The July 2011 issue of
Motorcycle Consumer News contains a four-page evaluation of the 2011 Zero DS electric motorcycle, subtitled: “The motorcycle of the future”. The article attempts to evaluate the motorcycle as they would do with any other internal combustion vehicle with similar performance. They ran through the history of Zero, which was founded by Neal Saiki in 2006 as Electricross, to build electric mountain bicycles. They comment that “
MCN had never tested a rechargeable electric motorcycle before getting our hands on the Zero, so we weren’t exactly prepared for the very different experience it would provide.”
Needless to say, the part of the test that they were upset about was running out of battery power while riding to work on the 405 freeway after having lunch at home, 13.5 miles away. Things kind of went downhill from there. The bike gave up 3.5 miles from the office and they had to have it towed back. The fully discharged battery took four hours to recharge. They had apparently been blindsided by Zero’s website that claimed a maximum 58-mile range. But later when they contacted Zero they were told that the bike’s range was really 20 miles at maximum speed and 40 miles around town. They say that the EPA estimates a 43-mile range, but like automobile fuel economy, the ratings are very optimistic.
To verify the true range, they ran it from a full charge to stone dead – exactly 27.6 miles. Approximately 50% of the total distance was traveling over 60 mph. Top speed with a fully charged battery, lying on the tank, is 68 mph. 0-60 takes 11.35 seconds and the quarter mile passes by at 19.31 seconds at a speed of 66.86 mph. They feel that the bike is adequate as a commute vehicle, but lacks pulling power off road and they say getting started in a rut or up a hill in the dirt is virtually impossible.
The bike weighs 296 pounds, with 51.4% of its weight on the front wheel, which they felt was too much for a dirt bike - as is the 24.9 degree fork rake and a trail of only 2.8”. Great numbers for a sport bike, but too radical for a dual-sport, is their comment. The suspension is competent, with fork travel of 9.4” and preload and rebound damping adjustments. The rear suspension has a travel of 7.7” and allows adjustment of the preload, rebound and compression damping. They rate the bike’s off-road performance as “appropriate for casual riding, but nothing more”. The Deli dual-sport tires are a compromise for street use, but don’t give a particularly confidence inspiring grip on pavement. One of the two bikes that they tested had a noticeable issue with an unbalanced front tire.
Brakes are made by Hayes, a 310mm wavy front disc and a 220mm rear disc. However the brakes take a lot of force to slow the bike and they felt that the pads or master/slave cylinder-size-ratio were not properly selected. Their best stop from 60 mph took 139.2’.
Their model had the 1” lower Corbin seat, but the extra charge for this seat is $500 and they thought that was excessive. The stock seat height is 35.4”.
While riding around they received positive comments from the public, which lead them to believe that maybe they were being too negative regarding the future of the Zero. Production of Zeros is expected to reach 1500 units this year.
Of the two testers, one felt generally positive about the Zero DS, while the other tester pretty much hated the bike and felt it still had a long way to go before it would be worth the selling price.
I found the power curve to be interesting and somewhat unusual. The dynamometer chart shows a straight line from zero hp to 22.58 hp at 55 mph, forming a triangle, instead of a typical power curve. The power is cut off at the bike’s maximum speed of 68.1 mph. No torque curve was provided. (Perhaps the curve consists of straight lines because it compared horsepower with speed, I assume because there is no gearbox, instead of rpm, as would be normal with an IC motor.)
Here are some technical specifications for the Zero DS:
The motor is 4.4kW, DC, PM, brush type.
Final drive is a ½” Gates Polychain belt
Motor rpm @ 65 mph is 3200, maximum motor rpm is 3350
Wheelbase is 56.3”, rake 24.9 degrees, trail is 2.8”
Ground clearance is 10.6”, seat height is 35.4”
GVWR is 597 pounds, on road weight is 296 pounds and carrying capacity is 301 pounds
Front forks are 38mm with 9.4” travel and are preload and rebound adjustable
Rear suspension has 7.7” of travel and are preload, rebound and compression adjustable
Front brakes are Hayes 310mm disc, two-piston, single-action caliper
Rear brakes are 220mm disc single-piston caliper
The front tire is a 100/80-17 Deli Tire SB117 52P on a 2.15” x 17” wheel
The rear tire is a 110/90-16 Deli Tire SB117 65P on a 3.00” x 16” wheel
Headlight is a 65/55W
Range is 20-40 miles, fuel grade (I like that one) is 110V 60-cycle AC
Instruments consist of a speedo, odometer, 2 trip-meters, and a state-of-charge meter
Indicators consist of hi-beam, turn signals and neutral (?)
MSRP is $10,495; $10,995 with the optional 1” lower Corbin seat
Routine service interval is 4000 miles
Motor brush inspection/replacement interval is 8000 miles
Warranty is 2 years, unlimited miles
Colors are black or white
Speed at 65 mph indicated is an actual 59.4 mph
What they liked about the Zero DS was that it is “the first viable mass-produced electric motorcycle; has very little maintenance needed after purchase; and is silent, stealthy, fun to ride”.
What they didn’t like was that it has “marginal range for commuting; very high purchase price, even with green incentives; and has modest performance; barely adequate for freeways”.
Maybe later this year
MCN will have the opportunity to test an Enertia Plus.
