zero<\/strong><\/td>15.6 kWh<\/td>96 % (of 110 %)<\/td>13.6<\/td>71.5<\/td><\/tr>
Harley-Davidson<\/strong> <\/td>22.7 l<\/td>10.6 l<\/td>93.6*<\/td>491.9<\/td><\/tr><\/tbody><\/table>
* Gasoline equivalent: 8.8 kWh, all values rounded<\/em><\/figcaption><\/figure>\n\n\n\n

In other words: Although 5.6 liters\/100 km is not much for a Harley weighing about 500 kg with rider, the American V2 giant consumes more than six times (!) as much energy as the DSR\/X on the same distance.<\/p>\n\n\n\n

Still have questions about electric motor efficiency?<\/h3>\n\n\n\n
<\/div>\n\n\n\n

The Zero was charged with relatively expensive electricity from my provider VION<\/a> (\u20ac 0.60\/kWh). The powerful sounding fun on the Harley-Davidson still cost more than twice as much. If we had charged the DSR\/X in my garage using the Schuko plug \u2013 i.e. with my cheap household tariff \u2013 the Harley ride would have been six times more expensive.<\/p>\n\n\n\n

We start
 to do the math<\/h2>\n\n\n\n
<\/th>Consumption<\/th>Price per unit<\/th>Total costs<\/th><\/tr><\/thead>
Zero DSR\/X (VION-Charging station)<\/td>13.6 kWh<\/td>\u20ac 0.6\/kWh<\/td>\u20ac 8.2<\/td><\/tr>
Zero DSR\/X (VION-Household electricity)<\/td>13.6 kWh<\/td>\u20ac 0.2\/kWh<\/td>\u20ac 3.3<\/td><\/tr>
Harley-Davidson Road King<\/td>10.6 l<\/td>\u20ac 1.8\/l<\/td>\u20ac 19.0<\/td><\/tr><\/tbody><\/table>

All values rounded<\/em><\/figcaption><\/figure>\n\n\n\n
\"How
How did that percentage thing work again?<\/figcaption><\/figure>\n\n\n\n

Can we calculate the additional consumption of the DSR\/X on the climb? To do so, we calculate the \u201cbasic consumption\u201d on the flat of the X route and subtract it from the higher consumption of a similarly long but uphill route.<\/p>\n\n\n\n

This is more of an assumption than a reliable calculation. This is because you can ride uphill at the same speed as on the flat, but it does not take into account the energy-consuming acceleration out of hairpin turns or changes in grade.<\/p>\n\n\n\n

Anyway. The flattest part of our tour is between Laas and Schluderns. Over 11 km we measure a difference in altitude of 40 m and a SoC consumption of 4%. This corresponds to 624 Wh. We divide this value by the distance.<\/p>\n\n\n\n

Note<\/strong>: For simplicity, we calculate in watt-hours (Wh).<\/p>\n\n\n\n

\n
\n


15,600 Wh x 4 % = 624 Wh<\/em>

<\/p>\n<\/div>\n\n\n\n

\n

We convert the consumption of 4 % SoC into Wh<\/em><\/p>\n<\/div>\n<\/div>\n\n\n\n

\n
\n


624 Wh \/ 11 km = 56.7 Wh\/km<\/em>

<\/p>\n<\/div>\n\n\n\n

\n

We calculate the Wh consumption per kilometer<\/em><\/p>\n<\/div>\n<\/div>\n\n\n\n

This means that the DSR\/X consumes 56.7 Wh<\/strong> per kilometer. Plausible \u2013 when we stopped in Schluderns, we read a value of 55 Wh\/km on the Zero display (see table 1<\/a>). By the way: At this rate, the battery capacity of 15,600 Wh would last for about 275 km.<\/p>\n\n\n\n

<\/div>\n\n\n\n


We learn: <\/strong>
On flat terrain, a basic consumption of \u2248 57 Wh\/km applies.<\/strong>

<\/p>\n\n\n\n

<\/div>\n\n\n\n

A similarly long stretch, but with a 6% grade, is between Schluderns and Tanas (11.2 km). There, the Zero has consumed 11% SoC. We do the same exercise again:<\/p>\n\n\n\n

\n
\n


15,600 Wh x 11 % = 1,716 Wh<\/em>

<\/p>\n<\/div>\n\n\n\n

\n

We convert the consumption of 11 % SoC into Wh<\/em><\/p>\n<\/div>\n<\/div>\n\n\n\n

