Zero DSR/X 17.3 – The Californian Adventurer

Let’s meet the new adventure motorcycle Zero DSR/X! On the slopes of Mount Etna, the electrical experts from California presented it to the international press, and I was offered the chance to ride it through these dramatic volcanic landscapes. An impressive experience!

Rumours about a Zero DSR update have been floating around for quite some time – but the two covered motorcycles in the press room of a Sicilian golf resort promise something bigger: This is not about model updates, this is about something new.

Freed from their black covers, two new adventure motorcycles – Zero’s own designation – emerge. They break with the current ideal of “beauty” found in the so-called touring enduros: on stage stand two elegant multi-tools without protruding beaks or asymmetrical facial derailments. Clear lines characterise the muscular front end. No strange designs or what would have been the worst case, adventurous décor is to be found. I’m sure Zero’s own SR/S sports tourer and the design icon FXE served as inspiration.

All new
 for adventure

The frame, the tail and the swingarm are based on the familiar SR/F and /S design, but then again, they are completely new. The frame’s geometry has been changed (not only because of the 19-inch front wheel); the tail mounts differently to the main frame and can take more load. The swingarm is more stable now – for some good reasons: not only does it have to cope with more weight (247 kg) and the expected wilder offroad load, it also has to withstand the new, more powerful motor. In the DSR/X, up to 225 Nm pull at the 25 mm wide belt (5 mm more than on its sisters), and the rear pulley has some holes in it to allow small stones to escape from the belt. Propulsion ends at 180 km/h – what more could you ask for?

This power is supplied by a 17.3 kWh battery – no Zero has ever carried this much energy. In combination with the new motor, which has become even more efficient, this results in ranges that will be sufficient for most. Charging is via Type 2, which is still the best choice outside of major cities or motorways. The charging port is located – and this position makes me frown slightly – behind the steering head: Apparently, it really never rains in California. The fact that the socket flap’s grip slot it too narrow to be opened with gloves is forgivable. But that this narrow slot will casually submerge the Type 2 port is not. I doubt that much water will find its way through the tiny drain hole – at least when the motorcycle is being driven through mud in a manner befitting its species. Hopefully I’m wrong.

Friends of handy tank bags will also roll their eyes because the charging port is difficult to access. However, the heavy charging cable is usually located in the tank compartment, so the tank bag must be removed for charging anyway. An Italian competitor has solved this issue more elegantly by positioning the charging port on the side.

Furthermore, the drive magic controller has been moved. On the DSR/X’s fast sisters, it’s mounted below the battery while she carries it much more protected in the tail. This provides valuable distance to any rough and dirty grounds, just like the 190 mm of suspension travel taken care of by Showa, fully adjustable of course. Also back on board: the Spanish brake specialist J-Juan with radial fittings on the handlebar, radial brake calipers on the front as well as a larger rear brake disc that works in conjunction with the front brake.

As before – and this is a real pity – there is no parking brake that could prevent an incorrectly parked DSR/X from falling. According to Zero, this is neither malice nor an oversight – modern AB systems apparently react sensitively to permanently high pressures in the brake lines. The tightness subject is still an open issue, especially with regard to incorrect operation, for example weeks of parking with brake pads in contact.

At least, Zero has implemented a “virtual” parking brake via the Bosch software and the new Cypher III+ operating system. After a strong brake actuation, the DSR/X locks itself. This is pleasant when you want to stop on a slope.

The corresponding information is – along with a lot of other interesting facts – provided by the crystal-clear TFT display, which is always easy to read. The depths of its configuration, however, must be mastered with a single push-slide button on the left handlebar – and that, as with the SR/F and /S, requires a lengthy study of the manual. Why? Because the information output after pressing the mode button differs depending on whether the Zero is moving or stationary, whether the side stand is folded out or not, in which direction the button is pushed and for how long. This is quite confusing, especially when an incorrect operation in the menu background calls up the start screen again.

New to the Zero DSR/X is an offroad mode for ABS and traction control that can be added to all riding modes. This creates the amazing possibility of riding over 200 Nm of torque in sand and gravel without traction control. Crazy!

However, as 2022 draws to a close, I would like to ask for a touchscreen with assignable fields and – let’s face it: illuminated and modern dashboards would really suit the DSR/X better than the installed leftovers from a mass-production manufacturer.

At least there are no new controls to learn. Only Zero newcomers might have concerns about pressing the electric starter button while driving to operate the cruise control. The fact that it is still located at the right-hand end of the handlebar is an ergonomic dilemma.

Finally –
 riding

I sit up and – wow! A smooth, almost organic-like landscape spreads out before me, with an impressive paint quality. The tank cover closes with European gaps, and there is plenty of space underneath for loading equipment, photo gear and stuff. On the right flank there is an additional storage compartment, which is sure to be used with pleasure – if only its cover was not fixed with two Torx screws. The corresponding key is in the on-board tool kit, but that is hidden under the seat. A little awkward. My suggestion for a more practical solution: two quick-release fasteners. But anyway: if the DSR/X falls, the costs for these covers won’t hurt.

