The announcement comes as part of Zero’s 2023 model year lineup release, in which the headliner is definitely the company’s newest bike.
The DSR / X takes the same basic platform as the SR / F and SR / S, lengthens and strengthens it, then increases battery capacity and engine torque between a number of other small tweaks.
The result is a highly effective dual-purpose adventure bike that handles off-roading as well as blasting through canyon roads.
And I should know, as I spent this past weekend doing exactly that as one of the first ever testers of the new Zero DSR / X. There’s more to come in the next day or two about that experience, including a full video experience from my first ride on the new bike.
The main specs of the DSR / X will sound largely similar to Zero’s other flagship bikes, but with a few key differences.
For example, the bike’s ZF75-10 motor was modified with an extra turn of its copper windings, adding about 20% more torque to land at 166 lb-ft. This required a slight power cut at the high end, reducing top speed from 124 mph (200 km / h) to around 112 mph (180 km / h).
I’ll be honest: I couldn’t have told you the difference. It’s not every day that you hit triple digits, and it’s even rarer that you go over 180 km / h anyway.
That torque is key, however, as the bike is designed to traverse tough terrain where low-end torque makes a big difference.
To avoid switching to chain drive, Zero increased the Gates belt width from 20mm to 25mm and used a stronger core, resulting in a double belt drive compared to SR / F and SR / S. The transmission also uses Gates’ Mudport technology, which helps remove debris from the belt pulley and is critical for off-road riding.
The Zero DSR / X runs Zero’s Cypher III + operating system and is the first electric motorcycle to use Bosch’s full suite of Advanced Motorcycle Stability Controls (MCS) with off-road functionality.
MCS helps make that power controllable and keep both wheels on tarmac or dirt. It also integrates with the Bosch combined braking system, which applies adequate rear braking force when the rider relies too much on front braking.
Zero has increased the number of riding modes on the bike with a new canyon mode and has also added new off-road variants for each mode that allow you to be a little freer with your riding, like breaking the rear wheel a little or lock on the contrary, lift it briefly to slide the curves.
As a commuter biker who loves the occasional twists when on vacation, I don’t find myself on dirt very often. I certainly wasn’t pushing the bike to the limit, but I still managed to slip and slide a bit into the dirt, with Bosch’s MCS saving my butt every time.
The 17.3 kWh Z-Force battery offers a range in the city of 180 miles (290 km) and a range on the highway of 85 miles (137 km).
Unlike the NEDC or WMTC range standards, there is no standard for measuring off-road distance for the type of riding you would normally do on an adventure bike like this. But as Zero CTO Abe Askenazi explained at the company’s launch presentation, Zero’s pro cyclists thoroughly tested the bike on various routes and found that typical off-road ranges in the real world were between 155 and 200 miles. (249 to 322km) depending on how aggressive you ride.
The reason off-road ranges fall into the same playing field as urban ranges is that adventurous driving is generally done at speeds of around 15-25mph, depending on the difficulty of the route.
In my test drive, I used about 1/3 of the battery power going nearly 60 miles (96 km) on a ride that was about half off-road and half freeway at around 50 ish mph (80 ish km / h). This equates to roughly an extrapolated 180 mile (290 km) radius for the run.
Other adventure-specific upgrades include increased ground clearance achieved by moving the controller from under the battery into the bike’s tail. There is also the adjustable Showa suspension which includes 8 inches of travel in the inverted front fork. That long-travel suspension was also surprisingly luxurious. I couldn’t believe the size of the rocks I was hitting without them transferring into my wrists. From time to time I found myself aiming at bigger and bigger rocks, just to feel something. Anything smaller than a softball basically got me surfing unnoticed.
In three different storage compartments there is 28 liters (7.4 gallons) of stowage on board. It mostly comes from the enlarged glove box in the mock “tank”, but there is another glove box in the front right as well as under the seat. Bikers can of course add the Zero hard cases for even more onboard storage.
Anyone familiar with the Zero SR / F and SR / S saddles will also notice that the Zero DSR / X has a refined saddle, which Askenazi described as designed to make riders feel like they are sitting “in and not on top”. bike. The ergonomics of the bike offer a much more upright and comfortable riding posture.
Charging is done by a built-in 6.6 kW Level 2 AC charger that can recharge the battery from 0 to 80% in just two hours. Upgrading to the higher power charger option will reduce the reload time from half to just one hour with a level 2 charger.
Another cool feature found on the bike is Park Mode, which offers control both forward and reverse, with limited speed and torque. When wiggling around the 544-pound (247 kg) bike even on a slight incline, a reverse mode is a godsend.
A new uphill hold function keeps the bike in its position when stopped on a hill, allowing riders to take their hand or foot off the brake without rolling.
Unlike many electric motorcycle presentations that arrive a year or more before the bike is finally available for purchase, the Zero DSR / X will already be in many dealerships by tomorrow.
Available in Pearl White and Sage Green, the bike is priced at US $ 24,495. This takes it slightly above the $ 23,995 Zero SR / S and $ 23,795 Zero SR / F.
I am excited to share my test video over the next couple of days. Until then, let’s hear what you think of Zero’s latest model in the comments section below!
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