\n
\n


1,716 Wh \/ 11.2 km = 153.2 Wh\/km<\/em>

<\/p>\n<\/div>\n\n\n\n

\n

We calculate the Wh consumption per kilometer<\/em><\/p>\n<\/div>\n<\/div>\n\n\n\n

On the mountain, we calculate a consumption of 153.2 Wh\/km<\/strong>. By the way: With this consumption, the battery capacity of 15,600 Wh would only last for about 102 km. Now we subtract the base consumption of 57 Wh\/km from the 153.2 Wh\/km. Result: \u2248 96 Wh\/km.<\/p>\n\n\n\n

\"Facts
Steep uphill: 11 kilometers from Schluderns to Tanas<\/figcaption><\/figure>\n\n\n\n

For the DSR\/X, this results in a mountain surcharge of \u2248 96 Wh\/km. For validation, we consider the route from Zernez to the Ofen Pass (23 km), calculate the theoretical SoC consumption and compare it with our notes.<\/p>\n\n\n\n

\n
\n


153 Wh\/km x 23 km = 3,496 Wh<\/em>

<\/p>\n<\/div>\n\n\n\n

\n

We calculate the Wh consumption over 23 km (on the incline)<\/em><\/p>\n<\/div>\n<\/div>\n\n\n\n

\n
\n


(3,496 Wh \/ 15,600 Wh) x 100 = 22,4 %<\/em>

<\/p>\n<\/div>\n\n\n\n

\n

We calculate the percentage share of the total capacity<\/em><\/p>\n<\/div>\n<\/div>\n\n\n\n

Theoretically, this route draws \u2248 3,500 Wh, or 22.4% of the total capacity of 15,600 Wh from the battery. We effectively used 20% SoC on our trip (see table 1<\/a>). Reason: The gradient from Zernez to the Ofenpass is on average 2% lower than from Schluderns to Tanas, so the calculation of the mountain surcharge is plausible.<\/p>\n\n\n\n

<\/div>\n\n\n\n


We learn: <\/strong>
A surcharge of \u2248 96 Wh\/km applies on the mountain.<\/strong>

<\/p>\n\n\n\n

<\/div>\n\n\n\n
\n
\n
\"Facts\n\t\t\t\n\t\t\t\t\n\t\t\t<\/svg>\n\t\t<\/button>
Elevation profile of the route<\/figcaption><\/figure>\n<\/div>\n\n\n\n
\n
\"Facts\n\t\t\t\n\t\t\t\t\n\t\t\t<\/svg>\n\t\t<\/button>
Speed profile of our ride<\/figcaption><\/figure>\n<\/div>\n<\/div>\n\n\n\n

Assumptions
& thoughts<\/h2>\n\n\n\n

Let’s assume that the Harley ride should only have cost the same as the Zero \u2013 i.e. \u20ac 8 (see consumption table<\/a>). For that, you get \u2248 4.5 liters of gas, and the Harley can travel 85 kilometers with that. This means that after starting in Laas, the Road King would stop in Sent at the latest. A nice place with a charging point, but unfortunately without a gas station.<\/p>\n\n\n\n

\"Facts
Break in Sent, after 85 kilometers<\/figcaption><\/figure>\n\n\n\n

Let’s assume the DSR\/X has to travel the same distance as the fully fueled Harley. 23 liters of gas will get the heavyweight 400 kilometers. To cover that distance, the Zero would have to be plugged in for about two hours.<\/p>\n\n\n\n

Investing in an optional fast charger<\/a>, which currently costs \u20ac3,000, would cut the waiting time in half. For \u20ac3,000 you could also burn \u2248 1,670 liters of gasoline. I wonder how far the Harley would get with that?<\/p>\n\n\n\n

\n
\n


3,000 \u20ac \/ 1.8 \u20ac\/l = 1,666.7 l<\/em>

<\/p>\n<\/div>\n\n\n\n

\n

How much gas can you get for \u20ac3,000 (price: \u20ac1.8 per liter)?<\/em><\/p>\n<\/div>\n<\/div>\n\n\n\n

\n
\n


1,667 l \/ (5.6 l\/km \/ 100) = 29,762.5 km<\/strong>
<\/em>
<\/p>\n<\/div>\n\n\n\n

\n

We divide by the consumption (5.6 l\/100 km)<\/em><\/p>\n<\/div>\n<\/div>\n\n\n\n

30,000 kilometers. Ralf’s DSR\/X would have to be recharged 150 times to cover this distance with a continuous range of 200 kilometers. Time is money and vice versa; a fast charger would save 150 hours. That’s six days.<\/p>\n\n\n\n

Speaking of absurd math: 1,670 liters of gasoline equals \u2248 14,500 kWh. The DSR\/X won’t charge any faster, but it will go over 200,000 kilometers.<\/p>\n\n\n\n

When do we leave?<\/p>\n\n\n\n

<\/div>\n\n\n\n

Recuperation \u2013
 the electric magic<\/h2>\n\n\n\n

A fascinating part of the electric magic is the energy recuperation when going downhill or decelerating, even if electric bikes are too light for really heavy recuperation, there is a nice effect in the mountains \u2013 see table 1<\/a>: From Norbertsh\u00f6he to Martina, the SoC increases by 1%, as well as from Tanas to Laas. 1% sounds like little, but it comes on top of the quasi given distance.<\/p>\n\n\n\n

\"Facts
Electrons are about to be collected again<\/figcaption><\/figure>\n\n\n\n

The 43 kilometers from Ofenpass to Schluderns consume only 10% SoC, despite the drive to L\u00fc (+300 m altitude difference). Calculated with the basic consumption of 57 Wh\/km, the distance would mean a consumption of 2.5 kWh or \u2248 16% SoC.<\/p>\n\n\n\n

Another example: Around the highest Alpine pass, the Col de l’Iseran in France, my Zero SR\/F 14.4<\/a> reached 240 km with its smaller battery (usable capacity: 12.6 kWh) with a remaining SoC of 10%. Recuperation on the long ramps of the Iseran and the Grand St. Bernard made an impressive contribution to the range.<\/p>\n\n\n\n

So the kinetic energy goes back into the battery in a usable form and not into smoking brake pads like on the Harley.<\/p>\n\n\n\n

<\/div>\n\n\n\n

Conclusion
 of the tour<\/h2>\n\n\n\n

The tour went completely smoothly and as expected. We have learned: A Zero DSR\/X can get \u2248 230 km per battery charge in the mountains without any effort \u2013 even in cool temperatures (the average during our ride was 10.2 \u00b0C) and with coarse studded tires. Even many (photo) stops with energy-sapping starts from a standstill do not significantly reduce the range.<\/p>\n\n\n\n

\"Fakten
Loading? Possible anywhere, even in the abandoned L\u00fc. But not necessary.<\/figcaption><\/figure>\n\n\n\n

When you convert the fuel consumption of an ICE motorcycle into kWh, the efficiency of the DSR\/X is shocking; especially when you realize that the Zero had to hold back a lot when accelerating to avoid crashing into the back of the hardworking Harley.<\/p>\n\n\n\n

And
 the fun?<\/h2>\n\n\n\n

This ride was magnificent from 0 to 190 km: the clear air gave us wide views over the sun terraces of the Engadine. The clear Swiss roads \u2013 we met only half a dozen cars on the eastern ramp of the Fuorn \u2013 gave us a motorcycle flow par excellence. The first signs of spring \u2013 blossoming apple trees in Vinschgau, millions of crocuses on the Swiss pastures \u2013 made the winter temperatures at high altitude only half as painful. Squirrels crossed our path, birds of prey circled above us, and Swiss girls posed for photographs.<\/p>\n\n\n\n

Neither on the Harley nor on the DSR\/X, which is extremely dynamic in comparison, did we get bored<\/a>. On some stretches, even the 80 km\/h allowed on Swiss country roads was a challenge.<\/p>\n\n\n\n

\"Facts
Allegra means \u201eI’m happy\u201c<\/figcaption><\/figure>\n\n\n\n

We had fun, of course. Also because of the kilowatt hours saved and the sensationally low cost, the warming engine heat and the quiet whirring of the Zero belt that broke at the end of the day. We enjoyed being on the road in a beautiful landscape, interesting conversations and our friendship.<\/p>\n\n\n\n

\"Das<\/figure>\n\n\n\n
<\/div>\n\n\n\n
<\/div>\n\n\n\n

Additional
links<\/h2>\n\n\n\n