The wide handlebars encourage you to embrace the world, the interface between man and machine is of instant plug-and-play quality. Everything is where you expect it, the side stand can be found blindly, the windshield literally disappears from view. The inevitable adventure power socket can be found in the cockpit, USB sockets are in the storage compartment. However, this can only be opened with the ignition key – a bit awkward when the motorcycle is ready to go. We have 2022 – what about keyless go? For me, however, a simple mechanical solution for opening the storage compartment would be enough.

The slopes of Mount Etna are pure motorcycle paradise. The volcano rises from the Mediterranean waters, countless narrow roads and paths wind their way upwards. The mountain lives, moves incessantly, pushes the landscape in front of it, bends and shapes it, sometimes completely resets it with destructive lava flows. This makes for extremely exciting routes, but also provides challenges that might provide problems for less experienced riders.

The Zero DSR/X can be ridden unobtrusively in the best sense of the word. The motor’s response is first-class in the Canyon mode, which releases a large part of the power and at the same time recuperates strongly. Fascinatingly first-class. There is not a single millimetre of play between the “throttle grip” and the rear tyre. This makes things very easy in the tight bends, which sometimes become bitterly tight and are also in the shadow of high conifers that protrude deep into the lane.

The most powerful
 luggage carrier on the market

The 19-inch front wheel certainly plays a large role in the smooth running of the DSR/X. Ruts wipe through unnoticed under the rubber, road distortions get caught in the Showas. The adventurous Zero changes lines when you just think of it and falls willingly into the corners. Shortly after starting, I have to put the tips of my boots on the footrests to avoid sacrificing the soles to Mount Etna.

Meanwhile, the mix of the latest Bosch software with 6-axis magic IMU and its integration into the Cypher III+ operating system works for safety. More than 200 Nm of torque pushing from bend to bend without a break mercilessly challenge the rear tyre, and chiseling a smile on my face. The traction control does its job and reports about it with a constantly flickering indicator light. I do not feel anything of this, even the remains of lava ash and sand fields suddenly appearing in the apex of the corners lose their terror. The DSR/X passes my involuntary stability test with flying colours: when braking at a low lean angle, I hit a bump, the left footrest comes down hard. The DSR/X remains on the desired line – no oscillating, no stirring.

Everything is just great – and basically nothing else should be expected from a motorcycle in this price range.

And what about the “Adventure”? Our tour guide leaves the beautiful asphalt for a dirt road. My DSR/X with its moderately profiled Pirelli Scorpion tyres runs on the powerful Canyon mode, the offroad mode is active.

The dirt track, still easy at the beginning, quickly turns into a trail for which hikers put on their thick-tread shoes. The Sicilian path constructors pushed together every material they can find – lava rocks, coarse gravel, fine sand and fallen trees – and then leave it to its fate. In the dusty wake of my colleagues, my search for tracks quickly turns into poking around blindly. The slopes appear out of nowhere and painfully remind me of the fact that I’ve never ridden a motorcycle offroad – let alone not a 250 kg high-legged one.

And then, once again, the special feature of electric motorcycles proofs to be a real gamechanger: its power can be dosed so crystal clear and fine that slopes which challenge even experienced offroad riders, lose their terror. Without any fumbling with revs and clutch, I can concentrate on the least rough way through the terrain. It works first-class when I’m standing – I can reach the handlebars without any problems. Even sitting down, I can easily get through the dust, but it requires much more work on the handlebars.

Well, I had my fun in the dust of the forests, among the sharp lava boulders and in the deep sand, from which the DSR/X has always been able to powerfully scoop itself out.

Thoughts on the
 range of the DSR/X

The topic of electromobility is always about range. Whether daily stages of 600 kilometres and more are possible or sensible is no issue here. Those who want to ride non-stop from Munich to Nice will not be embarrassed by an electric motorcycle – and those who are interested in an electric motorcycle with the price tag of a DSR/X know what to expect. The keywords are route planning, charging stops, electricity provider management and basic knowledge of electric technology.

However, the DSR/X defines itself as an adventure bike. It comes with a huge payload, a survival luggage system, three different height seats and must-have accessories for the really big ride. So, range matters.

During the test drive in hot Sicily, I didn’t even come close to emptying the 17.3 kWh battery. At the start, the SoC was at a funny 110% – a bit ridiculous, I think, but so be it. Anyone who has treated themselves to the 10% capacity update in the Cypherstore will surely want to be pointed out to them.

