The Zero DSR/X is designed for open roads and dirt riding.
Currently, the hottest segment in motorcycling is the “adventure bike,” also known as an “ADV” motorcycle, which is a motorcycle that can be ridden long distance in (relative) comfort like a touring bike, but can also confidently wander off the pavement to reach destinations well beyond the reach of typical street bikes. Once a niche, adventure bikes and their close cousins, the lighter-weight “dual sport” machines, have exploded in popularity in recent years as they can engender epic ‘round-the-world (”RTW”) expeditions, which have some high-profile exposure on YouTube and in the popular “Long Way” travelogue streaming series featuring movie stars/motorheads Ewan McGregor and Charlie Boorman.
Adventure riders often stand on the pegs of their bikes, which improves control, forward vision and … [+]
The “adventure motorcycle” dates back to the dawn of motorcycling itself – in spirit at least – when most every motorcycle ride was an adventure of some sort and intrepid riders like Besse Stringfield crossed the U.S. by motorcycle long before there were interstate highways – or many roads at all, outside of railways. Stringfield also served as a motorcycle messenger in World War II.
In the 1970s, motorcycle makers gave the world a taste of adventure bikes to come with road-legal “scrambler” models that could also conquer dirt roads. Ted Simon then took four years to motor around the world on a lightly modified Triumph, a journey he chronicled in his fascinating tome Jupiter’s Travels, which along with Robert Pirsig’s 1974 classic Zen and Art of Motorcycle Maintenance, helped to move motorcycle riding into the mainstream and seed the adventure riding phenomenon.
In 1980, BMW began offering a large, odd-looking dirt-road focused motorcycle, the 800cc R80 G/S, which was essentially a long-haul motorized pack mule that could also navigate where only “dirt bikes” had gone before. Soon after the BMW launched, Kawasaki debuted its long-running KLR650 adventure bike, which is still in production, and as other motorcycle makers recognized the trend and jumped on board, the modern era of “adventure motorcycling” was born. Even Harley-Davidson now makes a well-regarded ADV machine. Now, electric motorcycle market leader Zero has joined the ADV fray with the $24,495 DSR/X, arguably the first purpose-built all-electric adventure bike.
The new-for 2023 DSR/X is based on Zero’s “big bike” SR architecture, but with a reinforced frame, a 100-horsepower motor tweaked for ADV duties and numerous other features designed to make the DSR/X more capable on the road and off of it. And while the motor makes “only” 100 horsepower, it also produces a very stout and useful 166-pound feet of torque, the key ingredient for adventure riders who need the grunt of torque rather than some astronomical horsepower or top speed capability. Indeed, the DSR/X is limited to a 112mph top speed, but the torque figure surpasses that found in nearly any production motorcycle – and even some small cars.
With the right gear, an adventure bike can get a rider far, far away from civilization.
Riding range varies according to use, with Zero saying the DSR/X can go up to 180 miles in urban riding (as in, no highway miles) with its 17.3 kWh battery, or 85 miles of straight highway riding. A mix of the two will net about 115 miles of range, depending on the “mix” of course. Because this is a dedicated adventure model designed to ridden off-pavement, Zero says their riding research indicates the DSR/X can go up to 200 miles in off-road riding. This makes sense, since the pace off the pavement is typically slow and slowing puts power back in the battery via regeneration from motor.
Charging takes 10 hours when plugged into a wall outlet, or two hours using the common J1772 Level II EV-type charger. Adding a supplemental Level II charger module can cut the time to an hour, but doing so precludes adding Zero’s “Power Tank” expansion battery, which bumps capacity to over 21kWh of storage, but also adds weight and intrudes upon a handy storage compartment in the bikes “gas tank.” Adding the battery does add a modicum of riding range, depending on how the DSR/X is ridden.
The DSR/X features 7.5 inches of suspension travel and larger, dirt bike sized cast wheels rolling on Pirelli Scorpion Trail II tires suitable for light off-road use; buyers can also option for more off-road biased wire-spoke wheels next year that can accept much more aggressive knobby tires for better off-road performance.
The base DSR/X casts $24,495 and has a long list of optional gear.
Tech-wise, Zero’s Cypher III Plus user interface lives on a five-inch color LCD display, allowing riders to choose between five primary riding modes (Eco, Standard, Sport, Rain, and Canyon), including dedicated “off-road” variations of each primary ride mode. Five user-settable choices can also be programmed on the bike or more easily through Zero’s connected app. And while it would seem counterintuitive to turn off helpers like ABS and traction control, riding in low-traction situations off-road is often better left to rider experience, so Zero does give the option to turn them off or tweak their intervention level.
At 544 pounds, the base DSR/X is not a lightweight machine, but it’s in the same league weightwise and powerwise as its gas-powered competition, such as the current ADV icon, BMW’s 1250 GS Adventure, along with Ducati’s Multistrada, Yamaha’s popular Ténéré 1200, and Honda’s Africa Twin. Add on some extras from Zero’s accessory catalog, such as the de rigueur set of aluminum panniers and a top box – and maybe a passenger – and the weight figure starts to rise quickly, but that’s true for any adventure bike.
A key to adventure riding is being able to traverse areas with barely-there roads – or no roads at … [+]
The big difference, of course, is that the DSR/X is all-electric, which will thrill some and be a deal breaker for others. For serious overland and adventure riders looking to find that far horizon, the added negatives of both long charging times and also just locating a charger in the middle of nowhere (or even many places in the U.S.) will be tough to overcome. Indeed, Zero has teamed with off-road riding apps and map makers to include charging spots in the U.S. However, elsewhere in the world where backcountry areas are smaller and charging networks more common (as in most of Europe, for example), the DSR/X makes more sense in the current market and properly equipped, could indeed be a workable vessel of exploration, along with a top-notch commuter or even work bike, given its carrying capacity when outfitted with hard or soft bags.
The appeal of adventure bikes like the Zero DSR/X goes beyond visions of crossing distant borders, roadless tundra or the reaches of the Atacama; the bikes are typically very robust, can carry a lot of gear and if properly accessorized, and can survive minor crashes or tipovers without requiring expensive repairs, making them highly practical choices for touring and worry-free riding in general. Adding in the electric element simplifies design and also ends the cost of buying liquid fuel, as well as doing away with the complexity of servicing a gas engine and transmission (the DSR/X has one gear – but will also go in reverse, slowly). But range and charging times remains issues, especially in out-of-the-way places the DSR/X can transport a rider. In time, when charging points become more common, the DSR/X will make more sense, but for now, riders should plan routes according to where they can find a Level II electron spigot. At this time, Zero models do not accommodate Level III DC Fast charging capability.
Got a hankering for getting way off the grid? The DSR/X should be able to accommodate your … [+]
However, those issues don’t appear to be hurting Zero’s sales. In a conversation with CEO Sam Paschel Jr., he told Forbes.com that Zero is selling every bike it makes at this time and is working to ramp up production to meet demand. However, as with many tech companies, parts shortages and shipping delays have been issues during the pandemic. Paschel said they are working to overcome the issues to get the DSR/X into serial production for deliveries this fall.
We’re hoping to spend some serious seat time aboard the Zero DSR/X when production units are available, which should be soon.
Source: https://www.forbes.com/sites/billroberson/2022/09/14/zero-debuts-new-dsrx-electric-adventure-motorcycle/