We had about 70 dedicated kilometres of intense riding on asphalt, gravel and in sand. This and the lava movement work drew 40% from the battery. The estimated range was exactly the same at the beginning and at the end of the tour. This means that approximately 210 kilometres of highly entertaining fun would have been possible – always and everywhere, provided no Vmax actions on the motorway come into play. For legal travels on country roads and alpine passes, I expect much greater ranges – my own SR/F with a 14.4 kWh battery, for example, made more than 230 km in the French Alps.

It is yet to be tested how the new 17.3 kWh battery performs in cold temperatures – my own 2019 SR/F’ performance drops noticeably in the cold. Possibly relevant for adventurous riders: at temperatures below 0°C or higher than 50°C the battery no longer accepts charging for self-protection. So, if you want to ride to the Nordkap in winter or through the Death Valley in summer, keep this in mind.

My conclusion
 after one day with the DSR/X

I’m not a traveller at heart, not an adventure motorcycle rider and no offroad rider at all. Sitting upright will become inevitable at some point, but as long as my back is flexible enough and my belly small enough not to get in the way, I will put my weight on the low-lying handlebars of a racer and trust the grip of sports tyres warmed and softened by riding on rough asphalt.

But the fabulously manufactured DSR/X – this much praise must be given – proved me wrong. With the greatest pleasure, I experienced between the orchads and rubbish dumps of Sicily that street surfing is also possible with an “Enduro”. As expected, the power of the new Zero is immense, its presentation a feast. The DSR/X floats along not only because of its quiet drive, but also because of the first-class chassis and its excellent balance. Offroad, the recuperation is as soft as butter and hence a blessing for those less experienced with braking on loose surfaces. On asphalt, the compound brake is beyond reproach.

Pleasently, the space technology at the heart of the motorcycle remains in the background, it does not confuse the user, and even if the software application could have been solved more elegantly in some places: anyone can simply ride the DSR/X out of the store.

I would have preferred some details on the Zero DSR/X to be different – please allow me that much criticism. Are hooking locks still character or already an impertinence in this price range? Whether the exposed position of the Type 2 socket is the right thing remains to be seen. The same holds true for the hard-to-reach cruise control button on the right-hand handlebar – but admittedly, you can get used to that. Finally, I have my doubts concerning the optional luggage system: why was an elaborate and heavy carrier necessaary when the already existing openings in the aluminium grips and the pillion footrests could have been used?

How much is
 the fun?

Depending on the country, the price is close to 27,000 euros. This is undoubtedly big money and rarely be the price for which a Zero DSR/X will roll out of the store. The large battery makes the optional Quick-Charger a must. The charger for the home garage doesn’t come for free, and for the road, there’s still the need for a three-phase charging cable. As an “adventure bike”, I think the DSR/X has to stand on the optional spoked wheels, and if you’re heading for a trip, you probably don’t want to do so without the luggage system. So, it’s more likely to be 30,000+ euros …

On the other hand, the use of the DSR/X causes little costs – the further you ride it, the better the machine’s price-performance ratio becomes. The kWh price still has a long way to go before it hits petrol level. Tax breaks or exemptions as well low insurance premiums are immediately noticeable, periodic maintenance is limited to checking tyres, brakes and the belt. And – if I may say so – an electric motorcycle is once again welcome in the much-maligned Tyrol.

---

Details at a Glance

• Motor: Z-Force^® 75-10 5T, air cooled
• Battery: 17.3 kWh (15.2 kWh usable) Lithium-ion battery, integrated AC 6.6 kW charger (can be upgraded to 12.6 kW)
• Peak Power: 75 kW (approx. 100 HP)
• Continuous Power: 36 kW (approx. 48 HP)
• Peak Torque: 225 Nm
• Vmax: 180 km/h
• Range (EU 134/2014 Annex VII): 172 km
• Weight: 247 kg
• Load Capacity: 252 kg
• Drive: Gates Belt
• Suspension Travel: 190/190 mm
• Ride Height: 828 mm
• Brake System: double discs (320 mm) and four-piston calipers at the front (320 mm), single disc (265 mm) and single piston caliper at the back, Bosch Advanced MSC with combined braking system (eCBS) and Vehicle Hold Control (VHC)
• Front Wheel / Front Tyre: 3,00 x 19 / 120/70-19 (Pirelli Scorpion Trail II)
• Rear Wheel / Rear Tyre: 4,50 x 17 / 170/60-17 (Pirelli Scorpion Trail II)
  

---

Thanks for the
 great support!

I tested the Zero DSR/X by invitation of Zero Motorcycles – thanks a lot for this opportunity! All costs for traveling, accommodation and food were covered by Zero Motorcycles. The rider equipment was provided to me by Rukka Motorsport and Nolan Group Germany.

And, of course, many thanks to Eva Strehler (read4good), whose translation and editing help I greatly appreciate!

Perfectly matching: